Registration No: OBX 623R Chassis No: XC2S2-425816A MOT: Exempt • Just 30,400 miles from new • In single lady ownership from 1977 until 1998 • Current (late) ownership since 2008 and just three owners from new • Highly original and unrestored condition Introduced in October 1969, the Mini Clubman was penned by ex-Ford product planner and stylist Roy Haynes. Intended as a replacement for the Mini-derived Wolseley Hornet and Riley Elf, while the related Estate car was intended to succeed the established Countryman and Traveller. However, a change of plan saw both round and square nosed Minis produced concurrently, until the Clubman range gave way to the Metro in 1980. The newcomer boasted better frontal crash protection and improved under-bonnet access and was powered by a 998cc or 1098cc four-cylinder A-series engine. Its suspension system, a fusion of independent front and interconnected hydrolastic rear setups, achieved a balance between comfort and handling, emblematic of the industry's drive for enhanced driving dynamics. The Clubman 1100 offered, ‘OBX 623R’, was manufactured new in 1977, being first registered on the 1st March that year. Finished in the delightful period hue of Antique Gold paintwork allied to Brown cloth interior upholstery, the interior is pleasingly believed to be mostly original. Retained by the first lady owner until 1998, the second owner purchased the Clubman in 1998 directly from her, with just c.18,500 miles from new on the odometer. Thereafter used as a showroom exhibit for numerous years, the Mini covered less than 100 further miles during this time, before being sold to the (late) vendor in 2008. Joined in the following year by an Antique Gold Allegro, the Clubman and the Allegro thereafter were in regular attendance of shows and events throughout the vendor's custodianship, including winning several awards at classic car events, and covering some 12,000 miles in the hands of the late vendor. A mechanic by trade, the Mini was very well maintained during his custodianship. Offered with a history file that includes a collection of MOT certificates with the earliest from the mid-1990s, numerous tax discs from 1980 onwards, copies of previous logbooks, and a current V5C document. A highly original, unrestored, and pleasingly unmodified example, with low mileage and ownership, the Clubman has much to recommend it. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
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Registration No: P100BBR Chassis No: WMWRE320X0TK77080 MOT: August 2024 c.350bhp, converted by Brodie Brittain Racing when new• Over £90,000 spent including the car's purchase price • Featured on BBC Top Gear in 2006 • Warranted 6,750 miles from new • Crystal Light Blue with White roof and Recaro leather interior The phrase 'pocket rocket' could well have been coined for 'P100 BBR', an astonishing Mini with no less than 350bhp on tap, which featured on BBC Top Gear in 2006. It was converted when new by renowned go-faster specialists Brodie Brittain Racing (BBR) of David Brodie, highly successful saloon car racer and well connected with Fast Ford performance, with the intention of making it the fastest Cooper S on the planet. According to the vendor, it remains so to this day. Small wonder then that the total cost, including the purchase of the standard car, was in excess of £90,000. The completely reworked engine features: a big valve head; BBR cam; solid tappets; turbocharger in place of the original supercharge; high-flow fuel system; remapped ECU; oil cooler plus high-flow water pump and radiator to keep the temperatures under control; and a big bore exhaust system and stainless steel downpipes to ensure the gases exit with optimum efficiency. So potent an ensemble naturally required related uprates to the running gear and chassis, which included: a limited-slip differential; anti-torque steer suspension; Polybush kit; bigger, ventilated disc brakes, and braided hoses; F1 Goodyear Eagle tyres. This monster of a Mini is equipped with a 'Works' body kit and finished in the strident combination of Crystal Light Blue teamed with a White roof, alloy wheels and mirror casings. The full Recaro interior is trimmed in Dark Blue hide complemented by Mid Blue carpets. The mileage covered to date is under a mere 6,750 warranted miles from new, and the Cooper S comes complete with the suitably apt registration 'P100 BBR' plus its original service record and owners' handbook, and is considered by the vendor to have 'excellent' interior trim, 'very good' bodywork, engine, electrical equipment, and six-speed manual transmission, and 'good' paintwork. Purchasers of BMW Minis have been encouraged to customise them from day one, but this breathtaking example arguably takes the idea to a whole new level! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: TGR 144V Chassis No: 9B08RJY155226 MOT: Exempt • Rare 'homologation special' being 1 of only 18 known survivors out of 33 built • Correct 2.3-litre Twin Cam engine with twin 48 Dellorto carburettors and ‘Works’ exhaust manifold • Receipts on file for £16,000 worth of expense to GP4 specification with under 2,000 miles covered since full ground-up overhaul • The fastest Tarmac Rally Car of its generation! ‘The success, and the refinement, of the HS and HSR models is almost entirely to the credit of Bill Blydenstein, Gerry Johnstone and the mechanics at the Blydenstein business at Shepreth, and little to do with the factory's own efforts' (Graham Robson, Vauxhall Chevette HS and HSR) Introduced in 1975, the Vauxhall Chevette was part of parent company GM's ‘T-car' programme. The newcomer proved a sales success but having attended that year's RAC Rally, incoming Vauxhall chairman Bob Price decided that a halo model along the lines of Ford's high-profile Escort RS machines would enhance its showroom appeal still further. To this end, he approached Bill Blydenstein who was already running the Dealer Team Vauxhall race programme with a brief to transform the Chevette into a rally car. Never one to shirk a challenge, Blydenstein made good use of the GM parts bin. Following the established small car / big engine formula, the resultant Chevette HS was powered by a 2.3 litre 16-valve ‘slant four' allied to a five-speed Getrag transmission. Riding on Chevrolet Vega alloy wheels and equipped with beefier Opel Kadett C GT/E suspension and rear axle, it proved fast, chuckable and raucous in equal measure. Some 400 examples had to be made to achieve Group 4 homologation and thanks to Blydenstein's ability to squeeze a quart into a pint pot, Vauxhall attracted the driving talents of Pentti Airikkala, Jimmy McRae, Russell Brookes and Tony Pond. A match for the Ford Escort RS1800 on tarmac in HS guise, the Chevette became its superior when it evolved into the HSR. Nicknamed ‘Plastic Fantastic', the latter employed fibreglass for its front air dam, bonnet, rear spoiler, tailgate, and front / rear wings. Lighter and more aerodynamic than its predecessor, the HSR also boasted a greater range of transmission and rear axle options. Better able to deploy its considerable power and torque thanks to improved five-link rear suspension and wider wheels, Vauxhall's diminutive hatchback continued to embarrass rivals on tarmac well into the Group B era. The HS won the British Open Rally Championship for Drivers in 1979, while the HSR claimed the manufacturers' crown two years later. Vauxhall were supposed to build 50 HSR cars but Blydenstein's Shepreth-based outfit only managed to complete 34. The merger between Dealer Team Vauxhall and Dealer Opel Team saw the newly formed GM Dealer Sport switch its attention to the Opel Manta 400 which was a pity because Blydenstein was working on a 2.6 litre HSR which he felt could have changed the face of rallying! Chassis ‘155226’ remained in road car guise for just the first two years of its life before being converted to full rally competition specification, being campaigned across Belgium and the UK. Over the following years, the Chevette was sold and at some stage had the engine and gearbox removed. Purchased by the vendor as a rolling shell, the vendor embarked on a comprehensive restoration in 2020 using the correct type engine and gearbox, with numerous of the restoration and build work photographed on file. Built to FIA Historic GP4 Regulations, ‘TGR 144V’ was taken back to a bare shell, with all the rust removed, a new rear tub welded in and the shell strengthened, with the exhaust tunnel grafted in as per works cars before full bare metal re-paint, and a period cage fitted. Propelled by the correct type 2,300cc Twin-Cam engine, fully lightened and balanced, with Twin 48-Dellortos carburettors, ‘Works’ engine mounts, ‘Works’ exhaust manifold, all new ancillaries, alloy radiator, electric fan, and new cam belt, allied to the Getrag five-speed ‘Dog Leg’ gearbox as used in the Works cars in period. A heavy-duty competition clutch is fitted with Works type bias pedal box, and the ZF Limited Slip Differential (5.1 CWP) which has recently been overhauled. Stopping power is provided by AP Monte Carlo forest front brakes and on the Atlas fully floating rear axle, again, correct AP racing rear calipers are utilised. All the fuel and brake lines run inside the car using braided hoses with alloy or stainless steel fittings, along with an electric fuel pump and period rally wiring loom. Works type rose jointed bottom arms are fitted, as well as heavy-duty front hubs and a quick steering rack. Inside, the HSR features a Co-Drivers footrest, plumbed-in fire extinguisher (albeit needing a service), hand-held fire extinguisher, Monit Rally trip meter, OMP seats and Hans type harnesses (both in date until 2027). Riding on four nearly new Minilte-style 6x13 Revolution Wheels, they are shod with Toyo tyres, with the external appearance completed by the essential four Cibie Oscar's spotlights. With just 2,000 miles covered since the full overhaul with receipts on file for £16,000 worth of expense, the Chevette is accompanied by a spare set of headlights and a set of front brake pads. Genuine HSR FIA specification cars rarely come to market, and this example has invites to events all over Europe, and since completion has had a 100% finishing record on the five events it has competed in (two rallies and three hillclimbs), making it one very much worth considering! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: EU Registered Chassis No: WF0CXXGAECYA22536 MOT: None • 1 of just 500 examples produced for the UK-market • In common with other Ford low-volume models like the RS200, the upgrades were the responsibility of Tickford in Daventry • Only 65,500 miles and four owners from new • Number #0174 of the 500 produced • Offered in ‘barn-find’ condition having been off the road since 2018, although running and driving The Ford Racing Puma was the name eventually given to Ford's concept Puma, the Puma RS, which was first unveiled to the public at the 1999 Geneva Motor Show. At the time, Ford was keen to stress that this was no mere styling job and the idea was to transfer the know-how and technology learned directly from Ford Puma race and rally programmes to a homologation-esque road car. The Ford Racing Puma featured a modified version of the 1.7 Zetec-SE engine pushing out 153bhp with high lift camshafts, revised inlet manifold, exhaust, and ECU. The bodywork was changed to give it wider front and rear wings, with the track increased and the rims upgraded to 17"x7.5J which housed large Alcon 4 pot callipers and discs, with disc brakes to the rear as well as Eibach shocks. The interior was also transformed with Sparco bucket seats finished in Blue Alcantara trim, which was also used to trim the steering wheel, rear seats, and door cards. The strictly limited production run was initially pencilled to run for 1,000 units, with 500 destined for the German market, and 500 for the UK. All conversions were carried out by Tickford, Daventry (in common with other Ford low-volume models like the RS200), with only the 500 destined for the UK market being produced and sold in the end. Racing Puma number #0174 was supplied new to Ireland, being first registered on the 18th of April 2000. In the hands of three owners in Ireland, the last of which acquired the Racing Puma in 2008, #0174 was acquired by the vendor's late father in 2018 and was subsequently imported into the United Kingdom. Provided with an MOT test upon arrival in February 2018, the Puma was also lavished with the brake callipers overhauled and new brake discs and pads, before the vendor’s father shortly after sadly passed away. Thereafter, chassis ‘22536’ has been stored alongside another Racing Puma in a barn, until being unearthed in preparation for the auction. Offered with a history file that includes the original book pack containing the owner’s guide, associated guides, and the stamped service book displaying eleven entries with majority of them from Ford main agents. Also included is the Irish Registration Certificate, the United Kingdom MOT certificate, and documentation regarding the beginning of the UK registering the Racing Puma which was never completed. An very original example with plenty of potential, it is offered now having covered just 65,500 miles from new and with only four owners. Intended purchases should note that there is a reference to a NOVA number in the history file, which we are trying to confirm the validity of. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: T.B.A Chassis No: 2FTJW35M0KCB30355 MOT: October 2024 • Purchased by the vendor in 2015 while in America and toured parts of the US with him after purchase • Double Cab, 7.3-litre V8 diesel, and ‘lavish’ XLT Lariat spec • Finished nicely in Service Vehicle livery • Immense presence! Dating from January 1989, this F350 is in the more ‘lavish’ XLT Lariat specification which includes plush Burgundy cloth upholstery, leather wrapped steering wheel, carpeting, tinted windows, Sports wheel trims and a chrome grille over the standard specification which also includes radio, electric windows, swing fold mirrors, air con, cold start light etc. Powered by a highly capable 7.3 litre IDI (indirect fuel injection) International Navistar naturally aspirated diesel V8 engine delivering 180bhp which provides considerable towing ability. Featuring leaf spring rear suspension and rear wheel drive, the truck boasts a rear tow hitch and useful load liner. With immense presence (coming in at 6.4metres long!), the Double Cab boasts seating for six with its twin bench seats. Purchased by the vendor in 2015, from 8-Mile Detroit, Michigan State, after purchase, the vendor toured across the United States including driving Alaska’s Dalton Highway which crosses some of the Arctic Circle and Top of the World Highway from Chicken, Alaska to Dawson City, Yukon (stickers in the history file) in the truck. The vendor informs that the Ford was repaired and replaced as required en route throughout that road trip, and the F350 was used as a backup vehicle for a Nick Sanders/Yamaha motorcycle tour before shipment to Southampton from Miami. Approximately $8,000 was lavished on the Pickup over the two year road trip period with improvements including new brakes all round, wheel bearings, suspension bushes, steering arm, prop shaft, radiator, alternator, starter motor, batteries, wiper motor, tyres, exhaust, and heater plugs. Supplied with a body-off exterior refresh with the chassis sandblasted and painted and the body refurbed and wax oiled. Sold out of the vendor’s ownership in 2021, he missed the F350 and purchased it back at the end of last year. Now on sale due to another (uprated) F350 having been purchased, the history file includes the V5C document DVLA registration documentation, MOT certificate until October 2024, and shipping docs. The truck represents an unusual opportunity and looks enticing value at the appealing estimate. Be (very) different? PLEASE NOTE: The registration number shown in the images is not included in the sale. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: ESK 492 Chassis No: AT9665V MOT: Exempt Part of the collection since 1995Gas hob, sink, table, bed, pop-up roof etcExhbited at the Cholmondeley Pageant of Power and numerous other eventsRunning and driving until recentlyIdeal transport for the Goodwood Revival?Introduced in 1958, the Standard Atlas contested the light van segment against the Ford Thames 400E, Morris J2 and Commer FC. A versatile design, it could be specified with sliding or hinged doors and as a pick-up too. Engines ranged in size from a 948cc petrol through to a 2260cc diesel and were, for the most part, production car derived. The drivetrain was cradled in a subframe and the independent front suspension complemented by a ‘live’ rear axle. Dropped by the newly formed British Leyland Motor Corporation in 1968, the Atlas resurfaced in India where Standard Motors of Chennai continued making it until 1980. First registered in Gloucestershire on 5th January 1962, this charming period Camper Van belonged to Alvar Hemming of the same county a decade later. Subsequently passing through the hands of Ron Stanford and Michael Costigan, it joined the late Mr Lucas’s collection in 1995. Fitted with an 1147cc petrol engine, the Atlas was treated to a degree of bodywork restoration during the 1990s. Passing its most recent MOT test on 27th July 2016 with ‘no advisories’, the Camper Van attended that year’s Pageant of Power. Equipped with a sink, gas hob, bed and table etc, it will require recommissioning / renovation prior to use.
Registration No: LLH 705K Chassis No: BABNMR13489 MOT: Exempt • c.60,000 credible miles recorded • Just 4 former keepers recorded on HPI • Offered with a collection of invoices,Workshop manua and current V5c document • A rare survivor Introduced in 1970, the Cortina Mk3 was a departure from its predecessors in many ways. It featured a modern, aerodynamic design with a distinctive coke-bottle shape, a departure from the boxier styling of previous models. The Mk3 was longer, wider, and more spacious than its predecessors, offering increased interior room and comfort for passengers. One of the most significant advancements in the Mk3 Cortina was its suspension system. Ford replaced the Mk2s cart sprung rear axle with one located by trailing arms, improving ride quality, handling, and overall stability. This innovation set the Mk3 Cortina apart from its competitors and contributed to its reputation as a capable and enjoyable car to drive. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: B60 NUT Chassis No: CWF0AXXGCAAEY49886 MOT: None One former keeper and 19,000 miles from newPart of the collection since 2001Original supplying dealer rear window sticker, tax disc holder and number plates etcUnworn spare wheel, front seat covers, sunroof, five-speed manualLaunched in September 1980 and codenamed ‘Erika’, the MK3 Escort was benchmarked against the VW Golf and Honda Civic. Adopting front-wheel drive for the first time, the newcomer also featured a lighter but stiffer monocoque bodyshell, all-round independent suspension and disc / drum brakes. Typically powered by Ford’s vaunted CVH overhead camshaft engines in 1.3 or 1.6 litre guises, the hatchback could be had with manual or automatic transmission. Buyers could choose from Popular, L, GL and Ghia trim levels with the latter being notable well appointed. According to its accompanying original sales invoice, chassis GCAAEY49886 was supplied new by Sandicliffe Ford of Loughborough to local resident Peter Leavesley at a cost of £6,260. Finished in Paris Blue metallic with Navy cloth upholstery, the Escort 1.6 Ghia was first registered as ‘B60 NUT’ on 2nd March 1985. Taking out an extended Extra Cover warranty, Mr Leavesley kept the hatchback until it entered the late Mr Lucas’s collection during 2001. Warranted to have covered a mere 19,266 post-delivery miles with supporting service records and old MOTs etc, the five-seater has essentially been mothballed for the last twenty-three years. Highly original, it is a real timewarp but in need of recommissioning / renovation.
Registration No: S434 FWY Chassis No: SAJJGAED3AH034458 MOT: None • c.78,000 recorded miles • Just 3 former keepers and current ownership since 2010 • Offered with original owners wallet, handbooks and service book • Collection of invoices, old MOT certificates and current V5C Living up to expectations can be a burden. Consider the handsome Geoff Lawson-penned XK8 that followed in the wheeltracks of such automotive icons as the XK120 and immortal E-type. Like the E-Type before it, the XK8 made its debut at the Geneva Motorshow - that of 1996 - and, from launch, was available in either Coupe or Convertible guise. Like its immediate predecessor, the XJS, the original XK8 was more of a Grand Tourer than an outright sports car. It also had the distinction of being the first Jaguar to be powered by an eight cylinder engine. This then, was a cat with strong DNA but also its own distinctive, endearing personality. At the time of the newcomer's unveiling, Jaguar Cars was owned by Ford, as was Aston Martin, and it made sound economic sense for the XK8 and similarly targeted DB7 to share the same platform; which itself was derived from that of the outgoing XJS. The biggest of many differences between new and old, was the adoption of Jaguar's second generation independent rear suspension system, previously found on the XJ40 Saloon. Prior to 2003, power came from either a normally aspirated (XK8) or supercharged (XKR) 4.0-litre version of the company's DOHC V8 AJ26 engine. From 2003 to the end of production in 2006, the 4.2-litre AJ34 unit was employed. In each case, the engine was allied to either a five or six-speed (from 1997 onwards) automatic transmission. Supplied by Perrys Jaguar in Huddersfield on 1st December 1998, today this XK8 displays c.78,000 recorded miles and with just 3 former keepers recorded and current ownership since 2010. The specification ordered in 1998 appears to include the classic leather pack, electric and heated mirrors, cold climate pack – with heated front seats, heated windscreen and headlamp washers, adaptive damping, cruise control and, of course, the attractive Antigua Blue Metallic paint. The Jaguar book pack is present and includes the Service Record booklet with 10 stamps. 7 service stamps at main dealer Grange Jaguar, Brentwood, Essex on 27.9.99 at 10,349 miles; 15.11.2000 at 18,963 miles; 29.10.01 at 22,596 miles; 8.1.02 at 26,270 miles; 18.12.03 at 33,002 miles; 24.11.04 at 38,621 miles; 8.12.05 at 42,759 miles. A further 3 stamps were with independent specialist Glen Jags on 19.5.11 at 64,105 miles - with secondary timing chains and tensioners replaced; 6.8.14 at 73,289 miles; 19.5.18 at 73,689 miles. Many of the service receipts are to be found within the history file. Within the later invoices, a receipt on file from April 2018, shows new rear bumper brackets were fitted and preparation and paint to the edges of the wheel arches with undersealing the areas and underseal applied to sill cavities. Offered with the original owners wallet, handbooks and service book, a large collection of invoices and notes, XK8 sales literature, old MOT certificate, and current V5C the Jaguar is now in need of recommissioning after a period of storage. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: 129 FUO Chassis No: WMA23441812 MOT: Exempt In current ownership the last 27 years, and having covered just 95 miles over this periodJust 79,165 miles on the odometerSubject to long-term restoration starting in 2002, and completed between 2006 and 2010.Launched in the summer of 1959 as Sir Alec Issigonis's sideswipe at the bubble car which had swept through Europe in the late 1950s, the Mini was truly a revolutionary car. Packing a remarkable amount of interior space into its 10ft length by placing its 'A' series engine sideways from 'east to west' in the engine bay, the practicalities which had dominated its design concept seemed almost accidentally to produce a small car which on its rubber-cone suspension and 10-inchwheels was remarkable fun to drive. Possessing light and incredibly accurate steering, minimal bodyroll and tremendous grip the Mini was described by the contemporary motoring press as the first car in which there was no need to slow down for corners! The Mini featured many of Issigonis's personal design quirks, for instance there was no provision for a radio as he did not agree with them and he believed the famous 'bus-driver' driving position kept the driver alert by preventing him/her getting too comfortable! Launched in BMC tradition as both an Austin (the Seven, or 'Se7en' in contemporary advertising) and a Morris (Mini-Minor) it was the 'Mini' name that stuck in the long term. Although had original marketing plans to call the Austin version the 'Newmarket' succeeded then this could perhaps have been very different! Sales were initially sluggish but the Mini's rapid acceptance amongst the elite as 'the' car to be seen in soon saw this overcome and by 1963 it had dislodged the Ford Anglia to become the best selling car in the UK. This particular example benefits from being a De-Luxe variant of the Morris Mini Minor. First registered on 01 September 1960, little is known of the early life of ‘129 FUO’, until it was purchased by a Malcolm John Sheas of Brixham in September 1993. Sheas would own the car for just shy of four years, before it was sold to the current owner on 07 August 1997, at that time showing just 79,070 miles on the odometer. In October 2002, the car was subject to a long term restoration with Colin Groom, with photographs in the history file showing the car before, during and once completed. This restoration lasted until at least February 2006 and perhaps later, with photographs of the finished car presented in the attractive shade of Maroon with two-tone red and grey interior dated 2010. Since its purchase, the car has been used sparingly and stored in a dry garage. To be exact, just 95 miles over the last 27 years. Now showing 79,165 miles on the odometer, the car still presents well, although would benefit from a recommissioning service ready for its new owner. Offered for sale for somebody else to enjoy and due to the sad passing of the long term owner, this presents a rare opportunity to acquire a long term ownership, low miles, early model year Mini in a lovely colour combination. For more information, please contact: Andreas Hicks andreas.hicks@handh.co.uk 07929 363573
Registration No: LE04 NYV Chassis No: SAJAC41P742A40072 MOT: March 2024 Only three former keepers and current ownership since 2017102,900 miles from new and rated as either ‘good’ or ‘very good’ throughoutDesirable later X100 XK8 with the 4.2 litre engine and six-speed transmissionVery well-maintained being serviced annually by only Jaguar main dealers and specialistsBenefitting from some £6,400 worth of improvements while in current ownership Living up to expectations can be a burden. Consider the handsome Geoff Lawson-penned XK8 that followed in the wheel tracks of such automotive icons as the XK120 and immortal E-type. Like the E-Type before it, the XK8 made its debut at the 1996 Geneva Salon, and from launch, was available in either Coupe or Convertible guise. Like its immediate predecessor, the XJS, the original XK8 was more of a Grand Tourer than an outright sports car. It also had the distinction of being the first Jaguar to be powered by an eight-cylinder engine. This then, was a Big Cat with strong DNA but also its own distinctive, endearing personality. At the time of the newcomer's unveiling, Jaguar Cars was owned by Ford, as was Aston Martin, and it made sound economic sense for the XK8 and similarly targeted DB7 to share the same platform; which itself was derived from that of the outgoing XJS. The biggest of many differences between new and old, was the adoption of Jaguar's second generation independent rear suspension system, previously found on the XJ40 Saloon. Prior to 2003, the power came from either a normally aspirated (XK8) or supercharged (XKR) 4.0-litre version of the company's DOHC V8 AJ26 engine. From 2003 to the end of production in 2006, the 4.2-litre AJ34 unit was employed. In each case, the engine was allied to either a five or six-speed (from 1997 onwards) automatic transmission. Manufactured in 2004, the XK8 offered was first registered in the United Kingdom on the 30th of July that year, being fitted with the 4196cc V8 engine allied to the six-speed automatic transmission. Finished in the popular colour combination of Radiance Red with Ivory leather interior upholstery, the Jaguar was purchased by the vendor in 2017 and has had three former keepers to date, with the previous owning the XK8 from 2008. Covering some 102,900 miles from new, the XK8 has benefitted from some £6,400 worth of improvements while in the vendor's ownership, most recently (in 2022) the Jaguar has been supplied with a replacement steering rack and new oxygen sensor at the cost of c.£600. Obviously much loved, ‘LE04 NYV’ is accompanied by a service book containing annual stamps (from 2005-2023) at 8,277; 15,709; 22,705; 31,843; 38,271; 46,552; 60,432; 69,050; 74,204; 79,263; 83,424; 85,890; 87,507; 89,416; 91,075; 92,622; 95,078; 98,327 miles, 99,438 miles, and 102,500 miles all of which are from Jaguar main dealers and specialists. The vendor has had an Alpine 196CDE DAB entertainment system and integrated Bluetooth mobile phone kit professionally fitted, with the system operated from the steering wheel controls. Two stainless steel cup holders have also been fitted in the centre armrest. The Jaguar is offered with the aforementioned service book, a collection of invoices and MOTs, a no advisory MOT certificate until March 2024, and a current V5C. Vendor Condition Ratings: Bodywork: 'Very Good' Engine: 'Very Good' Electrical Equipment: 'Good' – there is a slow drain on the battery Paintwork: 'Very Good' Transmission: 'Very Good' Interior Trim: 'Good' – headlining has started to sag and will need replacing in due course For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: DFU 23L Chassis No: 27124913313 MOT: Exempt • In current ownership since 2000 • Used by the vendor on his private small-holding • Offered with a current V5C document • Previously serviced by an agricultural engineer The Ford 5000 was produced from 1964 to 1975 by Ford and was well known for its Blue and White livery. It was a mid-range tractor, suitable for European farms. The North American version was slightly different and was named the Ford Major. The Ford 5000 sold exceptionally well in Great Britain and replaced the long-running Fordson Major which was a worldwide hit. It sold especially well because it slotted into the mid-sized range, which catered for almost every British farmer and was in the top ten best-selling list of tractors sold in Great Britain until 2005. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
A high grade yellow metal pocket watch with decorative enamel painted case back, the pocket watch is stamped inside the case back 18k and the movement is stamped Stauffer CX De Ford, it has a key wound movement and a gold coloured dial with Roman numeral hour markers, it has an approx case size of 40mm and an approx g/w of 40gms, fitted case present
Ten Fishing Books - Saltwater Flyfishing 1998 Paul Morgan signed, Sea Fishing 2010 Nick Fisher, Tightlines South West 1978 Ted Tuckerman, A Complete Guide to Sea Fishing 1961 Hugh Stoker, The Penguin Guide to Sea Fishing in Britain and Ireland 1983 Ted Lamb, The Sea Angler's Guide to Britain and Ireland 1982 John Darling, Shore Fishing 1982 John Darling, The Guinness Book of Sea Fishing 1989 Brain Harris, Guide to Modern Sea Angling 2007 Alan Yates, Saly-Water Fishing A step-by-step Handbook 2009 Martin Ford - mixed condition
Ten Fishing Books - Rhymes of Flood & Field 1931 Patrick Chalmers, Game Fishing Around London 1968 K E Whitehead, Travelling Naturalist 1948 Anthony Buxton, Rod, Horn and Gun 1942 Maurice Headlam, The Practical Guide to Successful Fishing 2009 Tony Miles, Martin Ford Peter Gathercole, The Fisherman's Library 1995 Arthur Ransome, A Plank Bridge by a Pool 1978 Norman Thelwell, The Compleat Angler 1975 Izaak Walton, Rod & Line 1993 Arthur Ramsome in slipcase L/E, A Guide to Aquatic Trout Food 1994 Dave Whitlock - mixed condition
The important ‘Royal Yacht’ M.V.O., Great War ‘Coastal Motor Boats’ D.S.C., Anglo-Persian Naval Mission 1920, and Second War Posthumous M.I.D. group of thirteen awarded to Captain R. F. J. Onslow, Royal Navy, who gained his posthumous mention for gallant services as Captain of the aircraft carrier H.M.S. Hermes when she was bombed and sunk by Japanese aircraft in April 1942 The Royal Victorian Order, M.V.O., Member’s 4th Class breast badge, silver-gilt, gold and enamels, the reverse officially numbered ‘1389’; Distinguished Service Cross, G.V.R., hallmarked London 1918; 1914-15 Star (S. Lt. R. F. J. Onslow, R.N.); British War and Victory Medals (Lieut. R. F. J. Onslow. R.N.); Naval General Service 1915-62, 1 clasp, Iraq 1919-1920 (Lieut. R. F. J. Onslow. R.N.); Coronation 1937; Russia, Empire, Order of St Stanislas, breast badge with swords, silver-gilt and enamels, of continental manufacture, badly chipped, these last eight mounted as worn; together with 1939-45 Star, Atlantic Star; Africa Star; Burma Star, War Medal, with M.I.D. oak leaf, good very fine or better, the N.G.S. rare (13) £6,000-£8,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- M.V.O. 4th Class London Gazette 1 January 1938: Commander of H.M. Yacht Victoria and Albert (dated 29 July 1937). D.S.C. London Gazette 20 September 1918: ‘For services in the Auxiliary Patrol, Minesweeping and Coastal Motor Boats, between the 1st January and 30th June, 1918.’ The recommendation states: ‘For consistent good service in C.M.B.s on the Belgian Coast over a period of months. He was in command of a C.M.B. in the operation on the 4 February, 1918, when mines were laid in the Ostend approaches, which subsequently sank enemy Torpedo Boat A10.’ Russian Order of St Stanislaus: C.W. 10241 of 1920. ‘Granted permission to accept and wear ribbon of the Russian Order of St Stanislaus 3rd Class with swords.’ M.I.D. (Posthumous) London Gazette 10 November 1942: ‘For great bravery when H.M.S. Hermes was sunk by Japanese aircraft.’ The Admiralty letter forwarding the M.I.D. certificate to his widow in November 1942 states: ‘I am commanded by my Lord Commissioners of the Admiralty to send you the enclosed Certificate of a Mention in Despatches, awarded by the King to your husband, Captain Richard Francis John Onslow, M.V.O., D.S.C., R.N., for distinguished service in the action in which he lost his life. H.M.S. HERMES was bombed and sunk by Japanese aircraft in April, 1942. Captain Onslow handled and fought his ship with the utmost determination to the last in the face of an overwhelming attack.’ The life and loss of the Hermes On 9 April 1942 H.M.S. Hermes, the Royal Navy’s first purpose-built aircraft carrier, was steaming north up the east coast of Ceylon returning to Trincomalee in company with the Australian destroyer H.M.A.S. Vampire when the two ships were spotted by a reconnaissance aircraft from the Japanese ship Haruna. Within an hour Admiral Nagumo launched a force of some 85 dive bombers against Hermes and Vampire which at the time were without any air cover; 15 minutes after the attack started both ships had been hit many times and sank. A total of 306 (307 according to some sources) officers, ratings and Royal Marines of Hermes’s crew of some 600 lost their lives, including the ship’s commander, Captain R. F. J. Onslow, M.V.O., D.S.C., though the ship went down less than five miles off the coast. Hermes was the ninth ship of the Royal Navy to carry the name. She was built by Armstrong-Whitworth on Tyneside and was launched in September 1919, nine months after she was laid down. She completed her trials in 1923. Hermes was a small ship by modern standards, with a normal displacement of 10,950 tons (12,900 fully loaded) and a length of just under 600 feet. Her speed was 25 knots and she was built to carry 15 to 20 aircraft. Her complement was 551 to 664 excluding aircrew and her armament six 5.5-inch guns, four 4-inch guns and nine 2-pdr anti-aircraft guns. Hermes spent most of the period from 1925-35 on the China Station, based at Hong Kong. She returned to home waters in 1933 for a long refit at Devonport and on 1 November 1934, she was re-commissioned for service again on the China Station. She was placed in the Reserve Fleet at Devonport in 1937 and later was used as a training ship for the Fleet Air Arm in 1938-39. When war was declared in September 1939 Hermes was immediately put into service on Atlantic patrols searching for U-boats. She was also involved, together with ships of the French fleet, in searching for the German pocket battleship Admiral Graf Spee. In late October Hermes and her accompanying French destroyers captured the German supply ship Santa Fe which her crew attempted to scuttle by opening the sea cocks before taking to their boats. Hermes returned to port at Dakar, Senegal, with her prize following at reduced speed. After a refit at Plymouth in early 1940 Hermes returned to the Dakar station and was for a period transferred from there to the east coast of Africa where she captured several Italian ships, including the Leonardo Da Vinci, which were leaving the port of Mogadishu with valuables. Captain Richard Onslow took over the command of Hermes from Captain Fitzroy E. P. Hutton on 25 May 1940. When France fell in June 1940 the governor of Senegal declared that the colony was pro the French Vichy government and Hermes was ordered to leave Dakar at only a few hours’ notice and take up a position to blockade the port since former allies were now regarded as enemies. The French battleship Richelieu, one of the most modern and powerful warships in the world, had sailed into Dakar a few days earlier and there was some on-board speculation that she might follow and try to sink Hermes. Captain Onslow was appointed acting rear admiral for the period 7 to 11 July 1940, making Hermes the temporary flagship of the small British squadron now on patrol off Dakar. On 3 July a British fleet had carried out a pre-emptive attack on units of the French navy at Mers-el-Kebir in Algeria, and four days later Hermes issued an ultimatum to the French admiral at Dakar. When no reply was received by the specified deadline, a plan to attack Richelieu inside Dakar harbour with depth charges was put into action. Shortly before midnight Hermes’s 25-foot motor boat, which had been painted black, loaded with four depth charges and manned by a volunteer crew of ten men, slipped away from Hermes, passed over the harbour boom and with some difficulty in the dark found their target. The depth charges were dropped under Richelieu’s stern where, despite being triggered, they failed to explode. The motor boat, pursued by a French vessel which became caught up in the boom nets, eventually returned safely to Hermes. Shortly before dawn on 8 July six Swordfish aircraft from Hermes launched an attack and one of their torpedoes is thought to have detonated the depth charges, making a 60ft hole in Richelieu that resulted in some flooding and caused her stern to sink to the bottom; she was pumped out after a few days and made seaworthy for emergency service. In the London Gazette of 6 September 1940 the following awards for ‘bravery and skill in operations off Dakar’ were announced to men who crewed the motor boat: Distinguished Service Order to Lieutenant Commander Robert H. Bristowe; Distinguished Service Cross to Commissioned Gunner Frederick W. Grant; Distinguished Service Medals to E.R.A. 2nd Class Cyril Ford and Acting Leading Seaman Patrick J. Kearns;
The outstanding Second War ‘Bismarck action’ D.S.M. group of ten awarded to Chief Petty Officer (Airman) S. E. Parker, Royal Navy, who flew as Telegraphist Air Gunner in the Swordfish piloted by Lieutenant-Commander Eugene Esmonde, C.O. of 825 Naval Air Squadron, in the first of two celebrated Fleet Air Arm attacks launched against the mighty Bismarck Distinguished Service Medal, G.VI.R. (FAA/FX.76360 S. E. Parker. P.O. Airman. H.M.S. Victorious); Naval General Service 1915-62, 1 clasp, Palestine 1936-39 (JX.133661 S. E. Parker. L.S. R.N.); 1939-45 Star; Air Crew Europe Star, 1 clasp, Atlantic; Africa Star; Defence and War Medals 1939-45; Korea 1950-53, 1st issue (L/FX.76360 S. E. Parker C.P.O. R.N.); UN Korea 1950-54; Naval L.S. & G.C., G.VI.R., 1st issue (FX.76360 S. E. Parker. C.P.O. Air. H.M.S. Daedalus) ship and part of rank officially corrected on this, mounted court-style for wearing, generally good very fine (10) £5,000-£7,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- One of five D.S.Ms awarded to the Fleet Air Arm for the Bismarck action in May 1941. D.S.M. London Gazette 16 September 1941: ‘To men of H.M. aircraft carriers and Naval Air Stations for gallantry, daring and skill in the operations in which the German battleship Bismarck was destroyed.’ The original recommendation states: ‘Petty Officer Parker is the Air Gunner in the Squadron Commander’s aircraft. He had been at Dunkirk on the same operation as Sub. Lieutenant D. A. Berrill. A fine rating in action in the face of the enemy. His single Vickers G.O. gun gave the guns’ crews of the Bismarck all that it could and never stopped once.’ Stanley Edgar Parker entered the Royal Navy as a Boy 2nd Class in 1929 and qualified as a Telegraphist Air Gunner - or ‘T.A.G.’ - in the Fleet Air Arm on the eve of hostilities. Posted to No. 825 Naval Air Squadron (N.A.S.) in the following year, he first witnessed active service during Operation ‘Dynamo’, when 825 carried out operations against U- and E- Boats in the Calais area. The Squadron was next embarked in the carrier H.M.S. Furious, from which, as Lieutenant-Commander Eugene Esmonde’s T.A.G., Parker participated in a strike against enemy shipping at Trondheim on 22 September 1940. But it was for their subsequent part in attacking the Bismarck that both men were decorated. The attack was launched from the pitching deck of the carrier Victorious at 10 p.m. on 24 May 1941, when, in particularly foul weather, Esmonde, with Parker, led off his flight of nine Swordfish. A journey of 120 miles lay ahead and not a few on board the Victorious thought that would be the last they saw of them. Bismarck’s gunners, of course, were fully alert, and Esmonde’s striking force was met with an ‘exceptionally heavy’ barrage of A.A. fire, several aircraft sustaining damage. Amidst this inferno, one eye-witness described seeing Parker ‘firing his gun madly,’ an observation surely supported by the words of the recommendation for his D.S.M. Moreover, one of Esmonde’s pilots claimed a torpedo hit amidships, thereby fatally slowing down the Bismarck. Re-forming away from the guns of their damaged and angered foe, the much-battered Striking Force made off for Victorious, a return flight fraught with danger as a result of the loss of radio contact. At length, however, having overrun the Victorious in pitch darkness and driving rain on at least one occasion, Esmonde, his gallant T.A.G., and the remaining aircrew touched down at 2 a.m. Once again the Fleet Air Arm had triumphed and Esmonde received a well-merited D.S.O. He went on to win a posthumous V.C. less than a year later, in his immensely courageous strike against the components of the ‘Channel Dash’. Meanwhile, 825 N.A.S. transferred to the Ark Royal, and witnessed extensive action in the Mediterranean, mainly on the Malta run, prior to the carrier’s loss to a torpedo strike in November 1941. Back home, Parker received his D.S.M. at a Buckingham Palace investiture held in May 1942 and ended the war as an instructor in Trinidad. His post-war appointments included photographic interpretation at the Royal Naval School of Photography at Ford, Sussex but he returned to sea in the carrier Glory at the time of the Korea War. On finally being pensioned ashore, Parker settled at Chichester, Sussex, where he became custodian of the town’s assembly rooms and mace bearer.
The Great War Memorial Plaque to Chief Petty Officer R. F. Toy, who was awarded the C.G.M. for his gallantry on the Gallipoli Peninsula and killed in action on 6 June 1915 Memorial Plaque (Richard Farley Toy) extremely fine £200-£300 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- C.G.M. London Gazette 3 June 1915: ‘For services with the Mediterranean Expeditionary Force. Behaved with conspicuous gallantry on May 6th in operations South of Achi Baba, leading the platoon after his Company Commander had been wounded, and bringing in Lieutenant Commander Ford (wounded) under heavy fire.’ Richard Farley Toy was killed in action on 6 June 1915, and is commemorated on the Helles Memorial, Gallipoli.
The outstanding Great War Dogger Bank D.S.C. and Antarctic 1902-04 group of six awarded to Lieutenant-Commander F. E. Dailey, Royal Navy, a carpenter by trade, he assisted in the building and fitting out of the Discovery and lent valuable service in Scott’s first expedition, service duly recognised by the naming of Dailey Islands in McMurdo Sound; subsequently Chief Carpenter of the cruiser Lion for much of the Great War, he was present at Heligoland Bight, Dogger Bank and Jutland, the latter action resulting in him being awarded the Russian Order of St. Anne Medal of Distinction for Foreigners Distinguished Service Cross, G.V.R., hallmarks for London 1916, the reverse privately inscribed, ‘Chief Car. F. E. Dailey, “Dogger Bank”, H.M.S. Lion, 1915’; 1914-15 Star (Ch. Carpr. F. E. Dailey, D.S.C., R.N.); British War and Victory Medals (Cd. Shpt. F. E. Dailey, R.N.); Polar Medal 1904, E.VII.R., silver, 1 clasp, Antarctic 1902-04 (Carpenter F. E. Dailey. “Discovery”); Royal Geographical Society’s Silver Medal for Scott’s Antarctic Expedition 1902-04, the edge officially impressed, ‘F. E. Dailey, R.N.’, where applicable, mounted as worn, generally very fine and better (6) £18,000-£22,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Provenance: Provenance: Christie’s, November 1987; R. C. Witte Collection, Dix Noonan Webb, March 2013. D.S.C. London Gazette 3 March 1915. As per Admiral Beatty’s despatch for gallant services in the action off the Dogger Bank, dated 24 January 1915. Frederick Ernest Dailey was born in Portsmouth in 1873 and served his apprenticeship as a carpenter in Devonport Dockyard, following which, after ‘seven years of practical and theoretical shipbuilding’, he transferred to the Royal Navy and was serving in Ganges when recruited by a friend of Scott’s, a naval officer by the name of Arthur Ewart, for the Antarctic expedition. Scott wrote to Dailey from his residence in Chelsea in November 1900, confirming his appointment as Carpenter: ‘Before you go to Dundee, where the ship is building, I shall hope to see you in London and tell you more of our plans and your work.’ Scott’s first expedition Having duly assisted in the construction and fitting-out of the Discovery, Dailey was embarked for the journey South, a voyage during which he quickly made his mark with Scott, who wrote: ‘In his own department our carpenter, F. E. Dailey, worked with the same zealous care as the Boatswain. He possessed the same ‘eye’ for defects and the same determination that his charge should be beyond reproach.’ So, too, with the expedition’s Deputy Chief Scientist, George Murray, F.R.S., who was compelled to return home once the Discovery reached South Africa. Immediately on his return to the U.K. he wrote to Dailey’s mother in the following terms: ‘I promised your son when I left the Discovery at Simon’s Bay to write and assure you of his good health and and excellent spirits. He was respected and trusted by all his officers and personally I found him most useful and obliging on the voyage out to the Cape. He is a man of such excellent character that I regard him as one of the mainstays of the Expedition.’ A mainstay indeed, for, as verified by numerous published sources, he went on to participate in a number of sledging trips, Dr. Wilson noting in his diary on Wednesday 24 September that Dailey, in company with Koettlitz and Bernacchi, ‘went off man-hauling a lightly loaded sledge towards the west to investigate the old penknife ice Royds had met with in his journey’, and similarly of their return nine days later - ‘They were pretty tired out, but very perky and pleased to get home again.’ Next employed in one of the teams supporting Scott’s ‘Southern Journey’, Dailey was out on the ice sledge-hauling from 2-12 November 1902, before turning back for Hut Point on the latter date; and again six weeks later, having received a ‘Sledging Order’ from Lieutenant C. Royds, R.N., dated 31 December 1902: ‘You will proceed tomorrow with Mr. Ford and Whitfield, with provisions for 14 days, to the depot off the Bluff, the position of which you already know, taking with you 3 bags of provisions, one gallon of fuel and one box of biscuit, as a depot for Lieutenant Armitage ... Owing to the number of parties away, there is not sufficient gear to send a relief party out, should you require it. Wishing you a pleasant trip ... ’ A trip that lasted for 17 days. By this stage, Dailey had clearly established himself as a popular member of the expedition, Dr. Wilson, among others, enjoying his company: Monday 22 June 1903: ‘We sat down to our Christmas dinner to which the four Warrant Officers had been invited, namely the Bo’sun, the Second Engineer, the Chief Carpenter [Dailey] and the Steward. They were great fun and enjoyed themselves well. I had the Carpenter next me at dinner, the nicest of the four. We had the remains of the champagne that was sent on board specially for the King at Cowes. It was by no means bad stuff. The Carpenter asked me what it was about three parts through dinner. He said it wasn’t like any champagne he had ever drunk, because it “didn’t seem to do you any good.” He had done his best and had been unable to get any forrarder on it.’ Champagne interludes aside, Dailey continued to lend valuable service, and was back out on the ice man-hauling with Scott in September 1903, in a journey to the Western Depot, and again in the ‘Western Attempt’ journey of 12-21 October 1903, Scott noting in his journal of the 14th that Dailey was ‘a bit seedy, probably a little overcome with the march.’ Given the prevailing temperature of circa -50, no great surprise. With the arrival of the relief ships Morning and Terra Nova in January 1904, the expedition came to a close, although the Discovery did not break free of the ice until February. And the return voyage was not without incident in terms of Dailey’s post as Carpenter, Wilson noting how he came to the rescue when Discovery’s rudder was ‘smashed up’ at the end of the same month: ‘The only thing to do was to hoist it and put in our spare one. It is at all times a heavy and tricky undertaking, as the rudder weighs about 5 tons. Our spare rudder is a good deal smaller than the broken one and there are doubts as to whether it will steer the ship. How the shaft of our rudder got broken is not quite clear. It may have happened at the glacier, where our stern got a heavy bump, or it may have happened in Wood Bay when we were backing in some very heavy pack. Anyhow the shift is splintered and revolves in the collar with no answering movement of the blade. Dailey the carpenter noticed it.’ Dailey was invested with his Polar Medal by King Edward VII in December 1905, having earlier that year been presented with his Royal Geographical Society Medal by Admiral Sir Lewis Beaumont, G.C.B., at that time C.-in-C. Devonport. And, as verified by Scott’s post-expedition geological observations, he also left behind a permanent memorial in Antarctica: ‘The Dailey Islands are fine small conical masses surrounded by the ice in the middle of McMurdo Sound. Only one of these - the largest - has been visited, and the usual scoriaceous basalts were procured.’ Heligoland Bight and Dogger Bank Dailey served with Scott in t...
The impressive Victorian G.C.B. group of nine awarded to Admiral Sir William Dowell, Royal Navy, an active participant in the First and Second China Wars, against slavers in South America, with the Naval Brigade in the Crimea, where he was wounded, in action against the Japanese batteries in the Straits of Simonoseki, for which he was awarded the C.B. and Legion of Honour, and finally as Vice-Admiral during the operations in Egypt in 1882 for which he was rewarded with a K.C.B. and the thanks of Parliament The Most Honourable Order of the Bath, G.C.B. (Military) Knight Grand Cross, set of insignia, comprising sash badge, silver-gilt and enamels, hallmarked London 1894, and breast star, silver, silver-gilt and enamels, complete with sash in its Garrard & Co., London case of issue; China 1842, 2 clasps, China 1842, Canton 1857 (W. M. Dowell, Midshipman, H.M.S. Druid.) original suspension, the clasps loose on ribbon as issued; Crimea 1854-56, 1 clasp, Sebastopol (W. M. Dowell. Comr. H.M.S. Albion.) officially engraved naming; Egypt and Sudan 1882-89, dated reverse, no clasp (Vice. Adml. W. M. Dowell. C.B.); France, Second Empire, Legion of Honour, 4th Class, breast badge, gold and enamels; Ottoman Empire, Order of Osmanieh, 2nd Class neck badge and breast star, silver, silver-gilt and enamels, numerous small chips and flakes to enamel; Order of the Medjidie, 5th Class, breast badge, silver, gold and enamels; Turkish Crimea 1855, British issue, unnamed as issued; Khedive’s Star, dated 1882, light contact marks to the campaign medals, generally very fine or better (11) £8,000-£10,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- Provenance: Alan Hall Collection, June 2000. William Montague Dowell entered the Navy as First-Class Volunteer on board the Druid 44, Captains. Lord Henry John Spencer Churchill and Henry Smith. Uniting in the operations on the Coast of China, he served in the boats in the attack upon the enemy’s works and barracks near the Macao Barrier in August 1840, and was present in the early part of 1841 at the destruction of the Bogue forts. He also, as Midshipman of the Blenheim 72, Captain Thomas Herbert - to which ship he was lent from May 41 until June 1842 - assisted in the boats at the capture of Canton, on board at the reduction of Amoy, and on shore with the small-arm men at the second capture of Chusan, and the storming of Chinghae and Ningpo. On the paying off of the Druid Dowell became attached, in the spring of 1843, to the Racer 16, on the coast of Brazil, where he was frequently engaged on boat service against slavers. He passed his examination 2 July 1845, and in the course of the following month was appointed Mate of the Eagle 50, Captain George Bohun Martin, also on the South American station. He had charge of the Eagle’s launch at the capture of Colonia; and with the small-arm men of that ship under his orders, he formed part of the garrison of Monte Video during the latter part of 1845 and for twelve months up to July 1847 was Governor and Commandant of an island in the harbour. For these services he was promoted to Lieutenant in October 1847. When Eagle was paid off in March 1848, he was appointed to Excellent from which, after a severe course of study extending over two years, he was appointed in May 1850 Gunnery Lieutenant of Albion, going out to the Mediterranean where the ship was when the war with Russia broke out. After some service with the Naval Brigade in course of which he was wounded, Dowell was promoted to Commander in November 1854. In the following year he married his first cousin, Caroline Johanna, daughter of Captain John Pyke, R.N. and in January 1856 he was appointed to Rodney with Captain George Knyvett Wilson, and in her went to the Crimea to bring home troops. In August 1857 he commissioned Hornet in which he arrived in China in time to take an effective part in the reduction of Canton, when he united with Captain W. K. Hall, R.N., and Captain Mann, R.E., in placing in position, on the Dutch Folly, a battery of 2 13-inch and 2 10-inch sea-service mortars, and 2 24-pounder rockets, under the direction of Major Schomberg, R.M., the fire from which played on Magazine Hill, the City heights, and Gough’s fort, and on the other forts to the northward of the city outside the walls. In the course of the same day, at the head of his small-arm men, Captain Dowell was engaged, under Hon. Captain Cochrane of the Niger, in dislodging a large body of Chinese from two important joss-houses, and in driving them back from ridge to ridge until they reached their main force. “The gallant conduct of Commander Dowell,” observes Sir Michael Seymour in his despatch, “and of the officers and men generally in the face of greatly superior numbers, has been brought to my notice.” At the storming of the Canton, on the 29th, Captain Dowell was attached to the 3rd division of the Naval Brigade under Sir Robert M’Clure. As a reward for these services he was promoted to the rank of Captain in February 1858. In September 1862 he commissioned the Barrosa again for the China Station and in September 1864 was specially mentioned for his gallantry and conduct in action with the batteries in the Straits of Simonoseki. On 12 September he was appointed Flag Captain to Admiral Sir Augustus Kuper in Euryalus, and on 30 November was nominated a C.B., and at the same time was made an Officer of the Legion of Honour. Euryalus returned and was paid off in the Summer of 1865, and from 1867 to 1871 Dowell, as Commodore of the Second Class, was Commander in Chief on the West Africa Station. In 1870 he was appointed one of the Queen's Naval Aides de Camp. He became a Rear-Admiral in December 1875 and Senior Officer on the coast of Ireland 1878-80. He became Vice-Admiral in January 1880 and Commander-in-Chief of the Channel Fleet in 1882-83, during part of which time in 1882 the Fleet was temporarily attached to the Mediterranean Command for service on the coast of Egypt, for which he was awarded the K.C.B., and the Order of Osmanieh of the Second Class, and received the thanks of Parliament. In 1884-85 he was Commander-in-Chief in China, vacating the office on his promotion to the rank of Admiral in July 1885. In 1886 he was President of a Committee for the Revision of Naval Signals, and in 1888 he was appointed Commander-in-Chief at Devonport, until August 1890 when he retired under the age limit. In 1891 he was awarded a Good Service Pension, and in the Summer of that year was Chairman of the Executive Committee of the Naval Exhibition held at Chelsea, the success of which was largely due to his zealous attention. On 25 May 1895 he was created a G.C.B. Dowell, who during his retirement lived for the most part at Ford, took an active part in the affairs of Bideford, and was a Magistrate and Deputy Lieutenant of Devon. In 1904 when the freedom of Bideford was bestowed on him, he said 'I came into the Navy at a time when wars little and big were going on, and I was just at the age to benefit by them. I became a young Lieutenant, young Commander, young Captain, and a young Admiral. I had many commands, and fortunately, unlike so many of my brother officers who entered the service earlier or later than myself, had many chances of distinguishing myself.’
Sheet Music, more than four hundred pieces of sheet music, mainly from the 1950s and 1960s with artists including Frank Sinatra, Johnny Tillotson, Don Cornell, The Five Dallas Boys, Doris Day, Danny Kaye, Johnnie Ray, Dinah Shore, Marty Robbins, Kitty Kallen, Mills Brothers, Anthony Newley, Les Paul and Mary Ford, Pat Boone, Tony Brent, Vikki Carr, Mike Preston, Dave King, Michael Holliday, Kay Starr, Joan Regan, Engelbert Humperdinck, Perry Como, Nino Rota, Rusty Draper, The Fleetwoods, Eddie Hodges, Connie Francis, Mel Torme, Glen Stuart and many more - various conditions but generally very good
35mm Documentary Films / Gulf Oil / Ford plus, twelve reels of 35mm documentary films comprising five reels of documentaries labelled SA Fight and SA World Fight colour negative only reel 1,2,3 & 4 with optical soundtrack reel 2 of 4 together with seven reels of documentaries about Ford 70 and Gulf Oil 'This is Gulf' b/w & colour negative separate optical soundtracks all with metal containers, all contain detailed note inside, generally very good visual condition - Catalogued by the 'Film is Fabulous!' team at De Montfort University
A Sparkmodel (Minimax) S0484, Alfa Romeo 147 GTA Cup no.10, boxed; another S04545 Alfa Romeo 156 GTA no.16 ETCC 2003, boxed; a NASCAR Fans C649803484-3, 1:64 scale, Bill France, Pontiac, mint in box; a Bburago c.1524 Chevrolet Corvette (1957), boxed; a Solido 1:19 Ford V8 Texaco Fire Chief; etc.
Vintage boxed model vehicles comprising 1950's Farm Plough by Mettoy, a German made tin-plate VW Campervan, a Renault Bus by Solido and a Dump Truck by SSS International, Triang Cargo Ship, Triang 'Thames' Clockwork Cabin Cruiser together with a tin-plate Model T Ford (as new in box) length 30cm and 2 further model boats together with a vintage bagatelle type game 'Three Keys to Treasure' by Marx (9)
Churchman - x5 highly detailed, mixed media, original artworks for the unissued series 'Pioneers' in 1956. Believed to be created by artists who worked for Mardon Son & Hall Ltd Bristol. The artworks feature; Henry Ford, Sir Isaac Newton, and others. Artworks are all mounted, measuring approximately 21 cm x 15 cm with the mount.
Vanguards - Eight diecast model motor vehicles by Vanguards, scale 1:43 to include Ford Transit Van Evening Standard Livery Model No. VA06601, Triumph Spitfire MKII Model No. VA06702, Austin 1300 Estate Model No. VA05601 and similar. All appear to be mint in box. (This does not constitute a guarantee) (MS)
Matchbox - Corgi - Dinky - A collection of 28 unboxed play worn diecast vehicles (predominantly matchbox) to include a Batmobile with Batman and Robin figures. No.37 Karrier Bantam 2 Ton Coca-Cola float, No.31 American Ford Station Wagon and similar. Damage to some; tyres missing off Kodak van and milk float has a loose chassis. (This does not constitute a guarantee) RG
Lledo - Vanguards - 8 x boxed 1:43 scale Lledo Vanguards die-cast models and sets - Lot includes a #RD1002 Ford Classic 109E 2 x piece Brands Hatch Diorama set. A #VA06611 'Amstelveen City Politie' MK1 Ford Transit. A #VA04404 'Snowberry White/Maroon' Austin A60 Cambridge, and similar. Comes with wing mirrors and certificates. Boxes appear in very good to mint condition. All die-cast models appear to be mint in box. (This does not constitute a guarantee) (M)
Corgi - Dinky Matchbox - Lledo - A group of boxed vehicles including Austin A40 Van # DY-15, Land Rover AA # DY9-B, Ford V8 Pilot # DY5-B and others. The models appear Mint, the boxes are mostly Fair, some are split and faded. Also includes 4 x additional unboxed vehicles. (This does not constitute a guarantee) [ba]
Diecast - Eight diecast model motor vehicles by Corgi, scale 1:43 to include Morris 1000 pickup Model No. 96850, Morris 1000 pickup with unpainted figures Model No. 97344, Ford Transit van MKI Model No. VA06601 and similar. All appear to be mint in box. (This does not constitute a guarantee) (MS)
Hot Wheels - 7 factory sealed blister packed vehicles to include Nissan Laurel 2000 SGX Sakura Sprinter (FLF59-4B11) 2016 Ford GT Race Ford C-800 (GJT40-4B10) VolksWagen 2Classic Bug Volkswagen Transporter T1 Pickup (GJT42-4B10) and similar. Also 2 Fast and Furious 5 car sets The models appear Mint in mostly very good-excellent packaging. (This does not constitute a guarantee) RG
Trax - Atlas - 6 x Australian cars in 1:43 scale including a boxed Ford Fairmont XT # TR24E, Ford Falcon XP Futura # TR51B, Holden Monaro Bathurst Winner and similar. The models appear Very Good to Mint, 2 x boxes are original, the others come in display cases, one case is damaged. (This does not constitute a guarantee) [ba]
Hot Wheels - 40 factory sealed blister packed vehicles to include '70 Chevelle SS Wagon (BFF21-05B5) Custom '64 Galaxie 500 (BFF26-05B5) '72 Ford Gran Torino Sport (BFG07-05B5) and similar. The models appear Mint in mostly very good-excellent packaging. Some storage wear. (This does not constitute a guarantee) RG
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