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Riley Nine Lynx Special

Riley Nine Lynx Special

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Riley Nine Lynx SpecialRiley Nine Lynx SpecialRiley Nine Lynx SpecialRiley Nine Lynx SpecialRiley Nine Lynx Special
Riley Nine Lynx SpecialRiley Nine Lynx SpecialRiley Nine Lynx SpecialRiley Nine Lynx SpecialRiley Nine Lynx Special
Riley Nine Lynx Special
Lot number 139
Hammer value £22,000
Description Riley Nine Lynx Special
Registration DSK 927
Year 1932
Colour Maroon/Black
Engine size 1,087 cc
Chassis No. 6020635
Engine No. 243058

During the late 1920s and ‘30s, the Coventry firm of Riley produced some of the best small sporting cars in the world, whether saloons, tourers or out-and-out sports cars.

One reason was the excellence of the power unit, an innovative 1,087cc four-cylinder, twin cam design by Percy Riley that was good for 60mph and 40mpg. This remarkable unit thrived on high revs, which it would happily and reliably maintain for long periods of time thanks to its clever design. Twin camshafts were mounted high in the block, making for short and light pushrods which operated valves set at 45 degrees to the head. This, coupled with a crossflow head design, enabled prodigious power to be extracted from this willing unit which soon became a big favourite with builders of Riley specials.

Other reasons were lovely coachwork and fine handling, largely the work of Stanley Riley who had a gift for chassis, suspension and body design. A bewildering variety of models were produced in this era, including the Monaco, Biarritz and Kestrel saloons, the Lynx tourer and the Imp, Sprite and MPH sportscars. A big step forward came in 1932 when Riley launched a new version of its Nine chassis called the ‘Plus Ultra’. This was considerably stiffer than previously and was also dropped to give a lower seating position and create more room inside the cabin.

This particular Nine started out in life in December 1932 as a Monaco saloon, but in the late 1980s the previous owner decided to totally rebuild the car in the style of a Lynx tourer, the whole process being recorded on photographs and correspondence in the history file. The body (built by Jim Clarke who used his own original 1933 Lynx as a template) is all aluminium over an ash frame and is said to be identical in every respect to an original Lynx apart from the non-folding windscreen, incorrect shape bonnet louvres and the absence of fresh air vents in the scuttle sides.

The engine was fully rebuilt and uprated, with an Allen steel billet crankshaft, MGB con rods, shell bearings and modern oil seals. High compression pistons were also fitted along with a high-output bronze oil pump, new timing gears and twin carburettors, while the camshafts were reground to sporting specification. It drives through a four-speed manual gearbox with an extended gear lever for a more positive change action.

As a concession to modern road conditions, an electric fan was also fitted (although this is said to have proved unnecessary except in summer traffic jams) as were discreet Rubbolite flashing indicators. A snug-fitting hood and side-screens, along with a tonneau cover, keep the car usable in all weather conditions.

The current owner, a design engineer and motoring writer of some repute, acquired the car in 2005 and enjoyed it regularly until his death a few months ago, including successfully completing the Kinsale Vintage Rally around Cork, Ireland, in the spring of 2014. In a note penned to his family to help them sell the car after his demise, the owner described it as "a delight to drive, it starts, stops and handles superbly - easily showing a clean pair of heels to many a more modern classic".

Recently fitted with a new cylinder head gasket and a rebuilt dynamo, the car remains in very good condition throughout and is being offered here at a fraction of the price of a genuine Lynx.

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