Camberwick Green – Robert Harrop – CGS17 Mr Dagenham In His Car - Limited Edition 200. Highly detailed resin statue based on the classic children’s animated series. Statue appears mint, with no damage. Boxed. Note; from a large collection of Robert Harrop & other statues / figurines. Condition is stated within each description, however buyers are reminded that such statements are not forensic reports and all items will remain sold 'as is'. As a rule, statues do appear mint and undamaged, but this is not guaranteed. Boxes range in condition, and some have wear from storage. In all instances buyers are required to satisfy themselves. Certificates / paperwork are present if photographed, if there are no photographs of certificates then one isn't present.
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Captain Scarlet – Gerry Anderson – Robert Harrop – a Limited Edition resin figure / statue CS04 Spectrum Saloon Car. Limited to 250. Highly detailed model based on the classic Supermarionation series. Statue appears mint, with no damage. Boxed.Note; from a large collection of Robert Harrop & other statues / figurines. Condition is stated within each description, however buyers are reminded that such statements are not forensic reports and all items will remain sold 'as is'. As a rule, statues do appear mint and undamaged, but this is not guaranteed. Boxes range in condition, and some have wear from storage. In all instances buyers are required to satisfy themselves. Certificates / paperwork are present if photographed, if there are no photographs of certificates then one isn't present.
Joe 90 – Gerry Anderson – Robert Harrop – a Limited Edition resin figure / statue JN01 Mac's Jet Air Car. Limited Edition Of 250. Highly detailed model based on the classic Supermarionation series. Statue appears mint, with no damage. Boxed.Note; from a large collection of Robert Harrop & other statues / figurines. Condition is stated within each description, however buyers are reminded that such statements are not forensic reports and all items will remain sold 'as is'. As a rule, statues do appear mint and undamaged, but this is not guaranteed. Boxes range in condition, and some have wear from storage. In all instances buyers are required to satisfy themselves. Certificates / paperwork are present if photographed, if there are no photographs of certificates then one isn't present.
Corgi Classics - a boxed group comprising of Rally Cars, Classic and High Performance Cars and similar to include C110 a BMW Rally Car with racing decals number 41, C102 an Opal Manta 400 Rally Car with racing decals number 16, 318 Jaguar XJS, C378/1 Ferrari 308 GTS along with others. Please note there is duplication in this lot - please see pics. Contents all generally appear to be Excellent although not checked for completeness and are all in generally Fair to Good outer window boxes although most do suffer from scuffing with some suffering from slight crushing and old price stickers. (27)
An early 'Brill Bogie' Tramcar, believed to be from a Pennsylvania Scale Models (USA) kit presumably considered for production by Rivarossi, with no makers name details but double Rivarossi white-on-red '187' transfers to underside, the body appears to be a one-piece metal casting with removable base, (closely resembling the well-known Bachmann Brill Trolley made later in plastic), with very fine detailing representing the circa 1910 double-ended classic design, the bogies equally finely cast with motor to one end and nylon insulating bushes on respective side, the car finished in plain blue with black bogies and silver clerestory roof and light details picked out, couplers (appear non-functioning) to both ends, two sprung metal trolley poles with tiny pick-up shoes at the head, G-VG, archive ref not found, one or two small paint chips especially to door side, some window glazings loose inside, one trolley-pole spring damaged
Hot Wheels - Super Treasure Hunt - 8 x unopened carded models including 66 Ford Fairlane, Dodge Challenger Funny Car, Classic Packard and similar others. The vehicles appear Mint in mostly Very Good packaging, the plastic bubble on the Plymouth Fury packaging is split. (This does not constitute a guarantee)
Racing/Landspeed Car Models, including SMTS Napier Campbell Bluebird, LRS Sunbeam Blue Bird (front wheels loose) ERA Racing Car model, Auto Replicas C Type Jaguar, Resin MG landspeed record car, white metal GPM classic series Allard J2, 2 x part built lotus racing cars, Corgi diecast Mercedes W154 and a Wills Finecast boxed Morgan 3 wheeler unbuilt metal construction kit 1/24 scale. (10 items)
Tv/Film Related Toy Models, 2 x Corgi Toys 261 James Bond Aston Martins, 497 Corgi Toys The Man From Uncle Thrush Buster, Corgi Toys 277 Monkee Mobile, Budgie 272 Super Car, models are in fair to very good condition except for Corgi 277 which is repainted, Budgie 272 has some fatigue, boxes are reproduction except for one 261 outer box which is in very good original condition, unboxed Husky Aston Martin DB5, Corgi 04206 James Bonds 50th Anniversary Aston Martin D.B.5 and Jada Toys classic Batmobile (8 items)
The G.C.I.E. set of insignia attributed to Charles, Lord Hardinge of Penshurst, sometime Viceroy of India and Grand Master of the Order The Most Eminent Order of the Indian Empire, G.C.I.E., Knight Grand Commander’s set of insignia, comprising sash Badge, 87mm including crown suspension x 60mm, gold and enamel; breast Star, 91mm, silver, silver-gilt, gold and enamel, with gold retaining pin, complete with full sash riband, some very minor enamel damage to badge, otherwise extremely fine and rare (2) £6,000-£8,000 --- Provenance: Richard Magor Collection, Dix Noonan Webb, July 2003 (when sold alongside the recipient’s other honours and awards) Lord Hardinge was created G.C.I.E. and Grand Master of the Order upon his appointment as Viceroy of India in 1910. The Right Honourable Sir Charles Hardinge, 1st Baron Hardinge of Penshurst, K.G., G.C.B., G.C.S.I., G.C.M.G., G.C.I.E., G.C.V.O., I.S.O., Privy Counsellor, (1858-1944), was the younger son of the 2nd Viscount Hardinge, and was educated at Harrow and Trinity College, Cambridge. He entered the Foreign Office in 1880 and rose rapidly to become British Ambassador at St Petersburg, 1904-06, and, as Permanent Under-Secretary of State for Foreign Affairs, head of the Foreign Office. One of the most brilliant diplomatists of his time and close friend and trusted adviser of Edward VII, he was raised to the peerage as 1st Baron Hardinge of Penshurst in 1910, when, forsaking the courts and chanceries of Europe which he knew so well, he fulfilled his lifetime’s ambition to follow in the steps of his grandfather, the Peninsular veteran who was Governor-General of India at the time of the First Sikh War, by becoming Viceroy of India. Hardinge arrived in India in November 1910, ‘full of enthusiasm for his great undertaking; a supremely self-confident figure, tall, spare, upright, with a high forehead and trim moustache, looking younger than his fifty-two years’, at his side a Vicereine who was to acquire a reputation for being every bit as clever as her husband. Hardinge’s first challenge was to reunite Bengal following partition in 1905 which had been the cause of terrorism and assassination attempts during his predecessor’s time. The unification of Bengal to form a Presidency under a Calcutta-based Governor sent out from home gave rise to the momentous decision to move the Imperial capital from Calcutta to Delhi. The move which was to become the principal legacy of Hardinge’s reign was announced by the King-Emperor, George V, at the Delhi Durbar in December 1911 – this third and last of the great Delhi gatherings being by far the most spectacular costing £660,000 against Curzon’s 1903 expenditure of £180,000. In March 1912 the Hardinges vacated Government House in Calcutta to make way for the new Governor of Bengal, and took up residence in Delhi, occupying a large bungalow which was to serve as the winter residence of the Viceroys for the next seventeen years until Edwin Lutyens’ grand design for the Viceroy’s House, New Delhi, was finally completed. Hardinge had strong views on style yet insisted on a woefully inadequate construction budget and a demand for speed that was far from conducive to producing timeless architecture in the grand manner. Indeed Hardinge’s role as patron to Lutyens has been described as ‘one of the classic conflicts of architectural history, comparable with that of Michelangelo and Pope Julius II’. Hardinge’s persistent urging was important however in ensuring that tangible progress was made before outbreak of war, which otherwise would probably have caused plans for the new Imperial capital and a world-class palace to be dropped. In December 1912 Lord and Lady Hardinge made their official entry into Delhi riding in the silver State howdah at the head of a long elephant procession of chiefs and high officials. As they passed through the crowded streets of the old city Hardinge remarked to his wife that something terrible was going to happen. A few moments later his premonition became reality when an anarchist threw a nail bomb at them from an upper storey window causing an explosion which could be heard up to six miles away. Initially it seemed that no harm had been done, but as Hardinge retrieved his topi which was passed up on the end of a lance, Lady Hardinge glanced round to see that the attendant who held the umbrella was dead, ‘his shattered body entangled in the ropes of the howdah’. She then noticed a rent in the back of her husband’s tunic and blood flowing freely from it. In the next instant Hardinge fell forward unconscious. With the help of aides, Lady Hardinge managed to get her husband down from the elephant, which was too terrified to kneel, by means of a hastily assembled pile of packing cases. As Hardinge lay on the pavement with a burst ear-drum among his injuries, he briefly came to and ordered the procession to proceed as though nothing had happened with his Finance Member standing in for him. A car whisked the Viceroy away to Viceregal Lodge, but the servants had all gone to watch the procession and it was left to Hardinge’s twelve year old daughter, Diamond, to make up a bed. A succession of operations to remove nails, screws, and gramophone needles with which the bomb was packed ensued. More serious than his physical injuries however was the psychological one which appeared to make him evermore conciliatory in his dealings with Indians. Furthermore he was observed to have lost much of his self-confidence. He was personally dismayed that terrorism was still a factor in Indian life and was accused of playing to the ‘Indian gallery’. In 1913 he annoyed subordinates and local officials in the United Provinces, by going over their heads and making an unprecedented appearance in Cawnpore to settle a dispute over a mosque which had caused serious riots and was inflaming Muslim opinion across India. He addressed the entire Muslim population of the city and having reproached them severely for their disobedience, proceeded to win the crowd by ordering the release of more than a hundred rioters from prison. Needless to say his dealings with Lutyens became yet more fractious. In 1914 he was hit by a series of personal tragedies. In the spring Lady Hardinge died unexpectedly after an operation carried out in England – a blow by all accounts far greater than the bomb. Later in the year his elder son (Lieut., D.S.O., 15th Hussars) was mortally wounded in France. Then the Viceroy lost three of his A.D.C.s to the war, all three being killed within a few days of each other. Diamond, on whom he became evermore reliant, died aged twenty-six in 1927. With the outbreak of war there was much to distract him from grief. He at once sent large numbers of Indian troops to Europe to help slow down the first German advance on Paris, and reduced the British garrison in India to what was regarded by some as a dangerously low-level yet kept order satisfactorily. He was also responsible for organizing the transport, supplies and medical services for the Mesopotamian campaign under Sir Beauchamp Duff whose appointment as C-in-C he had strongly supported in 1914. Whilst he relied too heavily on Duff (who eventually committed suicide) and can thus be blamed in some part for the Mesopotamian nightmare, he did go to Basra in person as soon as he realized how bad things were to try and improve the conditions of the troops. A post-war commission of inquiry absolved him of all blame. Owing to the war his Viceroyalty was extended for six months beyond the usual term. He returned home and became head of the Foreign Office once more before attaining the absolute pinnacle of the Dipolmatic Service, the Paris Embassy, 1920-22. In 1931...
30+ diecast and tinplate vehicles by various makes. Including 3x Tri-ang Minic tinplate; Tractor, Caravan, open top sports car, plus parts. 2x Lone Star Routemaster buses. A Lone Star Fire Engine. Joal Volvo Coach. 6x Ertl Classic Vehicles. 2x Britains Military vehicles; German Scoutcar (9783) and US Jeep (9786). A Wiking Container truck. 7x Base Toys Ltd 1:76 scale vehicles. 2x Corgi Trackside, etc. Most boxed. Contents GC-Mint, Tri-ang Minic AF. £50-80
Johnny Lightning group of late 1990's to early 2000's issue Cars including 3 x 30 Year Anniversary Cars (1) Custom T-Bird, (2) Custom Oldsmobile Toronado, (3) Custom Mako Shark, 2 x Mustang illustrated magazine issues; 2 x Modern Muscle Jaguar XK8 Convertible (1) chrome wheels; (2) white wheels; Classic Gold Collection 1969 AMC AMX, plus others similar (see photo) - all Near Mint to Mint in Good to Near Mint factory sealed blister packs (bubble for Indy 500 Racing Car badly creased) along with Volkswagen 2001 New Beetle with additional decorative artwork applied to roof & trunk; 1933 Willys Panel Van again with additional artwork to roof - both Excellent Plus in Fair opened blister packs and unboxed 1954 Chevy Panel Van "Ara Parseghian Medical Research Foundation" - Excellent Plus unboxed and Chevrolet Corvette 4-Car Gift Set - Near Mint to Mint in Excellent Plus window box. (15)
Lledo - Days Gone - A collection of 34 x boxed models and sets including PG Tips Volkswagen Van # SL73000, Bunty 2 x van set # BU1002, limited edition Wessex Classic Car Show 1991 Model T Ford one of only 500 made and similar others. The vehicles appear Mint in Fair to good boxes. (This does not constitute a guarantee)
Evangelical / Motoring Interest: Four Sets of 2"x2" Slides, Approx 80,Box 1 Labelled 1956 SAVW - Approx 20 B&W positives, titles include "Honiton", "Stoke", "Moreton", "Ottery", "Honiton Fair", "Stoke GAB", "Hennock", "Chudleigh K", & others, some including posed street scenes with 50s cars, a car reg reads "ARD 515", candid scenes, etc. approx 20 slides Box 2 Labelled SAVW 1959 SET - Numbered set from 1 - 38 - to include: 1 - Ottery St Mary 1959 - 7 People stand outside a shopfront - Cater R on window 2 - Ottery St Mary 1959 - 7 People stand outside a shopfront - Shop Title Geo. Ellis 4 - Heathfield 1959 - Children wait for a roll call before a trip 5 - Heathfield 1959 - Children on adult bikes 8 - Talaton & Whimdle 1959 - Four gentleman stand next to a large van marked "Evangelistic Mobile Unit" 9 - North Bouley - The "Evangelistic Mobile Unit" van is open, with a crowd gathered round 12 - Broadhembruy 1959 - Men wait in a cul-de-sac with three cars, one particularly modern for the time 22 - Tedburn & Cheriton Bishop - A group of men pose around a large tractor & scoop 23 - A man poses with his early Invacar 15 - Whiddon Down & Drewsteignton 1959 - The van is in use, with people aboard reading 28 - Islington & Iverton 1959 - a child stands on top of a porch, & is facing the first floor external wall, assumedly as a punishment 30 - Chagford 1959 - People enjoy a picnic 32 - Chagford 1959 - Women ride horses down the street 35 - Tent Campaign Teign Village 1953 - Three men stand outside a caravan 38 - CSSM Minehead Tom Moore 1959 - A man addresses a crowd with another playing the acordion Box 3 Labelled SAW 1960 - Set of approx. 25 slides 1A - North Bovey 1960 - Picnic Party 4 - Ottery's Mr Wells At. Mike - Men prepare cars for their journey 5 - Ottery - The cars are prepared 7 - Heathfield 1960 - A mixed audience - children play with toys & balloons in the street 12 - Moreton Hampstead - Housing Estate - a great photograph of classic car 14 - Drewsteighton 1960 - The Square - Including the original pub sign for the Drewe Arms 18 - Tawton 1960 - Resting at the Cross - two ladies sit on a stone bench outside the church 19 - South Lendal - Spiritley Youngsters - children climb an iron post in the centre of the village 20 - Hennock - Mr Mayling "Agnostic" 21 - Drewsteignton - Spinsters Rock 25 - Bridford 1960 - Quakers MTG Place Box 4 Labelled Grittleton - 11 slides Grittleton 1952 - People line up to play rounders Large groups of people picnicking A woman explores the model village Women rest outside a lawn tennis club
2007 Porsche 911 Type 997 Turbo Coupé Registration no. not registered Chassis no. WP0ZZZ99Z7S789587•Built to Swiss specification•Tiptronic transmission•Exceptionally well specified (options list available)•Stored in recent years•Showing circa 1,100km from newFootnotes:Representing a major step forward, the Type 996 version of Porsche's perennial 911, introduced in 1997, really did justify its maker's claims to be 'all new'. With the 996's introduction, Porsche finally adopted water cooling for the flat-six engine, which remained behind the rear wheels of a car that shared no panels with its immediate predecessor and was longer, wider, and higher than before. Devotees of the 911 Turbo had to wait a few years before they could get their hands on the 996 version, which did not arrive until the autumn of 1999. The new 3.6-litre Turbo engine was derived from that of the GT3 sports-racer, featuring twin turbochargers, and now developed its maximum of 414bhp at a relatively low (for a sports car) 6,000 revs, with 413lb/ft of torque available from 2,700 to 4,600rpm. As usual, the Turbo was styled more aggressively, with a wider body, broader rear wing, and air intakes in the front bumper and ahead of the rear wheels. Like its predecessor, the new Turbo was only available with all-wheel drive. Not surprisingly, given the Type 996's wholesale re-engineering, the successor Type 997 - introduced in 2004 - represented evolution rather than revolution, the most significant changes being to the interior and exterior styling. The latter marked a welcome return to the 911's traditional oval headlights, and the interior too was more classic 911 than that of the outgoing 996. The base 3.6-litre engine remained essentially the same as the Type 996's, while the more expensive 'S' models came with a more powerful 3.8-litre unit. The Turbo, though, kept the '3.6', which now featured Variable Turbine Geometry (VTG) turbo-chargers for better throttle response. There was also a new four-wheel drive system. As is the case with many modern auto 'boxes, Porsche's Tiptronic got the Turbo off the line quicker than the manual-transmission version, the former racing to 100km/h in 3.7 seconds compared with the latter's 3.9. Finished in paint to sample Nordic Gold metallic with Magnolia interior trim to sample, the one-owner, low mileage 997 Turbo offered here was built to Swiss specifications and comes with copies of the bill of sale and full listing of its specification. Highlights of the latter include the following:Tiptronic S gearboxSycamore wood packageHeated seatsRear wiperCeramic composite brakesTop-tinted windscreenPark assistSport Chrono Package TurboSupple leather front and rearDoor entry guards in stainless steel, illuminatedRoof lining in leatherInstrument dials in Speed YellowPorsche crest in headrestsSeat belts in Speed YellowFootrest in aluminiumThis Turbo also has extensive extra leather trim throughout the interior. Offered with (copy) Swiss Carte Grise, the car has been stored in recent years and will require re-commissioning before use. Please note that if this vehicle is to stay in the UK, it will be subject to Import VAT at the standard rate of 20% and Import Duty at 10% (plus VAT) on the hammer price. The administration for clearing customs is called a NOVA (Notification of Vehicle Arrival) and costs £350 (plus VAT). Both the Import VAT and NOVA charge will be added to the buyer's invoice. Please note that this fee does not include registering the vehicle in the UK. This vehicle will not be available for immediate collection after the sale and will only be released once customs is cleared. If you have any questions regarding customs, please contact the Motorcar Department.Please note that this vehicle is only offered with a photocopy of its old registration document, bidders should satisfy themselves as to registration requirements in their own jurisdiction. Please contact the department for further information.Lot to be sold without reserve.This lot is subject to the following lot symbols: ΩΩ VAT on imported items at the prevailing rate on Hammer Price and Buyer's Premium.For further information on this lot please visit Bonhams.com
1961 Alfa Romeo Giulietta Spider Coachwork by Carrozzeria Pininfarina Registration no. 898 XVF Chassis no. AR 171451 Engine no. AR0010600134•Supplied new to the USA•Left-hand drive•UK resident since 1998•Professionally restored 2016-2020 (bills available)•Immaculate condition Footnotes:It was Max Hoffman, importer of various European makes into the USA, who suggested that Alfa Romeo build an open roadster to compete with the small British sports cars that were proving so popular in North America. Design proposals were commissioned from Bertone and Pininfarina, with the latter securing the commission despite Hoffman's preference for the former. Designed and built by Pininfarina, and notable as the famous Turin coachbuilder's first volume-produced car, the original Alfa Romeo Giulietta Spider of 1955 brought a level of refinement and mechanical sophistication to small sports cars that made the opposition look dated. With such a pedigree the Spider was, not surprisingly, a huge success, becoming mainland Europe's best-selling small sports car and continuing in revised, longer wheelbase form after the introduction of the 101 Series in 1959. This restored 101 Series Giulietta Spider was supplied new to Alfa Romeo Inc of Newark, USA before relocating to sunny California in the late 1970s. Brought to the UK in 1998, the Alfa was purchased by the current owner in 2014 and restored by Quest Brothers Classic Cars of St Ives, Cambridgeshire over three years from 2016 onwards (bills available). The car was stripped to a bare shell, which was discovered to be rust-free; the shell was then soda blasted, repaired and primed. At this point, the running gear (already restored and powder coated) was installed and the car checked before being dismantled back to a bare shell for painting throughout. The paint colour used was the original AR716 Grey, with a tough, chip-resistant material incorporated in the paint for the under-body areas. Mechanically and electrically, everything was stripped and rebuilt, including an overhaul of the 1300 engine; stripping, inspecting and rebuilding the gearbox and differential; replacing all bearings; fitting a new wiring loom; rebuilding the instrument cluster, etc. As one would expect, the interior too was refurbished and re-trimmed in original red (floor coverings, seat coverings, door cards, etc. Other notable features include a Weber carburettor (for smoother running); a rare new-old-stock Abarth exhaust system; and an auxiliary input for the original radio. (The original Solex carburettor and air box are included in the sale.)The Giulietta has covered some running-in test miles, with the Weber carburettors (replacing the original Solex) tuned and the brakes just bedded in. Although this car does not require an MoT certificate, one was acquired on completion and has since expired (in 2019). Fewer than 1,000 miles have been covered since the engine rebuild and this delightful Giulietta Spider is ready to be enjoyed.For further information on this lot please visit Bonhams.com
1969 Lamborghini Miura P400S Coupé Coachwork by Carrozzeria Bertone Registration no. FWB 932H Chassis no. 4256 Engine no. 30421•One of only 140 'S' models built•Matching numbers•Converted from left- to right-hand drive early in its life•Present ownership since 1995•Used sparingly since acquisition•Potentially most rewarding restoration projectFootnotes:'But step back for a minute and work out what makes the Miura so special. In 1966 there was nothing like it. Only racing cars and the obscure little French Bonnet/Matra Djet had mid-mounted engines. Ferrari's road-going mainstay was the traditional front-engined 275 GTB. So when tractor magnate Ferruccio Lamborghini stole the attention of the Geneva Salon crowd with the Miura, people were shocked as much by its audacious mechanical layout as they were by its era-defining and stunningly gorgeous styling.' – Classic Cars, July 2004. Ferruccio Lamborghini's bold challenge to Ferrari had begun in 1964 with the 350GT but it was the arrival of the Miura - arguably the founder of the supercar class - that established Lamborghini as a major manufacturer of luxury sporting cars. Prior to the model's official debut at the 1966 Geneva Salon, Lamborghini cars were respected for their impressive mechanical specifications but they somehow lacked a distinctive persona. All this changed with the arrival of the Miura, named after Don Eduardo Miura, a famous breeder of fighting bulls. The Miura project first surfaced as a rolling chassis displayed at the 1965 Turin Motor Show but was not expected to become a production reality. Nevertheless, by the time of the Geneva Salon the following year, the first completed car was ready for unveiling to an awe-struck press and public. Writing in his book, Lamborghini (1985), Jean-Marc Sorel had this to say about the Miura's significance: 'Thanks to the Miura, Lamborghini made a breakthrough unsurpassed in automotive annals, even reaching the point of worrying Ferrari and Maserati on their own territory, its two powerful neighbours...'The car's technical specification was breathtaking in its sophistication and complexity. Designed by Gianpaolo Dallara, the Miura carried its transversely mounted engine amidships in a box-section platform chassis, the latter clothed in stunning coupé coachwork styled by Bertone's Marcello Gandini. Like the contemporary 400GT, the Miura used the 4.0-litre version of Lamborghini's Giotto Bizzarrini-designed four-cam V12. With 350bhp available, the Miura was capable of shattering performance, a top speed of 180mph (290km/h) being claimed. Production examples were independently tested at more than 170mph, confirming that the Miura was the world's fastest production car. Perhaps surprisingly, Lamborghini's assessment of demand for its new baby would prove to be way out: instead of the 20 sales expected for the first year of production (1967), they ended up delivering 108 cars.Early in 1968, after the 125th car had been completed, the steel used in the chassis was increased from 0.9 to 1mm in thickness, while from April that year customers could specify a leather interior. They also had a wide choice of eyeball-popping exterior colours that would be unthinkable on a Ferrari, Maserati or – heaven forbid – an Aston Martin. It all helped to cement the Miura's reputation as the brash new kid on the block. Initial development had concentrated on chassis strengthening, these improvements being consolidated in the more powerful Miura 'S', for spinto (tuned), introduced at the Turin Motor Show in 1968. Produced from January 1969, the Miura P400S featured a more-powerful (370bhp) engine and was outwardly distinguishable from the preceding model by its wider tyres. Other improvements included a quieter transmission, electric windows, better quality interior fittings, leather trim and a re-routed exhaust system that left room for a larger luggage compartment. Later, Series II examples benefited from ventilated brake discs that markedly reduced fade. Around 140 were built before the introduction of the SV version in 1971. Production of the original P400 effectively ended when the successor 'S' version was introduced, by which time a little over 470 of these wonderful cars had been produced. The 'S' would not be so numerous, only 140 examples leaving the factory between 1969 and 1971. Bertone build number '409', the Miura S we offer was delivered on 8th October 1969 in left-hand drive configuration. The car was originally finished in red with black interior and equipped with air conditioning. Hand-written notes on file and the factory records state that the Miura was purchased new by a Mr Drummond. According to the notes, this was playboy George Drummond, one-time racing team patron, who owned the Lamborghini until HMRC impounded the car for legal reasons. The Miura was retained until 1974 before being sold.The first owner recorded on DVLA scans of old logbooks is a Craig Dent of Derby, then a Mark Denton of Sheffield followed by an Alastair Laurie on 31st March 1976 (in Dalbeattie). Previous owner Mel Farrar recalls purchasing the car from Mr Laurie and driving it back from Scotland in the snow! In his ownership the engine was rebuilt, and he believed that the car was converted from left- to right-hand drive while in Scotland. The Miura was acquired by the late Malcolm Bishop in 1995, since when it has been registered in his name and that of his companies, and has been driven sparingly (see minor invoices for parts on file). Marque specialist Iain Tyrrell inspected '4256' in November 2022 and Bonhams would like to thank him for preparing the accompanying condition report, a summary of which is as follows:This car's body/chassis could be described as a solid but typical 'pre-restoration' Miura. All visible chassis areas are sound but covered in non-factory paint and surface rust. The front floor section, ahead of the bulkhead, has been replaced with a new welded-in section at some time, either due to rust or light damage (over a small bump for example). There is an extra plate welded under the chassis rear cross-member, probably to cover dents; quite usual, as this is where Miuras are commonly jacked-up without proper care. The chassis and structure's visible areas again show no appreciable signs of accident damage/repair. This is reinforced by the Bertone build number (always 100 more than the actual factory build number) '509' being still stamped with the correct font on all areas, including doors, front and rear clams, bulkhead and rear slats. The paintwork and chrome are aged. The boot floor has some cardboard covering up a small aluminium section that is missing. The rear light surrounds and other sundry items are missing from the body.The front and rear suspension have been cosmetically restored, albeit not with correct finishes. There is play in virtually all the front ball-joints, and the R/H/R road spring is rubbing against the damper. It should be noted that the front hubs require immediate attention having been inadvertently exchanged left to right during the previous front suspension repainting. This is a serious but easily rectified safety issue, but currently the wheel spinners undo rather than self-tighten when the car is driven. All five wheels are the original magnesium-alloy Campagnolos. They all have paint reaction/poor paint issues. The tubeless tyres have been fitted with tubes and no protective valve sleeves.The original matching-numbers engine is in good order, with good oil pressure and acceptable cylinder leak-down readings (list available). It is very likely that a proper service and tune-up will lower these readings still further. The carburettors are out of adjustment. The cylinder head mating surfaces are showi... Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
2007 Mercedes-Benz SLR McLaren 722 Edition Coupé Registration no. not registered Chassis no. WDDAJ76F67M001264 Engine no. 15598060001309•Limited edition model commemorating Mercedes-Benz's famous 1955 Mille Miglia victory•Built to Gulf States specification•Offered from storage•Circa 250km on the odometerFootnotes:Manufactured between 2003 and 2010, their new supercar allowed Mercedes-Benz and its then Formula 1 partner, McLaren, to showcase their collective experience in the development, construction, and production of high-performance sports cars and, just like its legendary 300 SLR predecessor of 1955, it incorporated technological developments that were ahead of their time. Yet the term 'supercar' does not do full justice to the SLR, which, its peerless performance notwithstanding, is a luxurious and finely engineered Gran Turismo in the best traditions of Mercedes-Benz. The heart of any car is its engine, and that of the SLR McLaren is truly outstanding. Produced at Mercedes-Benz's AMG performance division, it is a 5.5-litre, 24-valve, supercharged V8 producing 617bhp, making it one of the most powerful engines ever found in a series-produced road-going sports car. Impressive though this peak horsepower figure is, it is the torque produced by this state-of-the-art 'blown' motor that is its most remarkable feature. The torque curve is almost flat: there is already 440lb/ft by 1,500 rpm and well over 500lb/ft between 3,000 and 5,000 revs. Needless to say, the SLR McLaren delivers performance figures that are still among the best in its class. Taking just 3.8 seconds to sprint from 0-100km/h (62mph), it passes the 200km/h (125mph) mark after 10.6 seconds, and from a standing start takes just 28.8 seconds to reach 300km/h (186mph). The two-seater has a top speed of 334km/h (207 mph). A 2007 model, the car offered here is an example of the '722 Edition', the '722' referring to the victory in the 1955 Mille Miglia of Stirling Moss and his co-driver Denis Jenkinson, whose Mercedes-Benz 300 SLR had the starting number '722' (indicating a start time of 7:22 a.m.). Invoiced to the current vendor in March 2007, the car is finished in stunning Crystal Antimon Grey Metallic with Silver Arrow leather trim in classic 300SL Red. Standard equipment includes an Audio 30 APS sound system; garage door opener; passenger compartment protection; and brake callipers painted in red; while a CD changer; Mercedes-Benz telephone; and 'XL' size front seats are among the factory options fitted. Offered with a copy of the purchase invoice, the car has been stored for some time (showing a mere 250km on the odometer) and will require re-commissioning before returning to the road. Please note that if this vehicle is to stay in the UK, it will be subject to Import VAT at the standard rate of 20% and Import Duty at 10% (plus VAT) on the hammer price. The administration for clearing customs is called a NOVA (Notification of Vehicle Arrival) and costs £350 (plus VAT). Both the Import VAT and NOVA charge will be added to the buyer's invoice. Please note that this fee does not include registering the vehicle in the UK. This vehicle will not be available for immediate collection after the sale and will only be released once customs is cleared. If you have any questions regarding customs, please contact the Motorcar Department.Please note that this vehicle is not offered with a registration document, bidders should satisfy themselves as to registration requirements in their own jurisdiction. Please contact the department for further information.Lot to be sold without reserve.This lot is subject to the following lot symbols: Ω NΩ VAT on imported items at the prevailing rate on Hammer Price and Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com
2020 McLaren 720S Le Mans Coupé Registration no. KE70 RKX Chassis no. SBM14DCC4MW298004•Built to mark the 25th anniversary of the five production McLaren F1 LMs•One owner from new•Circa 1,450 miles from new•McLaren service history•Serviced in November 2022 by McLaren and ready to enjoyFootnotes:One of a limited series of 50, this McLaren 720S LM was built to mark the 25th anniversary of the five production McLaren F1 LMs built to honour the five McLaren F1 GTRs that finished the 1995 Le Mans 24 Hours race in 1st, 3rd, 4th, 5th and 13th places in McLaren's first appearance at the world-famous endurance classic. Out of the 50 examples sold worldwide, only 16 were destined for Europe, each featuring a Le Mans dedication plate and 'McLaren 25 Anniversary Le Mans' logos.This car is one of only two right-hand drive orange examples in the UK and out of six 720S Le Mans in total in this country, with this car being chassis '004' out of the limited production run of 50 units. Finished in the iconic McLaren Orange of the F1 LM cars, it benefits from bespoke five-spoke alloy wheels finished in gloss dark Graphite Grey to match the style of the F1 LM cars, in addition to gold brake callipers that also featured on the McLaren F1. Additional features include a roof scoop and carbon fibre racing seats. The McLaren 720S Le Mans has astonishing performance delivered by the mid-mounted, 720PS (710bhp), M840T 4.0-litre engine. The twin-turbocharged V8 propels the car from 0-62mph (0-100km/h) in 2.9 seconds, and on to a top speed of 212mph (341km/h). The fully-functional roof scoop channels air to provide additional cooling for the engine while the carbon-fibre louvred front wings reduce aerodynamic lift generated by the rotation of the front wheels, as well as reducing vehicle weight.The LM boasts a vast array of options that include: MSO (McLaren Special Operations) Black Pack; stainless steel sports exhaust; Stealth Pack; Dove Grey Le Mans interior theme with '25th Anniversary' stitching on the headrests and floor mats; carbon-fibre racing seats in touring size; primary interior components in carbon-fibre; MSO defined extended carbon paddles; interior ambient lighting; 360-degree park assist (parking sensors front and rear with reversing camera); vehicle tracking system; and the all-important vehicle lift system. A full listing of its exceptional specification is available. This 720S Le Mans has had its first year service, which was completed on 3rd November 2021 at 1,149 miles at McLaren New Forest. It will be serviced again pre-sale by McLaren in November 2022 ready for its new custodian to use and enjoy.For further information on this lot please visit Bonhams.com
1971 Ferrari Dino 246 GT Coupé Registration no. LYX 326K Chassis no. 02492 Engine no. 8233 – N/I 1038•Iconic V6-engined Dino•UK-delivered right-hand drive model•Matching chassis and engine numbers•Professional bare-metal restoration in the 2000s•Extensive history fileFootnotes:'It is a thrill to drive a car like the Dino, one whose capabilities are far beyond what even an expert driver can use in most real-world motoring, and that is the Dino's reason for being. The real joy of a good mid-engined car is in its handling and braking and the Dino shone as we expected it to. The steering is quick without being super quick, and it transmits by what seems a carefully planned amount of feedback exactly what is going on at the tyres. Thanks to the layout's low polar moment of inertia the car responds instantly to it. The Dino's cornering limits are very high... ' – Road & Track. It was the need for a production-based engine for the new Formula 2 that had prompted the introduction of a 'junior' Ferrari, the Dino 206 GT, at the Turin Motor Show in 1967. The latest in a line of Dino V6 'quad-cam' engines stretching back to the late 1950s, the new unit proved as successful on the racetrack as in the showroom, Derek Bell and Ernesto Brambilla both winning races in the European Championship, while Andrea de Adamich triumphed in the 1968 Argentine Temporada series. Building on experienced gained with its successful limited-edition Dino 206S sports-racer of 1966, Ferrari retained the racer's mid-engined layout for the road car but installed the power unit transversely rather than longitudinally. A compact, aluminium-bodied coupé of striking appearance, the Pininfarina-styled Dino - named after Enzo Ferrari's late son Alfredino Ferrari and intended as the first of a separate but related marque - was powered by a 2.0-litre, four-cam V6 driving via an in-unit five-speed transaxle. The motor's 180 brake horsepower was good enough to propel the lightweight, aerodynamically efficient Dino to 142mph, and while there were few complaints about the car's performance, the high cost enforced by its aluminium construction hindered sales. A 2.4-litre version on a longer wheelbase - the 246 GT - replaced the original Dino 206 in late 1969. Built by Scaglietti, the body was now steel and the cylinder block cast-iron rather than aluminium, but the bigger engine's increased power - 195bhp at 7,600rpm - adequately compensated for the weight gain. A Targa-top version, the 246 GTS, followed in 1972. The Dino 246 was built in three series: 'L', 'M' and 'E', these designations reflecting detail changes in the specification. The final 'E' series incorporated all the changes made to its predecessors together with further improvements to the engine and gearbox and numerous other more minor details. While not quite as fast in a straight line as its larger V12-engined stablemates, the nimble Dino was capable of showing almost anything a clean pair of heels over twisty going. Truly a driver's car par excellence and still highly regarded today. One of the final 'E-Series' cars, the beautiful Dino offered here is a right-hand drive, matching-numbers example built for the UK market. A letter on file from Mr Tony Willis of The Maranello Concessionaires Archive confirms that the car was originally finished in Rosso Chiaro with black interior trim and electric windows. First owner Mr John Goodyear took delivery in October 1971 and the car was registered as 'MBL 1'. The history file is extensive and contains a photographic record of a professional bare-metal restoration carried out in the 2000s together with assorted correspondence, notably between the first owner and Maranello Concessionaires in 1971, numerous bills, and a quantity of expired MoT certificates. Bell Sport & Classic, SB Race Engineering and GTO Engineering have looked after the Dino in recent years; it wants for nothing and is presented in fantastic condition.For further information on this lot please visit Bonhams.com
1954 Lancia Aurelia B20 GT Series IV Coupé Coachwork by Carrozzeria Pinin Farina Registration no. 47 ELF Chassis no. B20-2991 Engine no. 3576•Iconic Italian Gran Turismo•Desirable Series IV example•Previously owned (twice) by motoring authority Anthony Pritchard•Professionally restored by Omicron Engineering (2011-2012)•Maintained by Thornley Kelham•Mille Miglia eligibleFootnotes:Introduced in 1907, the Vincenzo Lancia's first car showed an independence of thought and defiance of convention that would remain associated with the marque well into the modern era. Lancia recommenced production after WW2 with the Aprilia and its smaller cousin the Ardea, but waiting in the wings was yet another groundbreaking design: the Aurelia. Lancia's classic Aurelia, the first car ever to employ a V6 engine, was launched at the 1950 Turin Motor Show. Designed in wartime by Francesco de Virgilio, the 1,754cc 60-degree V6 was of all-aluminium construction and used overhead valves operated via short pushrods instead of Lancia's traditional overhead camshafts. An advanced unitary construction design, the Aurelia retained Lancia's 'sliding pillar' independent front suspension, first seen on the Lambda, but used a novel semi-trailing-arm layout at the rear, another world first. The transmission too, was unusual, comprising a two-piece prop-shaft and combined gearbox/rear transaxle on which were mounted the inboard brakes, though for once this was not an entirely new departure. The B10 saloon was joined the following year by the Pinin Farina-styled B20 Coupé, a fastback '2+2' on a shortened wheelbase which, with its combination of sports car performance and saloon car practicality, can be said to have introduced the Gran Turismo concept to the world. The Aurelia engine had been increased to 1,991cc in 1951 and it was this unit in up-rated form that went into the B20. Lighter and higher geared than the saloon, the B20 was good for a top speed of over 100mph. Stunning the motor racing world, a mildly race-developed B20 driven by chain-smoking, brandy-swigging Giovanni Bracco finished 2nd in the 1951 Mille Miglia, beaten only by Luigi Villoresi's 4.1-litre works Ferrari! It is worth noting that the nimble Aurelia was actually faster than the Ferrari over the mountain passes north of Florence. Introduced in 1953, the 3rd and subsequent series B20s were powered by a 2,451cc, 118bhp version of the pushrod V6, while 4th-series onwards cars had De Dion rear suspension instead of the original semi-trailing-arm arrangement. It is worthwhile noting that from the Series IV onwards the cylinder block featured Vandervell shell bearings rather than the Series I/II/III's white metal bearings, which are more difficult to renew. The engine's external appearance is the same. The Lancia factory publication, The History of Lancia 1906-1989, states that 1,231 2.0-litre B20 GTs were produced (Series I and II) plus a further 1,880 2½-litre cars (Series III to VI). An engineering tour de force clothed in sublime coachwork by Italy's foremost carrozzeria, the Aurelia B20 represents for many the zenith of Lancia's post-war production.This B20 GT is one of the first right-hand drive Series IV cars built. According to the official build records, it was released on 25th June 1954 finished in Grigio and fitted with engine number '3576', which it retains to this day. This car has been comprehensively restored by marque specialists Omicron Engineering Ltd and is now resplendent in pearlescent silver-grey paintwork and blue trim. It also features the desirable Nardi floor shift.A previous owner was the prolific and respected motor historian and author Anthony Pritchard, who was an authority on Italian racing and sports cars having written many books on Ferrari, Maserati, Lamborghini and the Mille Miglia. Pritchard bought a Series IV B20 GT from legendary Lancia guru Harry Manning in 1965 for £545. He sold the car some time later. Fast forward to 2010 and Pritchard decided he wanted another of these cars. He instructed Omicron, the well-known Lancia experts, to find a suitable car. Omicron tracked down this example in Massachusetts, USA in the process of being restored. They bought the car on Pritchard's behalf and shipped it back to the UK. Omicron then completed the restoration including an extensive mechanical overhaul and engine rebuild with invoices totalling over £37,000. It was only when the Aurelia was back in the UK that Pritchard realised it was the very same car he had owned 45 years previously! He applied to the DVLA, who reissued the car's original registration '47 ELF', which it carries today.There is a comprehensive history file with the car detailing the work undertaken by Omicron as well as further recent expenditure totalling some £13,000. After acquiring the car, the current owner took it to Thornley Kelham, the Lancia Aurelia specialists based in Cirencester, and instructed them to do a vehicle health check and resolve any issued they could identify. Work carried out included fitting a new set of Michelin X tyres. The car has since returned to Thornley Kelham for annual servicing. Most recently the Aurelia appeared on the Lancia stand at the NEC Classic Car Show in November 2022, successfully completing the 180-mile round trip without issue. Eligible for a host of prestigious historic events including the Mille Miglia, this beautiful Aurelia B20 GT is ready to enjoy.For further information on this lot please visit Bonhams.com
Classic Car Profiles, being hardbound volumes containing Profiles 1-24, 25-60 and 61-96 respectively, a set. Various authors and illustrators, profusely illustrated in colour and black-and-white, published by Profile Publications Ltd., Leatherhead in 1966 and 1967, approaching 1,000 pages in total. In excellent clean condition, with tight bindings. (3)
Dalton Watson Book Collection. A significant collection of books from the original Dalton Watson company, many edited and personally published by Lawrence Dalton. The collection consists of several rarities, and each book has a DJ, with most being 1st editions in very good condition save for several faded and slightly damaged spines: Bentley by Johnnie Green, signed by the author with a dedication, 1969; Rolls-Royce The Classic Elegance 1987; AC and Cobra by J. McLellan, 1982; The Rolls-Royce PII Continental by R. Gentle, 1980; Pinin Farina by Michael Frostick, 1977; Coachwork on Rolls-Royce 1906-1939, 1975; Duesenberg by Fred Roe, 1982, two copies; The Coachbuilt Packard by Hugo Pfau, 1975; Rolls-Royce The Elegance Continues, 1971; Lancia by Michael Frosrick, 1976; Vanden Plas by Brian Smith, 1979; BMW by Michael Frostick, 1976 & 1978; The Automobile Treasury of Ireland by Finbarr Corry, 1979; The Coachwork of Erdmann & Rossi by Rupert Stuhlemmer, 1979; The Classic twin-Cam Engine by G. Borgeson, 1981; Aston Martin & Lagonda by M. Frostick, 1977; The Magic of MG by Mike Allison, 1978 Reprint; Those Elegant Rolls-Royce, 1968 2nd Imp; Alfa Romeo - Milano by M. Frostick, 1976 revised; The Mighty Mercedes by M. Frostick, 1979 reprint; The Jaguar Tradition by M. Frostick, 1979 reprint; The Legendary Hispano Suiza by Johnnie Green, 1977; Private Motor Car Collections of GB by Peter Hugo, 1973; Rolls-Royce in America by John de Campi, 1975; V8 by Michael Frostick, 1979. Also, Rolls-Royce The Derby Phantoms, by L. Dalton 1991 (signed). (28 books)
Classic Car Profiles, being hardbound volumes containing Profiles 1-24, 25-60 and 61-96 respectively, a set. Various authors and illustrators, profusely illustrated in colour and black-and-white, published by Profile Publications Ltd., Leatherhead in 1966 and 1967, approaching 1,000 pages in total. In good, clean condition, with tight bindings, also a good selection of Shire publications, Brooklands, the 1st editions, four Wolseley histories and biographies. A box.
Cluster d'ammonites de France Ammonite Cluster from FranceCrioceras cuvieri et Olcostephanus sayniHauterivian (Cretaceous) (130 Ma)Area of Ruissas (26), Southeastern FranceA hundred million years ago, a group broke with the classic winding pattern of ammonites (in a spiral with contiguous turns) to develop an infinity of other types of shells. All of these specimens, described under the term unrolled ammonites, undoubtedly correspond to the most characteristic fossils of Provence because 80% of the world's species are found there. While these ammonites are certainly among the rarest, their slender look also give them an extraordinary aesthetic shape resulting: true natural sculptures. The spines of these ammonites must have played a direct role in their protection against the large marine predators of the time. For a long time, it was considered as an evolutionary degeneration, scientists now realize that these new forms of shells were in fact attempts to adapt to environmental and climatic variations as we know them today. However, they will die out during the great crisis at the end of the Cretaceous, 65 million years ago, at the same time as all the other ammonites. Measuring 32 x 23.5 x 12 cmCluster d'ammonites de FranceCrioceras cuvieri et Olcostephanus sayniHauterivien (Crétacé, 130 millions d'années)Région de Ruissas (26), Sud Est de la FranceIl y a cent millions d'années, un groupe rompt avec le schéma d'enroulement classique des ammonites (selon une spirale à tours jointifs) pour élaborer une infinité d'autres types de coquilles. L'ensemble de ces spécimens, décrits sous le terme d'ammonites déroulées correspond sans aucun doute aux fossiles les plus caractéristiques de la Provence car on y trouve 80% des espèces mondiales. Si ces ammonites comptent certainement parmi les plus rares, leur port aérien et leur allure élancée leur confèrent également une extraordinaire composante esthétique aboutissant à de véritables sculptures naturelles. Les épines de ces ammonites devaient jouer un rôle direct dans leur protection face aux grands prédateurs marins de l'époque. Longtemps considérées comme une dégénérescence évolutive, les scientifiques s'aperçoivent aujourd'hui que ces nouvelles formes de coquilles constituaient en fait des tentatives d'adaptation à des variations environnementales et climatiques comme nous en connaissons à l'heure actuelle. Elles s'éteindront pourtant lors de la grande crise de la fin du Crétacé, il y a 65 millions d'années en même temps que l'ensemble des autres ammonites. 32 x 23.5 x 12 cm For further information on this lot please visit Bonhams.com
Cluster d'ammonites sur leur sculpturale matrice Ammonite Cluster on Sculptural MatrixCrioceras curnieri and Olcostephanus sayniHauterivian (Cretaceous) (130 Ma)Region of Veynes (05), Southeast FranceA hundred million years ago, a group broke with the classic winding pattern of ammonites (in a spiral with contiguous turns) to develop an infinity of other types of shells. All of these specimens, described under the term unrolled ammonites, undoubtedly correspond to the most characteristic fossils of Provence because 80% of the world's species are found there. While these ammonites are certainly among the rarest, their slender look also give them an extraordinary aesthetic shape resulting: true natural sculptures. The spines of these ammonites must have played a direct role in their protection against the large marine predators of the time. For a long time, it was considered as an evolutionary degeneration, scientists now realize that these new forms of shells were in fact attempts to adapt to environmental and climatic variations as we know them today. However, they became extinct during the great crisis at the end of the Cretaceous, 65 million years ago, at the same time as all the other ammonites. Measuring 25 x 22 x 7 cmCluster d'ammonites sur leur sculpturale matriceCrioceras curnieri et Olcostephanus sayniHauterivien (Crétacé ) 130 Millions d'annéesRégion de Veynes (05), Sud Est de la FranceIl y a cent millions d'années, un groupe rompt avec le schéma d'enroulement classique des ammonites (selon une spirale à tours jointifs) pour élaborer une infinité d'autres types de coquilles. L'ensemble de ces spécimens, décrits sous le terme d'ammonites déroulées correspond sans aucun doute aux fossiles les plus caractéristiques de la Provence car on y trouve 80% des espèces mondiales. Si ces ammonites comptent certainement parmi les plus rares, leur port aérien et leur allure élancée leur confèrent également une extraordinaire composante esthétique aboutissant à de véritables sculptures naturelles. Les épines de ces ammonites devaient jouer un rôle direct dans leur protection face aux grands prédateurs marins de l'époque. Longtemps considérées comme une dégénérescence évolutive, les scientifiques s'aperçoivent aujourd'hui que ces nouvelles formes de coquilles constituaient en fait des tentatives d'adaptation à des variations environnementales et climatiques comme nous en connaissons à l'heure actuelle. Elles s'éteindront pourtant lors de la grande crise de la fin du Crétacé, il y a 65 millions d'années en même temps que l'ensemble des autres ammonites. 25 x 22 x 7 cm For further information on this lot please visit Bonhams.com
Très grande ammonite à pointes du Sud de la France Large Spiny Ammonite from Southern FranceCrioceras nolaniHauterivian (Cretaceous) (130 Ma)Area of Ruissas (26), Southeastern FranceA hundred million years ago, a group broke with the classic winding pattern of ammonites (in a spiral with contiguous turns) to develop an infinity of other types of shells. All of these specimens, described under the term uncoiled ammonites, undoubtedly correspond to the most characteristic fossils of Provence because 80% of the world's species are found there. While these ammonites are certainly among the rarest, their slender look lends them an extraordinary aesthetic shape producing true natural sculptures. The spines of these ammonites must have played a direct role in their protection against the large marine predators of the time. For a long time, it was considered as an evolutionary degeneration, scientists now realize that these new forms of shells were in fact attempts to adapt to environmental and climatic variations as we know them today. However, they became extinct during the great crisis at the end of the Cretaceous, 65 million years ago, at the same time as all the other ammonites. Measuring 65 x 65 x 40 cmTrès grande ammonite à pointes du Sud de la FranceCrioceras nolaniHauterivien (Crétacé) 130 millions d'annéesRégion de Ruissas (26), Sud Est de la FranceIl y a cent millions d'années, un groupe rompt avec le schéma d'enroulement classique des ammonites (selon une spirale à tours jointifs) pour élaborer une infinité d'autres types de coquilles. L'ensemble de ces spécimens, décrits sous le terme d'ammonites déroulées correspond sans aucun doute aux fossiles les plus caractéristiques de la Provence car on y trouve 80% des espèces mondiales. Si ces ammonites comptent certainement parmi les plus rares, leur port aérien et leur allure élancée leur confèrent également une extraordinaire composante esthétique aboutissant à de véritables sculptures naturelles. Les épines de ces ammonites devaient jouer un rôle direct dans leur protection face aux grands prédateurs marins de l'époque. Longtemps considérées comme une dégénérescence évolutive, les scientifiques s'aperçoivent aujourd'hui que ces nouvelles formes de coquilles constituaient en fait des tentatives d'adaptation à des variations environnementales et climatiques comme nous en connaissons à l'heure actuelle. Elles s'éteindront pourtant lors de la grande crise de la fin du Crétacé, il y a 65 millions d'années, en même temps que l'ensemble des autres ammonites. 65 x 65 x 40 cm For further information on this lot please visit Bonhams.com
A COLLECTION OF CLASSIC 1:43 ALFA-ROMEO SPORTING MODELS BY BBR MODELS From the Alfa Paradiso collection, offered without reserve. 1956 ALFA-ROMEO 6C 2500 COMPETIZIONE STREET BY BBR MODELS Resin cast model with metal/plastic components. 1937 ALFA-ROMEO 8C 2900B TOURING SHORT-WHEEL-BASE BY BBR MODELS Resin cast model with plastic components. 1948 ALFA-ROMEO 6C 2500 SS BY BBR MODELS Resin cast model with plastic components. 1965 ALFA-ROMEO TZ2 COUPE YELLOW BY BBR MODELS Resin cast model with plastic components. 1949 ALFA-ROMEO 6C 2500 SS FRECCIA D'ORO MILLE MIGLIA CAR 346 BY BBR MODELS Resin cast model with plastic components. 1948 ALFA-ROMEO 6C 2500 SS FRECCIA D'ORO CABRIOLET BY BBR MODELS Resin cast model with plastic components.
Bemo H0e/H0m Gauge Swiss Four and Eight Wheel Coaching Stock, all boxed, eight wheeled Furkha Bergstrecke 3246 282 coach and four wheeled 3239 284 example, Furkhabahn 3239 201, 3239 206 and similar example 3237 282 all in red livery, Alpine Classic Pullman Express luggage car 3236 142, 75 years of the Glacier Express in cream/blue Pullman livery and RhB in green livery, 3230 140, 3230 106, 3230 101, 3230 128, all four wheeled, G-E, boxes G-E, (10)
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