1924 Hispano-Suiza H6C 'Tulipwood' Torpedo (Nieuport-Astra coachwork)

Took delivery of one of only three factory-lowered H6C chassis; used the car for competition and subsequently adapted it for road use with additional bodywork details.

Believed to be the perfume magnate's son and a noted enthusiast of Hispano-Suiza automobiles; tenure was brief.

Scottish marmalade heir and archaeologist who registered the car in London and had coachbuilder Barker add flowing open fenders and other trim; eventually placed the car in storage in Plymouth, where it sustained minor war damage.

Acquired the car after meeting with Keiller; patched war damage with plywood, modified the windscreens, and replaced the original headlights; wrote about his experiences with the car in a published article.

Standard Oil heir based in London who approached the previous owner via a note left on the windscreen; undertook a substantial mechanical and coachwork restoration, including new wooden fenders crafted by a boat-builder named Harry Day and an interior fitted in cream leather.

Car carried Paris registration 6966-I6; described as among the largest entrants on the circuit, yet remained competitive despite persistent tyre difficulties.

Completed an additional lap on the Madonie circuit after the Targa Florio, running approximately eight and a half hours total; tyre misfortune continued to hamper the effort.

Forestier-Walker modified both the front and rear windscreens and replaced the original Blériot headlights with Lucidus units.

Car adapted from competition to road specification with the addition of flat open fenders, a low windscreen, a small door, headlights, and a large passenger-side searchlight.

Changes are documented in a period photograph of Dubonnet with the car.

During Keiller's ownership, the car received flowing open fenders later replaced by cycle-style wings, a cover over the rear seat, what appears to be a replacement exhaust system, and various minor trim alterations; the flowing fenders are attributed to coachbuilder Barker.

Attribution to Barker is based on the firm's name found on original photographs held in the Nethercutt Collection library, and stylistic similarity to other Barker-bodied cars of the period.

Wartime bomb-splinter damage to the tail was noted; the tail was subsequently patched with plywood by Forestier-Walker when he acquired the car in 1950.

Initial damage occurred during storage at a Plymouth coachbuilder's premises; the plywood repair was a temporary measure under Forestier-Walker's ownership.

Mechanical components overhauled under the supervision of noted Hispano-Suiza specialist George Briand; the car was reported to have covered just over 17,000 miles and showed minimal wear apart from the clutch.

Work commissioned by Gerald Albertini following his acquisition of the car circa 1955–1956.

A smaller-diameter steering wheel was fitted and the driving seat repositioned to suit Albertini's frame, requiring installation of a longer, cranked external gear lever.

Coachwork restored by Panelcraft of Putney: war-damaged timber replaced with new wood, copper plating applied throughout, and the interior retrimmed in cream leather. The cycle-style fenders were replaced by bespoke wooden torpedo-style wings hand-crafted by elderly boat-builder Harry Day, each comprising a hand-beaten alloy shell skinned in steam-formed polished wood secured with matching aluminium rivets.

The distinctive fenders were made to Albertini's commission by Harry Day, who applied traditional boat-building techniques to produce units that closely matched the mahogany aesthetic of the main body.