1980 TVR TASMIN 280i - BARONS AUCTIONS 15-16/12/14

"CROSSING THE BLOCK"

Featuring Barons Auctions

1980 TVR TASMIN 280i

 

Details
The TVR Tasmin was the first production car in the world to have both a bonded windscreen and also to incorporate the aerial in the rear screen heater element. As with all TVRs, the running gear was located in a tubular space frame steel chassis which was powder coated for extra corrosion resistance. Much of the running gear was sourced from Ford cars of the period. The suspension and steering was sourced from the Cortina, with TVR engineered rear wishbones. Gearboxes were from the Cortina, Granada, and Sierra. Brakes were discs all round, with the differential, complete with rear brakes, from the Jaguar XJS. The engine was the Ford Cologne 2.8 V6 with Bosche fuel injection, producing 160 bhp (119 kW; 162 PS). An auto was available, making it the first TVR to have this as an option. The styling of the car was by Oliver Winterbottom, who had previously styled the Lotus Elite S2. Offered here is a one owner from new example of Tasmin 280i, which has always been garaged and used only recreationally, which is why the car has covered just 53,000 miles in 34 years! The car is offered complete with fully documented service history, with bills and previous MOTs and original handbooks. The only modification is a factory fitted tilting sunroof.
Note: This description is provided by the vendor and unless otherwise stated is 'Not Verified' by Barons or any person employed by Barons. Prospective purchasers are advised to satisfy themselves as to the accuracy of any statements made, whether they be statements of fact or opinion.
ALL TEXT & IMAGES 2014 BARONS AUCTIONS
Just call our Local Rate Number  08454 30-60-60 or   023 8066 8413/8409 - Fax  023 8042 8469 GENERAL SPECS SUPPLIED BY:  AUTOTECHNICS DATA SERVICES Not Above Vehicle (Guidance Only)                Production Price at launch: £15,540 Price (excellent) £6,000 Price (good): £4,000 Price (average): £2,250 Price (project): £1,250            Performance 0-60mph: 9.7secs Top speed: 134.0mph Power: 145.0bhp Torque: 150.0lb/ft MPG:22.0mpg        Engine Configuration: V6 Aspiration: Normal Fuel: Petrol Fuel delivery: Electronic Fuel Injection         Chassis Suspension Front: Independent, unequal length control arms, coils springs, anti-roll bar Suspension Rear: Independent, travelling arm, fixed length half shaft, transverse link, coil springs Steering: Rack and Pinion Bodyframe: Spaceframe Transmission: Five-speed manual             Dimensions Length: 4140mm Wheelbase: 2387mm Width: 1727mm Height: 1194mm Weight: 1143kgs

1923 MORRIS OXFORD 11.9hp VAN - BONHAMS AUCTIONS 07/12/14

"CROSSING THE BLOCK"

At

,

 1923 MORRIS OXFORD 11.9hp VAN

 

 Chassis no. 21921
Engine no. 378388

Footnotes

• One of the best known and most readily recognised vintage cars, the 'bullnose' Oxford had its roots in the Edwardian era. The first examples, fitted with 8.9hp White & Poppe engines, were manufactured in 1913, embodying Morris' successful formula of offering technically unexciting but well built and well equipped cars at a bargain price. The Oxford and its close relation, the Continental-engined Cowley, evolved gradually, both models switching to engines made by Hotchkiss' Coventry subsidiary in 1919. A close copy of the Continental, the Hotchkiss engine was made in 1,548cc, 11.9hp form initially, a larger (1,802cc) 13.9hp version becoming available in 1923. A van version on the Cowley chassis was introduced at the 1923 Motor Show featuring a flattened variation of the bullnose radiator, known as the 'snub nose', which was unique to these light commercials.
  
  Originally a two-seater tourer, this particular Oxford was first registered to a farmer in Builth Wells, Radnorshire in April 1923. After many years of use the body was cut down to create a pickup, and when the rear axle broke the Oxford was laid up for many years in the farmyard. In the 1960s, Lytton Jarman, author of 'The Bullnose Morris', heard of the car and succeeded in recovering its remains. He restored the Morris in van configuration, complete with a genuine 'snub nose' radiator, and used it as his everyday transport until he retired.
  
  The present owner bought the car in the mid-1980s and had it repainted and sign written with the name of his former business. It was enjoyed for several years of general use including at least two London-Brighton Commercial Vehicle Runs and a memorable trip to Brooklands via the M25. Although moved around in the vendor's yard, the Morris has not been driven on the road for some time. We are advised that the clutch was replaced a couple of years ago and that re-commissioning should not be too onerous. The vendor is now retiring and so this venerable old Morris seeks a new owner. We are advised that the car's old-style logbook has been lost and that a V5C document has been applied for .
                               
  
  
  

1971 FIAT 850 SPORT SIDER - BONHAMS 07/12/14

"CROSSING THE BLOCK"

At

1971 FIAT 850 SPORT SIDER

Coachwork by Carrozzeria Bertone

Chassis no. 100GBS1 0094446
Engine no. 388503

Footnotes

• Introduced in 1964, the FIAT 850 would prove an immense success for the Italian firm, with over 1.75 million sold by the time production ceased in 1972. A unitary construction design powered by a 843cc four-cylinder water-cooled engine, the 850 demonstrated that a rear-engined saloon really could be made to handle. Coupé and Bertone-built Spider versions were introduced in 1965 boasting more powerful engines and disc front brakes. With these two models FIAT reintroduced the circular, laurel-surrounded badge used on its competition cars of the 1920s. Early in 1968 the duo were revised as the 'Sport' models with 903cc engine, alternator electrics and a number of external styling changes, the most obvious of which was the adoption of four-lamp lighting at both ends on the Coupé. Now with 52bhp (DIN) on tap, the 850 Sport was a genuine 90mph car that nevertheless could still return in excess of 40 miles per gallon if driven with restraint.
  
  This 850 Sport Spider was purchased in the USA in 1990 and is currently unregistered. The car has been kept in dry storage since acquisition, being re-sprayed in red (from yellow) and is in running order, albeit requiring re-commissioning following this extended period of inactivity. An ideal introduction to the pleasures of Italian sports car ownership at a most affordable price.

Saleroom notices

We are pleased to report that the Irish Registration document has been applied for and the car has been granted the Irish Registration number ZV 92010

ALL TEXT & IMAGES 2014 BONHAMS AUCTIONS

 

1919 Diatto Tipo 4DA Sports- BONHAMS OXFORD SALE 7/12/14

"CROSSING THE BLACK"

Featuring: 

Bonhams next sale will be held on December 7th in Oxford, just in time for the festivities of Christmas. Who knows you might find that stocking filler you've been searching for.

1919 Diatto Tipo 4DA Sports

1919 Diatto Tipo 4DA Sports
Registration no. SV 5014
Chassis no. 3031
Engine no. 1328

Footnotes

• Originally a carriage maker, the Italian Diatto company later turned to railway engineering before abandoning its traditional businesses to become a motor manufacturer, setting up a new enterprise in 1905 in collaboration with Adolphe Clément. Its first cars were licensed Clément-Bayard designs, known as 'Diatto- Cléments'. After Clément's departure in 1909 the firm began making cars of its own design, the most significant and successful being the 12/15hp Tipo Unico, which formed the mainstay of production up to WWI.
  
  After the war Diatto resumed civilian production with the 25hp 4DA, which was powered by a 2.7-litre development of the Tipo Unico's four-cylinder engine. Diatto also added a light car to its range but found itself unable to compete with FIAT in that market sector and turned to the production of a high-quality sporting car: the Tipo 20, its most famous model. After a succession of financial upheavals and reorganisations, Diatto quit car production in 1927, though the reconstituted company continued with other forms of manufacturing. In 2007 Carrozzeria Zagato revived the name for a concept car displayed at the 2007 Geneva Motor: the Diatto Ottovù Zagato.
  
  It is believed that this Diatto Tipo 4DA was delivered new to Australia, almost certainly in rolling chassis form for bodying locally. Dismantled circa 1940, it was imported from Australia in December 1990 in 'kit' form consisting of a chassis, engine, gearbox and axles. The car was then restored, the chassis, gearbox and axles being entrusted to Keith Roach while the engine was rebuilt with new pistons, valves and re-metalled bearings by Brian Taylor. Constructed of aluminium panels on an ash frame, the body is in the style of that carried by the Diatto driven by Domenico Gamboni in the 1919 Targa Florio. The steering box is from a Tipo 20.
  
  Completed in 1994 and still running very well, the Diatto has been driven at various VSCC hill climbs and the Benjafields Sprint at Cornbury Park. The car would have been used more frequently had it possessed an electric starter and generator, provision of which should not be an insurmountable task for the next owner should they so desire. Offered with V5C registration document, 'SV 5014' represents a wonderful opportunity to acquire a rare and delightful Vintage sports car from a top Italian make.

 Oxford Saleroom
Banbury Road
Shipton-on-Cherwell
Kidlington
Oxford
OX5 1JH
Tel: +44 1865 853640
Fax: +44 1865 372722
oxford@bonhams.com

Monday - Friday: 9.00am - 5.00pm

 

1961 AUSTIN HEALEY 3000 Mk II - COYS AUCTION 02/12/14

"CROSSING THE BLOCK"

In Association with

  Firstly apologies for not posting yesterday, unfortunately time got away from me after a hospital appointment and try as I might never caught up.

Today's auction lot is set to cross the block later today in Coys "True Greats" Sale at The Royal Horticulural Society Hall, London.

 

1961 AUSTIN HEALEY 3000 Mk II

 

 

Estimate: £35,000 - £45,000
Registration Number: EU Taxes Paid
Chassis Number: 62HBT7L17943
The enlargement of its C-Series six-cylinder engine to 2,912cc and the adoption of Girling front disc brakes differentiated the new-for-1959 Austin-Healey 3000 from the preceding 100/6. In '3000' form the rugged Austin six delivered 124bhp at 4,600rpm, good enough for a top speed in overdrive of 114mph with the optional hardtop in place. Otherwise, the car remained much as the 100/6, though the more-powerful disc brakes were a welcome improvement. Unveiled in March 1961, the MkII version with restyled grille and bonnet intake was the last 3000 available as a two-seater, the 2+2 (BT7) option having been for years the more popular.
Engine improvements in the form of triple SU carburettors and a revised camshaft liberated an extra 8bhp. From November '61 the 3000 was equipped with a new gearbox, a development which at last moved the gear lever to the centre of the transmission tunnel. Contemporary road test typically recorded performance figures for the MkII of 114mph top speed and a 0-60mph time of approximately 11 seconds.
In January 1962 the 2+2 only MkII BJ7 Convertible (or MkIIA) appeared, boasting long overdue refinements such as winding windows, swivelling quarter-lights and a fixed foldaway hood. MkII production ceased later in 1962 after 5,095 2+2s and 355 two-seaters had been built, though the Convertible continued until the introduction of the 3000 MkIII in 1963.
That same year The Autocar magazine summed up the works Austin-Healey 3000 as 'a classic competition car among the all-time greats in motoring history.' Yet at the time of its arrival in 1959, few would have guessed that the low-slung 'Big Healey' would triumph over its apparent shortcomings so effectively that it now rates as one of the most successful rally cars of the 1960s.
Robust and tuneable, the Big Healey was immensely popular with privateers in its time and today, 40 years after the end of production, continues to be extensively campaigned in historic motor sport, both in tarmac events and on the rough stuff. Replicas of the works rally cars are among the most sought-after variants, and an extensive cottage industry of recognised specialists exists to cater for the demand for Austin-Healey parts, servicing and competition preparation.
The left-hand drive triple carburettor example offered here has had just one owner from new and as you would expect, comes with a large history file spanning decades. Delivered new to California, this blue plate car is finished in Old English White with stunning cream piped red leather interior.
The car is in generally excellent condition, having been used by its single gentleman owner as a weekend car, and being so cherished to rarely see a drop of rain! Documentation in the cars file includes a host of mechanical bills and receipts and the recorded mileage of circa 79,000 miles is believed genuine.
Affording the prospect of pleasurable top-down motoring, this classic British sports car is one of the nicest examples Coys has seen. A unique opportunity to be the second owner from new.
For further information or to arrange a viewing, please contact our sales department.

 

HEAD OFFICE
Manor Court
Lower Mortlake Road
Richmond
TW9 2LL
United Kingdom
Telephone Number:     0044 (0) 208 614 7888
Fax Number:               0044 (0) 208 614 7889  

  

All Text & Images 2014 Coys Auctions

 

1956 MONDIAL 125 BIALBERO GP (Ex Works) - COYS 02/12/14

"CROSSING THE BLOCK"

In Association with

  Today we have selected the first motorcycle in our Crossing the Block freature.

1956 MONDIAL 125 BIALBERO GP (Ex Works)

 

Estimate: £100,000 - £120,000
Registration Number: Not Road Registered
Chassis Number: 02

Few marques have achieved so fine a competition record in so short a time as Mondial. Founded in Bologna in 1929, Mondial concentrated on the manufacture of commercial vehicles at first, only turning to motorcycle making in 1948. Flying in the face of accepted wisdom, engineer Alfonso Drusiani believed that it was possible for a four-stroke to compete against the two-strokes fielded by MV Agusta and Moto Morini, then dominating the ultra-lightweight class.

After a successful debut season in 1948 which saw works rider Nello Pagani win the Italian Grand Prix, the little Mondial was further improved for 1949 and Pagani duly brought Mondial its first World Championship. Mondial's dominance of the 125 class remained just as overwhelming for the next two years, Bruno Ruffo taking the title in 1950 and Carlo Ubbiali in 1951, before Cecil Sandford struck back for MV Agusta in 1952. 

The 175cc class was an important one in continental Europe and the 125 was duly bored-out from 53mm to 66mm to achieve the required extra capacity. Revving to 9,000rpm, it produced 20bhp plus. Riding one of the new 175cc Mondial singles in 1954, rising star Tarquinio Provini won the arduous eight-day 1,989-mile Giro d'Italia to start his debut season as a works rider in fine style. But even Provini's prodigious talent could not make up for a lack of machine development, and the mid-1950s would prove to be relatively lean years for Mondial.

Then, in 1957, Drusiani drew up an entirely new 246cc bialbero (twin-cam) single and revamped the existing 125. The result was a magnificent return to former glory, Provini ending the season as 125cc World Champion while newly recruited Cecil Sandford took the 250 crown. Sadly, what should have been the dawning of a new golden age for the Bologna marque was not to be: Mondial, along with Moto Guzzi and Gilera, withdrew from Grand Prix racing at the season's end, and although the firm built a number of mainly two-stroke racers in the 1960s, it never achieved the same heights. 

A stunning creation with this 'slipstream' fairing and body work this Mondial 125cc Bialbero GP was used during the World Championship of 1956 and 1957, ridden by T. Provini and R. Sartori.

It was restored by Mondial and was purchased by the vendor at a bankruptcy sale. It is said to be in good running order and comes with official paperwork from the Mondial factory

For further information or to arrange a viewing, please contact our sales department.

 

Auction:

Tue 2nd December 2014 at 3:00pm

Viewing:

Monday 1st December from 12.00 noon to 8.00pm
On the day of the sale from 10.00am to start of sale

Location:

The Royal Horticultural Society, Lindley Hall, Vincent Square, Westminster, London, SW1P 2PE

 

1996 FERRARI TESTAROSSA 512M COUPE - COYS AUCTIONS

"CROSSING THE BLOCK"

In Association with

  Auction:Tue 2nd December 2014 at 3:00pm
Viewing:Monday 1st December from 12.00 noon to 8.00pm
On the day of the sale from 10.00am to start of sale
Location:The Royal Horticultural Society, Lindley Hall, Vincent Square, Westminster, London, SW1P 2PE

1996 FERRARI TESTAROSSA 512M COUPE Coachwork by PININFARINA 2

Estimate: £110,000 - £130,000
Registration Number: EU Taxes Paid
Chassis Number: ZFFVA40C000104668
Ferraris flagship model, the Testarossa supercar revived a famous name from the Italian company's past when it arrived in 1984. A next generation Berlinetta Boxer, the Testarossa retained its predecessors amidships-mounted, 5.0-litre, flat-12 engine; the latter now boasting a maximum power output raised to 380bhp at 6,300rpm courtesy of four-valve cylinder heads. Despite the power increase, smoothness and driveability were enhanced, the car possessing excellent top gear flexibility allied to a maximum speed of 180mph.
Rivalling Lamborghinis Countach for presence, the Pininfarina-designed Testarossa succeeded brilliantly, the gill slats feeding air to its side-mounted radiators being one of the modern eras most instantly recognisable and copied - styling devices. A larger car than the 512BB - the increase in width being necessary to accommodate wider tyres - the Testarossa managed the trick of combining high downforce with a low coefficient of drag, its graceful body being notable for the absence of extraneous spoilers and other such devices.
Despite the increase in size over the 512BB, the Testarossa was lighter than its predecessor, the body - its steel doors and roof exempt - being, somewhat unusually for a production Ferrari, of aluminium. Luxury touches in the well-equipped cabin included air conditioning, electrically adjustable seats, tilting steering wheel and plentiful leather.
Unlike some of its rivals, the Testarossa possessed light controls and was relatively easy to drive, factors which, allied to its outstanding performance and stunning looks, contributed to an instant and sustained high level of demand. In 1992 the original Testarossa was succeeded by the updated 512TR version, which came with 428bhp on tap, while ABS brakes were added to the package before the 512TR was replaced by the legendary 512M for 1995.
Produced for a limited run of 500, this stunning M version was supplied by Autohaus Wendelstein, Bavaria, Germany in 1996, having rolled off the Marinello production line in September 1995 in Rosso with Nero hide and carpets.
Just one year on (1997) the car was exported to Japan. Here the car received its first years' service at 2,200 km. The car formed part of a Japanese collection, with stamps in the Service booklet verifying its maintenance during its residence there with the last stamp in Japan at 24,900 km.
Earlier this year, chassis 104668 returned to the UK. A recent service has just been undertaken by renowned Berkshire specialist QV at 24,900 km. A full check over document was also completed by them which will be available in the cars file.
Finished in its original colour combination, and being one of just 500 ever built this wonderful, incredibly rare and good looking 512M with such low mileage should be at the top of any collectors list. Rarely do these cars exchange hands on the open market.
For further information or to arrange a viewing, please contact our sales department.

 COYS HEAD OFFICE AND SHOWROOMS
Manor Court
Lower Mortlake Road
Richmond
TW9 2LL
United Kingdom
Telephone Number:     0044 (0) 208 614 7888
Fax Number:               0044 (0) 208 614 7889    
 
 


Images & Text 2014 Coys Auctions.
 The revival of that legendary GTO badge on a car whose looks obviously derive from the ageing 308 GTB could easily have been a travesty. It wasn’t. Let’s start with the lightweight glassfibre and Kevlar bodyshell, on a revised chassis with four inches more wheelbase than the 308. That was done to accommodate longitudinal mounting of the twin-turbocharged 2.9-litre engine. The result is electrifying performance that helped make the GTO an almost instant collector’s item. The low build number ensures superstar status and prices.

         Production

• Production: 7177
• Price at launch: £62,666
• Price (excellent) £40,000
• Price (good): £36,000
• Price (average): £25,000
• Price (project): £18,500

           Performance

• 0-60mph: 5.2secs
• Top speed: 180.0mph
• Power: 390.0bhp
• Torque: 361.0lb/ft
• MPG: 16.0mpg

      Engine

• Configuration: Flat 12
• Aspiration: Normal
• Fuel: Petrol
• Fuel delivery: Electronic Fuel Injection

       Chassis

• Suspension Front:Independent, Double wishbone, coil springSuspension 
  Rear: Independent, Double wishbone, coil spring
• Drivetrain: Mid-Engine RWD
• Steering: Rack and Pinion
• Bodyframe: Metal Monocoque
• Transmission: Five-speed manual

           Dimensions

• Length: 4485mm
• Wheelbase: 2550mm
• Width: 1976mm
• Height:1130mm
• Weight:1506kgs 
  Specifications Supplied by AUTOTECHNICS &CLASSIC & PERFORMANCE CAR
  CLASSIC & PERFORMANCE CAR
  https://www.ferrariownersclub.co.uk/