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Los 441
BURT GORDON; an Elizabeth II hallmarked silver cigarette box with engine turned decorated hinged lid and vacant cartouche above four stepped corner supports, Birmingham 1963, 15 x 9.5 x 4cm.Additional InformationOverall in good condition. Hallmarks are clear. Light toning and tarnishing throughout but well presented.
Los 458
W.T. TOGHILL & CO; a George V hallmarked silver cigarette case of rounded rectangular form, inscribed to the interior 'To Ken from H.W and Peggy', Birmingham 1937, 12.5 x 8.4cm, and two further hallmarked silver cigarette cases, combined approx. 16.7ozt/523g (3).Additional InformationThe first case has had initials removed form the cartouche to the front. light surface wear throughout and is a little sprung. The engine turned case is inscribed to the interior 'Mae to Ian 11-2-1940', and has surface scratches. The third case has a tight action, is rather sprung and has surface wear.
Los 103
An Elizabeth II hallmarked silver cigarette box of rectangular form, the cover with engine turned detail flanking the central rectangular cartouche, raised on four bracket feet, with cedar wood interior, Birmingham 1957, length 16.5cm, together with a hallmarked silver cigarette case (2).Additional InformationThe hallmarks on the silver box are slightly rubbed, it is missing two divides from the interior, tarnishing wear throughout, the cigarette case with numerous dents and knocks. The cigarette box: the lid of this item does close flush, the box has a very slight rock when placed on a flat surface, there are no personalised engravings on this item. Hinge appears to be in good order. The marks are rubbed. There are some light surface scratches, but nothing deep. There are a couple of small dents, one to the lefthand side at the back and one just off center to the bottom edge at the front.
Los 500
1959 Hillman Minx Series IIIA Project, 1494cc. Registration number XWF 26. Chassis number A1950243. Engine number A1950243.The Audax body was designed by the Rootes Group, but helped by the Raymond Loewy design organisation, who were involved in the design of Studebaker coupés in 1953. Announced in May 1956, the car went through a succession of annual face lifts each given a series number, replacing the mark number used on the previous Minxes. The Series I, introduced in 1956, was followed by the Series II in 1957, the Series III in 1958, the Series IIIA in 1959, the Series IIIB in 1960, the Series IIIC in 1961, the Series V in 1963 and the Series VI in 1965. There was no Series IV. Over the years the engine was increased in capacity from 1390 cc (in the Series I and II) to 1725 cc in the Series VI.XWF was sold to Raymond Reed of Hull in May 1959, he sold it to the Triangle Motor Co of Hull in December 1961 who sold it to William Hillman straight away. David Collinson bought it in 1966 and our vendors uncle bought it from him. It has been laid up for 40 odd years.Sold with the V5C. In need of a total restoration.
Los 501
1958 Hillman Minx Series II Project, 1390cc. Registration number HXG 46. Chassis number A1821010H. Engine number A1821010H HSL.The Audax body was designed by the Rootes Group, but helped by the Raymond Loewy design organisation, who were involved in the design of Studebaker coupés in 1953. Announced in May 1956, the car went through a succession of annual face lifts each given a series number, replacing the mark number used on the previous Minxes. The Series I, introduced in 1956, was followed by the Series II in 1957, the Series III in 1958, the Series IIIA in 1959, the Series IIIB in 1960, the Series IIIC in 1961, the Series V in 1963 and the Series VI in 1965. There was no Series IV. Over the years the engine was increased in capacity from 1390 cc (in the Series I and II) to 1725 cc in the Series VI.This three owner car was first owned by Driffield farmer John Hibell who only used it for going to the shops, our vendors father buying it c.1975. Soon afterwards at some 19,000 miles the head gasket failed and it was taken off the road for repairs. This never happened (the cylinder head is in the boot) and it has been stored ever since.Sold with the V5C, V5, R.F. 60 and an MOT failure from 1975. In need of a total restoration, amazingly the interior appears in good condition.
Los 502
C.1980 Mercedes Benz W123, 240D, 2400cc. Registration number unregistered. Chassis number WDB12312310349883. Engine number unknown.Like its predecessors, W123 gained the reputation of being over-engineered, well-built, durable, and reliable. Many taxi companies chose W123 for this reason, and they were common sight in Germany. Reaching 1,000,000 km with minor mechanical issues was common.Nothing is known of the background to this left hand drive example, found in a garage during a Hull house clearance there is no paperwork with the car. It bears German number plates that were last registered in 1994.The body is in good condition considering its age and has responded well to a polish, there is no diesel pre start and a petrol ignition has been fitted with a wire to cut the engine which runs well although the bottom radiator house has now failed. The odometer shows only 65,000km but this cannot be confirmed.Sold without any paperwork it will make a good project.
Los 503
1986 Porsche 924S, 2,479cc. Registration number C232 DAH. Chassis number WPOZZZ92ZGN402901. Engine number unknown. The Porsche 924 was put into production in 1975, it was the company?s first front engine, rear-wheel drive car, beating the 928 to market. A Bosch fuel injection system was standard giving 95bhp, the rear transaxle gearbox gave the car near perfect weight distribution for outstanding handling. In 1984, Volkswagen decided to stop making the 2.0-litre engine blocks which left Porsche in somewhat of a dilemma. The 924 was considerably cheaper than the 944, so dropping the model would leave a void in the range. The decision was therefore made to fit a detuned version of the 944?s 163bhp 2.5-litre engine. The suspension was upgraded, brakes beefed up and five lug wheels added, thus in 1986 the 924S was born, with power stated as being 148bhp. The 924S had a short life as in 1989 Porsche dropped it from sale along with the base 944, deciding instead to concentrate on more upmarket cars. DAH, with black leather and a sunroof, was first registered in June 1986 and last MOT'd in 2011 at 81,266. It was found during a house clearance in York and apart from three tax discs from 2004/05 there is no paperwork. Please note that the engine turns over but will not fire, it appears the aftermarket immobiliser may be the issue. Sold with no paperwork, this 924 should be a relatively easy restoration project to get back on the road.
Los 504
1990 Renault 5 Express diesel van, 1595cc. Registration number H41 LAJ. Chassis number VF1F4040506113528. Engine number C485785. The second generation R5, was launched in October 1984 with right-hand drive models for the UK market were in January 1985. The bodyshell and platform were completely new (the platform was based on that of the larger Renault 9 and 11), and R5 aesthetic remained; styling was by Marcello Gandini. The biggest changes were adoption of a transversely-mounted powertrain from the 9 and 11 and MacPherson strut front suspension. The second-generation R5 also spawned a panel van version, known as the Renault Extra. This car was intended to replace the R4 F6 panel van, production of which had ceased in 1986. LAJ was bought new by G Kane Vehicle Repairs of Middlesbrough in 1990 who sold it to our vendor in 2014, when the mileage was 56,094 miles. He ran it for a few years until its last MOT in 2018 at 59,708 when it was parked up. When visited by the cataloguer a new battery was all it needed to start.Sold with the V5C, MOT failure sheet, please see the DVLA site for the details and MOT history, a rare sight on the roads today.
Los 507
1962 Bedford JO truck, 2561cc. Registration number 571 XVM (non transferrable). Chassis number JOC 62761. Engine number 3794.First manufactured in 1958, the Bedford TJ continued in production in some form for over 30 years, although after the mid ?70s it was only available for export, typically to South Asia. It came in several different model sizes with varying load capacities; the one-and-a-half ton J1 being the smallest through to the J6 which could carry 7 tons.The half-ton J0 (sometimes referred to as a JO with an ?o? not a zero), like we have for sale here, was introduced in 1960 as a pickup and van featuring a cab almost identical in appearance to that used on the small TJ models. It was powered by the 2.6 litre straight six petrol engine from the Vauxhall Cresta (Bedford?s parent company) giving 95bhp and near saloon car levels of performance. Contemporary reports claim that the J0 could top 100mph - something very few light-commercials could do back then.It delivered power through a three-speed all-synchromesh column-shift gearbox. Suspension was provided by semi-elliptic springs and telescopic dampers on both axles. When first introduced in the UK it was priced at £627 for the full-bodied pick up or £475 for just the cab and chassis. A large number of the production were exported to "The Colonies".XVM was one such machine spending its life in New Zealand on a farm. Brought home in 2020 it has been registered with DVLA and will be driven to the saleroom.Offered in as used condition it is a blank canvas for the next custodian to make it into whatever they so desire. It has the desirable four on floor gearbox compared to the normal three on the column.Sold with the V5C.
Los 510
1989 VW Polo Mk2, 1272cc. Registration number G775 MKH. Chassis number WVWZZZ80ZKW168973. Engine number 2G040290. The Polo Mk2 was introduced in October 1981, with the major change being the introduction of a third body style with a steep rear window, in addition to a version resembling the original Mk1 shape with a diagonal rear window. The Polo competed in the supermini sector with its new rivals like Austin Metro and Ford Fiesta and it was one of the largest superminis in production at this time, meaning that it was close to larger cars including the Ford Escort in terms of size, space and price. Within two years of its launch, however, it was faced with competition from a wave of new rivals, particularly the Fiat Uno and Peugeot 205. MKH was purchased new by our deceased vendor and used sparingly over its time with her. It has a 5 speed gearbox. There is a large folder of receipts dating back to the early 1990's confirming the current mileage of 44,512 miles. The last MOT was carried out in September 2020 although we do not have the official paperwork. Sold with the V5C, MOT history and a large collection of receipts. The car was driven from Bridlington to our Goole saleroom on trade plates and no issues were noted, although we would advise safety checks as it has been stood for a while.
Los 514
1978 MG BGT, 1798cc. Registration number BFK 303T. Chassis number GHD5 465873 G. Engine number 18V 847 H 24081.The MGB-GT was originally introduced in 1965. By 1967, incremental changes lead to the designation of Mark II (officially the 1968 model year). This model continued in production until August 1971, and was then superseded by the Mk III in October 1971, from chassis number 258004. Like the Mk I and II, the Mk III is a two-door 2+2 powered by a front-mounted, rear-wheel-drive 1798cc B Series engine. The Mark III had a revised interior, with centre console housing rocker switches and two vents in the middle. An armrest was fitted between the front seats, which now had nylon inserts.In October 1974, from chassis number 361001, the model underwent its most dramatic visual change when large black 'rubber' bumpers on front and rear were added to meet US impact regulations. The nose was redesigned and front indicators incorporated into the bumper. The ride height of the car was increased slightly and overdrive included as standard.BFK was owned by Charles Bolland of Wolverhampton in the 1980's and then in 2019 Michael Rollason of Doncaster bought selling it to our vendor in November 2020. At some point it has undergone a full, engine out , respray from the original Inca Yellow to the the current blue, the seats have been replaced with cream leather, the dash board replaced with a wooden version and proper splined chrome splined wire wheels added.The MOT history shows 61,571 in 2012, it was then off the road until 2018 at 61,735, presumably the period of its restoration. Today it shows 61,891 miles.Sold with the V5C and various paperwork, this MB is now ready to be enjoyed over the summer months.
Los 517
1996 Land Rover Discovery Series 1, 300 TDi, 2495cc automatic. Registration number P32 XRH. Chassis number SALLJGM73VA542535. Engine number unknown.The Discovery Series I was conspicuously presented during the 1989 Frankfurt Motor Show was strongly based on the more upmarket Range Rover, using the same chassis, suspension and 4WD-system. It was Land Rover's first model that was positioned as a family car, designed to be both fully off-road capable, and suitable as a daily driver for any family, even offering more luggage space, and optionally more seats than the Range Rover. At launch, the Discovery was only available as a three-door model, but the five-door version followed the next year, in 1990. Both were fitted with five seats, with the option to have two jump seats fitted in the boot. Compared to the Range Rover, the Discovery was given a slightly longer rear, which was further extended on the series II. In order to make room for optional third row jump seats, the spare wheel had to move to the outside of the car, fitted to a side-swinging rear door, instead of the Range Rover's split tailgate. The roof of the rear section of the car was raised, to create sufficient headroom in the third row. Combined with a safari side window cluster, this gave the Discovery its own distinct look and profile. The Conran Design Group designed the interior. In 1994 the 300TDi engine was introducedXRH is a Japanese market example that has enjoyed one family ownership since import in 2006 when the mileage was some 60,000KM. It comes with a very detailed history listing all works undertaken, including two timing belts and regular waxolying. The most recent MOT was at 143,000 and is current until May 2022.Sold with the V5C, two keys, current MOT, MOT history, folder of receipts, this well cared for Disco would appear to have a lot of life still in it for the next custodian.
Los 520
1979 Triumph Spitfire 1500, 1493cc. Registration number GED 830V. Chassis number FH 133903. Engine number FP 48619E. 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. GED was first registered in December 1979 and by 1991 was with Mr Prescott of Hornsea, followed by Mr Lane in 1992, the mileage at this time was 78,989. Our vendor bought it as project in December 1996 and started a body off restoration, a spare body tub was sourced from California, the chassis was blasted and painted, a new bonnet, boot and door skins came from Rimmers as was the exhaust system. All components were giving a refresh and the car was repainted in the original Inca Yellow and a new hood fitted. Completed in 1998 the speedo was reset and an MOT obtained, used very occasionally ever since, the mileage is now only 1,494 miles. A testament to the custodian the car has not deteriorated since and started with ease for the journey to the saleroom. Sold with the V5C, MOT's 1998-2003 and 2019, a variety of receipts from the restoration, some from its past and various Spitfire manuals. It should be noted that the engine block is from a MG Midget 1500.
Los 599
1976 Suzuki 250 GT, 247cc. Registration number PNR 710R. Frame number 98415. Engine number GT250 98756.The GT series of motorcycles were manufactured and marketed by Suzuki between 1972-1977, with a range of engine capacities and cylinder counts. In 1973 the T250 twin was updated with new bodywork, Ram Air cooling, a single disc brake in front and was designated GT250. The GT250 retained its original engine and six-speed transmission, both remaining basically unchanged from the T20 x6 Hustler of 1966. The marketing name of "Hustler" was retained for the North American market. The Ram Air cylinder head was no longer used on the 1976 year's GT250A, new cylinder finning was supposed to make up for its benefits. The model got cleaner lines, thanks to the dropping of the rather large Ram Air device. The new four port SCAV engine delivered slightly more power, a washable air filter, revised second and third gear ratios and a four (instead of three) bearing crankshaft. Passenger footrests were moved from the swinging arm to the frame. The side cover lost its fake air intakes. PNR was in the long term ownership of Jackie Bell, a grass track racer from Lincolnshire and emerged from a 20 year slumber in his shed upon his demise. Bought from his estate by James Riches in July 2015 who sold it to David Storr who gave it to this firm to auction in July 2017 as lot 1525. Bought by our vendor as a father/son project, it was stripped, the frame had two cracks that were welded then powder coated, the engine was stripped and rebuilt and the tin ware painted. Then the project stalled, reassembled for this auction with new fork seals, headstock and swinging arm bearings it now requires finishing. A new loom is required and other fettling.Sold with the V5C.
Los 600
1955 Triumph Tiger Cub, 200cc. Registration number VTN 180. Frame number T11013 (not found). Engine number T20 3250 2.With the introduction of the 149cc Terrier in 1952, Triumph re-entered the market for lightweight commuter machines. A simple, compact, unitary construction four-stroke with four-speed gearbox, the Terrier was joined in 1954 by an enlarged version - the 200cc Tiger Cub - that offered 60mph-plus performance and 100 miles per gallon fuel consumption. A big success, particularly with younger riders, the Cub underwent continual development for the next 16 years, finally ending up with BSA Bantam cycle parts before being dropped in 1970. The model remains a favourite with today?s collectors, many of whom would have commenced their riding career on a Cub, and is well served by an extensive network of parts suppliers and other specialists.VTN 180 was first registered on the 29th January 1955 by the Cowie dealership and by May 1962 it was with Charles Wakefield of Durham, the next year it moved to Leeds with Robert Isle, followed by Charles McNeil and then the father of our vendor in August 1966. It was used for commuting to work until in 1971 it had a replacement engine due to a cracked crankcase (the original is included with the machine), this was noted on the R.F. 60.It continued in daily use use until in 1979 it was withdrawn from active use, stripped and restored, both rear plunger slider forks were replaced at this time. Back on the road in 1982 it was only used for pleasure; its last run out was at the Castleford & District Cavalcade of British and Classic Bikes on the 14th June 1992 as entry 142. This was undertaken by the vendors father with the vendors brother in law on the Honda C110, JMC 52B, also in this auction. Shortly after this our vendors father passed away and the bike remained with his mother until her passing in 2019.Offered for auction with the V5C, photocopy R.F.60, various MOT's from 1964 until 1991, confirming the current mileage of 33,708, various tax discs from 1964 until 1992 and the afore mentioned crankcase. A great basis for a project.
Los 601
1964 Honda C110, 49cc. Registration number JMC 52B ( see text). Frame number C110 D291232. Engine number 65017.Introduced in 1958, Honda's classic C100 Cub 'step-thru' gave millions of people the world over their first taste of two-wheeled mobility. Better-built, more powerful and more reliable than the majority of contemporary mopeds, while endowed with handling superior to that of the small-wheeled scooter, the C100 set new sales records for motorcycle production and its descendants continue to be immensely popular today. The first sports derivative, the C110 Sports Cub, appeared in October 1960. This was a proper small motorcycle, with spine frame and a more powerful version of the C100 motor having a higher compression ratio and an alloy cylinder head. The model remained in production until 1966. The power was increased to 5bhp, and for a machine weighing only 66kg gave 50cc motorcycling a whole new appeal! For the first time, a 50cc roadster was able to top 50mph, and to put that into perspective, Honda?s Dream 50 special launched 37 years later in 1997, with four valves and double overhead cam, struggled to get to 40mph! Progress? JMC 52B was owned by Laurie Honey in 1980 before our vendors brother in law bought it in June 1986. Its last run out was at the Castleford & District Cavalcade of British and Classic Bikes on the 14th June 1992 as entry 603. JMC 52B was owned by Laurie Honey in 1980 before our vendors brother in law bought it in June 1986. Its last run out was at the Castleford & District Cavalcade of British and Classic Bikes on the 14th June 1992 as entry 603. This was undertaken with the vendors father on the Tiger Cub, VTN 180, also in this auction, after which the vendors brother in law emigrated to America.Sold with an old style V5 and an original Drivers Manual, an interesting a rare project.
Los 602
1970 BSA Bantam D14, 175cc. Registration number ULG 65J. Frame number HC 02141 B175. Engine number D14 B 5845 (see text).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. ULG has MOT history from a garage in Wigan dating back to 1993, then again in 2004, 2005, 2008,2009 and 2013 with a mileage of 8,828, today it is at 8,852. At some point it was then purchased by our deceased vendor, along with another D14, MXA 12G also in this auction. He has swapped the engines over as ULG should have engine HC02141 B175 fitted but this is dismantled along with the rest of MXA.Sold with the V5C and aforementioned MOT's, it will need recommissioning before use, please note that the V5C has not had the engine number changed.
Los 603
1959 BSA C15, 250cc. Registration number 350UYM (non transferrable). Frame number C15 4257. Engine number (see text) C15D 1770.BSA acquired the Triumph marque in 1951, and the BSA C15 250 cc four stroke was derived from the 200 cc Triumph Tiger Cub, itself coming from the 150cc Terrier. Edward Turner became head of the BSA automotive division and in 1958 BSA introduced the concept of unit construction, where the engine and gearbox were combined in one piece rather than as separate components. The BSA C15 'Star' was the first unit construction model and proved more reliable and economical than its predecessor, the pre-unit BSA C11.UYM was owned by David Atkinson of Sunderland in 2014 and our vendor bought it at auction in 2016. He has ridden it around his village but other projects have got in the way. It started on second kick when delivered for the auction.Sold with the V5C and an instruction manual, please note the engine number on the V5C is not the same as in the motorcycle.
Los 604
1962 Triumph Tiger Cub, 200cc. Registration number VSJ 675 (non transferrable). Frame number 78595 (not found). Engine number T20 78596.With the introduction of the 149cc Terrier in 1952, Triumph re-entered the market for lightweight commuter machines. A simple, compact, unitary construction four-stroke with four-speed gearbox, the Terrier was joined in 1954 by an enlarged version - the 200cc Tiger Cub - that offered 60mph-plus performance and 100mpg. A big success, particularly with younger riders, the Cub underwent continual development for the next 16 years, finally ending up with BSA Bantam cycle parts (as the Bantam Cub) before being dropped in 1970. The model remains a favourite with today?s collectors, many of whom would have commenced their riding career on a Cub, and is well served by an extensive network of parts suppliers and other specialists.Restored by our vendor in 2020 this Cub presents well, and looks ready for the road subject to the normal safety checks.Sold with the V5C and various receipts for parts that have been replaced.
Los 605
1968 BSA Starfire, 250 cc. Registration number CVG 102F. Frame number B25B 2452. Engine number B25B 2452 S (DVLA has B25B 24525).As a large motorcycle manufacturer, BSA had a wide range of models. They made several utilitarian bikes, including a variety of small displacement singles. Who could forget the 125cc Bantam, beloved by delivery services on both sides of the Atlantic. But America was sporting minded and BSA upgraded its small singles in both styling and performance to capture that market. In 1968, BSA introduced the B25 Starfire, a 250cc single that shared the styling of its larger sporting brethren.CVG started life as PBD 65F and was first owned by Dennis Smith of Northants, then dealers Walter Wragg Ltd of Mansfield in 1970, Clifford Clarke followed, then Glynn Cooper, Christopher Peacock Stephen Mawby of Kings Lynn in 1974 followed by Jonathon Taylor. An MOT exists for 1974 at 13,451 miles. In 1988 it was re-registered with DVLA an issued the CVG number, an MOT was issued at 15,047 miles. By 2016 it was with a Dr Beer and our vendor bought it in 2018.In running order but we advise safety checks as its mileage is only 15,138 now so it has had little use.Sold with the V5C, 2 x V.E.60's Mot's mentioned and various SORN documents.
Los 607
1956 AJS 16M, 350cc. Registration number KFV 338. Frame number A38236. Engine number 56/16MS 27927.Associated Motor Cycles announced its post-war range of AJS and Matchless heavyweight singles in June 1945. Coded Model 16M and G3L respectively, the two 350cc models shared the same 93mm stroke as their 500cc brethren, coupled to a 69mm bore, and could be distinguished by the different magneto position: forward of the cylinder in the AJS, behind it in the Matchless. Housed in a rigid frame with Teledraulic front fork, the ruggedly built overhead-valve engine drove through a four-speed gearbox. Hairpin valve springs were adopted for 1949 and a swinging-arm frame introduced, the latter initially for export only but available in the UK from 1950, machines so-equipped being suffixed ?S?.KFV was first registered on the 16th January 1956 and bought by our deceased vendor in 2010. There are old MOT?s on file from 2002 at 39,882 miles, 2003 at 40,049 miles and 2010 at 40,087 miles. Today the odometer reads 42,592 miles. An older restoration it presents very well, although unused for some time and gentle recommissioning will be required.Sold with the V5C, old MOT?s and a quantity of 16M literature.
Los 608
Travis engined bicycle, 1.5hp, c. 1950. Engine serial number 1515.The Travis Motor Kit was built by Power Products of Chicago, Illinois, who specialised in innovative small two-stroke engines for auxiliary bicycle power. Power Products supplied the flat-twin two-stroke motor for the Monark Twin-powered bicycle, and its own Travis Motor, sold independently, was intended for Scwhinn bicycles. It?s a very simple single-cylinder two-stroke engine with an aluminum cylinder and head, an aluminum piston and a forged crankshaft that was fully balanced for durability and smoothness. Two engine capacities were offered: a 1.5 HP kit and 1 HP kit, which are distinguishable by the size of the fuel tank attached to the motor?the 1 HP model?s fuel tank looks like a canteen. The kits sold for $69.99 to $89.99 in 1948, depending on the power output, and weighed only 17 pounds. The handlebar-mounted throttle (built by Tyco in Chicago) was combined with the decompressor to stop the motor. Ignition was by the flywheel magneto under that shapely domed cover.There is no history or paperwork with this unusual machine that should be a relatively easy to get running.
Los 610
1953 BSA Bantam D1, 125cc. Registration number JKY 632W (see text). Frame number BD2S 12485. Engine number YDL 2184.Many a now-mature motorcyclist's first two-wheeled experience will have been gained aboard a BSA Bantam. Developed from the pre-war DKW RT125 and announced in 1948, the Bantam became a top seller for BSA, in excess of half a million leaving the Birmingham factory before production ceased in 1971. Originally of 123cc, the engine grew first to 148cc and then to 172cc. Plunger rear suspension became available as an option in 1950, as did battery electrics powered by a 6-volt Lucas alternator, direct lighting having been relied upon hitherto. While larger-engined versions came and went, the original 123cc D1 Bantam in its updated, plunger-suspended form remained available until 1963.JKY would appear to have been put together c.1980 with a 1953 frame, dispatched from the June to Andrews of Scarborough with an engine from 1950, that was dispatch in the June to W. Cusworth, Doncaster. In 1989 it was owned by Cameron Maxfield of Rotherham and our vendor bought it in 2016 when the mileage was 33,196. He set about restoring it again and obtained VMCC certificates for the frame and engine. It was MOT'd the following year at 3 miles, today it stands at 6 miles.For sale due emigration it is sold with the V5C, MOT's and dating certificates. There should not be a great problem obtaining an age related certificate from DVLA.
Los 612
1957 Velocette LE, 200cc. Registration number 412 XUE (non transferrable). Frame number 200/4399/3. Engine number 200/4379/3.From 1948 until 1970, Velocette produced the ?LE?, a light engined motorcycle that was intended to meet the need in post-war Britain for a reliable and economical mode of transportation. Designed by Charles Udall, the LE was an innovative machine, stylistically unlike any motorcycle before; the four stroke, water cooled engine, clutch and gearbox unit were contained within enclosed panel work and the model benefitted from additions such as aluminium leg shields, foot boards, a glove compartment and detachable panniers. The LE was subsequently used by over fifty British police forces, and became known as Noddy Bikes, because of the nod Police officers had to give to their seniors.XUE has been stripped of its panels and has a "street racer" look about it. Owned by Derek Coppard of Bognar Regis in 2010 our deceased vendor bought it in 2017. There is MOT history going back to 2012 at 41,888 miles, today it is at 41,9250. Unused since his passing some 4 years ago it will require recommissioning.Sold with the V5C, past MOT's and various literature.
Los 613
1978 Kawasaki Z200, 198cc. Registration number XCF 992T. Frame number KZ200A-023452. Engine number KZ200AE 023451. The KZ200 was produced between 1978 (A1) and 1985 (A8) and was a four-stroke, single-cylinder commuter bike, with mechanical front disc brake, safety side stand, and electric starter, the steering lock is combined with ignition switch.XCF is unusual in being a UK bike, purchased from the High Wycombe Motor Cycle Centre on the 20th October 1978 by Mr M.F. Casling for £648.66 who traded in a 125cc Suzuki. It appears to have been little used and in original condition; a 2015 MOT was at 4,154 miles and a 2018 one at 7,792 miles. Purchased by our vendor at auction in 2016 he has used it occasionally.Sold with the V5C, MOT history, original invoice and brochure. It started easily and was ridden around our property when delivered.
Los 614
1984 Honda CM125 Custom, 124cc. Registration number A159 XFE. Frame number JC055 008186. Engine number JC05E 5008182.The Honda CM125 is a parallel twin cylinder air-cooled OHC four-stroke cruiser motorcycle made from 1978 to 2002. It had a top speed of 65 mph, the CM125C engine combines the single carburettor of the squat Honda CD125 Benly motor with the tall cylinder head and five-speed, gearbox of the sportier Honda 125 Super Dream.The design used popular North American cruiser styling and copied features found on larger displacement cruisers and factory custom-styling. The CM125 had high handlebars, megaphone silencers, a teardrop-shaped petrol tank and a stepped seat. It was a popular learner motorcycle. It was deleted from Honda's United Kingdom line-up in 1986.Owned by our vendor since 1987 it comes with a comprehensive MOT history from that date and was refreshed in 2019 when stripped to bare metal and powder coated, a new exhaust fitted. A new front tyre was fitted at this years MOT.Sold with the V5C, new MOT dated 30th Jun3 2021, Haynes manual, engine gasket set and a new seat cover.
Los 615
Lifan LF50QGY, 49cc. Registration number not registered, Frame number not found. Engine number not found.Lifan are a Chinese manufacturer of a range of motorcycles including this fun machine.We advise that safety checks are undertaken before a child is allowed to ride this machine as we have no history for it. The vendor states he has a letter of conformity which will enable UK registration.
Los 616
2021 Zhenhua ZH-CJL-125, 125cc. Registration number YN70 FKS. Frame number L37DMJCA6HZ070018. Engine number LC125 FM117050097.A Chinese copy of the ever popular Honda DAX ST125 monkey bike.New and unused, fuel injected 125cc, 4 speed gearbox, electric/kick start (will not start with side stand down, folding handlebars, dual seat. Ideal for a motor home or paddock bike.Sold with the V5C, manual and EC certificate of conformity.
Los 620
1958 Royal Enfield Constellation, 693 cc. Registration number 738 UXF (non transferrable). Frame number 7057. Engine number SM SA 6839.Like BSA and Triumph before it, Royal Enfield went on to enlarge its 500cc twin, eclipsing its rivals with the 700cc Meteor, Britain?s largest vertical twin at the time of its introduction for 1953. The crankcase remained fundamentally unchanged but the bore/stroke dimensions and engine top-end were those of the 350 Bullet, doubled up and restyled. Extensive revisions to the engine and the adoption of a new frame (shared by the Bullet singles) ushered in the Super Meteor in the autumn of 1955. While the Super Meteor was a fine performer, Enfield?s next development - the Constellation - was outstanding. Based on its immediate predecessor, the new sportster featured a 51bhp engine, revised frame and a handsome 4.25-gallon fuel tank. On test with Motor Cycling magazine in Belgium, a Constellation recorded a top speed of 115mph while averaging 51mpg, impressive figures by any standard.738 UXF was dispatched from the Redditch factory on the 3rd of July 1958 to Jaynes of Brynmawr, South Wales. It was the 95th Constellation built out of a believed 1389 and is a matching numbers example.Its life in Wales is unknown but in 2005 it was MOT'd in Swindon with a mileage of 10,842. In 2012 it was in County Waterford, Ireland where Joe Costello had the engine rebuilt including a crank regrind, new conrod and big end shells. Gordon Beard bought it in November 2011 and had a refurbished speedo fitted in 2014. Our vendor purchased it in July 2017 and has enjoyed using it, keeping it in it believed original condition. New tyres and tubes were fitted in 2018. He is now emigrating and cannot take it with him.Sold with the V5C, 2005 MOT, various paperwork, books, two cylinder heads and various other spares.
Los 621
1981 BMW R65, 649cc. Registration number PBY 360W. Frame number 6344737. Engine number 6304629. BMW extended its range of horizontally opposed twins in the late 1970s with the introduction of the R45 and R65. Looking very much like scaled down versions of BMW?s larger models, the duo, which shared identical cycle parts, featured sharper, more modern styling while both weight and overall dimensions were reduced. ?A little under 900 miles on an R65 simply failed to convince me that this is anything other than an excellent all-round working bike regrettably priced out of reach of your working man,? declared Bike magazine?s tester back in 1982. ?The R65 really is an amazing all-rounder. If you aren?t obsessed with speed or economy it makes a very, very attractive proposition. There?s 100mph performance, 57mpg if you?re gentle and 41mpg if you?re not, a five-gallon tank that makes touring England at weekends a less anxious business than it usually is, superlative brakes, a comfortable riding position, excellent tyres, long travel suspension and handling that will get you out of trouble over and over again. Add shaft drive and relatively smooth power and you should be marketing a winner. So why don?t you see more R65s on British roads?? The answer was, of course, price. At £2,363 in 1982, the R65 was over £600 more expensive than the faster Suzuki GS650 Katana, which likewise offered the convenience of shaft drive. PBY was first registered on the 16th January 1981 and by 1990 was with our deceased vendor, who at that time lived in Doncaster, moving to the Scottish Borders in 2002. During his custodianship the mileage rose from 56,624 in 1990 to its current 75,894, the last MOT being in 2004 at 75,148 miles. Since this time it has been in storage and represents an original example of a R65, in apparently good overall that hopefully should a relatively easy recommissioning exercise.Sold with the V5C and MOT's from 1990 until 2004.
Los 622
1965 Triumph 6T Thunderbird, 650 cc. Registration number EFW 706C. Frame number 6T DU20186 (not found). Engine number T120 ND31309.One of the most important developments in the history of Triumph's long-running parallel twin was the introduction in 1957 of unitary construction of the engine and gearbox, an innovation extended to the 650 range for 1962. A new alloy cylinder head was adopted at the same time, and the engine/gearbox unit went into a new single-down-tube frame with bolt-on rear sub-frame. Three 650s were offered initially: The Thunderbird tourer, Trophy trail bike, and Bonneville sports roadster. Improvements were made on an annual basis: new forks and 12-volt electrics (the latter on the Thunderbird only at first) arriving for 1964 and a new frame with revised steering geometry for 1966. Mid-way through '66 the Thunderbird was dropped from the range together with the 3TA and 5TA tourers, their passing marking the final disappearance of Triumph's characteristic headlamp nacelle.EFW was owned by Brian Slater of Lincoln in 1997 before selling it to John Turner of Lincoln in 1999 who sorned it in 2019 before selling it to our vendor. It is believed to be an ex Police machine and the engine was changed to the current Bonneville T120 c.1997. There is MOT history from 1997at 473 miles, 2015 at 521 and 2016 at 525 miles. It now shows 528 miles.Our vendor has not used it although it has been fired up occasionally and is now being sold to fund a holiday!Sold with the V5C, V5, three past MOT's and a few receipts, together with a new front wheel, mud guard and various other spares. It will need recommissioning before road use.
Los 625
1960 BSA A10, 650cc. Registration number 347 UYM (non transferrable). Frame number GA7 10816. Engine number DA10 12861.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.UYM was originally registered 2786 CD in August 1960 and by 1968 it was with John Hate of Bexleyheath, by 1971 it was in Sidcup with Edward Piper. There are MOT's from 1989 until 1998 by when the mileage had risen to 83,949 miles. In 2013 Eric Patterson of Ascot bought it and had it MOT'd in 2015 at 86,561 miles. He had it reregistered as UYM and sold it to Stephen Hurrell in 2015 who over the next several years restored it. Our vendor acquired it in 2021.Sold with the V5C, R.E.60, various old MOT's and quantity of receipts for parts.
Los 627
1990 Royal Enfield Bullet 500, 499cc. Registration number H310 YAT. Frame number OB5237H. Engine number OB5237H.The Bullet, Royal Enfield's signature machine, was introduced in Britain in 1949 as an about-town errand runner and daily commuter. The company went racing and racked up a number of victories in motocross, road racing and trials, proving its worth and cementing status as a legitimate, competitive brand. By 1954, the Bullet's versatility and dependability attracted the interest of the government of India. With the duty of patrolling its border with Pakistan in mind, 800 units were ordered. Evidently, the Indians were pleased enough with the motorcycle's performance to place sizable orders the next two years. This led to the British manufacturer opening a factory in the east to better accommodate this new, vital customer. Within two years, the plant was producing the Bullet entirely from scratch in Madras, India.Ironically, in 1967, as Royal Enfield was thriving in India, the original company collapsed in Britain, falling victim to the onslaught of the burgeoning Japanese marques. But, by then, Enfield India was operating as its own entity, with a steady homegrown demand for its product that ensured fiscal stability and continued growth. This was certainly helped along by the country's population surging toward one billion. The result of this unusual reversal of fortune is that Royal Enfield remains the oldest motorcycle manufacturer still in business with an uninterrupted history of trading.Owned by our deceased vendor from new it passed to his wife on his demise in 2017, there is an MOT on file at 97 miles in 2015 and the odometer now reads 192 miles. We are unable to verify or confirm the mileage.Sold with the V5C, owners manual and afore mentioned MOT.
Los 628
1980 Triumph Bonneville T140E, 744cc. Registration number GWA 714V. Frame number T140E CB26743. Engine number T140E CB6743.The final phase of development of Triumph's vertical twin commenced in 1972 with the first appearance of the new 750cc version of the Bonneville. Other improvements included a new ten-stud cylinder head, triplex primary chain, stronger transmission, and a disc front brake, while a five-speed gearbox, introduced on the preceding 650 Bonneville, was standard equipment on the 750. After the Meriden debacle, Triumph continued with the Bonneville as its main model, ringing the changes to produce a succession of special and celebratory editions, while significant technological developments included the adoption of electronic ignition and the introduction of models with electric starting and an 8-valve head. It was, of course, too little too late and the company folded in the early 1980s.GWA was purchased by our vendor in 2018 as a project, see photos on file!!He has fully restored the machine at a cost, in parts, of close to £4,000, including a full engine rebuild and powder coating the frame along with paint, electrics and wheels. Just completed it has passed its MOT for many years and will require finally fettling so that it can be enjoyed for many years to come.A serial restorer, our vendor has now moved onto another project.Sold with the V5C, a list of the works undertaken, photos pre restoration and many receipts.
Los 629
1958 Norton Dominator 99, 596cc. Registration number 852 BHY. Frame number N14 78402. Engine number N14 78402.Norton?s 500cc twin found a new home in the racing singles? ?Featherbed? duplex frame in November 1951. The newcomer - titled ?Dominator 88? - was the first production Norton roadster to feature the lightweight, race-proven chassis. Updated annually, by the decade?s end the Dominator had received an alloy cylinder head, full-width hubs, welded rear subframe, alternator electrics, coil ignition and - for 1960 - the narrower ?slimline? Featherbed frame among countless other improvements.Introduced for 1956, the 596cc Dominator 99 was outwardly identical to the 88. Endowed with greater power and higher gearing enabling it to top the magic ?ton?, the 99 nevertheless retained all the excellent handling and steering characteristics associated with the Featherbed chassis. One of the Rockers? favourites, the 99 remained essentially unchanged - apart from gaining alternator/coil-ignition electrics for 1958 - until dropped in 1962.BHY was purchased by our vendors engineer husband in 2016 and subject to a full overhaul, the file has £2500 of receipts for parts including a magneto rebuild. Unused since his passing in 2017 it will require recommissioning before use.Sold with the V5C and afore mentioned parts receipts.
Los 630
1966 Triumph 3TA, 348cc. Registration number MYU 354D. Frame number 3TA H43516. Engine number 3TA H43516.Triumph re-entered the 350 class in 1957 with the introduction of the Twenty One. Its arrival ushered in Triumph's unitary construction era, which saw the engine and gearbox, previously separate components, combined within a single structure, albeit one that retained a vertically split crankcase assembly. Readily distinguishable by its Shell Blue metallic finish and 'bathtub' rear enclosure - a feature later applied to Triumph's larger models - the newcomer was renamed '3TA' in September 1958. With just 18.5bhp on tap, Triumph's smallest twin lacked the urgent acceleration of its larger brethren, but nevertheless was a capable tourer good for around 80mph while delivering excellent fuel economy. Subject to an older restoration MYU has MOT history back to 2009 at 1,491 miles, in 2013 it was owned by Roy Wilson of Leven, our vendors deceased engineer husband buying it in 2015. Unused since his passing in 2017 it will require recommissioning before use.Sold with the V5C, MOT history and several receipts.
Los 631
1958 BSA A10 Gold Flash, 650cc. Registration number VSL 499 (non transferrable). Frame number FA75752. Engine number AC10-3061.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.VSL was bought by our vendors deceased engineer husband in 2015 and a rebuilt magneto was put on it at a cost of £734. Unused since his passing in 2017 it will require recommissioning before use.Sold with the V5C and receipt.
Los 635
1978 Honda CX500 trike, 496cc. Registration number YFA 62F. Frame number CX500 2016831. Engine number PC02E 4009938.This trike uses a Reliant back axle with home made additions to the frame and body. Owned by Bertram Morley of Pocklington in 2004 our vendor bought it in 2006. Last MOT'd in 2015 at 54,728 miles it has been unused since.Sold with the V5C and some old MOTs, it will need recommissioning before use.
Los 636
1979 Honda CB650Z, 626cc. Registration number CFX 455T. Frame number RC03 2000364. Engine number RC03 E2000393.Introduced in 1979, the CB650 was one of the final four-cylinder models to use the single-cam engine that had first appeared in the legendary CB750 of 1968, Honda already having moved on to twin cams and four valves per cylinder for its larger motorcycles. Owned by our vendor since 2002 with MOT certificates from 2003 at 32,793 miles and 2005 at 33,310 miles, it currently stands at some 33,734 miles.Recommissioned earlier this year with many items including new fork seals , overhauled calipers, brake pads and hoses, new throttle and choke cables, carbs cleaned and balanced, tappets adjusted, service, new battery and new indicators all round.Now ready for the road, although one should perform safety checks with any new braking system.Sold with the V5C, two old MOT's and a Haynes manual.
Los 637
1974 Norton Commando 850, 828cc. Registration number FRN 422M. Frame number 316478. Engine number 316478.The 850 Commando was the last new machine from medium-sized Norton Villiers before the firm endeavored ? ostensibly with British Government assistance ? to assume control of the bankrupt BSA Triumph Group, which, with two large equally outdated factories, was an altogether bigger enterprise. It is a much labored tale, of course, but one that impacts on certain models, for no sooner were Norton and Triumph under way in the joint operation than it was felt the management?s former sharp focus upon Norton ? who, ?til then, had traded profitably ? was seriously now diluted. BSA, as we know, failed to survive the merger, and the hiatus with unions at Triumph?s old Meriden factory ensured that newly created NVT didn?t produce any new models until 1975. Norton?s 1974 build, therefore, was arguably the last of the pure Nortons! The original 750 Roadster, with options for 7 colors of fiberglass fuel tank, hit the market in 1970, proving an instant success in USA and elsewhere. Steel fuel tanks and front discs were added for the 1972 season and, given its momentum, there was little reason but to continue the Roadster, unchanged, but from 1973 fitted with the sturdier 850-motor. The 850, which actually displaced 828cc, employed the same transmission as before, but the motor itself was strengthened to give even better low down performance. In recalling that the 850 had originally appeared as a 500, designed by Bert Hopwood in 1948, contemporary magazine road testers were amazed with how little stress the 850?s huge torque was delivered.FRN was imported into the UK by our vendors deceased engineer husband in 2015 and then subject to an extensive rebuild, including the fitting of an electric start, new camshaft and followers, Lockhead caliper. Unused since his passing in 2017 it will require recommissioning.Sold with the V5C and a large quantity of receipts for over £4,000 for parts used during the rebuild.
Los 638
1961 BSA A10 Super Rocket, 646cc. Registration number 692 XVD (non transferrable). Frame number GA7 20232. Engine number DA10R 5672.One of BSA's most beloved engines, the pre-unit A10 650 joined the 500cc A7 model in 1949. The existing parallel-twin architecture was retained for the A10, with its bolt-upright cylinders, 360-degree crankshaft and single camshaft. In 1955 the A10 Road Rocket arrived with a sporty 40bhp tune courtesy of an aluminium cylinder head. The editors at England's Motor Cycling magazine coaxed their test bike to a top speed of 109mph. For 1958 the model morphed into the Super Rocket, which added a further 3bhp to the package by way of additional cylinder-head tweaks and an Amal Monobloc carburettor, not that the bike was all about speed. "The current model can be throttled back to accept happily the inevitable limitations of built-up area riding," noted Motor Cycling. "In these less spectacular circumstances, one's patience in jogging along at 30mph is rewarded by remarkable - for a lusty 650cc twin - fuel consumption." The Super Rocket would remain in the company catalogue until the 1964 advent of the unit-construction A65s.XVD, is a matching numbers machine that was dispatched from the factory to Warburton Hollingwood of Oldham on the 23rd October 1961. C.1971 our vendor owned it, photograph on file, he subsequently passed it onto a family member and then to their children who used it as a field bike. Around 2002, with a bereavement, the paperwork was lost and our vendor managed to buy it back in 2018. He then began the most exacting restoration with every nut and bolt being replaced with stainless, the entire machine was stripped and restored, powder coating where needed, chromed where needed, new loam, bearings clocks rebuilt. The restoration was completed in 2018 with a new MOT and re-registered as 692 XVD. He has covered some 533 miles on her and she lives in his conservatory. Sadly his wife has passed away and he has lost interest in the Rocket.When collected by our courier it fired up with ease and sounds wonderful, Spicers can highly recommend this machine.Sold with the V5C, 2018 MOT, BSA Owners Club dating certificate, large quantity of receipts for the restoration, photographs, the original bars and pipes and other spares. Our vendor will happily discuss any aspect of the machine with the new custodian.
Los 641
1923 Connaught, Barr & Stroud sleeve valve 350 cc. Registration number SV 5859 (non transferrable). Frame number 3551. Engine number (DVLA 347) 231572 (see text).First seen in 1912, Connaught motorcycles were built by the Bordesley Engineering Company of Birmingham, whose first offering was a 293cc two-stroke single. Like the four-strokes of the time, early two-stroke engines relied on hand-pumped lubrication, with oil being delivered from a separate compartment within the fuel tank. Connaught though, was among the first to use 'petroil' lubrication, whereby oil is mixed with the petrol, which would become the accepted method and remain so for several decades. However, a hand pump was retained, presumably to allay fears about possible unreliability. In 1922 the 348cc two-stroke model appeared, this had a three-speed Burman gearbox and all-chain drive. In 1924 the marque was bought by the J. E. S. Motor Company and production moved to Gloucestershire for a while, before going back to Birmingham. Connaught motorcycles were last produced in 1926.Little is known of SV 5859's early life, but it is listed in the VMCC register in 1991 with frame/engine 3551/347 and a registration number of CJ ????, a Gloucester number. Jeremy Burnett of Lightwater near Guildford was the owner in 1983 which presumably when it lost the CJ number and gained the reissued SV one. In 1996 it was purchased by our vendor and at some point the Barr & Stroud engine was fitted. An older restoration, it was last MOT'd in 2011 and taxed in 2013 so will need recommissioning for road use.Sold with the V5C and V5, please note the V5C has the engine capacity as 23572 cc, the engine number being 231572.
Los 643
1976 Harley - Davidson SS250, 250 cc. Registration number PAO 308P. Frame number 9E12091H6. Engine number 9E12091H6.Harley Davidson's attempts to capture a share of the world's market for lightweight and mid-size two stroke bikes was somewhat doomed from the start due to the impending, if not foreseen, influence of the environmentalists, who even today would be glad to see the back of the 2-stroke. The average well used Asian concrete mixer probably puts out more pollutants than all the Harley strokers ever made, but H-D got the message eventually and by 1978 none were listed in the catalogue. The largest 2 stroke offered previous to this was a 250cc version similar to the 1976 machine pictured here. So rare that the model is not even referred to in the official H-D archive on the writer's bookshelves, but the ubiquitous Internet does recognise the model, which appears to be a Yamaha inspired design. These lightweight Harleys were built by the Aermacchi factory in Italy under license with HD from the early 196's until the late 1970's.This example was sold by DK Motorcycles of Newcastle under Lyme to Paul Tonge of Barnsley in March 2016 as a trade sale who purchased a new wiring loom from the USA. It was then sold by this firm, as a project in July 2019, to our vendor who has completely restored it. This included a full engine rebuild, stainless steel rims and spokes, respray, new SX exhaust system and new tyres. Since then he has covered just over 1000 trouble free miles and it is only for sale due to ill health.Sold with the V5C, DVLA correspondence, various receipts and booklets.
Los 645
2017 KTM 390 Duke, 373cc. Registration number KR17 LPU. Frame number VBKJGJ402GC291351. Engine number 690245333.The KTM 390 Duke was developed under a joint program of Bajaj and KTM engineers, in which the concept was developed in Austria, while everything else, including design and final product development, was done in India by Bajaj. Launched at Milan in 2012, in 2017 the 390 series' front brake disc was increased from 300 mm to 320 mm. The headlight was redesigned and converted to LED. The display became a colour LCD panel with phone pairing capability. Seat height was increased from 800 mm to 830 mm and the wheelbase was decreased 10 mm. The brake and clutch levers were also made manually adjustable. The throttle now uses a ride by wire system and the tank was updated from 11 to 13.5 L.It is an A2 licence friendly naked bike and is powered by a Euro 4 compliant liquid cooled 373.2 cc single cylinder four stroke engine, producing 42.9 bhp at 9,000 rpm and maximum torque at 7,000 rpm.LPU was purchased from Kestral KTM of Coventry on the 11th of May 2017 by our deceased vendor, at a cost of £3,869.00, he has only covered some 2,500 miles on it.Sold with the V5C, original folder with documents, invoice, service book (unstamped), various accessories and two keys
Los 648
2001 Suzuki TL1100SY, 996cc. Registration number Y231 CKM. Frame number JS1AG1113000101745. Engine number T501-120232.When Suzuki released the TL1000S in 1997 it is fair to say it wasn?t expecting the reaction it received. In fact, the next few months were the stuff of nightmares as phone lines to Japan went into meltdown, lawsuits were threatened and eventually the bike was recalled for a highly embarrassing safety update. It?s fair to say the TL1000S was a complete disaster for Suzuki, but were we all being a bit dramatic?The TL1000S, or ?widow-maker? as it was very quickly dubbed, was a brand new concept for Suzuki. Seeing the popularity of models such as the Monster, and with V-twins the 1990s must-have engine thanks to Ducati?s WSB domination, Suzuki decided to build their own version of a sporty naked V-twin. The problem was they went overboard and didn?t bother listening to the firm?s European testers?The result was an impressively punchy V-twin sportster with over-sharp steering geometry, radical rear suspension that couldn?t keep pace and, as a consequence, a reputation as a tank-slapper. Although quickly recalled and remedied via a steering damper and engine tweak the damage was done. Today, however, the bargain, ?bad boy? TLS is regarded as something of a cut-price, connoisseur?s classic.CKM is a rare unmolested original machine, Bought by our vendor from Alford Bros in Folkestone and ridden back to Goole, he also took it to Inverness and back on a road trip, apart from that it has pretty much sat in storage for 20 years, for a period of time it has been on display at Suzuki in York.It has just been recommissioned by Suzuki at at a cost of £960.37 with a full fuel system strip and clean. The mileage was only 2,166 at the MOT in April 2021.Sold with the V5C, MOT, service book, and Suzuki receipt, one for the collector.
Los 649
2002 Kawasaki ZX6-R A1P, 636cc. Registration number YP02 ELW. Frame number JKBZX636AAA004069. Engine number ZX636AE003512. PLEASE NOTE CAT D STATUS.Kawasaki introduced the ZX-6R in 1995 with very similar looks and features of the 1994 ZX-9R, including the ram-air intake that had been developed by Kawasaki since the 1990 ZX-11. It was capable of accelerating 0 to 60 mph in 3.6 seconds.In 2000, the first J series replaced the G, increasing power to 112 BHP by increasing the compression ratio from 11.8:1 to 12.8:1, with strong competition from Honda's CBR600F4i, Suzuki's GSX-R600, and Yamaha's YZF-R6, Kawasaki decided on an unusual move for the late 2002 models. They increased the capacity of the traditional 600 cc motor to 636 cc. This version used the J series bodywork with the only notable differences being the "636" stickers on the fairing. Purchased by Karl Lasulo in 2002 from Carnell's of Doncaster, they serviced it 2002 and 2003 at 849 and 2,058 miles. In 2006 our vendor purchased at the Scottish MOT history confirms its low mileage, the last one in 2012 was at 8,022, today it is at 8,390 miles. In 2007 it was involved in a CAT D accident and repaired. Our vendor rode it until 2012.Sold with the V5C, MOT history, service receits and other paperwork.
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