1998 Honda CB 500, 499 cc. Registration number S865 JNW. Frame number ZDCPC32A0WF204329. Engine number PC26E2306510. Honda CB500 were produced from 1993 until 2003, because of their low cost, reliability, and good handling they were popular with commuters, and Motorcycle couriers. They were also raced in the U. K. in the Honda CB500 Cup (changed its name in 2009 to the Thundersport 500 when Suzuki GS500 and Kawasaki ER-5 were included). According to Honda engineers, the 499 cc parallel twin DOHC engine was designed to last for 190,000 miles. One motorcycle was tested by Moto Revue from 1993 through 1996. Dismantled at 31,000 miles, the engine was in perfect condition. At 62,000 miles only the cam chain and the pistons were replaced, although, in the tester's opinion, it could have run with the original parts for longer with no problems. JNW was owned by Dennis Lumsdon from 2004 and rode it until 2007 when at 37,982 it was stored. In 2016 he made into this cafe racer it now is with hand built tank, side panels, seat, foot pegs, exhaust pipes and silencers. He changed the rear wheel and steering head bearings, clip ons and fully serviced it. MOT'd in 2016, 17 and 18 our vendor purchased it in April 2018 when at 43,151 miles, he has hardly used it. Sold with the V5C and details of the changes made.
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1978 Suzuki 250 X7, 249cc. registration number KNP 8T. Frame number 500201. Engine number GT2502 101185. Suzuki's GT250 X7 is the ultimate expression of the air-cooled 250 sports bike. Launched in 1978 it instantly became the fastest 250 on the streets. Motorcycle Mechanics' jockey-like test rider Brian Crichton - lying flat on the tank - squeezed 99.5mph out of the first test bike to reach our shores. Removing the mirrors yielded an extra 1mph, making the X7 the first genuine 100mph 250 in the UK. Mechanically, it was not a radical departure from the late '60s T250 Super Six. The secret of the X7's speed is not a huge leap forward in engine technology, but rather a crash diet. At only 128kg, the X7 is a staggering 18kg less than the GT250B and C models it replaced, and 23.5kg lighter than Yamaha's air-cooled RD250. Adopting a single downtube frame over the older GT's twin downtube layout shaved almost 1.5kg from the X7's chassis, and its ultra-compact engine weighs 7.3kg less than the 'old' GT250B/C mill. The X7's combination of power and light weight worked brilliantly and the bike was virtually the same from 1978 until it made way for the RG250 Gamma in 1983. In five years all that changed were its colours and graphics, and a switch to rectangular indicators and a one-piece clock housing in 1980. KNP had been well restored by a previous owner who stripped the engine, overhauled the crank and fitted new pistons, rings, small ends, bearings and seals, the frame was stripped and powder coated, with new bearings, the forks were rebuilt, carb overhauled, new cables, and electrics including a Rexspeed CDI unit, all the bodywork was resprayed, a new seat fitted as well as tyres and battery. Then it was set up on a rolling road for the Higgspeed exhaust system. Our vendor purchased it in December 2018 but there was a slight oil leak from the gearbox so he rebuild it with new seal, apart from that little has been done with apart from the occasional ride out. MOT's from 1995 at 20,397 and 1996 at 21,633 together with the 2017 one at 27,747, confirm its mileage; today it is 27,775. Sold with the V5C and old MOTS, the bike started instantly when the cataloguer viewed it and produced the video.
1975 Suzuki GT185 M, 184 cc. Registration number JOX 15P. Frame number 40273. Engine number 40411. In 1973, Suzuki introduced the GT185 twin-cylinder model equipped with Ram Air cooling, drum brakes front and rear and a combination electric starter/generator setup - marketed in North America as the "Adventurer". For model year 1974, the GT185 gained a single-disc front brake to rationalize it with the other GT models. It then remained basically unchanged, except for colour and trim items (which included a tail fairing in the 1977 'B' model and cast wheels in the final year 1978 'EC' model), through to the end of production with the 1978 MY. In some markets the GT185 became the RG185 and was sold with different trim. The 1974 model had a fatal engine flaw that caused steel powder and eventually half of the transmission oil dipstick to drop into the transmission. The rubber stopper for the transmission oil fill hole allowed the dip stick to vibrate enough to contact the primary drive gear. If not caught within '300 miles from new, the bearings in the transmission would be ruined. JOX had been fully restored before our vendor bought it in May 2018, although the rear lamp, front indicators and alloy wheels are from a later model. The MOT history goes back to 2009 at 29,860, 2010 at 30,125, 2014 at 30,314 and 2018 at 30,344; today it is at 30,670. Sold with the V5C, MOT history and two hand books.
1978 Honda CB400F2, 408cc. Registration number PKC 881S. Frame number CB400F2-1088487. Engine number CB400F-E-1084345. Now regarded as one of the classics of the 1970s, the Honda 400 Four first appeared in 1974. Described as 'the poor boy's muscle bike', its combination of a four-cylinder, overhead-camshaft engine in a 250-sized package endowed it a performance better than many 500s. With a stylish four-into-one exhaust, six gears and rear-set footrests, it was every boy-racer's dream and a huge commercial success. Comparing it to the opposition, Bike magazine reckoned the CB400 'represents a brilliantly engineered concept. It retains its appeal on several fronts: it's a four-stroke, and an awful lot of people are biased towards four-strokes; it's as quick as the two-strokes, yet on average road use will give considerably better fuel consumption; its handling is noticeably better than the two-strokes; and who can dispute that it's easily the best sounding 400?' PKC had an unknown history until 2017 when Robert Knight acquired it and began its restoration, quickly moving it on to our vendor who has fully restored it, including powder coating the frame and a repaint by Dream Machine of Nottingham, the engine has been fully overhauled and all running gear has as well,most of the parts have come from David Silver. Retaining its original mileage of some 46,000 miles these machine has hardly seen the road since completion. Offered for sale as our vendor is moving to a smaller property without the storage for his collection. Sold with the V5C, receipts for parts and works undertaken, Spicers can highly recommend this machine.
1976 Kawasaki KH 400, 400 cc. Registration number OBA 596P. Frame number S3F32169. Engine number S3E032690. Capitalizing on the success of the outrageous Mach III 500, Kawasaki followed up with a range of basically similar two-stroke triples, introducing the 750 H2, 250 S1 and 350 S2 in 1971. In 1973 the S2 was superseded by the 400cc S3, which boasted a longer wheelbase, disc front brake, rubber-mounted engine and - surprisingly - a few less horsepower than its 350cc predecessor. Although slightly down on performance, the S3 could nudge 110mph and raced through the quarter-mile in a little over 14 seconds, figures that put it at the head of its class. The H and S series ceased production after 1975, and the model line became the KH series in 1976, omitting the 750 from the lineup and leaving just the KH250, KH400 and KH500. Model designations changed to 'KH' in 1976, the new KH400 incorporating various improvements including CDI ignition. Stricter emissions regulation and advances in 4-stroke technology caused the demise of the Kawasaki triples in both cases in 1980. Outrageous and uncompromising in their day, these characterful Kawasaki triples have become highly collectible in recent years. OBA was first registered in the UK in December 2016 with a mileage of 9,929 , presumably an import from the USA, soon it was with a Graham Mableson. Our vendor bought it in August 2017 from The Bike Specialists of Sheffield with a mileage of 9,930. He has added only a few miles since, today it is at 10,099 miles. Sold with the V5C, various receipts and old MOT's this machine is highly recommended by Spicers. Offered for sale as our vendor is moving to a smaller property without the storage for his collection, Spicers can highly recommend this machine.
1977 Suzuki GT500B, 492cc. Registration number HRZ 4327. Frame number 98621. Engine number 98718. The Suzuki GT500 replaced the T500 twin in 1975. The new model looked very much like the classic T500, once sensationally fast and well-built machine, but in the mid-seventies already old-fashioned and smoky two-stroker. Its days were outnumbered. Suzuki made a good effort trying to modernize the once very popular model by releasing the GT500 that had a bigger tank, electronic ignition and a front disc brake. It had a single front hydraulic disk brake, identical to that which had been fitted to the GT380 and GT550. The forks were similar as well having 35mm stanchions and identical triple clamps to the GT range. The instruments were also identical to those found on the GT range. 1977 was the end of the line and only a few examples of this model were ever delivered by the factory. The last few GT500s on the showroom floor were heavily discounted and moved away to make way for the new four cylinder four stroke range. The B-model was delivered in red or blue colour and in the USA only, black. Owned by Christopher Brack in June 2017 our vendor purchased it in the November and began a comprehensive rebuild of the whole machine, including the wheels, chrome, engine and a paint by Dream Machine of Nottingham. It was MOT'd in November 2017 at 13,909 miles and April 2019 at 13,915 miles, the same as it has on the odometer today. Offered for sale as our vendor is moving to a smaller property without the storage for his collection. Sold with the V5C, expired MOT, various receipts for the work, Spicers can highly recommend this machine.
1972 Suzuki GT750 J, 750cc. Registration number YOD 709K. Frame number GT750 - 18823. Engine number GT750 - 65118 The GT750 was unveiled to much fanfare at the 1971 Tokyo show. This was Suzuki's answer to the Honda CB750, and the Kawasaki H2, but was very different to both. Driven by an in-line 3 cylinder 2-stroke engine, the 'Kettle' was also liquid cooled. Suzuki surprisingly opted for drum brakes (on the original), but the front was a 9 inch 4-leading shoe design, so was actually reasonably powerful. The engine was very impressive, with a nice flat torque curve, and good acceleration from as low as 2000 rpm. The engine firing impulses corresponds to that of a 6-cyl 4-stroke so this engine type runs very smoothly when in good tune. Visually these bikes are distinguished by the characteristic water cooling radiator in front of the engine, there is a cooling fan behind the radiator which kicks in at random occasions. The bike was known for the wide power band/low end torque allowing exceptional acceleration performance from low revs, similar in characteristics to the triple 2-stroke air cooled Kawasaki H2 750 (Mach IV) but more 'civilised'. The GT750 was not the first large displacement liquid cooled two stroke motorcycle, or even the first two stroke triple - that honour goes to Scott Motorcycles in the UK which produced a very small number (specifically eight !) of 750cc and 1000cc liquid cooled two stroke triples in the 1934/1938 time period. However, the GT750 was the largest displacement, mass produced (roughly 71,000 were sold world wide in total), liquid cooled two stroke engine ever offered for retail sale. The 1973 model, GT750 K was announced with extra chrome plating and two 295 mm discs replacing the drum front brake. No other manufacturer was offering dual front disc brakes at this time, so this was quite a marketing coup for Suzuki. According to VOSA YOD was MOT'd in May 2103 at 23,054 miles although it was not registered with DVLA, so possibly an import. In November 2014 it was MOT'd with a mileage of 23,060, DVLA allocated the YOD registration number and it was bought by Alexandre Filho for £3,000; he commissioned an extensive rebuild of the machine spending some £7,000 on it. Stotford Engineering stripped and rebuilt the top end of the engine, rebuilt the running gear and ancillaries at a cot of £1,920. BAZ Kettle Clinic rebuilt the bottom end, including polishing the crankshaft at a cost of £1,500 and Motorcycle Works of Peterborough undertook another £1,200 of work. By 2016 it was on the road and MOT'd at 23,507 miles. Rarely used in May 2018 our vendor purchased it from Premier Motorcycles of London and had the frame powder coated and the exhaust system rechromed, at this time the speedo was changed and an MOT issued in August 2019 at 15,361 miles, today it is the same. Offered for sale as our vendor is moving to a smaller property without the storage for his collection. Sold with the V5C, current MOT, various receipts for works undertaken.
1972 Suzuki GT750 J, 750cc. Registration number PTC 42K. Frame number GT750 - 18071. Engine number GT750 18106. The GT750 was unveiled to much fanfare at the 1971 Tokyo show. This was Suzuki's answer to the Honda CB750, and the Kawasaki H2, but was very different to both. Driven by an in-line 3 cylinder 2-stroke engine, the 'Kettle' was also liquid cooled. Suzuki surprisingly opted for drum brakes (on the original), but the front was a 9 inch 4-leading shoe design, so was actually reasonably powerful. The engine was very impressive, with a nice flat torque curve, and good acceleration from as low as 2000 rpm. The engine firing impulses corresponds to that of a 6-cyl 4-stroke so this engine type runs very smoothly when in good tune. Visually these bikes are distinguished by the characteristic water cooling radiator in front of the engine, there is a cooling fan behind the radiator which kicks in at random occasions. The bike was known for the wide power band/low end torque allowing exceptional acceleration performance from low revs, similar in characteristics to the triple 2-stroke air cooled Kawasaki H2 750 (Mach IV) but more 'civilised'. The GT750 was not the first large displacement liquid cooled two stroke motorcycle, or even the first two stroke triple - that honour goes to Scott Motorcycles in the UK which produced a very small number (specifically eight !) of 750cc and 1000cc liquid cooled two stroke triples in the 1934/1938 time period. However, the GT750 was the largest displacement, mass produced (roughly 71,000 were sold world wide in total), liquid cooled two stroke engine ever offered for retail sale. PTC, a rare J model, was first registered on the 5th July 1972 and its early life is unknown. In September 2013 David Bradford acquired it and began a comprehensive overhaul, including a crankshaft overhaul by Chris Applebee Engineering, the brakes were overhauled and the tinware repainted in the original Candy Jackal Blue. It was MOTed in July 2014 at 24,041 miles. In January 2017 our vendor purchased it from Chris Hall Motorcycles with a mileage of 24,328 and he then recommissioned it and had the exhaust system rechromed and the tank repainted. Little used the mileage rose to 24,414 in 2018 and 24,431 in 2019, today it stands at 24,438 and is very good condition. Offered for sale as our vendor is moving to a smaller property without the storage for his collection. Sold with the V5C, current MOT, various receipts for works undertaken.
1976 Suzuki GT 750A, Dunstall replica, 750 cc. Registration number MNA 93P. Frame number GT750 66334. Engine number GT750 72913. The GT750 was introduced in 1972 with the J with a double-sided, twin-leading shoe, 200 mm drum front brake with 180 mm drum rear. The 1973-1975 models, K,L, M had improved brakes, retuned engine, higher gearing. The 1976 GT750A model pretty much stayed the course with only minor changes to trim items and the obligatory paint colour change. The final 1977 model GT750B had a few changes including black side panels. As with all big two strokes of the late 1970's, the GT750 was a victim of stricter emission regulations and competition from technical developments of four-stroke motorcycles. Paul Dunstall, was a specialist tuner of 1960's and early 1970's originally with Nortons. In 1966 Dunstall Motorcycles became a motorcycle manufacturer in its own right, so that Dunstalls could compete in production races and set a number of world records before sales of the Dunstall Nortons declined in the 1970's consistent with the demise of the British motor cycle industry and corresponding rise in Japanese imports. He worked on both Yamaha's and Suzuki's in this period and the bodywork could be ordered to be retro fitted or when you bought your machine new. Subject to a total restoration in 2011/12 by the previous owner, and painted in Barry Sheene colours, it featured in owners club calendar and magazine. Polished engine, All Speed expansion chambers, Purchased from Keystone of Hampshire in October 2018 it has only covered 127 miles the rebuild. Offered for sale as our vendor is moving to a smaller property without the storage for his collection. Sold with the V5C, current MOT, Spicers can highly recommend this machine.
1980 Kawasaki KZ750, 750 cc. Registration number EAM 469V. Frame number KZ750E - 007502. Engine number KZ750EE - 016741. Having established its performance credentials with the Mach III two-stroke triple, Kawasaki went on to ace the opposition with the awe-inspiring Z1. Launched in 1972, the big 'Z' spawned a range of smaller fours, the first of which was the Z650. One of the most capable sports bikes of the 1970s, the Z650 - along with the contemporary Suzuki GS750 - helped dispel the myth that big Japanese bikes didn't handle, its sturdy duplex loop frame inspiring confidence in a manner quite unlike that of its predecessor's. Effectively a Z1 in miniature, the Z650 was vastly superior to Kawasaki's existing Z750 twin, so it came as not surprise when Kawasaki bored out the smaller four to create a new 750 multi, the Z750E, using, basically, the 650's cycle parts with the addition of a second front disc brake. Unlike Kawasaki's last big twin, the BSA-clone W650, the KZ750 was thoroughly up-to-date. The 55 horsepower, 745cc twin had double overhead cams, shim and bucket valve adjustment, a Morse Hy-Vo primary drive chain and five gears. Vertical twins vibrate, so Kawasaki gave the 750 a pair of chain-driven counter balancers. It worked - mostly. Although smooth at low and moderate rpms, period testers faulted the twin for a distinct buzzing at anything over 4,000rpm, and feared it would shake itself apart at anything approaching its 7,750rpm redline: It wouldn't, it just felt that way. EAM was UK registered in September 1993 and was owned by a Howard Rowson in November 2011 when the mileage was about 14,000. Acquired by our vendor in May 2015 at 19,050 miles it has remained in his garage since. In running order, we would recommend what should only be a light recommissioning before use. Sold with the V5C.
1981 Yamaha XS650, 653cc. Registration number UNK 894W. Frame number 447- 856128. Engine number 856128. When the Yamaha XS 650 was launched in October 1969 it had one of the most advanced engines in its class of large parallel twin motorcycles. The engine and gearbox are unit construction with the crankcase split horizontally for ease of assembly whereas almost all contemporaries in its class in 1969 are either unit construction with a vertically split crankcase or pre-unit construction with separate engine and gearbox. In 1969 only the Laverda 750S, and the Honda CB350, also launched that year, matched the XS 650's modernity of unit construction and SOHC valve operation. The XS 650 was produced until 1985, with regular upgrades to the braking system, suspension and engine. UNK is an UK machine, first registered on the 31st of March 1981 and is believed to have been owned by a musician originally and our vendor bought it from a music producer who had bought from his estate in 2004. Stored unused in a barn since then when our vendor bought it in 2013 the indicated mileage was only some 6,000 miles. He has totally stripped and rebuild the machine, powder coating the frame, and other parts, the tinware was resprayed, a new wiring loom fitted, the wheels were rebuilt as were the brakes. Upon examination the engine and gearbox where found to be in very good order so have not been touched apart from a service; it was back on the road in 2019. There is a detailed history folder of the work undertaken, along with receipts for the parts/work. It is being sold to make room for his next project. Sold with the V5C, MOT until October 2020 and the history folder.
1960 Matchless G12A, 646 cc. Registration number not registered, Frame number A76562. Engine number 60/G12L X 2326.The G12 was one of the last motorcycles under the Matchless name and was also produced as the AJS Model 31 by the same company. Designed by Phil Walker, AMC knew that it had to be a 650 cc but wanted to use as many parts from the Model 11 as possible. The cylinders could not be bored out further so the stroke was lengthened from 72.8 to 79.3 mm, resulting in a capacity of 646 cc. This meant developing a new crankshaft and primary chaincase, which also provided the opportunity to add a Lucas alternator. Volume production began in September 1958. In 1959 the G12 was redesigned and modernised as the De Luxe with a new full cradle tubular duplex frame and a new cylinder head. Vibration had always been a problem, so the crankshaft was upgraded to nodular iron. Capable of 100 mph performance, the G12 became popular with the American market.Purchased as a project 2011, our vendors father has comprehensively restored the machine with a powder coated frame, all tin ware resprayed, full engine rebuild, magneto overhauled by Dave Lindsey, stainless steel rims and spokes, all electrics replaced and completed in c. 2018. It was then stored as part of his collection, it now just needs final recommissioning. The Owners Club dating certificate confirms that the frame was dispatched from the factory in August 1960 going to the Indian Company of Massachusetts, USA.Sold with the dating certificate and copious receipts and a list of all of the components bought or restored.
2000 Kawasaki VN1500 J-1 Drifter, 1470cc. Registration number J15 OOK. Frame number JKBVNT50JJA002441. Engine number VNT50AE075821. The Drifter is a fuel-injected, shaft driven and water cooled, part of the Kawasaki Vulcan line of cruiser motorcycles created in the classic style lines of the 1940s Indian Chief, built between 1999 and 2005. The Drifter was the result of a discussion between Ken Boyko, Don Emde, son of Indian legend Floyd Emde and John Hoover of Kawasaki. Retro motorcycles were becoming the rage and the question was posed "What would a modern up-to-date Indian look like and what kind of technology would it have?" They enlisted Denny Berg of Time Machines Inc. to build such a machine. They gave him an early 1995 Classic and the drawing and turned him loose. The final result was a motorcycle called the "Super Chief", which was taken to several shows in 1996/97 and was such a hit with the riding public that Kawasaki took the Super Chief to Japan and put it into production. Due to patent law they couldn't use the Chief moniker and up until its release the name had not been settled on. The Drifters are intended to be a "tribute" to the 1948 Indian Chief and so closely resembles the Indian Chief of the late 1940's that the uninitiated mistake it for an "old" Indian. The Drifter's design drew a positive response from reviewers who liked the Indian Chief's deeply valanced classic fender skirts as opposed to the more traditional motorcycle fender style. Rear air shock absorbers, original swingarm arrangement, and progressive front suspension made it a comfortable cruiser capable of covering great distances comfortably. OOK was first registered in September 2000 and serviced by KJM Superbike of Wigan at 794 miles the following year, serviced again at 2,047 miles, 2004, 2,095 miles in 2006, 2,260 in 2008, and at 3,560 miles. Purchased by our vendor in April of this year at 23,485 miles but he finds it too heavy to use. Sold with V5C, MOT until April 2021, complete MOT history back to 2003, confirming the current mileage, service book and owners manual. The machine has been well looked after and started up easily when viewed for photography and it certainly has street presence.
2008 Royal Enfield Bullet 500 Electra, 499 cc. Registration number LK08 MXA. Frame number E3AHBST56C001029. Engine number 6LS501029D. The Royal Enfield Bullet was originally a British overhead valve single cylinder four-stroke motorcycle made by Royal Enfield in Redditch, Worcestershire, but now produced by Royal Enfield Motors, the successor to the British company, at Chennai, Tamil Nadu, in India. The Royal Enfield Bullet has the longest production run of any motorcycle having remained continuously in production since 1948. The Bullet marque is even older, and has passed 75 years of continuous production. The Royal Enfield and Bullet names derive from the company's links with the Royal Small Arms Factory in Enfield, London. The British company produced many noteworthy motorcycles over the next seven decades until the '70s when it folded. Manufacture continued in India, though the bikes were predominantly intended for local use and were not widely exported. In 1995 Enfield of India bought the rights to the name "Royal Enfield" and began renewed development efforts. Modern carburetors, five-speed transmissions and new twin-leading-shoe front brake systems were notable improvements. MXA is a three owner example is fitted with the lean burn engine, a five speed gearbox operated on the left and electric start with only some 5700 miles from new it offers the perfect mixture of classic motorcycling on a modern machine with an amazing history. Purchased in these rooms on the 31st July 2016 with a mileage of 5,345 it has hardly been used by our vendor. In October 2106 he replaced the headlight rim and gear lever with Indian imports. Sold with the V5C, current MOT until 22nd July 2020, old MOT's and the service manual.
2011 Norton Commando 961 Sport, 961 cc. Registration number KJ51 COM. Frame number SAYCMM01SAY000213. Engine number 501/0037. Few motorcycle makers (outside Italy) have had as troubled a history as Norton, which over the last 40 years has undergone periodic revivals, all of which, ultimately, failed. Norton's enduring fascination stems from a reputation forged on the world's racetracks during the first six decades of the 20th Century, when the silver-and-black bikes from the Bracebridge Street factory swept all before them. The revitalised company existed until recently, Stuart Garner, acquired the rights to the Norton name from its US owners in 2008. Development and production of a new Commando model had been begun by Kenny Dreer of Oregon in the late 1990's and this all-new design was further developed at Norton's factory at the Donington Park race circuit. Recognisably related to the last Commando of the 1970's, the new café racer-style Norton roadster boasts an over-square (88x79mm) air-cooled overhead-valve twin-cylinder engine incorporating a 270° crankshaft and counter-balancer. A maximum output of 82bhp (at the rear wheel) is claimed, giving a top speed of over 130mph; deliveries of the new Norton Commando 961 SE commenced in 2010. On 29 January 2020, it was announced that the company had gone into administration and on the 17 April, it was reported that India's TVS Motor Company had acquired the business in a £16 million cash deal. COM was purchased from Norton on the 26th January 2011 by Karl Jackson, and serviced by them in June 2011 at 559 miles, MOT'd in June 2014 for the first time at 933 miles and a year later at the same mileage, in 2016 it was serviced and MOT'd by Krazy Horse of Bury St. Edmunds at 1034 miles. In 2017 it was purchased by our vendor from The Bike Specialists of Sheffield and MOT'd at 1047 miles. In 2019 he had it MOT'd at 1,119 miles and today it is at the same mileage. Sold with the V5C, MOT until August 2019, service book, handbook, wallet, two keys and various receipts; the battery is new. Offered for sale as our vendor is moving to a smaller property without the storage for his collection, Spicers can highly recommend this machine.
1953 Sunbeam S8, 489cc. Registration number SSL 421 (non tranferrable). Frame number S7 5792. Engine number S8 10297. A wartime design by Erling Poppe, the Sunbeam inline twin was introduced by BSA, owners of Sunbeam Cycles Limited, in 1947, loosely based on the BMW R75 designs that were acquired as war reparations by BSA). Built in Redditch, the unusual engine layout was similar to that of a car, being a longitudinally mounted inline vertical OHC 500 cc twin based on an experimental 1932 BSA design (the Line-Ahead-Twin - LAT) with coil ignition and wet sump lubrication which, through a dry clutch, drove a shaft drive to the rear wheel. The inline engine made this technologically feasible-horizontally-opposed ("flat") twin engines on BMW motorcycles had already used shaft drives following the system employed by Nimbus in 1918. A luxury tourer, it was of advanced specification. The clutch housing and four-speed gearbox bolted directly to the back of the engine, which was rubber mounted in the duplex loop frame, an innovation that required a flexible joint in the exhaust system ahead of the silencer. The first S7 version was equipped with balloon tyres, a feature not carried over to the deliberately more conventional and also lighter and cheaper, S8 introduced in 1949. The front fork and 7" brake were now standard BSA components and there were numerous other changes made in the interests of rationalisation. Never as popular as BSA's more performance orientated models, the gentlemanly S7 and S8 remained in production until 1957. SSL would appear to have been recommissioned in March 1991 when it was re registered with DVLA, By 2001 it was with David Edsar and our vendors father purchased it in 2003, MOT's in 2000 show a mileage of 3,590, in 2002 at 3905, 2005 at 3,906. Today it shows the same 3,906. Having been stored in a dry garage for the last 15 years it will require recommissioning before use on the road. Sold with the V5C and three old MOT's, please note DVLA has the frame and engine recorded as 57 and 58 not S7 and S8.
1960 Triumph T100A, 500 cc. Registration number 671 LKR. Frame number T100A H17622. Engine number T100A H17622. The unit series Triumph is so well chronicled it is a difficult task adding any fresh facts to the legend, which in 500cc and 650cc capacity was undoubtedly the UK's most popular twin, whether for touring, sports, or outright competition. Between 1957 and the late 1960s the Triumph factory at Meriden regularly produced in excess of 30,000 twins per annum, although the sweeter running half litre models tended to be rather overshadowed following the introduction of the ultra successful 650cc Bonneville. During their lifespan the 500cc Speed Twin and Tiger 100 were subject to a number of mechanical updates, though it is fair to say that the later enclosure of the bike's rear end was not Triumph's most popular innovation! LKR was purchased by our vendor in July 2018 as a barn find and he obtained a dating certificate from the Triumph Owners Club which stated that it left Meriden Works on the 16th August 1960, with a Quickly Detachable rear wheel and dispatched to W.B. Jury Ltd of Tunbridge Wells. He has nearly completed the restoration with an engine rebore and plus 0.20 pistons, the gearbox was fine, the wheels were rebuilt with chrome rims, painted hubs and stainless steel spokes, the frame was powder coated, the forks have been stripped and rebuilt, new loam and battery, plus many smaller parts. The restoration has now stalled and he acknowledges it is time to pass it onto someone else to finish and enjoy. Sold with the V5C, owners handbook and parts catalogue, various receipts and a quantity of used spares that have been replaced.
1959 BSA A10 Golden Flash, 650cc. Registration number LSL 530. Frame number FA7 12463. Engine number CA10 3731. 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. The BSA Owners Club dating certificate states that the frame was dispatched from the factory to S. Andrews Motors of Newcastle on the 7th April 1959, the engine is from a machine dispatched to Gordon Woodman Ltd of Holbeach on the 10th August 1954. Our vendor purchased the powder coated frame in 2015 and commenced a restoration over 2018 and 2019. He used Service Engineering to regrind the crank, he fitted new big ends, pistons, camshaft, and bearings, the gearbox was inspected, requiring no work he fitted new primary and rear chains, the running gear included new hubs and spokes with Dunlop K82 tyres, new brake shoes and cables. He fitted a Wassell 12 v electronic ignition with a new gel battery, made a new wiring loam with a four fuse box and a positive earth regulator. Since completion he has travelled some 250 miles on it but is now selling a the space is needed. This very well sorted machine is testament to the restorer and should give many years of good and reliable service in the future. Sold with the V5C, dating certificate and a copy of the wiring diagram.
1960 Triumph 6T Thunderbird project, 649 cc. Registration number WAJ 225. Frame number D 3956. Engine two present 6t 28118, 6T 30923. Triumph's post-war 6T was a trend-setter from its introduction for the 1949 season, the 650cc Siamesed twin-cylinder, overhead valve engine punching out 34bhp at 6,300rpm, giving Edward Turner's new machine an impressive turn of speed. True to Triumph form the new 6T was a particularly good-looker and once again Triumph's choice of names was impeccable, the name Thunderbird certainly reflecting the nature of performance that a new owner could expect from his machine. The success of the 6T model is reflected in its production run which continued until 1962. This project was registered with DVLA by our vendors father in 1983 and consists of the frame, various tinware, two part engines, gearbox and other parts, prospective purchases should satisfy themselves as to the completeness of the project. Sold with the V5.
11938 Triumph Tiger 100, 500 cc. (see text). Registration number EYV 687. Frame number TH 6362. Engine number 40 T100 29620.Although Edward Turner’s Triumph Speed Twin caused a sensation when it appeared at the 1937 Motorcycle Show, few of its admirers can have guessed how influential the design would prove to be. True, there had been vertical twins before; indeed, Turner’s predecessor at Meriden - Val Page - had designed one a few years previously, but Triumph’s newcomer established a formula that would be adopted by all of Britain’s major motorcycle manufacturers in the succeeding decade. And whereas previous vertical twins had suffered from excess bulk, Turner’s was lighter and narrower across the crankcase than the contemporary single-cylinder Tiger 90, whose cycle parts it shared, and from certain angles looked just like a twin-port single. This was just what the conservatively minded motorcycling public wanted and the Speed Twin proved an enormous success for Triumph, lifting the company out of the economic doldrums and setting it on the road to future prosperity. Performance proved exemplary for a road-going 500, around 85mph being attainable by the Speed Twin while the Tiger 100 sports version was even faster.Technical changes over the Speed Twin included forged alloy pistons, a very early use of the technology. The cylinders were forged in a single casting and held in place by eight studs, instead of the Speed Twin’s six. The Tiger 100 featured a single Amal carburetor, possible thanks to the 360-degree firing interval of the two cylinders. Finished in silver and costing £5 more, new features included a larger fuel tank and detachable silencers, the result being a machine that could touch 100mph in road trim and exceed it with the silencer end-caps removed.In March 1939, Triumph came up with an unorthodox launch of the new Tiger 100. Using a Tiger 100 and a Speed Twin straight from dealers showrooms, endurance was tested with a run of over 1,800 miles from John o'Groats to Land's End in Cornwall then to the Brooklands circuit for six hours of continuous high-speed laps, where riders Ivan Wicksteed and David Whitworth averaged 78.5 miles per hour with a final lap of 88.5 miles per hour, winning Triumph the Maudes Trophy. The Tiger 100's sporting pretensions were later further proven through Freddie Clarke's 1939 lap record at Brooklands of 118.02 miles per hour on a bored-out 503 cc Tiger 100.When production resumed in 1946, the T100 reappeared with telescopic forks in place of the original girders, and separate dynamo and magneto instead of the pre-war version's magdyno.EYV was acquired by our vendor in the late 1970's, the frame is a 1938 Speed Twin and he painstakingly built a 1940 Tiger 100 with the correct engine as noted above. He had it registered in 1983 with DVLA.He went to great detail, the mixture levers have Amal stamped on them, the tool box has a piano hinge, all nuts and bolts are period correct and only found on pre war machines. He fitted a five speed gearbox but the original four speed is included with the sale. Also of note is that the engine has a bronze head fitted.Over the years the machine has only received regular maintenance and has now covered some 82,000. In 2005, with a friend on a 1940 Speed Twin, over a period of a week, he completed the same run as the Maudes Trophy of 1938, ending up at Brooklands.Now at the ripe age of 91 he has decided to part with the bike, he last rode it in 2019 and when the cataloguer attended he kicked it over on the third attempt, impressive!Sold with the R.F.60 V5, V5C, many tax dics, MOT's, original manuals, photocopied articles, Spicers are honoured to have been asked to find the Tiger 100 a new home after 50 years of ownership.
1949 Sunbeam S8 Project, 498cc. Registration number MSV 955. Frame number S8 2240. Engine number unknown. A luxury tourer, it was of advanced specification. The clutch housing and four-speed gearbox bolted directly to the back of the engine, which was rubber mounted in the duplex loop frame, an innovation that required a flexible joint in the exhaust system ahead of the silencer. The first S7 version was equipped with balloon tyres, a feature not carried over to the deliberately more conventional and also lighter and cheaper, S8 introduced in 1949. The front fork and 7" brake were now standard BSA components and there were numerous other changes made in the interests of rationalisation. Never as popular as BSA's more performance orientated models, the gentlemanly S7 and S8 remained in production until 1957. This project was registered with DVLA by our vendors father in 1983 and consists of the frame, various tinware, three part engines and other parts, prospective purchases should satisfy themselves as to the completeness of the project. Sold with the V5.
1961 Triumph Tiger Cub project. Registration number (un registered). Frame number T76253. Engine number TBC. Introduced in March 1954, the Triumph T20 Tiger Cub was a snip at £127, a little over half the price of its big brother, the 650cc Triumph 6T Thunderbird. This attractive four stroke 199cc bike, with its instantly recognisable exhaust note, was Triumph's answer to the popular but smokey, two stroke BSA Bantam. Built at Triumph's factory at Meriden and with a top speed approaching 70mph, the Cub won many admirers selling over 110,000 units in the 15 years of its production. This project has recently been pulled from a shed that was being demolished. A stalled restoration project that is believed to be nearly complete, sold with a spare engine, but no paperwork.
1975 Suzuki GT750 M, project. Registration number KPW 930N. Frame number GT750 - 54565. Engine number No Engine. KPW was bought by our vendor for the engine which he has used in a Special that he is building. It was imported from Toronto by Top Dog Games Ltd on NOVA 19E125452 and assigned the KPW by DVLA in September 2018. Sold as a rolling chassis, with the V5C and NOVA documentation.
1979 Honda CB250N Super Dream, 249 cc. Registration number SDN 966T (see text). Frame number unknown. Engine number unknown. The CB250N Super Dream was the latest in a long line of quarter-litre sports twins from Honda when it arrived in the late 1970's. A worldwide sales success, the CB250N featured Honda's 'Euro' styling and Comstar wheels, while the 6-valve, twin-cylinder motor delivered its 27bhp maximum output via a six-speed gearbox. Tested by Bike magazine in 1980, the versatile CB250N returned an overall fuel consumption figure in excess of 50mpg with a top speed of over 80mph. This example has recently been pulled from a shed that was being demolished and has suffered since last being on the road in 1998. There is no vin tag on the frame. DVLA records state it to on a SORN. Sold with no paperwork, and various spares including a part frame.
1969 Royal Enfield Cafe Racer Project, 250 cc. Registration number XYF 371G. Frame number 9172. Engine number 8441. Royal Enfield was the brand name under which The Enfield Cycle Company Limited of Redditch, Worcestershire, sold motorcycles, bicycles, lawnmowers and stationary engines which they had manufactured. Enfield Cycle Company also used the brand name Enfield without Royal. The first Royal Enfield motorcycle was built in 1901. The Enfield Cycle Company is responsible for the design and original production of the Royal Enfield Bullet, the longest living motorcycle design in history. The 250cc class was important in the UK as it was the largest engine which a learner could ride without passing a test. In the late 1950's and early 1960's, Royal Enfield produced a number of 250cc machines, including a racer, a Scrambler with the biggest-seller being the Crusader, a 248cc pushrod overhead valve single producing 18bhp. Our vendor purchased this machine in November 2018 with the intention of building a cafe racer in the Continental mould. He had the engine rebuilt by Steve Wilson, see letter on file, the frame has been powder coated, new rims and spokes, new exhaust, there is a list of the new parts included to finish the project including a new loom and used parts. Sold with the V5C, various paperwork and the spares.
1954 Ariel Huntmaster, 650cc, project. Registration number 933 CMY. Frame number DU 1044 (see text). Engine number LF 251.Following Ariel's acquisition by the BSA Group in 1951, an exercise in 'badge engineering' a few years later saw the launch of a new model - the Huntmaster - which deployed the 650cc twin-cylinder engine of the BSA A10 in Ariel's new swinging-arm frame. In Ariel guise the power unit differed only in detail, its origins being disguised beneath a reshaped timing cover, while on the primary drive side Ariel's traditional 'dry' clutch was retained. The factory claimed a top speed of 90-95mph, with fuel consumption of 65-70mpg when cruising at 45mph. Produced from 1954, the Huntmaster disappeared along with the rest of Ariel's four-strokes in 1959.First registered in November 1954 this machine was with John Thompson in 1971 before our vendor bought it in 1972. Prospective buyers should satisfy themselves as to the completeness of this project.Sold with the V5 and V.E. 60, please note that they both list the frame as DU 1195 not 1044.
1957 Ariel Red Hunter, 497cc, project. Registration number WNN 952. Frame number APR 4789. Engine number AMB 508 (see text).In 1946 the Red Hunters became the first models to feature Ariel's new telescopic front fork, and the following year could be ordered with the optional Anstey Link plunger rear suspension. A new duplex loop frame with swinging-arm rear suspension was adopted for 1954 and the 500cc VH gained an alloy 'head at the same time (a feature the 350cc NH would not enjoy until the 1956 range was announced).This project was owned by Mr Wright of North Frodingham in 1962, before he sold it to A J Twiddle in the early 1970's and then S Ariss in 1975, our vendor bought it from him shortly thereafter. Prospective buyers should satisfy themselves as to the completeness of the project.Sold with the V5 and V.E. 60, please note that they both list the engine as AMB 808, not 508.
Three Silver and Enamel Hinged Compacts, including a silver square compact with gold edge by Deakin & Francis, Birmingham 1951, 6.5cm by 6.5cm; a circular compact with engine turned cover by C Payton, Chester 1931, 6cm diameter; another in pale pink enamel with silver mounts by Harry Clifford Davis, Birmingham 1921, 7cm
Three Silver and Enamel Mounted Hinged Compacts, including an engine turned compact by Crisford & Norris Ltd, Birmingham 1937, 7cm by 7cm; an early 20th century yellow enamel and silver square shaped compact, marks rubbed, 7cm by 7cm; another silver compact impressed with the maker's initials KW, London, 1944, 6.5cm by 6.5cm
Four Silver and Enamel Mounted Hinged Compacts, including an engine turned compact by Dudley Russell Howitt, Birmingham 1936, inscribed with initials and date, 7cm by 6.5cm; another similar with canted corners by Crisford & Norris Ltd, Birmingham 1956, 7.5cm by 7.5cm; a green enamel and silver circular compact by Turner & Simpson, Birmingham, 1938, with inscription, 6.5cm diameter; a slightly larger similar compact in blue enamel by Mappin & Webb Ltd, Birmingham 1941, 7.5cm (4)
A collection of various railway and steam models, comprising two limited edition Corgi Vintage Glory of Steam models, a Burrell Showmans Road Locomotive No.3910, certificate numbered 490/1510, and a 1922 Foden Steam Wagon, all with original boxes, together with three N gauge railway models, a Fleischmann Piccolo 7027, a Bachmann 2-6-2 Union Pacific loco and tender, a Graham Farish 371-025-LN Class 20 diesel 20906 DRS engine, all with plastic cases a Dapol Model Railways Club 2008 rolling stock, with original box, a Lledo Trackside Scammell Handyman Low Loader, two replica steam engines, and a white metal 200th Anniversary Richard Trevithick's Steam Locomotive model with coin. (10)
Hornby, Bachmann, Wiking, BT Models and Others - Approximately 20 predominately unboxed plastic model vehicles mainly by Viking and similar in various scales. The lot also includes an unboxed Hornby 0-4-0 OO gauge tank engine together with quantity of model railway accessories such as Bachmann #36-407 OO scale 1950 Train Crew figures, BT Models Long Packing Cases and similar. Unboxed items are in Playworn condition. Boxed and packed items items Mint in Excellent packaging.
Bachmann - Three unboxed OO gauge steam locomotives by Bachmann. Lot includes 2-6-0 steam locomotive and tender Op.No.6319 in GWR green livery; 0-6-0 tank engine Op.No. 7768 in GWR green livery and 0-6-0 tank engine Op.No 8700 also in GWR green livery. Items are Playworn but generally are in Very Good condition overall.
A one owner Ford Ka Style Climate 1299 cc. petrol engined Motor Car in metallic blue, CE58 BZD. First registered on 1st September 2008. Currently showing under 22,000 miles, mileage at last M.O.T. was 20,759. SORN'd., M.O.T. expired on 1st September 2017, car has not been on the road since but started easily with a jump pack. Battery is now charged and the car drives well as would be expected. Car is currently at a garage being inspected for the possibility of being M.O.T.'d but may require attention to the sill areas/underside. The lot description will be appropriately updated as soon as possible and certainly well before the auction. ***Latest News: Garage state that appears to be some surface corrosion mainly to sills, no perforation and the car may well have a new M.O.T. test on Thursday 2/07/2020*** STOP PRESS: Contrary to the original opinion provided by the local garage, THE CAR HAS FAILED ITS M.O.T. TEST The report can be inspected on-line at the DVLA web-site. This is a real shame as the car drives beautifully and the type of engine installed has a timing chain as opposed to a timing belt. Sorry, we do not appear to have any welders in this auction. N.B. - BUYERS PREMIUM ON THIS LOT 10% + V.A.T. (Total Premium 12%).
Mixed Lot: George V silver cigarette case of hinged square form, engine turned decoration, Birmingham 1928, a Victorian cigarette case of shaped rectangular form, Birmingham 1893, a Victorian mother of pearl and silver bladed folding fruit knife, Sheffield 1899, together with five George V silver bean end coffee spoons, Birmingham 1912 and two EPNS spoons (qty)
Mixed Lot: George V silver framed desk calendar, easel back, 14 x 12cm, Birmingham 1918, maker's mark Charles S Green & Co Ltd, a silver cigarette box of hinged rectangular form, engine turned decoration with an engraved presentation cartouche, wood lined, 14.5 x 8.5cm, Birmingham 1960, together with four silver backed dressing table brushes, various dates and makers
Second quarter of 20th century gents import hallmarked 9ct gold cased wrist watch having blued steel hands to an engine turned silvered dial with black Arabic numbers, side button wind, circular dial to a shaped square case, the case back stamped with the London import hallmark for 1928, mounted on an old brown leather strap
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