In the immediate post-war period, Mercury cars were in essence dressed-up Fords that bridged the gap between the DeLuxe and the Lincoln-Zephyr range. Many regard the 1941-1948 Mercurys as one of Ford's greatest cars, combining sleek styling, fancy interior appointments and of course, the famous flathead V8 under the shapely bonnet. Production was halted temporarily due to the war but when it resumed on the 1st of November, 1945 Lincoln and Mercury had been combined into the one division and the 1946 Mercury was a mild facelift of the 1942 model, with a ?high-style? grille and power windows as standard equipment. Few changes were made for 1947 and in 1948, the last year of the pre-war styling, just 50,268 Mercurys were made, of which 7,568 were Club Convertibles. The Mercury used a longer 118-inch wheelbase than contemporary Fords and was available in a range of body styles for 1948, including the Sedan Coupe, Town Sedan, Club Convertible and Station Wagon. Under the bonnet was the beefy L-head V8, displacing 239-cid and developing100 bhp at 3800 rpm, while a three-speed manual transmission was standard. Inside, the Mercury stood apart from the Ford in the detailing found on the dashboard and the quality of the upholstery materials, usually broadcloth or cord, and general trim levels. Period advertising trumpeted the aircraft-inspired engineering and styling and made much of the Mercurys supposed fuel efficiency. Ford Australia marketed both sedan and locally made utility versions of the second generation Mercury and they were quite successful here with buyers looking for a touch of luxury. Indeed, ?Gelignite Jack? Murray used his 1948 Ford Mercury, nicknamed the ?Grey Ghost?, to win the 1954 Redex trial.

Note: Shannons advise that all potential buyers research all vehicles before purchase to authenticate originality.

The Birmingham Small Arms Company had, by the time World War II broke out, become the largest manufacturer of motorcycles in the United Kingdom. By the early 1960s, BSA was a dominant player on the motorbike stage, exporting to countries all over the world and supplied many of their police and armed forces. Developed alongside the Triumph Trident, the BSA Rocket 3 triple was the biggest and most powerful BSA yet and aimed squarely at the American market. Using a four-stroke, air-cooled motor with a bore and stroke measuring 67 by 70 mm, the Rocket 3 featured three Amal Concentric 626 carburettors and 9.5:1 compression ratio. Developing 58 bhp at 7250 rpm, the BSA was capable of reaching impressive speeds yet earned a reputation for reliability as well. The Rocket 3 was introduced to the public in 1969 and sold in just three colours; red, blue or lime green. Production continued until 1972, however, by the late 1960s the Japanese had begun to erode the dominance of BSA - and the British motorcycle industry in general - to the point where the BSA Group ceased building any motorcycles in 1972 and did not recommence until 1976.

In production between April 1966 and January 1968, the HR Holden was an update of the existing HD with sharp new styling and the clean, modern lines still look good today. With wider track and lower height, revised suspension and medium low profile tyres, the HR had reduced body roll and an improved ride. Mechanical improvements included new versions of the existing Red Engines that were both quieter and smoother. The base 161-cid six-cylinder was joined by the optional 186-cid engine with a handy 145bhp available and a choice of the Powerglide automatic transmission or three-speed manual gearbox. A free-flow exhaust was also new. The HR range of Standard, Special and Premier models all received updated interiors and there was a long list of options, including a limited slip diff, power disc brakes, power steering, tinted windscreen or two-tone paint. Australia's own car had become 'Turbo-Smooth' in Holden's own advertising parlance and good examples of the HR series are now becoming quite sought after.

Popularised by the movie "Easy Rider", the chopper movement really took off in the 1960s and continues to evolve today thanks to the popularity of companies like Jesse G.James' West Coast Choppers. With their heavily raked front forks and customised frames, the chopper is a uniquely American take on the traditional motorcycle, one ideally suited to the wide open spaces and vast freeway networks of the West Coast. Although every chopper is personalized to some degree, they invariably contain certain basic ingredients like a V-Twin engine, fat rear tyre, rigid-type frame and of course the heavily raked front-end. The modern chopper goes well beyond the traditional home-built method of construction, more often than not using factory kits and high quality billet aluminium parts. The Hard-Core II rigid kit is an excellent example of the modern chopper breed, consisting of a single down tube frame, custom raked front fork with triple trees, 21-inch spoked front and 18-inch spoked rear wheels, chrome billet belt pulley, Santo "Y Bent" exhaust pipes and RevTech running gear.

Introduced to widespread acclaim late in 1964, Ford's Mustang was breaking all sales records by 1967, and surpassed the million mark the previous year. Having left the Mustang largely unchanged for the first couple of years production, Ford decided it was due for a revamp in 1967 - due in part to competition from rivals like Chevrolet's Camaro. The Mustang was available in three body styles including the convertible, notchback coupe and fastback, with an extensive list of engine and transmission options. The look for 1967 was bigger all round - longer, wider and with more interior space and revised styling front and rear, but was still instantly recognisable as a Mustang. One of the more sought after options available on the car was the GT Equipment Group, a package that included power front disc brakes, dual exhausts (with chrome quad outlets) and grille-mounted fog lamps. Any automatic GT now went by the new GTA title and for the first time, Ford offered a big-block V8 in the Mustang. The 390-cid unit had a four-barrel Holley 600-cfm carburettor and developed a very healthy 320 hp at 4600 rpm, with bags of torque, turning Ford's Ponycar into a real street fighter. Combining the S-Code big-block V8 engine and GTA package makes this car a very desirable Mustang indeed, with an estimated 1900 built in 1967.

Described in Ford's marketing as "a spirited car for the enthusiast", the Cobra was a limited edition run of XC hardtops inspired by Ford's triumphant win at Bathurst in 1977. The brainchild of Edsel Ford, the real motivation for the Cobra's existence was far more prosaic - Ford needed to move their surplus stock of hardtop shells. The limited run of 400 Cobras comprised a mixture of 4.9 and 5.8-litre models built in both auto and manual batches. All had power-assisted brakes front and rear, a limited-slip diff, Bathurst Globe alloy wheels and dual exhaust system. The Cobra made a bold statement, with white and blue graphics, front and rear spoilers and colour-coded bumpers. The aggressive appearance was complemented by quartz-halogen headlights and long-range driving lights, with plenty of scoops and ducts for keeping the brakes and engine cool. Inside, the front bucket seats and rear bench were trimmed in black and blue cloth trim, there was cut-pile carpet and a comprehensively equipped instrument panel. Brash though it may have been, the Cobra package proved a real hit with buyers, becoming the poster car for a generation of Ford fans in the late Seventies. Ford supplied just two Cobras to each of their premium dealers and all 400 cars sold out within days. The Cobra was a very healthy performer and took on the mighty A9X Toranas in the 1978 Touring Car Championship and surviving examples have become cherished collector's items over the years.

Pontiac launched the legendary GTO in 1964 and to many people this was the first real muscle car. The combination of an intermediate (mid-size) car with a big-block V8 first became an option on the Tempest Le Mans range of coupes, convertibles or hardtops in October 1963. The first generation GTO was normally equipped with a 389-cid V8 rated at 325 hp, using a single four-barrel carburettor but for those needing more grunt the Tri-Power option was available, along with a whole array of suspension, brake and transmission upgrades. For 1965, the GTO was mildy restyled and the following year it became a stand-alone model rather than just a performance option, with curvaceous new "Coke bottle" styling in three guises; sports coupe, hardtop or convertible. Inside, the GTO received new Strato bucket seats and a revised instrument panel, with walnut veneer. Under the hood, the same choice of engines as for the previous year meant buyers could choose from the 335 hp 389-cid or the 360 hp Tri-Power option. Pontiac definitely hit all the right buttons in 1966, with sales of "The Goat" reaching an all time high of 96,946. Ferrari may have invented the Gran Turismo Omologato but it was Pontiac who brought power to the people with their muscular namesake and these often underrated muscle cars are now finally receiving the recognition they have long deserved.

The 1963-1967 Sting Ray is, to many aficionados, the best Corvette of all. The combination of sensational styling, gutsy V8 power and vastly improved ride and handling from the independent suspension proved irresistible to enthusiasts from the time the Sting Ray was launched in 1963 and demand has always remained strong. As much as anything, it was the looks of the new Sting Ray that set it apart, the stunning lines the work of a young man from GM Styling by the name of Larry Shinoda. Futuristic, sexy and like nothing else on the road, the Sting Ray's fibreglass body sat on an all-new ladder-type frame that dramatically improved stiffness while the independent rear end may have appeared crude at first glance, but worked surprisingly well on the road. For 1964, the Sting Ray underwent a minor restyle, with the controversial split rear screen replaced with a single piece of glass, and the fake bonnet vents were also deleted. The 327-cid V8 was sold in three levels of tune, the base L75 offering 300-bhp, the L76 (with four-barrel carb) 365-bhp and the fuel-injected L84 punched out a massive 375-bhp, delivering drag-strip acceleration. Although a three-speed manual was standard, the vast majority of buyers opted for the four-speed 'box. A total of 8,304 coupes were built in 1964 - as usual, the convertible proved more popular, making the closed Sting Ray something of a rarity by comparison. The Corvette Sting Ray was a major player on the racetrack in the Swinging Sixties, the lightweight Z06 racers and fearsome Grand Sports mixing it up with the Cobras, Mustangs and European exotica on racetracks around America.

With the introduction of the Silver Spirit in 1980, Rolls-Royce continued to offer a Bentley variant and the new Mulsanne - named after the longest straight at Le Mans, scene of no less than five victories for the Bentley marque - was distinguished by its unique radiator shell, badging and wheel trims. The Mulsanne, and its Rolls-Royce sibling, provided ample performance from the 6.75-litre V8 (power, as always, being undisclosed and merely described as 'adequate') and the ride was superb thanks to independent suspension with coil springs front and rear, along with the Girling hydraulic self-levelling system. In an attempt to distance the Bentley marque from the Flying Lady, a turbocharged version of the Mulsanne was announced at the 1982 Geneva Motor Show, adding startling performance to bespoke luxury. A Garrett AirResearch turbocharger boosted power output by as much as 50 per cent, providing fantastic acceleration for such a big car. Inside, the Mulsanne boasted sumptuous leather upholstery, deep pile carpets and a traditional polished walnut-veneer fascia with full instrumentation. In an effort to distinguish the Turbo from the regular Mulsanne, Bentley added light alloy wheels, Turbo badging and the radiator shell was painted in the body colour. In 1985, Bentley introduced the Turbo R (which stood for roadholding), featuring wider Pirelli 275/55 P7 rubber on new alloy wheels. The Turbo R sold in comparatively small numbers - just 4,115 were built between 1985 and 1994 - but was the first step in a major revival of the marques fortunes and represents unparalleled value for money today.

Representation only image.

Bonnet comes complete with;

- Bonnet is in very good condition and painted in Signal Red,

- Complete with headlight assembly and wiring,

- Complete bumper chrome work, bonnet beading and motif bar.

Replacing the Silver Dawn, the Silver Cloud was the core model of the Rolls-Royce vehicle range from April 1955 until March 1966, during which time it changed little externally. The Silver Cloud II was introduced in 1959 with a new 6.2 litre V8 engine that dramatically improved performance, while power steering became standard and electrically operated rear windows became available as an option.

Competing with Ford's Thunderbird and Oldsmobile's Toronado for the personal coupe market, Buick's Riviera, had been in production since the mid-1960s and was starting to look a little dated by 1970, so an entirely new shape was unveiled for 1971. Known as the 'boat-tail' Rivieras, the sensational new look was based on a concept by GM's styling chief, Bill Mitchell for a style that was completely different to other full-size American cars of the day. Few detail changes were made in 1972, but the following year saw the front and rear end treatments revised with new headlamps and grille. New federal safety regulations required energy-absorbing bumpers able to withstand 5 mph collisions and emissions controls were making themselves felt as well. 1973 was the final year for the boat-tail Riveria and it featured as standard a 455-cid V8 with a Rochester Quadrajet carburetor mated to a Turbo Hydra-matic 400 transmission. The GS handling package was optional, as was the Stage 1 engine for those looking for more horsepower. Buick introduced something called Max Trac on the Riviera, an early form of traction control. Power steering was standard, along with power front disc brakes while the extensive list of optional extras included air conditioning, sunroof, vinyl roof, power windows, tinted glass, cruise control, an AM/FM radio, 8-track sound system, climate control, Rally wheels and more.

Derived from the Fulvia sedan, Lancia's pretty little Fulvia coupe was one of the more sophisticated Italian sports cars of the 1960s. With deceptively understated styling, the elegant Fulvia was designed under the direction of Pietro Castagnero and introduced to the market in 1965. Like its sedan sibling, the Fulvia coupe was powered by a narrow-angle V4 with a single-overhead camshaft and drive was through the front wheels. Early Fulvia variants used a 1.2-litre engine but as the model progressed more power was called for and the ultimate version was the 1.6-litre HF found here, with twin Solex carburettors and 115bhp on tap. With superb handling and ride, sharp steering and excellent brakes thanks to discs all round, the Fulvia was a natural candidate for rallying. The Fulvia achieved some fantastic results in the World Rally Championship in the 1960s and early 1970s under the direction of Cesare Fiorio, setting the scene for Lancia's later domination of the sport. To homologate a number of performance modifications, Lancia came up with the so-called Fanalone (a somewhat crude reference to the size of the larger driving lights), distinguishable from the standard HF by the fibreglass flares on the wheelarches to cover wider Campagnolo rims. Inside, the Fanalone had lightweight bucket seats and the rear seats were replaced by a shelf, while the instrumentation was improved with an oil temperature gauge and adjustable red-line on the tacho. In total just 1,280 Fulvia HF1600s were built to this specification in 1968-1969 and few were sold in right-hand drive markets due to the prohibitive asking price. Today, these homologation specials are recognised by Lancia aficionados as the jewels in the Fulvia crown, beautifully engineered, understated yet to those in the know, utterly desirable.

The HG was the third and final facelift of Holden's HK/HT series and was introduced in July 1970, largely to coincide with the introduction of the new Tri-matic automatic transmission. Apart from a new grille, the remaining bodywork was shared with the HK/HT models and all the same trim levels, including Belmont, Kingswood, Premier, Brougham and Monaro were offered for sale. Holden had an extensive list of six and eight-cylinder engines on offer, ranging from the 130-cid six through to the 350-cid V8, along with no less than six different transmission types, with the three-speed Tri-matic replacing the old two-speed Powerglide. The Monaro sports coupe was again the hero car of the full-size Holden range, with its pillarless fastback styling still managing to look fresh and appealing. However, with Bathurst duties switching to the XU-1 Toranas, the Monaro GTS 350 became less of a homologation special and more a high performance executive express, with a good many equipped with automatic transmission and air conditioning. The GTS package included the option of stripes, Houndstooth check cloth trim and a wide range of distinctive colours, plus full instrumentation (including tacho), GTS badges etc. Although base GTS Monaros came with the 186S six-cylinder motor, more power was available through the choice of 253-cid or 308-cid V8 motors (first seen on the HT in October 1969), the latter using a Salisbury 3.36:1 rear axle when fitted with the auto transmission. Production of the last of the original shape Monaros was short-lived and the HG was replaced by the all-new HQ in 1972, making it very hard to locate good original examples, particularly in the more desirable V8 guise.

Note: Shannons advise that all potential buyers research all vehicles before purchase to authenticate originality.

Announced in July 1929, the Harley-Davidson V & VL Series 'Big Twin' replaced the pocket valve twins that had been in production since 1911 and featured a 74-cid (1200cc) engine developing 30 hp at 4000 rpm, 5.0:1 compression ratio and Ricardo removable heads. With a three-speed gear-change, the V Series could reach a top speed of 85 mph, making this one of the fastest bikes of the day. Other notable improvements included bigger tyres, interchangeable wheels with drop-centre rims, longer wheelbase with more ground clearance, drop forged forks and a stronger steel loop frame. The twin headlamps, Klaxon horn and round toolbox were carried over, but the rest of the bike was almost entirely all-new. In total Harley-Davidson manufactured 10,025 V-series in 1930 (this included V, high compression VL and the equivalent magneto-equipped VM & VLM models) and very few were imported into Australia due to a new import tax announced in 1929.

The patrician Packards are amongst the most coveted of all American classics, with superb engineering, wonderful styling and a build quality of the highest standard - the Packard was in a class of its own. That Packard were able to survive the Great Depression, a time when huge numbers of automobile manufacturers disappeared, and managed to sell relatively large numbers abroad, is further proof of the inherent quality found in these cars. By the mid-Twenties, various advances had been made to the Single-Six and Twin-Six models, including front wheel brakes in 1924 and central chassis lubrication the following year. The 1926 Third Series was Packard's six-cylinder line and was offered on two wheelbase lengths - the Model 326 (126-inches) and the Model 333 (133-inches), with a wide selection of coachwork available. The engine remained an L-head in-line six, with a slightly enlarged capacity for 1926 thanks to a bigger bore of 3.5-inches and was rated at 60 horsepower. The torque arm was replaced with a Hotchkiss drive and the Six shared various mechanical components with the bigger Eight, including four-wheel brakes. Another innovation for 1926 was the wide choice of paint colours, with Packard using a new lacquer formula, and the choice of broadcloth or leather upholstery. The only options available were a single sidemount and cowl lights. Total production of the 1926 Six came to 49,988 units (plus 2,455 for export to Canada and elsewhere), accounting for the vast majority of Packard production that year. Of these, relatively few survive today. Packard's customers were a loyal bunch, something reflected in their advertising slogan of the era, ?Ask the man who owns one?

The Corniche was Rolls-Royce's coupe and convertible versions of the silver Shadow produced between 1971 and 1996. The model was assembled and finished in London at Muliiner Park Ward as a continuation of the 1965 Silver Shadow coupe and 1967 drophead, with the Corniche name applied in 1971. The Corniche was available both as a coupe and convertible, with the former discontinued in 1982.

The car used the standard Rolls-Royce 6.75 litre V8 engine mated to a 3-speed Turbo Hydramatic 400 automatic transmission sourced from General Motors, while its four-wheel independent suspension with coil springs was augmented with a hydraulic self-levelling system (using the same Citroen system, but without pneumatic springs, and hydraulic components built under licence by Rolls-Royce), at first on all four, but later in the rear wheels only. The Corniche originally used a 119.75 in (3042mm) wheelbase. This was extended to 120 in (3048mm) in 1974 and 120.5 in (3061mm) in 1979.

In the early post-war years, Buicks were most often seen in black and usually transporting a businessman, politician or some other VIP and produced a range of fast, stylish and well-equipped cars that appealed to the upwardly mobile through clever advertising and flash ornamentation, including the vertical bar grille and famous 'gunsight' hood mascot. All post-war Buicks were powered by straight eights and in the case of the Series 40 model this meant a 248-cid unit developing 110 brake horsepower at 3600 rpm, driving through a three-speed column shift transmission with synchro on second and top. Although the American Buicks came in various series, the choice for Australian buyers was limited to the Special (8/40) four-door sedan assembled by Holden with imported chassis/body panels. The Special rode on a 121-inch wheelbase with an X-frame with four coil springs with 12-inch drums all round, a 4.45:1 axle ratio and 6.50-16 tyres. In Australia, local manufacturing was slower to return to full production than in America due to insufficient right-hand drive export chassis from Canada and it wasn't until December 1946 that Holden-bodied Buicks began rolling off the line once more. With a choice of leather or cord upholstery, the cars were now virtually identical to their American-assembled counterparts, differing only in having electric wipers instead of vacuum-operated ones. With a starter switch under the accelerator pedal, six-volt electrics and the option of an Air-Chief radio, the 1946-1947 Buick was certainly well equipped and an estimated 2,000 were sold in Australia during this period. Holden ceased building bodies in 1948 and their own product, the 48-215, was clearly inspired by the styling of the 1946-1947 Buick. With lovely art-deco inspired styling, toothy grilles and streamlined looks, the early post-war Buicks are design classics and remain popular with collectors today.

In October 1963, Jaguar further expanded their compact saloon range with the announcement of the new S-type, neatly bridging the gap between the sporting Mark II and the much larger, more overtly luxurious new Mark X. Aimed squarely at the executive middle classes, the new Jaguar combined the best of both worlds, with the styling revised to bring the S-type more in line with the big Mark X. In particular, the boot was reshaped to provide more luggage space, while fully independent rear suspension was incorporated to give a safer, more comfortable ride. In October 1966 the newly enlarged 4.2-litre XK engine, with twin S.U. carburettors and a straight port head, was fitted, along with revised frontal styling closely modeled on the 420G and the name changed from the S-type to the 420 compact. Braking was by Girling discs at either end and buyers had a choice of transmissions - either a Borg-Warner Type 8 automatic or the manual gearbox with the option of overdrive. The S-type's interior, already considerably more luxurious than the Mark II, was further refined in the 420, with a new padded fascia and a centrally positioned clock. Although overshadowed by the Mark II for years, the altogether more sophisticated 420 represents great buying for the astute buyer, with more equipment, luxury, and power for less money.