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186049 Los(e)/Seite
Los 123
A MID-VICTORIAN SILVER OPEN FACE POCKET WATCH, round silver dial with gold floral detailing, Roman numerals, seconds subsidiary dial at the six o'clock position, blue hands, within an engine turned design case with a vacant cartouche, case back hallmarked 'Ebenezer White' London 1871, approximate case width 48.4mm, (condition report: general light wear, missing key, would benefit from a gentle clean)
Los 132
A SILVER OPEN FACE POCKET WATCH, round white dial signed 'Dewsbury Barrow & Halifax W.T Story', Roman numerals, seconds subsidiary dial at the six o'clock position, within an engine turned design case and a vacant cartouche, case back hallmarked 'Rotherham & Sons' Birmingham 1889, approximate case width 53.1mm, (condition report: both the front and back covers are broken from their fittings, non-running, general light wear, some slight discolouration to the dial, tarnishing in places)
Los 133
A SILVER CARD CASE AND A COMPACT, the card case of a rectangular form, engine turned design with a vacant cartouche, hallmarked 'D. Bros' Birmingham 1927, approximate dimensions 62.8mm x 45.4mm x 9.4mm, 31.4 grams, together with a white metal compact with an engine turned design with floral detail, approximate dimensions 70.3mm x 68.5mm x 6.7mm, gross weight 65.2 grams
Los 152
A SILVER OPEN FACE POCKET WATCH, GOLD-PLATED POCKET WATCH, ALBERT CHAIN AND TWO CAMEO BROOCHES, the first an AF silver open face pocket watch, round white dial, Roman numerals, seconds subsidiary dial at the six o'clock position, missing hands and glass, within a plain polished case, case back hallmarked London 1835, approximate case width 48.8mm, together with a gold-plated open face pocket watch, round white dial, Roman numerals, seconds subsidiary dial at the six o'clock position, within an engine turned design case with a vacant cartouche, (non-running movement in need of some attention, general light wear) a gold-plated albert chain fitted with a lobster claw clasp and two watch keys, together with two white metal cameo brooches/pendants each stamped '800'
Los 16
A SELECTION OF ITEMS, to include a ladies open face pocket watch, round white dial with gold detailing to the surround, Roman numerals, gold hands, engine turned design to the case with a vacant cartouche, stamped 0.935 Swiss control marks, a yellow metal open work pendant set with a turquoise, stamped '9c', weight 1.0 grams, a pair of AF yellow metal spectical frames, a yellow metal snake chain, a yellow metal ring, a pair of white metal drop earrings, an amethyst set brooch, cufflinks and a charm bracelet, a set of six EPNS teaspoons etc
Los 161
A LADIES 9CT GOLD WRISTWATCH, hand wound movement, round white engine turned design dial, Arabic numerals, blue hands, within a plain polished case, case back hallmarked 9ct gold Glasgow import, movement marked '15 jewels', approximate case width 24.8mm, fitted with a grey strap and a yellow metal ardillon buckle (condition report: watch winds, sets and runs at time of cataloguing, time keeping untested, general light wear, strap slightly worn, with wear to the buckle)
Los 27
A GOLD-PLATED FULL HUNTER POCKET WATCH, round white dial, Roman numerals, seconds subsidiary dial at the six o'clock position, blue hands, within an engine turned design case with a vacant cartouche, case back signed 'Eclipse', movement stamped 15 jewels, Swiss made, approximate case width 50.6mm (condition report: general light wear and discoloration in places, some wear to the gold-plate, watch winds, sets and runs, time keeping untested)
Los 31
A YELLOW METAL FULL HUNTER POCKET WATCH, round white dial, Roman numerals with an inner dial of red Arabic numerals, seconds subsidiary dial at the six o'clock position, blue hands, within an engine turned design case with a vacant cartouche, case back stamped '14k', base metal dust cover, approximate case width 47.4mm, together with two watch keys, approximate gross weight 63.0 grams (condition report: general light wear, chip to the dial at the eight o'clock position, watch in working condition at time of cataloguing, time keeping untested)
Los 40
A 9CT GOLD CIGARETTE CASE, rectangular form, engine turned design with an engraved cartouche to the top left hand corner, slide up to open mechanism, the interior fitted with a single blue elasticated strap, hallmarked 9ct gold Birmingham 1926, approximate dimensions 82.9mm x 70.2mm x 10.0mm, approximate gross weight 99.9 grams, together with an outer suede pouch (condition report: general light wear, opens and closes with ease, slight surface scratches to the gold, overall condition very good)
Los 41
A 9CT GOLD CIGARETTE CASE, slightly rounded square form, engine turned design with an engraved cartouche to the top left corner, slide up to open mechanism, the interior is missing the elasticated strap, hallmarked 9ct gold London 1926, approximate dimensions 85.2mm x 80.4mm x 10.6mm, approximate gross weight 101.8 grams, together with an outer pouch (condition report: general light wear, opens and closes with ease, some surface scratches to the interior, small dent to the top right corner rim, overall condition very good)
Los 97
FOUR ITEMS, to include a yellow metal oval locket, engine turned design with a vacant cartouche, opens to both sides, vacant photo compartments, fitted with a suspension loop, length including loop 40mm, 12.6 grams, a yellow metal cameo ring, a small silver mounted compass, hallmarked Birmingham, and a white metal Scottish brooch in the form of a dagger, set with a green hardstone possibly nephrite, and a citrine terminal, fitted with a brooch pin, length 56mm
Los 723
ELGIN FULL HUNTER GOLD PLATED POCKET WATCH,the round white dial with Arabic hour markers, outer seconds track in black, subsidiary dial at 6, 50mm case with engine turned engraved decoration, along with a nine carat gold watch chain, with unmarked T-Bar, 18.1gCondition report: MOVEMENT: Ticking at the present time. WEAR: Well worn. Scratched and nicked all over. DIAL: Visibly marked, some chips to the edge. CRYSTAL/ACRYLIC: Scuffs present. HANDS & MARKERS: Intact. Hinges close okay.
Los 734
ELGIN GOLD FULL HUNTER POCKET WATCH,the round white dial with Roman hour markers, outer seconds track in black with red Arabic outer markers, subsidiary dial at 6, 47mm case with engine turned decoration to the covers, marked 14K, 82.3gCondition report: MOVEMENT: Not ticking at the present time, has been overwound. WEAR: Well worn. Case scratched. DIAL: Marks visible, chips to the edge. CRYSTAL/ACRYLIC: No acrylic present - Acrylic ring is loose. HANDS & MARKERS:Hour hand lacking. Hinges do not snap closed.No visible dents to the case. Inner cover not marked.
Los 657
1936 Norton Model 16H, 490cc, Project. Registration number NSV 203. Frame number 65839. Engine number W34556.Norton relied on proprietary engines in its formative years - winning the inaugural Isle of Man TT with a Peugeot-engined machine - before introducing its own design of power unit in 1907. The long-stroke sidevalve single displaced 633cc and the new model it powered became known as the 'Big 4'. Smaller capacity versions followed and in 1911 the '500' adopted the classic 79x100mm bore and stroke dimensions that would characterise the half-litre (actually 490cc) Norton for the next 50 years. Norton's new sidevalve was among the fastest in its class, being the first machine under 500cc to be officially timed at over 70mph, which was some going for 1911. Small wonder that the slogan 'Unapproachable' began to be applied to the Norton singles at around this time.The 490cc engine was revised for 1914 and the following year gained a new, lower frame together with the option of a Sturmey Archer three-speed gearbox. When fitted with chain drive, the 490cc sidevalve single became the 'Model 16' in Norton's numbering system, and then changed to '16H' in 1921 when another new frame was introduced, again lower than its predecessor. Norton's trusty 16H sidevalve would be continuously up-dated for the next 30-plus years before taking its final bow - along with the Big 4 - in 1954.NSV was owned by Gary Flew of Hull in 1983 and our vendor found it as a dismantled project some 30 years ago. He began a restoration, which has stalled.Sold with the V5 and various spares, prospective purchasers should satisfy themselves as to the completeness of this project.
Los 506
1979 Triumph Spitfire 1500, 1493cc. Registration number FDJ 58V. Chassis number FH 134575. Engine number FM119420H.The Spitfire was conceived by Standard-Triumph to compete in the small sports car market against the Austin-Healey Sprite. The Sprite had used the drive train of the Austin A30/A35 in a lightweight. The Spitfire used mechanicals from the Herald. Where the Austin A30 used monocoque construction, the Herald used body-on-frame ? a chassis Triumph was able to downsize, saving the cost of developing a completely new chassis-body unit.Giovanni Michelotti, who had designed the Herald, styled the bodywork, which featured wind-up windows (in contrast to the Sprite and Midget, which used side curtains) and an assembly of the bonnet and wings that opened forward for engine access. The Spitfire's introduction was delayed by its company's financial troubles in the early 1960's and was subsequently announced shortly after Standard Triumph was taken over by Leyland Motors. When Leyland officials, taking stock of their new acquisition, found Michelotti's prototype under a dust sheet in a factory corner, it was quickly approved it for production.The Mark IV featured a redesigned rear design similar to the Triumph Stag and Triumph 2000 models, both also designed by Michelotti. The front end was revised with a new bonnet pressing eliminating the weld lines on top of the wings/fenders, door handles were recessed, the convertible top received squared-off corners. The interior was revised to include a full-width dashboard, with instruments ahead of the driver rather than over the centre console, initially finished in black plastic and beginning in 1973 finished in wood. The 1500 followed in 1974.FDJ was first registered on the 16th October 1979, its early life is unknown but receipts on file from 1995 show a Mr Barker of Manchester replaced the seat covers, exhaust, in 1996 he replaced the engine and clutch from Stockport Engine Centre when the odometer read 45,731 miles, the steering rack and the hood. At some point she had respray and a partial stainless steel sports exhaust. Our vendor bought her in 2015 and has then kept a detailed history of all work undertaken, parts total is in excess of £1,500, including rebuilding the front suspension with vertical link and trunnions, polybushes have been used, the braking system has been overhauled with new pipework, a new radiator has also been fitted. The diff oil has been changed and the underside stone chipped and waxoyled. She was serviced in 2015 at 49,880 miles, wheel aligned at 51,242, serviced in 2017 at 51,338 miles and in 2019 at 51,630. There are the parts included for the next service with the car.Sold with the V5C, MOT?s from 1992-1998, 2012, 2014-2019, now she is Historic Vehicle Exempt, tax discs from 1996-1999, and various literature including an original brochure. In good running order she is only being sold due to lack of use and dry storage space.
Los 640
1959 Norton ES2, 490cc. Registration umber TSJ 877 (non transferrable). Frame number R13 84659. Engine number 101817 (1962).A staple in the Norton model line from 1927 until the early 1960s, the 490cc ES2 started out as the "poor man's International," with a slogging long-stroke overhead-valve single in place of the Inter's racier bevel-driven overhead-cam design . The ES2 was built in several versions during a production run lasting until 1963, though the engine dimensions of 79 x 100mm bore/stroke ? first adopted by James Lansdowne Norton in 1911 ? remained unchanged to the end. Over the years it went from having a rigid frame with girder forks, to using the Inter's "Garden Gate" frame with plunger rear suspension, married to Norton's Roadholder telescopic forks. Eventually the ES2 would be housed in the famous Featherbed frame, Norton's gift to good handling.TSJ has been owned by the vendor for several years before his passing and as an older restoration it will need recommissioning before use.Sold with the V5C, a 1950-54 Instruction Manual, and other manuals.
Los 622
1987 MZ TS125, 125cc. Registration number D480 LNW. Frame number 8860160. Engine number 7502648.The East German MZ (Motorradwerk Zschopau) was made at the pre-war DKW factory, its early models based, like BSA?s Bantam, on DKW?s RT 125 single. As the concern grew under engineer Walter Kaaden, its reputation for both winning races and building race-bred road bikes rapidly grew, the TS series earning the respect of serious riders. The marque established its reputation with the British motorcycling public as the purveyor of reliable if somewhat unexciting commuter machines, the East German concern had been in the forefront of high-performance two-stroke development in the post-war years. The racing team achieved some notable triumphs against the might of Japanese opposition in the 1960s and although its Grand Prix effort eventually faded, the firm produced many highly successful ISDT machines in the 1970s. LNW was owned by Peter Greenwood of Leeds from 1987 until 1990 when ownership transferred to Craig Wall, again of Leeds. It was last taxed in 1992.Off the road since our vendor has lightly recommissioned the machine and it is a runner. The odometer records 9,139 miles, MOT's on file record 7,699 in 1991 and 9,005 in 1992. A new battery was put on it in 2016.Sold with the V5 (it is recorded with DVLA) and the two MOT's.
Los 616
Kawasaki project. Registration number not registered. Frame number JKAER500 AAA047529. Engine number EX500 AE247481.This project is believed to have been used by a bike school as a donor bike for their learner fleet. Subsequently purchased for the engine our vendor then started a restoration, powder coating the frame, (mmm the colour!!) and obtaining a new radiator. He has not had it running and now moved onto to a Matchless restoration.Sold as seen
Los 602
c.1987, Puch Condor, 48.8cc. Registration number (not registered). Frame number 5803222. Engine number 8081319.Alfredo Avello launched the Avelland Company in 1940 making Italian MV Augusta machines under license. By 1970 he had dissolved that interest and in 1970 he joined with the Austrian firm of Steyr-Daimler-Puch and became the Spanish subsidiary. They produced a range of small capacity road and off road machines, they entered off competitions against the likes of Bultaco and Montessa. In 1983 Puch sold their two wheeled division to Piaggo and Avello turned to Suzuki as a partner, in 1987 the company became Suzuki Spain.This Condor came in from Spain some 20 years ago and has been used off road ever since. Unused for some time it should only need a little fettling to get it running. Sold with no official paperwork except a Spanish instruction manual. There is a spare barrel and cylinder head, two pistons with rings and a Dellorto carb.
Los 612
c.1980 Cimatti, 49cc. Registration number not registered NOVA 22E156296. Frame number 090/OM*350935*. Engine number not foundCimatti was an Italian manufacturer of bicycles, motorcycles and mopeds active between 1937 and 1984.In 1937, the Olympic cyclist Marco Cimatti founded a small company in Bologna that originally produced bicycles. In 1950, he changed to mopeds, and in the 1960s, started producing motorcycles. In the 1970s through to the early 1980s, Cimatti produced several moped lines including the City-Bike and the larger Town-Bike. Cimatti used two-stroke engines bought from both Moto Morini and Moto Minarelli. A recession in the early 1980s forced the company to close in 1984.Sold with the NOVA 22E156296
Los 663
1937 Sunbeam Model 6 Lion, 492cc. Registration number 509 UXP (non transferrable). Frame number 2004. Engine number 19.538.0.179.Sunbeam?s famous ?longstroke? 500cc sidevalve engine first appeared at the 1921, this remarkable engine remaining in production right up until WW2. A version of it powered the new-for-1931 Model 6 Lion. Introduced in the summer of 1930, the revamped Lion replaced the old Model 6 and featured the innovations - for Sunbeam - of a chromium-plated fuel tank and Webb-pattern girder forks. A 598cc Model 7 Lion joined the range the following year and the two sidevalve workhorses continued in production - surviving Sunbeam?s 1937 sale to AMC, relocation of production to Plumstead and the axing of the rest of the traditional models - until the outbreak of WW2. UXP was originally registered as CFM 639 (not recorded with DVLA) and between 1954-57 was taxed in Cheshire being owned by Edmund Chaloner of Chester. At some point the engine was changed to the current one (please note the V5C has the engine listed as A39507).The Sunbeam Register have it recorded as #2528. It is recorded as a 1937 Model 6 Lion and goes on to note that it was first registered on 25th March 1938, which is possibly why it is assumed to be a 1938 machine; that said, the frame number fits with the general sequence of 1938 machines, but not the Model 6 Lion which as far as a factory catalogued model, was discontinued after 1937, so in short, it probably should be classed as a 1937 machine.No registration number is currently recorded on the Register, although there is a note to say that the "previous reg. was CFM 639. Eng. no. A39507 on V5." 19 538 0 179 is recorded as the engine number on the Register, but there is a note to say that this is a 1936 engine number. Other information recorded is that it has a Burman 4 speed gearbox with foot change, an AMAL carburettor and a Lucas M01 magneto.Our vendor bought it in 2019 and has regularly used it, in fact it was ridden to the saleroom for the photo shot and then to be left for the auction.Sold with the V5C and R.F.60 this Lion is a well sorted machine ready for use.
Los 618
1996 Honda CA125S Rebel, 124cc. Registration number N352 AVR. Frame number JH2JC24AXTK0000890. Engine number JC24E 5007942.The Honda CA125 Rebel is a bit better made than the average 125cc cruiser from the Far East. Even today, there are some who would say that buying a used Honda CA125 Rebel would be a more reliable choice than an unknown brand new 125cc motorcycle off the internet. The Honda CA125 Rebel may be a bit dated, but at least it's a proven design.The MOT history goes back to 2009 at 19,603 miles, through to 2018 at 35,968 miles. There are numerous receipts on file for work undertaken. Unused since the last MOT she will require recommissioning.Sold with the V5C, MOT's noted and various receipts.
Los 656
1939 AJS Model 26, 347cc, Project. Registration number FWJ 572. Frame number X663. Engine number 39/26 7596. Gearbox number 26293.The Model 26, a 350cc 4-stroke single of some quality, was one of two new Matchless-style overhead-valve machines introduced for 1935 (the other being the 245cc Model 22) featuring a vertical cylinder, twin-port cylinder head and forward-mounted magneto. Enclosure of the valve gear had arrived by 1936 and a single-port head - standard on the competition version - became available later. The 39/26, logically enough, was the Model 26 for model year 1939.This example was first registered on the 1st March 1939 and by 1959 it was with Nelson Hirst of Hull, followed by Peter Mann of Withernsea in 1974, Kenneth Lowe of Hornsea and then Gary Flew of Hull in 1981. It was then stripped for restoration which stalled. Our vendor came across it some 30 years ago in a dismantled condition and began a restoration, which again stalled. Sold with the R.F. 60 and V5. Buyers should satisfy themselves as to the completeness of this project.
Los 608
2017 AJS Digita scooter, 49cc. Registration number YY67 DKJ. Frame number L4HCTEBP7H6001673. Engine number LJ139QMB17013663.The Digita scooter is very easy to ride with its responsive and quiet twist & go four stroke engine. It is fitted with telescopic front suspension for smooth handling on rough terrain with a front disc brake and drum rear brake.16 year old learner legal, it can be ridden on a A1 driving licence or car licence if you passed your test before 01/02/2001, fuel economy stated at 128mpg.Offered from a deceased estate this example has only covered 340 miles and has not been started for many months. Its first MOT is now due.Sold with the V5C.
Los 651
2003 Suzuki GSXR 600ZK3, 40th Anniversary Limited Edition Alstare, 599cc. Registration number KN03 LZB. Frame number JS1BG111100106573. Engine number N723-152841.Launched with a water-cooled 599 cc inline-4 engine, the first model had the same body specifications as the 1992 GSX-R750, with the smaller engine and carried over through to the 1993 model year with no changes. It was not imported to UK. Between 1994?1996 it was not produced and in 1997 it was redesigned with the introduction of Suzuki Ram Air Direct (SRAD) and again redesigned with the introduction of fuel injection in 2003.The special edition Alstare commemorated American Suzuki?s 40th anniversary, in the Team Suzuki Alstare World SuperSport color scheme and graphics with gold-colored wheels, it is believed 1500 were produced.LZB is a low mileage and owner example in good condition. MOT history starts in 2007 at 2,051 miles rising to 7,459 miles in 2015, today it 7,534 miles. Our vendor bought it in 2013 from DBC Motorcycles of Dunstable at 7,429 miles so it has seen little use but has been on display at his home. Several styling upgrades have been added to enhance its looks.Sold with the V5C, MOT history, various service and parts receipts, various original parts and passenger seat .
Los 644
1961 BSA A10, project, 650cc. Registration number WGV 461A. Frame number FA7692. Engine number DA10 4568.Launched in 1949, the BSA A10 was a development of the A7 500cc and was needed to compete with the Triumph Speed Twin, it was designed by Bert Hopwood (who had previously worked at Triumph and Norton). Initially it was available with a rigid frame but the rear plunger was a more popular choice, especially amongst the sidecar buyers. It had hinged rear mudguard and a semi unit gearbox mated to the parallel twin engine until 1954 when a swinging arm rear was introduced along with separate gearbox and engine. Initially offered in black and chrome to the UK market a new gold colour was introduced and became very popular and led to the name Golden Flash, some 80% of all units were made for export which meant that there were long waiting lists for UK buyers.WGV was owned by Andy Tiernan Classics in 1987 and sold to our vendors father the following year, in 1991 it had an MOT at 46 miles. Untaxed since then it is now in need of restoration.Sold with a V5 (no V5C) and the mentioned MOT.
Los 643
1960 Triumph Tiger 110/Bonneville spec, 650cc. Registration number 334 YUX (non transferrable). Frame number D8902. Engine number T120R D8902.Hurriedly prepared for its debut at the 1958 Earls Court Show (it was too late for inclusion in the 1959 catalogue) Triumph's Bonneville arrived at a time when young motorcycle enthusiasts wanted style as well as substance and had the money to pay for it. Finished in striking two-tone Tangerine/Pearl Grey with matching mudguards and black cycle parts, the bike was a real looker, and the name 'Bonneville', chosen in honour of Johnny Allen's record-breaking achievements with his Triumph-powered streamliner at the eponymous Utah salt flats, was an inspired piece of marketing. Works tester Percy Tait had achieved 128mph at MIRA on a development bike, and even though this figure proved beyond the reach of the production version, the Bonnie was at least as fast as the opposition and much better looking, which was all that mattered. YUX has no known early history but by 2013 The Lechlade Motor Company registered it with DVLA and restored it, see receipts on file, the mileage recorded with MOT was 19,775. For some reason it was registered as a 1960 Tiger 110 but according to the cataloguers research the frame and engine numbers should make it a 1961 Bonneville, prospective purchasers should satisfy themselves over this and maybe obtain a dating certificate from the owners club and inform DVLA.Our vendor bought it in 2018, after it had been sold by Spinning Wheel Motorcycles to a friend of his. He moved it on after having the mag rebuilt to Kelvin Stewart and then bought it back as it was not being used. He has ridden it occasionally but has decided to part with it again.Sold with the V5C, various MOT?s, a file of receipts for parts and work done.
Los 614
1999 Banville BSA Bantam/Villiers Trials, 175cc. Registration number Q240 DPY. Frame number D7 19325. Engine number ZB34 1778.This alternative trials bike is made from a c.1959 BSA Bantam D7 frame with a 175cc Villiers engine.Built by Serco of Leeds, it has a new electronic ignition, new tyres and a new clutch. Unused for 18 months it was previously a good runner.Sold with the V5C, it will need some recommissioning/adjusting before use.
Los 655
FN 285T project, c.1920. Registration number, not registered. Frame number 46915. Engine number unknown.Like BSA, La Fabrique Nationale d'Armes de Guerre ('FN' for short) began as a munitions manufacturer, turning to the production of motorcycles around 1900. Best known for its sensational four-cylinder models, the first of which appeared in 1905, the Belgian company demonstrated the same innovative spirit in the design of its singles being among the first to adopt unitary construction of engine and gearbox, permitting the use of geared primary drive. FN produced both chain- and shaft-driven bicycles and soon applied the latter transmission system to its motorcycles. In 1900 the firm's first powered two-wheeler was produced by mounting a clip-on engine to a bicycle frame, and in December the following year the first production model arrived powered by a 133cc single-cylinder engine. FN's single-cylinder models evolved gradually, growing in size firstly to 188cc and then 224cc, before arriving at 285cc in 1913 by which the atmospheric inlet valve had given way to a mechanically-operated one. Variable-pulley transmission had been introduced on the belt-driven singles in 1907 but would be superseded by shaft drive in 1910, its introduction coinciding with that of the two-speed gearbox.In 1912 the capacity was enlarged to 285 cc by enlarging the stroke to 85 mm and the frame was changed, resulting in a longer and lower machine.When production was resumed after the war the side -by- side valve concept was changed to inlet-over- exhaust and the machine got a kick starter.Production ended in 1922.The early history of this example is unknown although it wears the suppliers badge of Hackford Motors, 32 Acre Lane and Cold Harbour Lane, Brixton, London. Our vendor acquired it from a family friend who said it had been with them since the 1930's, we cannot substantiate this. It appears to be in very original condition including the tyres, it is lacking the rear stand.There is no paperwork with this lot and according to the VMCC marque specialist he would date it at November/December 1920. Buyers should satisfy themselves as to the completeness of the machine.
Los 502
1969 Triumph TR6 Injection, Project. Registration number SKJ281G. Chassis number 25608CP. Engine number CP26203HE.Its sports cars having relied exclusively on four-cylinder engines for the preceding decade-and-a-half, Triumph turned to six cylinders to extend the life and improve the performance of the much loved 'TR' series. Similar to the preceding four-cylinder TR4A - the first TR with independent rear suspension - but with Triumph's 2.5-litre, six-cylinder engine installed in place of the old 2.1-litre four, the TR5 was produced during the 1968 model year only (October 1967 to November 1968) pending the arrival of the TR6. Restyled for 1969 by Karmann of Osnabruck, the TR6 sported a full-width nose and squared-off tail. Under the skin the chassis remained basically the same as its independently-rear-suspended TR4A ancestor's while the 2.5-litre Lucas fuel-injected power unit was unchanged, producing 150bhp initially then 124bhp from 1973 onwards. Handling was improved over that of the TR5 courtesy of wider wheels and a front anti-roll bar. Good for 120mph with acceleration to match, the six-cylinder TRs are arguably the most exciting Triumphs ever made, continuing to enjoy an enthusiastic following world-wide and an excellent network of spare parts and service providers.It is important to note that the limited run of early 1969 cars are slightly different to the 1970-onwards car. The 1969 model run (unofficially a MKI) saw only 704 RHD cars produced for the Home Market and they can be readily identified by having steel wheels with Rostyle ?tin-plate? wheel trim covers, a body coloured windscreen surround, a body coloured short trim bead located from the top of the boot deck towards the end of the doors, a steering wheel with dished black spokes and non-reclining horse shoe shaped seats, two piece side indicator lenses and tiger striped radiator hoses. The early 1969/MKI Right Hand Drive (G plate) cars are now extremely rare and potentially only a handful exist in original form; they have become a very desirable car and the most collectable.SKJ was first registered on the 24th June 1969 and was the 611 off the production line. By May 1977 it was with Simon Childs of Beverley and our vendor purchased it in May 1978. At this time the mileage was at 91,648 and he overhauled the car over that winter, including removing the engine, shotblasting the cylinder head and fitting of new valve guides, the body received new panels and a repaint in Ford Venetian Red!!It was then used sparingly over the years, an MOT in July 1998 at 10,190, 10,350 in 2004, 10,369 in 2005, 10,379 in 2008 and today it is at 10,614, having been SORNed for many years. In 2004 he passed the car over to his wife and the V5C remains in her name.In need of recommissioning/restoring, the body appears to still be in sound condition having been garage stored, the near side front suspension had been dismantled at the time of viewing and has been loosely reassembled. Sold with the V5C, V5, old MOT's, a quantity of receipts, various workshop manuals, a new soft top cover, and a rare hardtop, this TR6 will a worthy project for the next custodian.
Los 641
1961 Triumph Trophy, 649cc. Registration number ABH 234A. Frame number D114531. Engine number T110 02598.International Six Days Trial successes in the late 1940s prompted Triumph to adopt the ?Trophy? name for their off-road-styled twins, at first for the 500cc TR5 and then for the 650cc TR6, introduced for 1956. The bigger Trophy retained its sporting character but became more of a roadster as time passed, ending up, in effect, as a single-carburettor T120 Bonneville. More tractable than the Bonnie and more economical too, the Trophy gave little away in terms of outright performance, its standing quarter-mile time and top speed being within a whisker of its twin-carb sibling?s. The Trophy continued in this form when Triumph?s 650cc twins changed to unitary construction in October 1962. Styling and mechanical updates coincided with the Bonnie?s from then onwards.ABH was first registered on the 1st July 1961 and was owned by Philip Camp of Swadlincote in 2006. Our vendor bought it from Spinney Wheel in Chesterfield with a mileage of 4,454 in 2016 when he part exchanged a Daimler V8 for it! Used on a regular basis over the years it has been well maintained and looked after with the mileage now at 7,723. It is only being sold as he find the kick start strains his leg.This classic machine in an iconic colourway is offered with the V5C, past MOT history and various receipts.
Los 601
1956 Hercules Her-cu-Motor, 49cc. Registration number FXG 993 (not on DVLA register). Frame number M513. Engine number 49-V1478-2.The company was founded on 9 September 1910 by the brothers Harry and Edward Crane in Coventry Street, Birmingham and produced only 25 bicycles a week, by 1927 Hercules had made 250,000 cycles. Hercules also exported a significant percentage of their production - by the time Sir Malcolm Campbell was invited to see the three millionth bicycle completed in 1933, over half the production had been sent overseas, earning the country £6 million and letters of congratulation from the King and the Prince of Wales.In 1956 the firm produced a moped fitted with a 49cc JAP engine, which, to begin with, sold as the Grey Wolf. Soon this name was changed to Her-cu-motor. The two-speed gearbox and bevel box with chain final-drive had an engine with the crankshaft set along the machine. The unit hung from a spine frame with leading-link front forks, the overall effect was quite sleek.In 1958 production of the moped came to a close when supplies of the JAP engine dried up.This example was bought on the 9th October 1956 by Mr Lawson of Whitby from Upton & Sons of Middlesbrough to travel to work during the Suez Crisis, he last taxed it in December 1958 and then put it into storage after covering only 474 miles!Acquired by our vendor many years ago he has had it on display in his private museum.Sold with the R.F. 60, original guarantee, maintenance booklet, sale brochure, insurance documents, petrol ration book from 1956 and a letter from Hercules about the delivery of the moped.Rarely do you find a machine with this original paperwork, history and condition.
Los 631
1973 Benelli 650S Tornado, 650cc. Registration number EVN 670L. Frame number 009554. Engine number 10109.Best remembered for its racing fours and road-going sixes, the Benelli factory of Pesaro in northern Italy exhibited its first 650cc twin at the Milan Show in 1967, though production did not begin in earnest until 1971. Christened 'Tornado', the new model - it was hoped - would cash-in on the popularity of big parallel twins in the lucrative US market. With its 360-degree crankshaft and pushrod valve gear, the Benelli motor aped its British counterparts but followed Japanese practice by employing unitary construction of the engine/gearbox, a horizontally-split crankcase and geared primary drive. Alternator electrics and a starter motor were introduced on the 650S in 1973. Production of the final version - the 650S2 - ceased in 1975.EVN is a much travelled machine, on file is paperwork from the Provence of Verona in 1999, in 2008 it was exported to Co. Clare via Nuneaton by Schenker of Munich and our Scottish vendor imported it in 2018. He has ridden it for the last three years but has now decided it is time for a change.Sold with the V5C, the export import documents related to the above and various Benelli literature.
Los 606
1919 A.B.C. Skootamota, 125cc. Registration number BS 9085 (non transferrable), frame number 3428. Engine number 3135.Although the American-made Motoped of 1915 and Autoped of 1917 are acknowledged as the first recognisable motor scooters, they were soon followed by the British-made Skootamota. Introduced in 1919, the Skootamota was the work of engineering genius Granville Bradshaw, creator of the advanced ABC flat-twin motorcycle. Although designed and introduced while Bradshaw was working for ABC, the Skootamota was manufactured and marketed by Gilbert Campling Ltd of London W1. Granville Bradshaw?s clever design for the Skootamota featured a simple tubular steel frame with a flat platform and a rear brake pedal. Small spoked wheels were fitted front and back, adjustable height handlebars had controls for the throttle and the front brake (and exhaust valve), and an adjustable height seat was fitted with a sprung saddle to compensate for the lack of suspension. The single-cylinder engine was mounted horizontally over the rear wheel, with a fuel tank above it to gravity feed the carburettor. The motor has a capacity of 123cc, early engines were intake-over-exhaust with later models using overhead valve engines.This left plenty of space for women to ride regardless of what they were wearing, many men preferred them too as they were a little more comfortable than a traditional motorcycle, and less likely to crumple their suits. Hailed by its maker as 'the dependable little motor-machine that will take you anywhere you want to go in comfort, at little cost and with safety ? anywhere, anytime,' the runaway success of the design led to a slew of copycat designs, as a result the Skootamota was only sold from 1919 to 1922 when production ceased due to overwhelming competition.BS was re-registered with DVLA in October 1983 and by 1991 was with Lawrence Bell of Whitby, our vendor buying it in 2004. It has a dealers sticker for L.T. Richardson of Newcastle and appears to be in unrestored condition. Unused whilst being on display in his private museum it should not be too hard to get this rare and early machine on the road.Sold with the V5C, an original instruction booklet envelope, photocopy of the contents and a display board.
Los 660
1937 Ariel VB sidevalve De Luxe, 597cc, project. Registration number EKK 411. Frame number XF 10549. Engine number CC 3604.By 1930 Ariel's new single-cylinder range, designed by the great Val Page, had gained a rear-mounted magneto and its distinctive timing cover, and the basic engine design - though frequently revised - would last well into the post-war era. Both overhead-valve and sidevalve versions were made, though there was only one of the latter in Ariel's post-war line-up: the 600cc VB, a long-stroke workhorse. First introduced for 1936 and intended for sidecar use, the VB was regularly updated along with the rest of the Ariel singles, gaining plunger rear suspension, a telescopic front fork and, finally, a swinging-arm frame as the 1950s progressed. Production ceased in January 1959 when parent company BSA decided to axe Ariel's four-stroke models.EKK (original frame and engine numbers) was dispatched from the Ariel Works on the 26th July 1937 to dealers R.O. Wiltshire of Folkestone in Kent for sidecar use and registered by Kent County Council to F.W. Bromley. It was still being used with a sidecar in 1944 and 1948 (old tax discs). What became of it after that is unknown until it was bought by John Mitchell of Chorley in January 2000. He sold it to our deceased vendor in June 2000. Our vendor, with the help of the Ariel Owners Club and K.C.C. traced and successfully recovered the original registration number.Sold with the V5C, V5, two tax discs, copy of the K.C.C. paperwork and Ariel Owners Club despatch records, EKK appears very original and would make a worthy oily rag/patinated restoration project. Please note the engine is seized.
Los 620
1969 BSA Bantam D14, 175cc. Registration number VDJ 27G. Frame number D14B 13320. Engine number D14B 1836.The Bantam was based on the German DKW RT 125, a design that was received as war reparations, with the Bantam as a mirror image so the gear change was on the right side as with other British motorcycles of the period. Over the years the model evolved through the D1 of 1948 to the D3, D5, D7, D10, D14/4 and finally in 1969 the D175. Production ceased in 1971.BSA introduced the D14 range in 1968, a one year only model. Production began late in 1967, and early engine prefixes were listed as D13, though this was never a model. The Supreme was now fitted with the 4-speed box, ending the Bantam's relationship with 3 speeds. The old exhaust pipe bore was found too restrictive for the new tune up, so a larger one was fitted. On the ever diminishing market for British motorcycles, BSA sought to make the Bantam yet more powerful. They increased the compression ratio to 10:1, resulting in a power increase to 13 hp. The bike would now shift along at the best part of 70 mph; the market had changed from wanting the fuel-efficient three speeds D1, to the speedy D14/4.VDJ was owned by Ian Philcock of Runcorn in 2007 when the MOT history records 959 miles, by the time our vendor bought it in 2012 it had risen 2,657 miles. He then set about a restoration, with Mann Technical Services of Milton Keynes in February 2013. This included replacing the clutch and painting the tank, later in the November MTS Classics of Dunstable stripped the carb and set the engine up. It was last MOT'd in 2015 at 2,695 miles, today it is the same.Sold with the V5C, MOT history and various receipts, it will need recommissioning before road use and maybe a new wiring loom.
Los 645
1977 Triumph Bonneville T140 Silver Jubilee, 744cc. Registration number VNV 594S. Frame number JP 84648J. Engine number JP 84648J.The final phase of the Triumph twin's development began in 1972 with the first appearance of the new 750cc version of the Bonneville, the increase in bore size necessitating a new crankcase to accommodate the larger barrels. Other improvements included a new ten-stud cylinder head, triplex primary chain, stronger transmission and a disc front brake. A five-speed gearbox, introduced on the preceding 650 Bonneville, was standard equipment on the 750. Despite the age of the basic design and strong competition from Japanese and European manufacturers, the Bonnie remained for many years the UK's top-selling 750. In 1977 Triumph introduced a special, limited edition Bonneville to celebrate HM Queen Elizabeth II's Silver Jubilee. This was basically the standard Bonnie enhanced by a red, white and blue on silver finish, coachlined cycle parts, and a chromed timing cover and primary chaincase. One thousand were made for the UK and another thousand for the USA, while a further 400 were despatched to other markets.VNV was sold on the 21st October 1977 to Michael Bailey of Rushden and comes with the dealer certificate signed by the Chairman of Meriden, Denis Crowder Johnson. Our vendor bought it from him in 1998. There are MOT certificates dating from 1980 at 3,732 miles to 1985 at 4,910 miles, 1998 when bought by our vendor at 5,291 miles, 2001 at 6,410 miles 2006, 2009, 2011, 2013, and the last in 2015 at 7,466 miles, today it is 7,517.An electronic ignition has been added and the bike was refreshed along with Grimeca calipers and new exhaust system, all of the old parts have been kept. Sold with the V5C, MOT's mentioned, various receipts and the aforementioned original parts.
Los 621
1962 BSA Bantam Super D7, 175cc. Registration number 636 XVN (non transferrable). Frame number D7 32009. Engine number CD7 826078.Many a now-mature motorcyclist's first two-wheeled experience will have been gained aboard a BSA Bantam, a model that was produced in various forms for over 20 years. The introduction of the first 172cc model - the D5 - for 1958 marked a number of developments, the most important of which were a stronger big-end bearing and improved lubrication. A raised compression ratio and larger carburettor increased maximum power to 7.4bhp and the top speed to 59mph. Introduced for 1959, successor D7 model - known as the Bantam Super - featured the 172cc engine while boasting a new frame, hydraulically damped front fork, bigger brakes and up-swept handlebars. XVN has a history folder and was previously registered as TEE 822 by John Greenwood of Otley who retained the number, DVLA issuing a replacement one XVN. He had bought it as a project and restored it, gaining an MOT in March 2020. Prior to him it was owned by Michael McKay of Leeds from 1977.Sold with the V5C, old MOT from 1975, the 2020 one and paperwork related to the number plate change
Los 642
1967 BSA Thunderbolt, 650cc. Registration number REU 198E (non transferrable). Frame number A65 3318 (painted over). Engine number A65AP 1840Following Triumph's lead, BSA turned to unitary construction for its range of parallel twin as the 1960s dawned, launching the all-new 500cc A50 and 650cc A65 Star models in January 1962. The first high-performance variant - the A65R Rocket - arrived in October 1963, only to be superseded the following year by the Lightning, the first unit-construction twin (along with its A50 equivalent, the Cyclone) to be equipped with the new twin-carburettor cylinder head. For 1965 the Star tourers were replaced by the A50 Royal Star and A65 Thunderbolt. These single-carburettor twins were preferred by many riders, being more economical, easier to keep in tune and only marginally less powerful than their twin-carburettor equivalents.REU was first registered with DVLA in 2004with a declared manufactured date of 1967. In 1999 A.J. Davey of Crediton bought some spares for it, including an Amal carb, and the 2008 MOT is from Cheltenham with a mileage of 33,856 miles, in 2014 it was bought by Bruce Jamieson of Carnoustie and the following MOT's are all Scottish, 2016 at 34,924 miles.Our vendor bought it in 2016 and the mileage is now 35,195 miles, he has regularly started it up on a dummy petrol tank.As it is not being used he has decided to move it on. Sold with the V5C, old MOT's and various receipts.
Los 607
2012 Baotian BT49QT-9D scooter, 49cc. Registration number YX12 BWM. Frame number L82TCAP99B1025633. Engine number 11713814.Chinese manufacturer, The Jiangmen Sino ? Hong Kong Baotian Motorcycle Industrial Company, was established in 1994 and produces 49cc, 125cc and 150cc models of over 80 kinds of motorcycles, scooters, quads and dirt bikes.Baotian UK has been operating since 2005 and has been sole distributor of the brand since 2007, which is now widely distributed through a network of motorcycle and scooter dealerships.Since its import into the UK, the Baotian 50cc scooter has consistently topped the sales chart and, according to industry statistics, the T49QT-9 was third best-selling moped scooter of 2007. 16 year old learner legal, it can be ridden on a A1 driving licence or car licence if you passed your test before 01/02/2001.Purchased new from Gowland Motorcycles of Bridlington by our deceased owner, it has covered some 3,494 miles and was last MOT'd in 2018 at 3,396. Unused since it will require recommissioning.Sold with the V5C, service/warranty book and owners manual.
Los 613
1959 Francis Barnett, White Cruiser 79, 171cc. Registration number 922 XVH (non transferrable). Frame number AD10742. Engine number 17T 2467.Francis Barnett was amalgamated with Associated Motor Cycles in 1947. About that time Francis Barnett brought back the Cruiser names with a 171cc AMC engined Light Cruiser. The motorcycles Plover, Falcon and Cruiser were successful right into the 1950s as good light machines in Arden Green rather than the black finish of earlier days. James vehicles were in maroon. AMC considered Wolverhampton based Villiers to be dictatorial and they commissioned Italian designer Vincenzo Piatti to design a new engine to replace the Villier' engine. The Villiers engine was discontinued in new models in favour of AMC's Piatti designed unit. Unfortunately this did not work well due to cost and unreliability of the AMC manufactured engine. AMC reverted Francis Barnett bikes back to a Villiers engine again. The Falcon 87 with a 199cc single cylinder two stroke AMC engine was introduced and remained in production until 1966. Also that year the Cruiser 84 with a fully enclosed rear wheel and leg shields as standard equipment was available. The first Cruiser was made in 1932 and is a quiet machine made for riders where special wet proof clothing was not required. The engine being enclosed with good leg-shield and mudguard protection.XVH, finished in period Arden Green has been owned by our vendor for many years and in November 2019, with the help of the F-B owners club obtained dating certificate it received an age related number plate. He then commenced a full rebuild, the frame and tinware were repainted, the engine and gearbox stripped and rebuilt, with new electrics and rebuilt wheels and brakes. Now completed it will require final fettling and running in.Sold with the V5C, dating certificate, period handbook and other literature.
Los 635
1979 Honda CB400N Super Dream cafe racer, 396 cc. Registration number GNA 603V. Frame number CB400N 2000185. Engine number CB400NE 2000196.The Honda CB250N and CB400N Super Dream were produced from 1978 to 1986, they were the successor to the short lived Dream model. It had a series of revisions including a six-speed gearbox and what Honda termed as European styling which resembled the CB750F and CB900F. The Super Dream was fitted with a four stroke, air-cooled, twin-cylinder engine. It had three valves per cylinder, two inlet and one exhaust, operated by a chain-driven overhead camshaft. Ignition was provided by capacitor discharge ignition with a 360° crank layout similar to many traditional British parallel twins, but with two balance shafts to reduce unwanted vibrations. Fuelling was provided by twin Keihin carburettors.The CB400N was very similar to the 250N variant, however, it differed with its larger engine capacity, twin front brake discs and a halogen front head light. The front instrument had different markings for the rev counter and speed to reflect the lower maximum engine speed and higher top speed of the 400N. The CB400N had several revisions during its production run. The launch model CB400N (1979-1980), CB400NA (1980-1981), CB400NB (1981-1983), CB400NC (1982-1985) and CB400ND (1983-1986).GNA was first registered on the 18th September 1979 and by November 2013 it was with William Wilkinson of West Lothian by which time the mileage was 21,258 miles. Over the next two years he restored and converted it to a cafe racer with a CRK kit at the cost of some £1,150 and reset the speedo so when MOT'd in 2015 it had covered only 6 miles. There are several receipts from David Silver. Today the mileage is at 630.Sold with the V5C, MOT history from 2013, CRK instruction book and various receipts.
Los 630
1977 Laverda 750 SF3, 748cc. Registration number TTM 243R. Frame number LAV.750 SF2 *19454*, DGM.12565.OM. Engine number 750*19454*.Lightweights, scooters and mopeds formed the mainstay of Laverda production up to the late 1960s when the small Italian concern, hitherto little known outside its home country, astonished the motorcycling world by introducing a 650cc parallel twin. After fewer than 100 had been made, the engine was taken out to 750cc and a team of 650 and 750 Laverdas duly walked away with the 1968 Moto Giro d'Italia. The first 750 GT (touring) and 750 S (sports) models spawned the 750 SF late in 1970. 'SF' stood for Super Freni (super brakes) and marked a switch from Grimeca stoppers to Laverda's own superior drum brakes. The SF also benefited from Japanese Nippon Denso instruments.For 1972 the SF1 arrived with a different character, beefed up crank, bigger pumper carbs, new silencers, lower compression and slightly more power. The SF2 in 1974 came with a single 280mm Brembo disc front brake ? twin discs were soon introduced for the front, but you?ll find bikes with either set-up. The dual saddle also became standard fitment.The last hurrah of the SF arrived in 1976. The SF3 sported 5-spoke cast alloy wheels, a duck-tail seat, a rear disc brake, and its gear and brake levers swapped sides. Over time, Laverda lightened the flywheels to improve acceleration so the engine?s characteristics do change from SF to SF3. The final incarnation was no faster, flat out, than the first.For its time, the 750 SF was bang up to date. Its oil-tight, twin-carb, electric start, five-speed ohc engine ticked every box at the start of the 1970s. That?s why the SF variants proved to be Laverda?s most successful model range, notching up over 18,000 sales.TTM 243T was first registered on the 15th June 1977, supplied by Morphy Motorcycles of Tring, to Andrew Scott of Chelmsford, (note the 1977 silver Jota in this auction has a registration number of TTM 240T).Richard Burgess of Marston bought it in September 1979, Mark Worth of Northampton in August 1987 and quickly to Ian Cave of Northampton in the October. In April 1988 it moved to Paul Goodwin of Cambridgeshire, followed by Robert Brittain of Peterborough in July 2009 and Neil Bell of Nottingham in February 2010. Our vendor bought it in August 2015. In 2020 he had the front forks rechromed and and new exhaust system was fitted. MOT history from 2009 at 41,793 miles and 2013 at 42,688miles backs up today mileage of 43,093 miles.Only being sold due to ill health, it comes with the V5C, DVLA ownership details and three receipts.
Los 628
1979 Laverda Jota Mk 1, 180, 981cc. Registration number BHM 903T. Frame number V.1200*6420* GM17575OM. Engine number 1000 *6420*. Laverda began with the manufacture of farm machinery, diversifying into production of small capacity motorcycles in 1949. Increases in capacity and variations of design (including a scooter) followed over the years. They eventually offered a large-capacity 650cc twin in 1966, which was soon enlarged to 750. In 1969 Laverda exhibited their first three-cylinder machine which was to take until 1972 before being offered to the public as the 3C, later becoming the 3C(E). At the instigation of the British importer, Roger Slater, performance was enhanced by Laverda and the 3C(E) became the Jota. The 180 had the distinction of being the fastest production motorcycle in the world in the late 1970s, at over 140mph.The Jota model ran from 1976 through to 1982 and is powered by a 981cc DOHC air cooled inline triple with a dry weight of 234 kg. Originally fitted with a crankshaft with 180° crankpin phasing and ignition timing on the right hand side of the engine till 1980. Then in 1981 the ignition timing which was by then electronic, was moved to the left side and in 1982 the Jota 120° was released which had the crankpin phasing to 120°.BHM comes with a Slaters confirmation of import into the UK in May 1979 and was sold by Hexagon of Highgate. By 2002 it was with J. Carter of Cambridgeshire and then in April 2008 with David Hands of Warrington, there are many receipts on file during his ownership, including the rebuilding of the front forks by Slaters (£348) and replacement wheels in 2009 (£1480). Our vendor bought it from Made in Italy in September 2010 when the mileage was 13,234. MOT history goes from 2006 at 12,441 miles through to the new one, dated 16/07/21 at 14,441 miles.Presented in very good condition, it fired up easily when collected by the cataloguer; it is only being sold to ill health.Sold with the V5C, current and past MOT's, various receipts mentioned and the Slaters letter. It should be noted that the frame is a replacement one, correctly stamped with the original frame number.
Los 639
1952 BSA A7 Star Twin, 499cc. Registration number WXG 560 (non transferrable). Frame number BA7S 678. Engine number BA7S 386.The secret of BSA's post war success was not only its extensive model range, proclaimed by the advertising slogan 'From Bantam to Golden Flash', but also its accessibility to the average man, providing him with everything from daily transport to competition variants; sometimes with the same bike. Building on the successes of pre and post war machines, and continuing the theme established years before with the Blue Star, Empire Star, Silver Star and Gold Star, BSA announced the A7 Star Twin in 1948 for the 1949 model year. It was a sports version of the existing A7, which featured twin carburettors, higher compression, and rear plunger suspension. The twin carbs were dropped two years later, being an added complication, which did little to increase performance.WXG was dispatched from the factory 8th December 1952 to West End Motors, Peckham, London and still has the original frame/engine combination and painted green as she left the factory. In February 2015 Stephen Clews of Southam registered her with DVLA and was given the current license plate. In the April he sold her to Bryan Parish of Houghton le Spring.Sold with the V5 and dating certificate, she was ridden to the saleroom.
Los 659
c. 1934 Ariel Square Four 4F project, 601cc. Registration number not registered. Frame number Y10517. Engine number WA133.Designed by the legendary Edward Turner, the Ariel Square Four was first shown at Olympia in 1930. Unique at the time of its introduction, the 'Squariel', as it was swiftly dubbed, featured a single block of four cylinders and twin geared-together crankshafts with pistons phased at 180 degrees. The crankcase was split horizontally, unusually for a motorcycle engine of the period, while the vertical valves were operated by a single overhead camshaft. A supercharged example was raced at the Isle of Man TT in 1931 without success, which was hardly surprising as its makers had envisaged the model as more of a luxury tourer than an out-and-out sports machine.Although launched as a '500', the Squariel was soon enlarged to 601cc with an eye on the important sidecar market, this bigger version being made available for the 1932 model year. In 1937 a total redesign saw it re-emerge as the Model 4G, with 995cc overhead-valve engine, making the Squariel an even more enticing prospect for sidecarists. Anstey-link plunger rear suspension became an option in 1939, but would not be offered again until 1946, when a telescopic front fork replaced the previous girder type. An exercise in weight shedding saw the cast-iron cylinder head and barrel replaced by alloy components for 1949, the revised model, now capable of 90mph-plus, being known as the Mark I. Introduced in 1953, the 'four pipe' MkII with redesigned cylinder head elevated the Square Four into the league of genuine 100mph motorcycles. Square Four production, along with that of all other Ariel four-strokes, ceased in 1959. To date, the innovative Ariel Square Four remains unique in motorcycling history; a true 'gentleman's motorcycle, this refined yet charismatic machine retains an enthusiastic and loyal following, and is highly prized by discerning enthusiasts.This rare project has been owned by our deceased vendor for many years, a project that he never got around to completing due to his untimely demise.Buyers should satisfy themselves as to the completeness of the project, one that is well worth undertaking.There is no paperwork with the project.
Los 650
1993 Honda CBR600 F2, 599cc. Registration number L402 MNH. Frame number PC25 2210813. Engine number PC25E 2221180.The CBR600 F2 was made from 1991 to 1994. It was introduced to replace the original CBR600F Hurricane and was considered one of Honda's most modern and innovative sport bikes. Hurricane LPL Ishikawa led the development of the new bike, known internally as MV9 but also called the F2.The F2's development began with meetings to discuss concepts and sketches for the new bike. A few months later, an F2 prototype was produced. Painted black, the bike looked faster and sleeker than the more blocky first generation bike and test results were superior: few motorcycles in the 1990s had the performance ability of the F2.MOT history goes back to 2010 at 45,048 miles, rising to 52,092 miles in 2017. Our vendor fitted a new radiator in 2015 and in 2017 replaced the chain and sprocket, the rear caliper was also overhauled. Unused since then the current mileage is 52,425.Sold with the V5C, MOT history and several receipts.
Los 501
2001 Ford Escort 75TD van, project. Registration number Y91 LCP. Chassis number WFOVXXBBAV1J88146. Engine number 1J88146.In 1998, Ford announced an all-new car, the Focus, which replaced the Escort and superseded the "Escort" name that had been in use for 30 years. The Escort range was cut down to just "Flight" and "Finesse" editions, and sold for a further two years in parallel with the Focus. The van variant remained in production in a facility located behind the now Jaguar plant at Halewood until 2002 when the new Transit Connect model was introduced. Escort-based light vans had been offered since 1968, although the market sector, always larger in the UK than in continental Europe, dated back beyond the 1950s when successive Ford Anglias had been available with a van variant.LCP has been off the road since 2018 when its last MOT expired at some 225,000 miles. It is offered for spares or repair. Once a common sight on our roads these vans are becoming scare now.Sold with the V5C, it will need to be trailered as the engine will not start.
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