Lot Description Estimate Sold Price Illustrations
700 LOTS 1-700 CAN BE FOUND ON THE-SALEROOM.COM Please see link on information page. ...... Add to my lots £ Not sold
701 1932 Austin 10/4 Saloon Reg. no. UVS 758 Chassis no. G5813 Engine no. GC5596 Austin’s importan...... Add to my lots £6,500 - 7,000 Not sold
702 1930 Alvis Silver Eagle 6-Light Saloon Reg. no. OU 7420 Chassis no. 8422 Engine no. 8867 The Sil...... Add to my lots £12,000 - 15,000 £11500 1930 Alvis Silver Eagle 6-Light Saloon
Reg. no. OU 7420
Chassis no. 8422
Engine no. 8867
The Silver Eagle of 1930 followed on from 1927’s 14.75, which had been Alvis’ first foray into the world of the six-cylinder motor car. Following on from the success of the four-cylinder 12/50 was not an easy task, but Alvis managed it – the Silver Eagle engine was extremely smooth and produced good power – 72bhp in 2.2 litre form as in this car – while all components were finished with Alvis’ customary quality and attention to detail. Production continued until 1936 with various revisions to keep up with the rapidly-changing times; a huge variety of body styles graced the Silver Eagle chassis, since Alvis, like most high-quality manufacturers of the time, provided their chassis to coachbuilders for bodies to be built to the customers’ specifications.
This 1930 Silver Eagle is a rare six-light saloon, bodied by Carbodies – like Alvis, a Coventry company and a popular supplier of bodies for Alvis cars. This example is in good all-round condition; in the current family ownership since 2007, it was previously restored at an unknown date. In 2011 it was treated to an engine rebuild. It comes with a full history file containing many bills, plus an old-style logbook and a V5c.
703 1947 Austin 8 Saloon Reg. no. HXR 767 Chassis no. 79796 Engine no. 1A-106760 Austin finally repl...... Add to my lots £5,000 - 6,000 Not sold 1947 Austin 8 Saloon
Reg. no. HXR 767
Chassis no. 79796
Engine no. 1A-106760
Austin finally replaced the venerable Seven in 1939, with the new 8 carrying over the 900cc engine from the ‘Big Seven’ but otherwise being a new design, incorporating semi-unitary construction. With 24bhp, the 8 was never going to set speed records, but that’s not what it was meant to do – in the finest Austin tradition, it was intended as dependable family transport, and in that role it performed superbly. A robust car, it proved its metal in a filmed publicity exercise in 1939, where an 8 climbed all the main Lake District passes in the course of a day; many were unpaved, and in a condition that would render them impassable to any modern family car, but the 8 performed superbly. This rugged ability attracted the armed forces during the war, and over 9000 of the special Military Tourer model were produced for the army. Civilian production was halted in 1943, and when it resumed after the war the car was mostly unchanged, bar a few cosmetic differences. By the time production ended in 1948, 56,103 had been produced. 
This 1947 8 was restored several years ago and remains in good condition. The excellent interior was fully retrimmed and still presents well. Said to run and drive well by the vendor, this Austin may require some minor recommissioning prior to use; it is offered with some old MOTs and a V5C.
704 1938 BSA Scout Series 4 4-Seater Deluxe Reg. no. CWU 849 Chassis no. 892 Engine no. 2223 Introdu...... Add to my lots £10,000 - 12,000 £18500 1938 BSA Scout Series 4 4-Seater Deluxe
Reg. no. CWU 849
Chassis no. 892
Engine no. 2223
Introduced in 1935, the BSA Scout looked, to the untrained eye, similar in concept to other small 1930s sports cars, such as the Hillman Aero Minx or Singer 9 Sports. However, the Scout hid a secret – instead of being a rear-wheel-drive vehicle like almost all other cars at the time, it was front-wheel-drive. BSA had form in this department – the three-wheelers the company had been making since 1929 were also driven through the front wheels, and as such, extending the technology to four-wheeled cars was a natural step. Following from some unsuccessful efforts at FWD four-wheelers earlier in the 1930s, with the Scout BSA got it right and the result was a popular car. The company claimed, not without justification, that the front-wheel-drive layout made for safer and more predictable handling. Available in both 9hp (1075cc) and 10hp (1203) versions, driving through 3-speed crash gearboxes, the Scout was available with many different body styles throughout its production run, and was regularly revised and improved. Most cars were capable of 70mph. With the outbreak of war, production ended, never to restart. 
This 1938 10hp Scout is in very good condition. A four-seater tourer, it was restored at some point in the past; in the file there are some photos of it stripped down to the chassis, as well as several old MOTs and a V5C.
**Catalogue amendment**
It should be noted that this car requires recommissioning following  a short period of storage. We understand that the car has covered appoximately 65,000 miles from new and it is a two owner car.
705 1980 Morgan 4/4 Reg. no. JFJ 9V Chassis no. B 4655 Engine no. 9K4-A3049 1980 Morgan 4/4 Reg. ...... Add to my lots £10,000 - 12,000 £12000 1980 Morgan 4/4 
Reg. no. JFJ 9V
Chassis no. B 4655
Engine no. 9K4-A3049
1980 Morgan 4/4 
Reg. no. JFJ 9V
Chassis no. B 4655
Engine no. 9K4-A3049
From its introduction in 1936 as Morgan’s first foray into the world of four-wheeled cars until its discontinuation in 2019, the 4/4 was a mainstay of the Malvern company’s production. Bar the war years and 1951-55, the 4/4 was in continuous production, with the fundamental principles remaining the same – for example, Morgan’s famous sliding-pillar independent front suspension was fitted to all 4/4s. Despite the appearance of the car changing little over the years, mechanically it was constantly improved to keep up with the times and its competitors. 
This 1980 4/4 is fitted with one of three Ford engines that were offered that year – a 1600 Kent unit, as fitted to 4/4s from 1968. These engines provided good performance in such a lightweight car, driving through a four-speed gearbox also sourced from Ford. This car has been in the current ownership since 1982 and was restored in 1991/2. Now requiring some recommissioning to return to the road, it has recently had a MOT pre-test inspection carried out, with a copy of the resulting report in the file that details the work needed. It also comes with various bills, and old-style logbook and a V5C.
706 1925 Austin 7 Pramhood Chummy – stunning oily rag example! Reg. no. XX 7637 Chassis no. A17855 ...... Add to my lots £13,000 - 16,000 £13000
707 1922 Chenard et Walcker Type T Saloon Reg. no. DS 8025 Chassis no. 19426 Engine no. Unknown Alth...... Add to my lots £7,000 - 10,000 £10500 1922 Chenard et Walcker Type T Saloon
Reg. no. DS 8025
Chassis no. 19426
Engine no. Unknown
Although few people have heard of Chenard-Walcker today, let alone seen one of the company’s cars, the French manufacturer was in fact a significant player in the dynamic French car industry of the early 20th century. Founded in 1899 by engineers Henri Walcker and Ernest Chenard, the company started by producing motor tricycles and quadricycles. In 1900, the first proper car, the Type A, left the company’s works on the outskirts of Paris. The range expanded quickly, and by 1910 the company was the 9th-largest car producer in France, with an output that year of 1500. In 1914 at the outbreak of war, production consisted of a 4.5-litre six-cylinder, as well as three smaller 4-cylinder models of 2, 2.6 and 3-litre capacities. During the war years, the factory was turned over to producing Hispano-Suiza aircraft engines, as well as Type U cars for the military. Post-war, the six-cylinder car was reintroduced, but the rest of the company’s line-up was new for 1920. In 1923, Chenard-Walcker wrote itself into the automotive history books with a 1-2 finish in the very first 24 Hours of Le Mans, the racing cars using an overhead-cam version of the 3-litre 4-cylinder engine. Proving that the mantra of ‘win on Sunday, sell on Monday’ was accurate, Chenard-Walcker sales went from strength to strength, and by 1925 it was the 4th-largest car manufacturer in France. However, a 1927 alliance with Delahaye and Rosengart did not work out, and by the mid-30s the largely hand-built nature of the company’s cars meant it couldn’t compete with the likes of Citroen, Renault and Peugeot. Car production probably ended in 1939, with remaining stock lasting into 1940. 
This car was imported to the UK in 1982, having previously been in a Dutch museum. Likely a 1921 or 22 model, much research has been done on the history of this particular car. In current ownership since 1987, the engine and chassis were thoroughly overhauled and the car returned to the road in 1999. Mainly used for shows, weddings and small rallies around the South West of the UK, the car has also been to Belgium for a French Chenard-Walcker club rally. Originally a 2-litre car, the vendor found a 3-litre side-valve engine at a French dealer in 1999, and having been rebuilt this was fitted in 2014, making the car somewhat more sporting. It has also been fitted with a modern high-speed starter and cartridge oil filter. Also fitted with indicators and mirrors for safe modern driving, this extremely rare vintage saloon also comes with a V5C.
708 1953 MG YB Saloon Reg. no. YMG 17 Chassis no. YB1014 Engine no. XPAG/SC/1790 Introduced for the ...... Add to my lots £10,000 - 12,000 Not sold 1953 MG YB Saloon
Reg. no. YMG 17
Chassis no. YB1014
Engine no. XPAG/SC/1790
Introduced for the 1952 model year, the MG YB was an improved version of the YA, which was MG’s small saloon in the immediate post-war era – although it actually had pre-war origins. Compared to the YA, the YB had a completely new Lockheed twin leading shoe brake system, a more modern hypoid back axle, and smaller 15-inch wheels, which gave better road-holding. It also benefitted from an anti-roll bar and improved shock absorbers, the result being a car that was more modern to drive than its predecessor, even if on the surface the cars looked very similar. Power was still supplied by the same 1250cc XPAG engine, offering respectable performance for a car in its class. Just 1301 YBs were built before the type was replaced by the ZA Magnette in 1953.
This 1953 YB was in the possession of the late owner for 12 years – other cars came and went in that time, but this was the one he loved and the only one he kept for long. In that time, it has been used sparingly, covering less than 200 gentle miles every year, mainly around rural lanes or going to occasional shows. The car’s first owner was Phyllis Calvert, who was one of the most prominent and popular film actresses in Britain in the 1940s and 50s; accompanying this vehicle are a signed photo and a note from her to the second owner. It also comes with some tax discs and some MOTs back to 1984. In good all-round condition and said to perform well, this rare MG also comes with a V5C.
709 1909 Riley 12/18 Open Tourer Reg. no. BY 1963 Chassis no. 1842 Engine no. 1692 VCC dating Certi...... Add to my lots £30,000 - 35,000 £46000 1909 Riley 12/18 Open Tourer 
Reg. no. BY 1963
Chassis no. 1842
Engine no. 1692
VCC dating Certificate Number: 379
Riley, like so many British companies was born out of a bicycle business. The first cars were tricycles and quads and in 1904 a single cylinder fore-car powered by a 517cc engine was introduced. In 1907 the first four-wheel production car was introduced powered by a V-twin engine mounted midships with a gearbox alongside and final drive by chain. Larger cars were introduced in 1908 with the V-twin mounted at the front. Two engine sizes were available being 1390cc and 2075 cc. At this time the Riley patent detachable wire wheels were introduced making it the first production car with detachable wheels. So successful were the wheels they were supplied to many other makers, amongst them Napier, Hispano-Suiza and Rolls-Royce. The 12/18 was fitted with the round radiator, 3-speed gearbox and shaft drive. By 1912 the wheel making business threatened the car production, so a new Company was formed for the car manufacturing and named the Riley Motor Manufacturing Co Ltd. In 1914 the V-Twins were joined by the 17/30 4-cylinder car.   
The first known keeper on record appears to be a Mr. Pidgeon circa 1948. 1692 was then presented to the VCC for dating in 1953 by a Mr. Sandford and certificate number 379 issued confirming the 1909 date. Subsequently owned by Pam Knight and campaigned by husband Ron, an avid collector of Darracqs,  the car then passed to Nic Dyer before being acquired by the vendor’s late father in 2018.
Chassis number 1842 is a correct car in every respect and one of only seven known to exist. Erected in 1908 on a long chassis the car wears a pretty 4-seater body with a coachbuilders plaque of Hollick and Pratt Coventry. Entry to the rear is by means of the front passenger seat swinging open. The coachwork is finished in green with white coach lining and shows a nice patina; the upholstery is black button back style. A full set of lights are fitted, acetylene headlamps and electric side lights and electric divers type rear lamps. Ignition to the cylinders is by means of trembler coils and magneto whilst lubrication is drip fed and hand pump.
This rare Riley is offered with a current V5, a VCC of GB dating certificate, a collection of early photos of the car on VCC events as well as being actively campaigned in VSCC hill climbs, old MOT and tax discs as well as various history in the file; this car would certainly grace any collection.
710 1906 Darracq 10/12 Model R Reg. no. BB 1148 Chassis no. 9466 Engine no. 9435 VCC dating Certific...... Add to my lots £35,000 - 40,000 £22000
711 1904 Crestmobile Type D Rear Entrance Tonneau Reg. no. BS 8303 Chassis no. 666 ‘$750 dollars fo...... Add to my lots £20,000 -25,000 £66500 1904 Crestmobile Type D Rear Entrance Tonneau
Reg. no. BS 8303
Chassis no. 666
‘$750 dollars for two persons $850 dollars for four persons’. 
So says the advert for the 1904 8 HP Crestmobile. Started in 1901 the Crest Manufacturing Company was based in Cambridge Massachusetts USA and began by making engines and other components.  In 1901 they launched a very simple 2 HP air cooled single cylinder runabout. The Model A followed later in the year; the Model B was powered by a 3.5 HP engine and the Model C by a 5 HP engine.   The Model D was fitted with an 8 HP engine and was introduced in 1904. In 1905 the Company was absorbed into the Alden-Sampson Co who continued to sell the left over Crestmobiles into 1906.
Little is known of the history of the car offered in the sale before it was imported in running order into the UK from the USA. A Certificate of Title in the file gives the last known American owner as a Mr David Schaik residing in PA. Imported into the UK around 1999 the car was registered BS 8303 and in early 2000 the car was presented to the VCC dating committee; a date of manufacture of 1904 is confirmed on certificate number 2315. A number if invoices are on file detailing work carried out by respected engineer Nigel Parrott and Henal Engineering which included rebuilding the gearbox and mending transmission brakes. 
The Crestmobile Model D is fitted with a single cylinder air cooled engine, rated at 8 HP, with mechanical inlet valves fed with drip feed lubrication. Transmission is a two speed epicyclic gearbox with the footbrake and handbrake operating on the transmission. This car is fitted with steel wheels and a four seater detachable tonneau body, presenting very well in red with black upholstery. A hood is fitted which covers the front passengers and there is a fitted tonneau cover over the rear seats. Brass sidelights and a rear light are also fitted.
This imposing veteran is of course eligible for the famed London to Brighton Veteran Car Run as well as all events organised by the VCC. With its single cylinder engine it is also eligible  for the ever popular Single and Twin events organised by the same Club. The car is offered with a V5, a VCC dating certificate, and tips on starting, lubrication and driving. There are also a number of copies of period adverts, sales catalogue and articles on the Crestmobile.
712 2005 Mercedes SLK 350 Reg. no. KS54 VRR Chassis no. WDB1714562F051921 Engine no. 2729633002970S ...... Add to my lots £5,000 - 7,000 £4800
713 1925 AC 12hp ‘Royal’ Two-seater with dickey Reg. no. PY 2832 Chassis no. 21229 Engine no. 444...... Add to my lots £10,000 - 12,000 Not sold
714 1929 Austin 7 Coupe Reg. no. BF 8223 Chassis no. 80028 Engine no. M130884 By the end of the 1920...... Add to my lots £8,000 - 10,000 £8000 1929 Austin 7 Coupe
Reg. no. BF 8223
Chassis no. 80028
Engine no. M130884
By the end of the 1920s, the British motor industry was a very different place compared to the beginning of the decade, in no small part due to the success of the Austin Seven, as well as that of other affordable models from the likes of Morris. At the beginning of the decade, saloon or coupe bodies were much more labour-intensive and therefore expensive than open cars, and hence enclosed cars were a rarity. By the end of the decade, more people were desiring an affordable car with weather protection, and the enclosed car was soon to become the norm; the improved economies of scale resulting from that meant that saloons and coupes became available and affordable in every sector of the market. Most were still coachbuilt, however, with traditional wooden framing and either fabric or aluminium covering; these required more care and upkeep than simpler open bodies, and for that reason vintage closed cars are comparatively rare today. The Austin Seven had first become available as a saloon from the factory only in 1926; thereafter, enclosed bodies from both Austin and external coachbuilders gained popularity, although of vintage Austin Sevens remaining today, a large majority are open cars.
This 1929 coupe Austin Seven is in excellent all-round condition, with the reconditioned engine and gearbox ensuring it should drive well. The vendor’s father purchased the car as a chassis then set about re-making the body and interior; the result is an extremely attractive and rare car. It comes with folders of history and information, plus a V5C.
715 Scripps-Booth was founded in 1914 by James Scripps Booth, a Detroit-based artist and engineer from t...... Add to my lots £7,000 - 10,000 £8750 Scripps-Booth was founded in 1914 by James Scripps Booth, a Detroit-based artist and engineer from the wealthy Scripps publishing family. He had previously built a highly unusual car called the Bi-Autogo, a two-wheeler with retractable stabilisers, wheel steering, and a 6.3-litre V8 engine – the very first of many millions of V8s built in Detroit. The new Scripps-Booth was a more conventional product – it had four wheels, for a start – and the entry-level models had a 4-cylinder engine of 1702cc. Nevertheless, these were upmarket cars in their class, with complete electrical equipment including a starter, and sold for considerably more than Ford’s Model T. In 1916, the company became part of Chevrolet, and when Chevrolet merged with General Motors in 1918, Scripps-Booth became part of that company. With the improving roads enabling long-distance motoring in the 1920s, small-capacity light cars such as the Scripps-Booth fell out of favour, and GM discontinued the brand in 1923. 
This 1918 Scripps-Booth is a Model C, featuring the overhead-valve 1702cc engine that was introduced in 1917. It is thought to be one of only two Scripps-Booths in the UK, with around thirty remaining in the USA, mostly in museums. In very good condition, the interior, hood, wheels and chassis have all been restored to a high standard. In addition, the cylinder head and dynamo have both been rebuilt, and some electrical work has been carried out. Imported from the USA in 2011, it is UK registered and comes with a V5c.
716 1968 Triumph TR5 PI Reg. no. DTU 708F Chassis no. CP1812 Engine no. CP2033E While looking very s...... Add to my lots £35,000 - 40,000 Not sold
717 1939 BSA Scout Reg. no. FOG 940 Chassis no. E1693 Engine no. A2993 1939 BSA Scout Reg. no. FOG ...... Add to my lots £3,000 - 5,000 £4400 Not Illustrated
718 1972 MG B GT Costello Mk. I – a genuine low mileage example Reg. no. PJM 626L Chassis no. GHD528...... Add to my lots £18,000 - 20,000 £21000 Not Illustrated
719 1908 Star Reg. no. BF 9170 Chassis no. 1971 Engine no. 465.P VCC of WA Dating Certificate numbe...... Add to my lots £28,000 - 35,000 £20000 Not Illustrated
720 1947 MG YA Saloon Reg. no. 260 HYY Chassis no. Y0879 Engine no. XPAG/5C/10620 The prototype Y-Ty...... Add to my lots £5,000 - 6,000 Not sold 1947 MG YA Saloon
Reg. no. 260 HYY
Chassis no. Y0879
Engine no. XPAG/5C/10620
The prototype Y-Type was built in 1939, with a view to launching later that year as the fourth and smallest member of MG’s range of saloons. However, the outbreak of war put that plan on hold, and it was not until 1947 that the YA went on sale, this time as the only MG saloon, the larger models having fallen victim to the demands of post-war austerity. The Y-Type was notable as the first car from the Nuffield Group to feature independent front suspension, while the rest of the car followed conventional practice, with a pressed-steel body – a modified version of the Morris 8 Series E shell – sitting on a separate chassis. Power was provided by a 1250cc XPAG engine, the same unit that powered MG’s sports cars. This gave good performance for a car in its class, with 70mph possible for a determined driver. Updated to the YB in 1951, Y-Type production ended in 1953.
This early YA is a perfect candidate for a rolling restoration that can be used as it is. In good condition mechanically, it is said to drive very well with lively performance, although there is a slight noise in top gear, which is not considered unduly concerning. Much work was completed by the previous owner – the front suspension was overhauled and new shock absorbers fitted, it had four new tyres fitted, a complete brake overhaul, and one piston and the cylinder head were replaced when the engine was stripped down and rebuilt. The chassis and underbody are solid, as is the body in general, but there is some corrosion on the bottom of the doors and the paintwork is poor. The interior is in good shape for the age of the vehicle. The car comes with a V5c.
721 1959 Austin Nash Metropolitan Reg. no. 318 CHT Chassis no. Unknown Engine no. Unknown The post-w...... Add to my lots £9,000 - 10,000 Not sold
722 1901 Renault 450cc Series E 4-seater Tonneau Reg. no. A 2743 Chassis no. 023 Engine no. 4749 VCC...... Add to my lots £40,000 - 50,000 £68500 1901 Renault 450cc Series E 4-seater Tonneau
Reg. no. A 2743
Chassis no. 023
Engine no. 4749
VCC Dating Certificate  1217
Louis Renault built his first car in 1898 utilising a primitive tubular chassis and a propriety De Dion engine. Having secured substantial financial backing production soon started at Billancourt with the 1 3/4 and 3 hp cars. To publicise the cars Louis and his brother Marcel saw the benefits from active participation in early motor races. The Renault voiturettes were highly thought of, with Louis Renault leading a team of four cars in the 1901 Paris-Bordeaux Race. Louis won the voiturette class completing the epic race in a time of 9 hours and 31 minutes with Marcel second and the other two Renaults third and fourth.
This early London to Brighton eligible car is unusual in that its complete history is known. It was supplied new by the sole agents for Renault Freres and Mors cars Roadway Autocar Co Ltd in London to Captain Basil Emery of Bulford Wilts and Hunstanton Norfolk. Captain Emery was a decorated career Army Officer and there is a photo on file taken c.1907 of him and his fiancé taken outside Ely Cathedral. The car was acquired in 1920 by a Mr Barnes, a chimney sweep from Reading who used it in his business. It was then acquired in 1927 by the well-known coachbuilders and motor dealers Vincents of Reading, and was in their custody until 1975. There then followed five owners until the current vendors late father acquired the car in 2006.
This 1901 example is powered by a 4.5 single cylinder water cooled De Dion engine with automatic inlet and mechanical exhaust valves and features the traditional side radiators characteristic of Renault at that time. The car is running on the correct trembler ignition system and under the bonnet is fitted the De Dion type coil. The gearbox has three forward and a reverse gear. Now fitted with a four, as opposed to the original two, seat bodywork the front carries two plates cast with E Vicart et Fils of Levallois (Seine). The coachwork is presented in green with coach lining and red button upholstery and is fitted with brass sidelamps, an oil rear lamp and a brass horn.
As well as being a proven early starter for the London to Brighton Run this historic veteran is also eligible for all VVC rallies including a number of popular single and twin events as well as Renault Frères events in France and is easily transportable. The car is offered with a current V5, an old style buff logbook, a VCC dating certificate and an extensive history file. Usefully there are also notes on the starting procedure as well as suggested driving technique both backwards and forwards.
723 1959 Citroen AZ 2CV Reg. no. 238 XUL Chassis no. 1912316 Engine no. 02636987 Citroen’s 2CV req...... Add to my lots £8,000 - 10,000 £7000 1959 Citroen AZ 2CV
Reg. no. 238 XUL
Chassis no. 1912316
Engine no. 02636987
Citroen’s 2CV requires little introduction – the car designed in the 1930s to get the rural population of France mobile, that went on to be produced in the millions and acquire a fame and significance that far out-stripped its original remit. Perhaps better than any other car, it demonstrates how simplicity and clever engineering and design often trumps over-complication, and that if the function is performed to perfection, then people will come to love the form. Although the basic design of the 2CV remained more or less unchanged throughout its long production run, there were plenty of changes and improvements made over the years, the most significant of which were the series of engine developments that raised power from the original 9bhp. In 1955, the AZ model was introduced, which produced 12bhp from its 425cc engine. This was enough to give a 50mph cruising speed – that is more or less top speed as well, but the 2CV engine was so strong that running at top speed all day was of little concern – indeed, Citroen often tested engines by running them at full throttle, non-stop, for the equivalent distance of the circumference of the earth at the equator.
This 1959 2CV AZ was imported from Belgium in 1970. A Belgian-built car, it incorporates some rare parts that were only found on the Belgian-assembled models. Restored in 2008/9, it has been converted to right-hand-drive using original Citroen parts, and the centrifugal clutch has been replaced with a conventional one. Other than that, it is in original specification, with the 425cc engine still thrumming away under the bonnet. During the no-expense-spared restoration, the car was totally stripped and all corrosion eliminated. The vendor preferred to use coach paint with a satin finish for the bodywork, and left the dents and ‘battle scars’ that the car had accumulated over its life; the aim being a totally solid car, not one that looked like it had just left the factory. On the mechanical front, everything was overhauled or replaced where necessary, including the dampers and the braking system. Five new wheels and tyres were fitted, and the engine had new barrels, pistons and carburettor. The result is a comfortable cruising speed of 50, with 50+ mpg. The car also comes with many spares that the vendor has collected over the years, including two spare engines – one a ‘4 stud’ unit of 18bhp, the other a ‘3 stud’ of 12 – and a gearbox. The car also comes with various bills and a V5c.
724 Jaguar D Type Child’s Car Reg. no. n/a Chassis no. Unknown Engine no. Unknown This child’s c...... Add to my lots £3,500 - 4,000 £3100
725 1912 De Dion Model DH Reg. no. BF 9125 Chassis no. 34 Engine no. 8897c Rated: 12 HP At the end...... Add to my lots £18,000 - 22,000 £14000
726 1966 Morris Minor 1000 Convertible Reg. no. HLJ 562D Chassis no. MA255/1159041 Engine no. 16MAUN/...... Add to my lots £4,500 - 5,000 Not sold 1966 Morris Minor 1000 Convertible
Reg. no. HLJ 562D
Chassis no. MA255/1159041
Engine no. 16MAUN/229597
Sir Alec Issigonis’ first of many successful designs to reach production, the Morris Minor in its various iterations was among Britain’s best-selling cars for over 20 years, and still today many thousands of them are in regular use, both in this country and across the globe. With excellent handling and surprisingly good performance, particularly in 1098cc form, the Minor is one of the least-taxing classics to drive. Coupled to the excellent spares availability and the fact that there are a multitude of professional Minor specialists, this all makes Minor ownership a particularly attractive proposition. In addition to the two-and-four-door saloons, there was also the Traveller estate, a van and pickup, and perhaps the most sought-after version, the convertible. 
This 1966 example started life as a saloon but has been converted to a convertible at an unknown date. This is not an uncommon process, as demand for convertibles can exceed supply. The car is in good all-round condition, having had considerable expenditure carried out in 2007 including the fitting of new main chassis rails, front cross member, jacking points and much more. It has been fitted with the sensible upgrade of an alternator. A new battery was fitted last year. With this car comes a large quantity of bills for work carried out by previous owners, plus several MOTs and a V5C.
727 1937 Bentley 4 ¼ Vanden Plas Tourer Reg. no. DXM 229 Chassis no. B179JY Engine no. 29BJ Bentley...... Add to my lots £150,000 - 170,000 Not sold
728 1984 VW Golf CD Reg. no. D883 XPB Chassis no. Unknown Engine no. Unknown After a hugely successf...... Add to my lots £2,000 - 3,000 Not sold
729 2004 MG TF Reg. no. WN04 FZB Chassis no. SARRDWBKC4D628814 Engine no. 18K4FP27126446 Reviving th...... Add to my lots £1,900 - 2,100 £2800
730 1936 Singer 9 Le Mans Sports ‘Buttercup’ Reg. no. APW 971 Chassis no. 5386 Engine no. 11535 ...... Add to my lots £12,000 - 15,000 £9000
731 Withdrawn pending further research into the car\'s history....... Add to my lots £8,000 - 12,000 Not sold
732 1987 VW Golf GTI Mk. I Cabriolet Reg. no. D429 HDE Chassis no. WVWZZZ15ZHKO19948 Engine no. Unkno...... Add to my lots £4,000 - 5,000 Not sold 1987 VW Golf GTI Mk. I Cabriolet
Reg. no. D429 HDE
Chassis no. WVWZZZ15ZHKO19948
Engine no. Unknown
While Volkswagen’s Beetle sold in massive numbers, its unconventional rear-engined, air-cooled configuration never became the mainstream layout for other manufacturers. When designing the Beetle’s replacement, VW decided to follow the example set by several other major European manufacturers, and go for a front-engined, front-wheel-drive and water-cooled format. While this may have caused despair among the loyal fans of the Beetle, it is a decision that needs no apology now – the resulting Mk. 1 Golf of 1974 did more than perhaps any other car to establish the front-wheel-drive, transverse engine layout as the norm, and its practical hatchback – a feature not possible with a rear-mounted engine, of course – spelled the beginning of the end for the traditional small family saloon. Its most famous guise was as the GTi; if not the first ‘hot hatch’, it was the car that made the affordable thrills and practicality of those cars widely known. A cabriolet version of the Mk. 1 Golf appeared in 1979, also available in GTi form, and this continued in production until 1994, 11 years after the normal Mk. 1 was replaced with the Mk. 2. 
This 1987 GTi was purchased in 2017, together with a second car as a parts donor. Since then, it has been totally restored from the ground up. It was stripped down and all rust cut out, with welding carried out and new panels where required. It was then refinished in a period-correct colour. Everything on this car is either new, reconditioned or excellent second-hand. The engine has been reconditioned and the gearbox rebuilt, and under the bonnet everything was changed for new where possible. A custom black leather interior is fitted, together with a centre console with VDO oil pressure, oil temperature and battery voltage gauges. New coilovers have been fitted on the front, while there are new brake drums on the rear, and new discs and pads on the front. The all-important hood is a new German-made Sonnenland item. The list of work goes on; this is a car that was built to be driven, and it has a new MOT with no advisories. It also comes with some bills and a V5C.
733 1936 Austin 10 Sherborne Reg. no. CEL 584 Chassis no. 984256 Engine no. 1921060 By 1936, the Aus...... Add to my lots £8,000 - 10,000 £7750
734 1954 Lancia B20 GT Coupe Reg. no. 47 ELF Chassis no. B20 2991 Engine no. B20 3576 Released in 1...... Add to my lots £95,000 - 100,000 £91000
735 1961 Albatross Mk.I Boat and trailer Reg. no. n/a Chassis no. n/a Engine no. n/a Albatross Marin...... Add to my lots £1,200 - 1,500 £1100
736 1927 Daimler 20/70 Tourer Reg. no. YT 3126 Chassis no. Q120/7028708 Engine no. LQ20/71690 In the...... Add to my lots £19,000 - 20,000 £17000
737 1968 Jaguar 420 Saloon Reg. no. MLJ 815F Chassis no. PIF 6219 BW Engine no. 7F 8619-8 Introduced...... Add to my lots £10,000 - 12,000 Not sold
738 1933 Morgan 1000cc Super Sports Reg. no. OC 2816 Chassis no. MR847 Engine no. MX929 The three-wh...... Add to my lots £30,000 - 35,000 Not sold
739 1933 Austin 7 four-seater tourer Reg. no. AGJ 608 Chassis no. t.b.a. Engine no. t.b.a. Another A...... Add to my lots £10,000 - 12,000 £9500
740 Withdrawn...... Add to my lots £1,000 - 1,500 Not sold
741 1978 Lotus Esprit S1 Type 79 – Chassis no. 31 Reg. no. CUI 2004 Chassis no. 7801/0310G Engine n...... Add to my lots £25,000 - 30,000 £29000
742 1928 Morris Oxford Special Reg. no. VF 5337 Chassis no. 261676 Engine no. 349151 The distinctly ...... Add to my lots £11,000 - 13,000 Not sold
743 1928 Austin 7 Chummy Reg. no. SH 3050 Chassis no. t.b.a. Engine no. t.b.a. By 1928 Austin’s Se...... Add to my lots £12,500 - 14,000 £12000
744 1909 De Dion Bouton Type BQ Reg. no. BF 8887 Chassis no. 92 Engine no. 4325C In the early years ...... Add to my lots £20,000 - 25,000 Not sold 1909 De Dion Bouton Type BQ
Reg. no. BF 8887
Chassis no. 92
Engine no. 4325C
In the early years of motoring, De Dion Boutons would have been a fairly frequent sight on the roads – as much as any car was in those years, when motor vehicles were only within reach of the wealthy. Now, though, outside of the London to Brighton run where many pre-1905 examples are to be spotted, it is rare to see even a single De Dion Bouton at a classic car event. But there are two in today’s sale, and this 1909 Type BQ is the second of those on offer. The BQ was launched in December 1908 and was the company’s first model to feature a 4-cylinder monobloc engine, in this case of 1368cc. In a sign that motoring was moving towards becoming more accessible for everyone, this model was made in large numbers, and was aimed at those owners who would drive and maintain their own cars, even if they had fairly basic skills. Hence these were tough cars – as they needed to be, given the terrible state of the roads in their native France at the time – and with this in mind, and little to go wrong, ownership should hold few fears, even 111 years later. 
This BQ is in very good all-round condition, having been restored over the last two years in the vendor’s ownership. The chassis, engine, clutch, gearbox, axles and steering were all stripped down and worn components replaced, including the pistons. The car has been repainted and fully retrimmed in leather. Now well-set for the next chapter of its long life, the car comes with photographs of the restoration and a V5C.
745 1955 MG Magnette Reg. no. RXA 953 Chassis no. KAE23/12057 Engine no. Unknown The ZA Magnette wa...... Add to my lots £1,000 - 1,500 £1200 1955 MG Magnette 
Reg. no. RXA 953
Chassis no. KAE23/12057
Engine no. Unknown
The ZA Magnette was launched in 1953. The first MG car to feature monocoque construction, it was designed by Gerald Palmer – from whose pen had also come the Jowett Javelin, a similarly sporty saloon. The new Magnette represented a dramatic change from the distinctly 1930s Y-Type that MG had been producing; it also featured the first use of BMC’s new B-Series engine, in 1.5 litre form with twin SU carburettors. Producing 60bhp, it drove through an also-new four-speed gearbox, enabling a top speed of around 80mph. With standard leather trim and polished wood dashboard and door cappings, the Magnette even came with the luxury of a heater as standard – by no means a given at the time. 
This 1955 Magnette is offered in need of renovation. The engine runs but is leaking coolant from the water pump. This interesting project comes with a V5C.
746 1927 Austin 7 Chummy Reg. no. OX 3900 Chassis no. 47313 Engine no. 37740 Another Austin Seven i...... Add to my lots £11,000 - 13,000 £9500 1927 Austin 7 Chummy 
Reg. no. OX 3900
Chassis no. 47313
Engine no. 37740
Another Austin Seven in the sale today – it is a fine testament to how popular these cars were, and remain, that there are still so many around. Although the Seven went through many different updates and restyles over the years, the one style that is most popularly associated with the car is the vintage-era Chummy, which up to late 1927 had the distinctive feature of scuttle-mounted headlights. In keeping with Austin’s continual development of the car, for the ‘AD’ series cars that came along in 1926, there were several improvements, such as external door handles, increased legroom, and from September 1926 onwards, 7-inch brakes. These improvements mean that 1927 Chummys are perhaps the most capable iteration of the iconic scuttle-light Sevens.
This 1927 car is in very good all-round condition. Restored in 2003, the body was newly made by noted Austin Seven coachwork expert John Heath. The engine and 3-speed gearbox are both functioning well, but the engine has noisy timing gears – not an uncommon occurrence for a Seven by any means, and not something that detracts from a very smart car. It also benefits from the sensible conversion to a 12-volt electrical system. In its particularly striking shade of kingfisher blue, this Seven is an excellent example, and comes with various bills and a V5C.
747 1957 Mercedes-Benz 190 ‘Ponton’ Reg. no. 503 PKK Chassis no. Unknown Engine no. Unknown Repl...... Add to my lots £5,000 - 7,000 Not sold 1957 Mercedes-Benz 190 ‘Ponton’
Reg. no. 503 PKK
Chassis no. Unknown
Engine no. Unknown
Replacing the pre-war 170 in 1953, the Mercedes-Benz W120/W121 was only Mercedes’ second brand-new car design of the post-war era, following from the large 300 Adenauer luxury car of 1951. It made use of up-to-date ‘ponton’ styling – ponton, meaning pontoon in German, referring to the new style where running boards and separate wings and headlights were eliminated in favour of a smoother design. Indeed, this generation of Mercedes became so associated with that style, that ‘Ponton’ became the car’s nickname. The car was intended to be the company’s main seller, and as such had a four-cylinder engine instead of the six-cylinder units of its more upmarket siblings. In 1956, this engine was upgraded to 1.9 litres and 75bhp. Also available in diesel form – one of the first diesel cars to sell in large numbers – the Ponton proved to be immensely durable, and it was not uncommon for examples to rack up many hundreds of thousands of miles, particularly in taxi service, where it was hugely popular. 
This 1957 190, in somewhat rare right-hand-drive form, is in good all-round condition and running extremely well; bar the aftermarket wheels, it seems to be a fairly original example. This fine piece of German engineering comes with an old logbook and a V5C.
748 1987 Ferrari 328 GTS Reg. no. E70 OAD Chassis no. ZFFWAZ0C000067257 Engine no. 0620103 Of Marane...... Add to my lots £45,000 - 55,000 £42000
749 1973 Alfa Romeo Montreal V8 GT Coupe Reg. no. VUB 799M Chassis no. 1427551 Engine no. AR005645010...... Add to my lots £30,000 - 40,000 £27000
750 1958 Triumph TR3A Reg. no. 960 MEV Chassis no. TS 38847 Engine no. TS 39343E The Triumph TR3 of ...... Add to my lots £17,000 - 20,000 £18000 1958 Triumph TR3A
Reg. no. 960 MEV
Chassis no. TS 38847
Engine no. TS 39343E
The Triumph TR3 of 1955 was a development of the TR2, Standard-Triumph’s entry into the sports car market that had replaced the outdated Roadster. Like the TR2, it was a ‘true roadster’ – weather protection was definitely not a priority, and there were no side windows, only clip-on side screens. Inside, there were removable rubber plugs in the floor for those unfortunate occasions where the rain would catch one unawares. But comfort never was the main concern when these sports cars were developed; the TR3 rewarded its drivers in other ways, with responsive handling and excellent performance from the 2-litre 4-cylinder Standard engine, producing 100bhp by the time the facelifted model, often called the TR3A, was introduced in 1957. From 1956, TR3s also came with disc brakes as standard on the front – a first for a UK production car. Robust, rugged and dependable, the TR3 enjoyed great popularity both in the general market – over 58,000 were sold – and in the world of motorsport, where it is still a popular competitor in historic classes. 
This 1958 TR3A is in good condition mechanically and structurally, with the interior and paintwork fair for their age. Fitted with the desirable optional overdrive unit for more relaxed cruising, it also has wire wheels – another optional extra when new. It also has an uprated starter motor, electric fuel pump and electric fan. It also comes with a spare engine block, a hard top, a soft top and frame, plus side screens and a tonneau cover. All these can be collected from the vendor’s premises by the buyer. It is offered with various bills and records from the current and previous owners, plus a V5C.
751 2002 Mercedes-Benz SL55 AMG – 56,600 miles from new! Reg. no. LY52 KYV Chassis no. WDB2304742F03...... Add to my lots £12,000 - 15,000 Not sold 2002 Mercedes-Benz SL55 AMG – 56,600 miles from new!
Reg. no. LY52 KYV
Chassis no. WDB2304742F037473
Engine no. 11399260007274
The R230 generation of the Mercedes SL class was one of the first of the company’s cars designed with significant input from computer technology; Mercedes’ CAVE – Computer Aided Virtual Environment – facility was equipped with a supercomputer that, together with traditional scale models, was used to study and develop aspects of the design before proceeding further. Mercedes-Benz has never been a company that rushes design and testing, and indeed it took nearly six years from the start of work on the new car until it went on sale in 2001. In SL500 form, as most of the early examples were, it was no slouch; once AMG got their hands on it to produce the SL55, it became an extremely fast sports car. With the addition of a supercharger and an increase in capacity to 5.4 litres, power from the V8 engine rose by 191bhp to 493, while modified suspension and special AMG wheels meant the car had handling to match the performance. While capable of performance that could rival the supercars of the day, the SL55 was also just as at home as a comfortable cruiser, with the clever electric hard top providing versatility in all weathers, and the interior featuring all the luxury fittings one would expect in a top-of-the-range Mercedes.
This late-2002 SL55 has covered just 56,600 miles from new, backed up by main dealer service history, and is in good all-round condition. Even by SL standards it is a high-spec example, with a panoramic roof, massaging heated seats covered in Nappa leather, a paddle-shift automatic gearbox and Bose surround-sound system. In addition to the service history, it comes with an MOT until January next year and a V5C.
752 1960 BMW Isetta Reg. no. ADV 579A Chassis no. A324575 Engine no. A324575 In the 1950s, with Eur...... Add to my lots £13,000 - 14,000 Not sold
753 2000 Secma Q Pod Reg. no. W501 RCU Chassis no. VMTXSBUG303000710 Engine no. 7505957 SECMA is a m...... Add to my lots £1,750 - 2,000 £1700
754 1970 Morris 1800 Mk. II Saloon – 36,000 miles from new and never restored Reg. no. XMO 162H Chas...... Add to my lots £7,000 - 8,000 Not sold 1970 Morris 1800 Mk. II Saloon – 36,000 miles from new and never restored
Reg. no. XMO 162H
Chassis no. MHS8 18852A
Engine no. 18H 303BH 1427
When it came to designing BMC’s new 1800 range of large family cars, Sir Alec Issigonis took the formula that had worked so well with the Mini and 1100 – transverse engine, front wheel drive – and applied it on a larger scale. The result, in 1964, was a vehicle that was very different from most of its domestic competition, which stuck to a traditional layout and would continue to do so for at least another decade. The ‘Landcrab’ - as it came to be known due to its distinctive proportions - reaped several benefits from this different direction; like with Issigonis’ smaller cars, the interior space was maximised by the lack of a transmission tunnel, with all Landcrabs being extremely comfortable places to sit. Comfort was also enhanced by the Hydrolastic suspension system. This coped superbly on bumpy roads, and together with the extremely high structural rigidity of the monocoque, meant the car was an excellent – if unlikely – long-distance rally vehicle. Production ended in 1975, by which time 386,000 had been made – 221,000 Austins, 95,271 Morrises and the rest the top-of-the-range Wolseley model.
This 1970 Morris 1800 is fitted with the 4-cylinder 1.8 litre B-Series engine of 97bhp; this engine, in increasingly more powerful states of tune, powered all Landcrabs until the introduction of the optional 6-cylinder 2200 in 1972. This automatic example – not an uncommon option given the car’s smooth characteristics, was supplied new by The Morris Garages, Newbury and was fitted with various extras including seat belts and wing mirrors. In very good all-round condition, this is a low-mileage example that has clearly been extremely well looked-after, never needing restoration. It has won numerous awards including ‘Most Original Car’ in the AutoGlym Concours’. Running and driving well, it comes with an MOT until January next year, despite being exempt. The history file is extensive, and it includes every MOT certificate and nearly every tax disc in addition to various correspondence, rosettes and bills.
755 1911 Ford Model T Torpedo Reg. no. BF 4231 Chassis no. 66417 Engine no. 664417 One of the most f...... Add to my lots £26,000 - 28,000 Not sold 1911 Ford Model T Torpedo
Reg. no. BF 4231
Chassis no. 66417
Engine no. 664417
One of the most famous quotes in automotive history is attributed to Henry Ford, referring to the Model T: ‘You can have any colour, as long as it’s black’. However, from the start of production on October 1st 1908, until 1912, the Model T was available in several different colours – none of which were black. Grey, green, blue and red were instead the colours on offer. From late 1911, all Ts came in midnight blue with black wings; this lasted for over a year, until the all-black era finally started for 1914. This would last until 1925. Other than the colour changes, all Model Ts until its first cosmetic restyle in 1915 remained similar to the original 1908 model that had taken the US public by storm. Under the five-sided bonnet there was the 2.9-litre 4-cylinder engine that would remain until the end of production, its 20bhp enabling a top speed of 40-45mph – a very good speed for an affordable car of the time, and plenty for the roads and brake technology of the time. Drive was transmitted by an epicyclic 2-speed transmission; while the controls are completely different to a modern car, or even most other cars of the time, driving a T is actually an intuitive process – as Henry Ford believed, there can’t have been too much wrong with it if 16.5 million people bought one! And it is these massive production figures that make T ownership today such a rewarding experience; there are plenty of spare parts available, innumerable accessories to improve the driving experience, and perhaps most importantly of all, vast amounts of knowledge and experience from T enthusiasts. 
This 1911 T torpedo – in blue – is in excellent all-round condition. The 1911 torpedo body style is rare in Europe, and this is a particularly striking example, with a superb leather interior that has been retrimmed at great expense. A show-winning car after its full restoration in 2007, it has also been fitted with high-ratio gearing in the rear axle, enabling more relaxed cruising. This superb brass-era T comes with a V5C.
756 1991 Rover Mini 998cc Reg. no. H432 FNE Chassis no. 449701 Engine no. 119409 By the dawn of the ...... Add to my lots £3,800 - 4,200 Not sold 1991 Rover Mini 998cc
Reg. no. H432 FNE
Chassis no. 449701
Engine no. 119409
By the dawn of the 1990s, the Mini was over 30 years old, and had carved out something of a niche in Rover’s production, as both a ‘living classic’ and low-cost transport. While attempts had been made to replace it – the Metro, for example – buyers still appreciated the Mini’s character and low running costs, and Rover cleverly exploited the model’s iconic image by producing an array of special limited-edition versions. These helped keep the Mini’s image fresh and ensured the car would make it to the new millennium. 
This 1991-registered Mini is a Mk. V example; probably built during 1990 as Mk. V production ended that year, it is thus one of the last Minis fitted with the long-running 998cc A-Series engines. Also benefitting from 8.4 inch disc brakes as a Mk. V, this particular example is standard other than the addition of Minilite-type wheels. In decent all-round condition and running and driving well – indeed, it was driven to the sale from South Wales – it has covered 87,330 miles from new. This is an ideal classic to use and enjoy, and comes with an MOT until October and a V5C.
757 1934 Austin 7 Box Saloon Reg. no. KSL 567 Chassis no. 187745 Engine no. M214483 By 1934, Austin...... Add to my lots £4,500 - 5,000 Not sold 1934 Austin 7 Box Saloon
Reg. no. KSL 567
Chassis no. 187745
Engine no. M214483
By 1934, Austin’s Seven was eleven years old. Eleven years was a long time given the rate of development in automotive design since the early 1920s, but various improvements and updates carried out by Austin ensured that the Seven remained as capable and popular as ever. By 1934, not only was the little car blessed with a 4-speed gearbox – introduced in 1932 – it now had synchromesh on all ratios apart from the bottom two, meaning it was easier to drive than ever before. Saloons were now available with steel bodies – these being cheaper to produce than fabric or aluminium ones – and the lengthened and widened wheelbase introduced in late 1931 meant that the post-vintage Seven was a viable 4-person vehicle, as many thousands of families found out in the 1930s and beyond. 
This 1934 Seven has been restored at some point in the past but is now showing some patina; running and driving, the interior remains in good condition, and this car could either be used as it is or be a rolling project. It comes with a V5C.
758 ...... Add to my lots £ Not sold
759 ...... Add to my lots £ £8000
760 ...... Add to my lots £ Not sold
761 ...... Add to my lots £ £12000
762 ...... Add to my lots £ £1300