Breguet. Gold repeating lever watch, No. 3174, the enamel dial with Arabic numerals and subsidiary dial, signed beneath the six numeral Breguet, signed again to a small circular disc at the four numeral, Breguet No. 137, the case back and sides decorated with engine turning, the inner case inscribed No. 3174 Breguet, 56mm diameter, presented in a red Morocco leather covered irregular octagonal case, No. 137, together with a Breguet key and length of watch chain, also including: miscellaneous supporting paperwork from Maison Breguet and a bill of sale dated 1899 (alterations by Bruguet)Some wear to the engine turning on the back case, two small chips to the edge of the dial, balance swings, subsidiary seconds hand present but detached. NB. Alterations carried out by Breguet as per accompanying paperwork
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Large gold open face pivoted detent tourbillon chronometer, signed Moremble, Eleve de Breguet, No. 4, the silvered engine turned dial with Roman numerals, subsidiary seconds dial and power reserve indicator and inscribed either side of the subsidiary dial ' Regulateur a Tourbillon ', inscribed to the inner cover, ' No. 4 Chronometre Tourbillon, Moremble Eleve de Breguet ', signed again to the back plate and numbered 4, 61mm diameter, presented in a red Morocco leather covered case from Desoutter and also including Desoutter's invoice dated 1930 and two letters from Mrs Desoutter inviting Mr Payne to purchase the watch owing to the death of her husbandPROVENANCEThe Francis Payne Collection of Pocket Watches Francis Payne was a successful consulting and mining engineer working out of London offices in the early years of the last Century. His collection was formed mainly between 1910 ? 1930, the result of what he considered to be his ?Favourite Recreation, He developed contacts with various leading retailers and Auction Houses at the time. Several pieces offered here retain original invoices from Louis Desoutter, who also carried out some repairs. There are also interesting original invoices and letters from Breguet and others.The collection has remained in the Payne family ever since and none of these watches will have been seen on the open market in recent times.Generally in very good clean condition with slight signs of wear to the case commensurate with age, dial clean, balance swings
Breguet. No. 2330, a half quarter repeating sapphire cylinder pair cased watch, the silvered engine turned dial, signed Breguet below the twelve numeral, the gold inner and outer cases decorated in profuse guilloche enamel with floral scrolls on a claret ground for the Ottoman market, presented in a red Morocco leather covered case by Desoutter, together with a Breguet key and a length of gold watch chain, also included, Breguet certificate No. 2774, detailing the sale of the watch by Leroy Constantinople 1811, also a certificate from Breguet detailing various 19th Century repairs, carried out for S.E. Abraham Pacha and a Louis Desoutter invoice, dated 1928 detailing the sale to Mr Payne. There are further notes and labels attached suggesting a link with Sultan Sellim III and a mention of Napoleon, however these are fragmentary and as yet unsubstantiatedPROVENANCEThe Francis Payne Collection of Pocket Watches Francis Payne was a successful consulting and mining engineer working out of London offices in the early years of the last Century. His collection was formed mainly between 1910 ? 1930, the result of what he considered to be his ?Favourite Recreation, He developed contacts with various leading retailers and Auction Houses at the time. Several pieces offered here retain original invoices from Louis Desoutter, who also carried out some repairs. There are also interesting original invoices and letters from Breguet and others.The collection has remained in the Payne family ever since and none of these watches will have been seen on the open market in recent times.Inner case and dial in excellent condition, outer case with old enamel repair to the back, balance swings, repeat mechanism attempts to run but stops
John Gordon. Gold repousse quarter repeating pair cased verge watch, signed to the back plate and to the inner dust cover, the later engine turned gold dial with blued steel hands, the inner case with a pierced and engraved band, the outer case pierced with scroll work, the centre with a scene from classical mythology, 50mm diameterProvenance - The Francis Payne Collection of Pocket Watches Francis Payne was a successful consulting and mining engineer working out of London offices in the early years of the last Century. His collection was formed mainly between 1910 ? 1930, the result of what he considered to be his ?Favourite Recreation, He developed contacts with various leading retailers and Auction Houses at the time. Several pieces offered here retain original invoices from Louis Desoutter, who also carried out some repairs. There are also interesting original invoices and letters from Breguet and others.The collection has remained in the Payne family ever since and none of these watches will have been seen on the open market in recent timesOuter case with slight wear but generally good for its age, the inner case similar, the dial with slight areas of wear, balance swings, repeat mechanism operating but sticky.50mm is the diameter of the pair case. There are no marks to the pair case.
Small and slender 18ct gold and silver cased lever watch in the manner of Breguet. The silvered engine turned dial with offset chapter ring, Roman numerals, regulator vector and vacant signature cartouche, the back and sides decorated with engine turning, 45mm diameterProvenance - The Francis Payne Collection of Pocket Watches Francis Payne was a successful consulting and mining engineer working out of London offices in the early years of the last Century. His collection was formed mainly between 1910 ? 1930, the result of what he considered to be his ?Favourite Recreation, He developed contacts with various leading retailers and Auction Houses at the time. Several pieces offered here retain original invoices from Louis Desoutter, who also carried out some repairs. There are also interesting original invoices and letters from Breguet and others.The collection has remained in the Payne family ever since and none of these watches will have been seen on the open market in recent timesOuter case generally good with slight wear and scratches and small vacant pin hole to the perimeter, dial with some slight marks particularly to the chapter ring between nine and twelve o'clock, regulator vector hand lacking, balance swinging but sticky
Continental gold cased dual time lever watch with centre seconds, the inner case signed by the retailer John E. Hyde and Sons, London, No. 1862, the gilt floral engraved dial with a subsidiary seconds dial, the movement with parachute and compensations, the outer case with engine turning and floral engraving, the loop and bezels also engraved and with a chronograph stop / start / slide to the band, 54mm diameter, together with a sales invoice from Searle, Hoare and Co., dated 22nd May, 1916Provenance - The Francis Payne Collection of Pocket Watches Francis Payne was a successful consulting and mining engineer working out of London offices in the early years of the last Century. His collection was formed mainly between 1910 ? 1930, the result of what he considered to be his ?Favourite Recreation, He developed contacts with various leading retailers and Auction Houses at the time. Several pieces offered here retain original invoices from Louis Desoutter, who also carried out some repairs. There are also interesting original invoices and letters from Breguet and others.The collection has remained in the Payne family ever since and none of these watches will have been seen on the open market in recent timesSlight wear and scratches to case commensurate with age, dial very clean, inner case and case back also very clean, balance not swinging
Gilt metal pair cased verge watch, signed to the back plate J.N. Farndon, Deddington, No. 603, the enamel dial similarly signed, the inner case plain, the outer case radially engine turned with a central rosette, 50mm diameterProvenance - The Francis Payne Collection of Pocket Watches Francis Payne was a successful consulting and mining engineer working out of London offices in the early years of the last Century. His collection was formed mainly between 1910 ? 1930, the result of what he considered to be his ?Favourite Recreation, He developed contacts with various leading retailers and Auction Houses at the time. Several pieces offered here retain original invoices from Louis Desoutter, who also carried out some repairs. There are also interesting original invoices and letters from Breguet and others.The collection has remained in the Payne family ever since and none of these watches will have been seen on the open market in recent timesOuter case good with slight wear to the gilt, inner case similar, dial good, balance swings
Gilt metal verge watch, signed to the back plate Dwerrihouse Carter and Sons, Berkeley Square, No. 8906, the enamel dial with Arabic numerals and offset winding post, the case with engine turned decoration, 46mm diameterProvenance - The Francis Payne Collection of Pocket Watches Francis Payne was a successful consulting and mining engineer working out of London offices in the early years of the last Century. His collection was formed mainly between 1910 ? 1930, the result of what he considered to be his ?Favourite Recreation, He developed contacts with various leading retailers and Auction Houses at the time. Several pieces offered here retain original invoices from Louis Desoutter, who also carried out some repairs. There are also interesting original invoices and letters from Breguet and others.The collection has remained in the Payne family ever since and none of these watches will have been seen on the open market in recent timesCase generally good with wear to gilt, dial with chip to centre, balance swings
Silver hunter cased verge watch, the movement signed Thomas Wells, Skipston, No. 6905, the enamel dial with Roman numerals, the engine turned case (rubbed), hallmarked London 1829, 52mm diameterProvenance - The Francis Payne Collection of Pocket Watches Francis Payne was a successful consulting and mining engineer working out of London offices in the early years of the last Century. His collection was formed mainly between 1910 ? 1930, the result of what he considered to be his ?Favourite Recreation, He developed contacts with various leading retailers and Auction Houses at the time. Several pieces offered here retain original invoices from Louis Desoutter, who also carried out some repairs. There are also interesting original invoices and letters from Breguet and others.The collection has remained in the Payne family ever since and none of these watches will have been seen on the open market in recent timesOuter case good with wear to the engine turning, dial with small repair chip close to the five numeral, balance swings
Small Continental gold hunter cased verge watch, the enamel dial with Arabic numerals and offset winding post, the case decorated with engine turning and traces of blue enamel, 34mm diameterThe Francis Payne Collection of Pocket Watches Francis Payne was a successful consulting and mining engineer working out of London offices in the early years of the last Century. His collection was formed mainly between 1910 ? 1930, the result of what he considered to be his ?Favourite Recreation, He developed contacts with various leading retailers and Auction Houses at the time. Several pieces offered here retain original invoices from Louis Desoutter, who also carried out some repairs. There are also interesting original invoices and letters from Breguet and others.The collection has remained in the Payne family ever since and none of these watches will have been seen on the open market in recent timesOuter case slightly dented and worn all-over, the original outer band of blue enamel almost completely lost, the dial with chips / cracks close to the winding hole, balance swings
18ct Gold cased open face pocket watch, the unsigned lever movement, No. 58114, the gilt dial with Roman numerals and floral engraving with a subsidiary seconds dial, the case hallmarked Chester 1853, 45mm diameterThe Francis Payne Collection of Pocket Watches Francis Payne was a successful consulting and mining engineer working out of London offices in the early years of the last Century. His collection was formed mainly between 1910 ? 1930, the result of what he considered to be his ?Favourite Recreation, He developed contacts with various leading retailers and Auction Houses at the time. Several pieces offered here retain original invoices from Louis Desoutter, who also carried out some repairs. There are also interesting original invoices and letters from Breguet and others.The collection has remained in the Payne family ever since and none of these watches will have been seen on the open market in recent timesCase generally good with light wear to the engine turning, dial slightly worn and scratched, balance not swinging. Gross weight is 76.5g.It is not currently working and the balance is sticky.
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Land Rover 90 SWB, 2500 TDi. Registration number Q220 FRU. Chassis number unknown. Engine number unknown. This off road special appears to have been built on a 1984 Series III/Defender body shell, a chassis plate states it to be a Series III and DVLA have a registration date of February 1984. It is fitted with a later TDi engine of unknown vintage. In 2004 it was with Ben Malcolmson and at a later date our vendors ex husband bought it for green laning. It is fitted with a front winch, large wheels/tyres and raised suspension. It has been off the road since 2015 when the MOT expired. Buyers should be aware that Spicers do not have the paperwork for the vehicle although a copy of the front page is available, also there are no keys and the steering lock is on, it moves with ease and is sold with an external roll cage, a rear body tub on a spit and a roof section and bulkhead. Full title will pass with the purchase receipt and a copy of the court order for disposal by auction.
1983 Land Rover 3528 cc. Registration number A839 SKH. Chassis number unknown. Engine number unknown. Production of the model now known as the Defender began in 1983 as the Land Rover 110, a name which reflected the 110-inch length of the wheelbase. The Land Rover 90, with 93-inch wheelbase, and Land Rover 127, with 127-inch wheelbase, soon followed. Superficially there is little to distinguish the post-1983 vehicles from the Series III Land Rover. A full-length bonnet, revised grille, plus the fitting of wheel arch extensions to cover wider-track axles are the most noticeable changes. Initially the conservative engineering department insisted that the Land Rover was also available with a part-time 4WD system familiar to derivatives produced since 1949. However, the part-time system failed to sell and was quickly dropped from the options list by 1984. While the engine and other body panels carried over from the Series III, mechanically the 90 and 110 were modernised, including: Coil springs, offering a more compliant ride and improved axle articulation, a permanent four-wheel-drive system derived from the Range Rover, featuring a two-speed transfer gearbox with a lockable centre differential, a modernised interior and a taller one-piece windscreen. From 1984, wind-up windows were fitted (Series models and very early 110s had sliding panels). The low compression version of the 3.5-litre V8 Range Rover engine improved performance. It was initially available in the 110 with a Range Rover LT95 four-speed transmission with integral transfer case and vacuum operated differential lock, then later in conjunction with a high strength "Santana" five-speed transmission. SKH is believed to have been originally purchased in September 1983 by our vendors ex husbands father, before being purchased by Alistair Gartshore of Driffield in August 1988. We believe the ex husband purchased it in 2014 and had intended to restore it. He had purchased a new chassis from YRM of County Durham (stored in a garage since purchase) as well as a secondhand bulkhead. It has not moved since this time until transported to the saleroom. Buyers should be aware that Spicers do not have the paperwork for the vehicle although a copy of the front page is available, also there are no keys. It will be sold with the "new" chassis. Full title will pass with the purchase receipt and a copy of the court order for disposal by auction.
1990 Mahindra Indian Brave, 2112 cc diesel. Registration number H920 HVX. Chassis number MA11540DPODM25224. Engine number XDP490DM-25224. Mahindra was established in India in 1948 and it saw a business opportunity in expanding into manufacturing and selling off road vehicles, starting with the assembly under licence of the Willys Jeep in India. The CJ340 variation of the CJ-3B was the first Mahindra import into Great Britain, arriving from India via an assembly plant in Greece. In a confusing tip of the hat to the Jeep Cherokee Chief and to this Jeep's manufacture in India, the model was dubbed the "Indian Brave" (and the 91" long-wheelbase version CJ540 was the "Indian Chief"). The running gear is Jeep whilst the engine is from Peugeot, it has two wheel, four wheel drive and a low ratio box. HVX was first registered on the 8th September 1990 and in 2013 it passed its MOT at 12,634 miles, the following year it failed and was parked up, being purchased by an Engineering company in 2016 in Ely, Cambridgeshire who restored it. They sold it to Arthur Edwards in December 2016. He had two Jeep wings and new seats fitted before having it resprayed in the current USA Army colours and decals. Today the mileage is 12,854 miles. The cataloguer took is 'Jeep' out for a test drive and all functions worked well, being much easier to drive than the Willys Jeep it is based on. Sold with the V5C, a new MOT and various receipts for works undertaken.
1987 Westfield 7 SE, 1599 cc. Registration number Q 417 WJR. Chassis number 86 SE 026. Engine number RK01673. Founded in 1983, Westfield Sportscars began manufacturing the Westfield Eleven, a replica of the iconic Lotus Eleven produced in the 1950's and then the Seven as both factory built and kit versions inspired by Colin Chapman's immortal Lotus 7.Lo tus had sold the design rights of the original Lotus 7 to Caterham who, in the late '80s, took Westfield to court over copyright issues. This was settled out of court, Westfield changing a number of elements to the design, the earlier cars are now known as pre-litigation models. According to the Robinshaw & Bouckley Westfield book there are two 'generations' of Pre-lit Westfield Sevens. The first was an accurate replica of the early Lotus Seven, with all-alloy bodywork (except for GRP wings and nosecone), Triumph front uprights and Spridget or Ford engine/gearbox/axle. Total production 132. The SE had more GRP (all-in-one GRP rear bodywork and wings, for example) and all-Ford running gear. It is believed 605 Seven SE kits were sold from Spring '86 until production was brought to a premature halt in early 1988 as a result of the litigation with Caterham Cars.' This SE was built by Falklands Veteran Major Hector Chambers MBE (awarded in the New Years Honours List 1985), of the Royal Irish Rangers as rehabilitation project post the Falklands Conflict. With a chassis number of 26 this must be one of the earliest second generation examples built and uses a X Flow 1600 cc rebuilt engine. First registered on the road on the 11th of June 1987 he sold it to a Mr Morris of Scarborough in 1990 and then Gerald Hodgson in 2006. He used it sparingly, and fitted a stainless steel fuel tank, Lotus replica windscreen supports and new front discs, calipers and pads. Purchased in March 2017 at this saleroom when the mileage was just over 8,000 it has seen little use and our vendor has decided to part with it. Sold with the V5C, Caterham build booklet, a February 2020 MOT, various old MOT's and other paperwork together with a full tonneau cover.
1991 Jaguar XJS Coupe, 3980 cc. Registration number J316 KRH. Chassis number SAJJNAED3EK180597. Engine number 9EPCNA151139. The Jaguar XJ-S/XJS was produced from 1975 - 1996 and replaced the E-Type. Although it never had quite the same sporting image, the XJS was a competent replacement with better aerodynamics than the E-Type and was last produced on 4th April 1996, by which time 115,413 had been produced during a 21 year production life. The car was re-engineered in May 1991 and renamed XJS (facelift). The rear side windows appeared enlarged and the buttresses stayed, although their appearance was minimised by the new side window treatment, as designer Geoff Lawson argued that they were part of the car's character. The car received a new 4.0-litre version of the AJ6 engine. At the same time, the car benefited from a revision to the rear brakes; they were now fitted with outboard rear disc brakes, instead of the more complicated inboard items on previous models. It also received more aerodynamic front and rear bumpers. The Jaguar XJS offers its owners a slice of motoring history, defying critics to become one of the world's most successful GT cars. From the introduction of the HE engine in 1982, the 3.6 AJ6 engine in 1984, which expanded to four litres in 1989, the cabriolet in 1985, the full convertible in 1988 and the face-lift model in 1993 to the final commemorative model in 1995, the XJS was continuously developed during its 20 year production life. This example, with a desirable Kingfisher Blue over biscuit leather colour way, was first registered to Mr D.G. Smith of Bridgend with the cherished license plate of J100 DGS on the 13th September 1991, it then passed through several owners, with multiple number plate changes. Throughout its life it has been serviced by Jaguar; 18 out of 19 in the service history, the last being in 2006 at 96,412, the mileage now stands at just over 97,000. It was taken off the road in 2007 and dry stored. There are many receipts for work undertaken during its pampered life, including the A/C compressor at 76,258 miles. Owned by our vendor since 2002 and taken off the road in 2007 it was recommissioned in 2018 when it had a new battery and a new wheel bearing fitted along with the brakes and fuel injectors being overhauled. Sold with the V5C, a new MOT, FSH, nearly complete tool kit and a dust cover.
2003 Porsche Boxster S, 986, 3200cc. Registration number A20 HYP. Chassis number WPOZZZ98240640670. Engine number 670083. Companion models to Porsche's perennial 911 - 914, 924, 944, 928 - have all come and gone, but in 1997 a new car arrived that looks as though it might stay the course a little longer: the Boxster. The secret of the Boxter's success lies in the fact that, unlike previous attempts to extend the range, it bears a strong resemblance to the 911 and is recognisably a Porsche. First seen as a showcar at the Detroit Motor Show in 1993, the Boxster was designed in-house by Grant Larson and Stefan Stark, and took its inspiration from two main sources: the 356 Speedster and 550 Spyder of the 1950s. Mid-engined like the latter, rather than rear-engined like the 911, the two-seater Boxster is powered by a water-cooled version of Porsche's trademark 'boxer' flat-six motor, a feature that would later be applied to the 911. The Boxster debuted in 2.5-litre form with 204bhp on tap. Anti-lock brakes, electric hood, climate control, pop-up rear spoiler, twin air bags, leather interior and an alarm came as standard plus, of course, Porsche's legendary engineering excellence and superlative build quality. In 1999, the model's original 2.5-litre engine gave way to a 2.7 producing 217bhp. At the same time, the more focused Boxster S entered the fray, powered by a 3.2-litre flat six making 249bhp, sufficient for 0-62mph in 5.9sec, and with a six- speed manual gearbox or the existing five-speed Tiptronic. The addition of Motronic engine management and VarioCam (variable camshaft) technology in 2003 helped to raise the performance of the standard Boxster 2.7 to 225bhp and of the S to 256bhp. In addition, a minor facelift ushered in a glass rear window. These 2003/53-reg cars are considered the best. In 2004, with the replacement 987-series Boxster approaching, a 261bhp limited-run S-based version called the Anniversary was launched. HYP was first registered in November 2003 and according to the replacement service book it has had 12 stamps from either Porsche or Specialists until recently when it was serviced locally. These confirm its life of use in London 2004 - 2005, three stamps and a mileage of 38,971 added, it then began moving North to Cumbria and Tyneside until in February 2015 it was serviced in Scotland at 97,604 miles. It remained there before arriving in the East Riding with our vendor in May 2018 and the yearly MOT's have taken it up to the current 108,851 miles. As with all cars of this type it is the cataloguers opinion that one is better buying a car that has been used and regularly maintained than one laid up for long periods. When viewed for the catalogue it started with no issues apart from a slow drivers window and drove very well. Sold with the V5C and service booklet, it has recently had a new battery and alternator fitted.
2004 Pilgrim Sumo AC Cobra replica, engine built by Noble Motorsport, 4,658 cc. Registration number G137 YEE. Chassis number PS200301724782682. Engine number 40604091. Anyone with the slightest trace of oil in their veins will know the story of the AC Cobra. In 1961, American race driver and tuner Carroll Shelby persuaded British sports car firm AC to insert a big-capacity Ford V8 into its aluminium-bodied Ace, and a performance legend was born. AC stopped Cobra production in 1968 having built just 998 Mk 1, 2 and 3 models (655 4.7 litre 289s and 343 7-litre 427s) - but that didn't quash buyer interest in this curvaceous and outrageously quick 2-seater. To satisfy a clear ongoing demand, several firms set themselves up in the replica business, usually fitting a fibreglass body and Jaguar independent suspension and differential to a robust box-section steel chassis. Even when Brian Angliss's firm Autocraft restarted 'official' metal-bodied Cobra production with the Mk 4 in the early 1980s, there was still room in the market for good quality fibreglass replicas from outfits like Gardner Douglas and Dax - and Pilgrim, who have been building cars since the 1960s and Sumos (their Cobra replica) since 1985. Pilgrim began in the late 1960's with the first few cars being constructed in the original owner's home garage in Sussex. Pilgrim slowly grew into the largest manufacturer of replica Cobras and Speedsters in Europe. At its height, Pilgrim was producing ten kits a week as well as building turnkey cars at the factory. By 2006 it was with Mr D Walker of Brigg with a cherished number of G9 BRA and serviced by Ledgerwood Motors at a mileage of 3,998. A change of ownership in 2008 to Mr Waine who bought it from GC Motors of Harrogate for £18,990 and he changed the speedo when the mileage was in the region of 7,000 miles and our vendor bought it in 2010. MOT'd and used from 2009 until 2016 by when the mileage had risen to 6,796, it was off the road until MOT'd in June 2019 at 7,192 (total some 14,000 miles). The car has some quality features including a lightened and balanced engine with heavy duty timing chain, Edelbrook carb, wet sump, SPAX adjustable shocks, electronic door catches, wet weather gear, Hallibrand split rims with 3 ear spinners and cream leather interior. Offered with the V5C, MOT history, large history folder and Pilgrim Sumo build book, this is one awesome motorcar.
1998 Jaguar XK8 Coupe, 3996 cc. Registration number B4 JXK. Chassis number SAJJGAED3AR031241. Engine number CC9807161545.Living up to expectations can be a burden. Consider the handsome Geoff Lawson-penned XK8 that followed in the wheeltracks of such automotive icons as the XK120 and immortal E-type. Like the E-Type before it, the XK8 made its debut at the Geneva Salon - that of 1996 - and, from launch, was available in either Coupe or Convertible guise. Like its immediate predecessor, the XJS, the original XK8 was more of a Grand Tourer than an outright sports car. It also had the distinction of being the first Jaguar to be powered by an eight-cylinder engine. This then, was a cat with strong DNA but also its own distinctive endearing personality. At the time of the newcomer's unveiling, Jaguar Cars was owned by Ford, as was Aston Martin, and it made sound economic sense for the XK8 and similarly targeted DB7 to share the same platform; which itself was derived from that of the outgoing XJS. The biggest of many differences between new and old, was the adoption of Jaguar's second generation independent rear suspension system, previously found on the XJ40 Saloon. Prior to 2003, power came from either a normally aspirated (XK8) or supercharged (XKR) 4.0-litre version of the company's DOHC V8 AJ26 engine. The all-aluminium 32-valve unit displaced 4.0 litres and produced 281bhp, an output good enough for a top speed of 156mph. Power was transmitted via a ZF five-speed automatic gearbox to the limited-slip differential, while traction control was standard.JXK was first registered on the 8th September 1998 having been sold by Jaguar Lancaster of Sevenoaks in Meteorite Silver with Charcoal leather interior with the registration number of S935 RKJ. In January 2000 they sold it to Dr Jackson for £42,750 with a mileage of 7,650, by September 2004 it was with Mr Haley of London and the service that month was at 47,682 miles. Our vendor purchased it in August 2006 with a mileage of 57,000 miles and by now it wore the cherished number it now has. Little used these days, the mileage has only risen to some 60,000 miles, the wheels were powder coated in 2018, last serviced in the same year with a suspension overall at the cost of nearly £1,000. A new battery has just been fitted and a new MOT issued for this auction.Sold with the V5C, MOT, large history folder with full service history and two keys.
1939 (see text) Excelsior Autobyk, 98 cc. Registration number LXS 791 (non transferrable). Frame number AX/2522. Engine number 2520. Like most other pioneers of Britain's motorcycle industry Excelsior fitted European manufacturers' proprietary engines at first before turning to home-produced power plants - mainly Villiers, JAP and Blackburne. Acquired by R Walker & Sons in 1919, Excelsior moved from Coventry to Birmingham. The Walkers believed in the value of racing for development and publicity, and the revitalised company was soon making its mark in competition, early successes including a number of World Records set at Brooklands by Tony Worters on 250cc and 350cc JAP-engined machines in 1926. Excelsior offered an extensive range of machines in numerous different capacities throughout the 1920's and 1930's, the 98cc Villiers-powered Autobyk being the smallest in the range on its introduction for 1938. The model resumed production after WW2 in 1946 and was originally offered with the 98cc Villiers Junior De Luxe. For 1947 it was joined by a version using the 98cc Excelsior Goblin which was quickly joined by a second Excelsior powered 98cc machine fitted with the single speed Sprite engine. LXS has lived in the South Sheffield area all of its life and was bought by our vendors father in the 1960's when he bought a car off an elderly couple. Used occasionally it was stored at the back of the garage until a tidy up brought it out and he put the registration number on retention, recommissioning it at the same time. Sold with the V5C which states manufactured 1939, the cataloguer, from his research on the frame number, suggests this should be mid 1940's.
1951 Francis Barnett Falcon 55, 197 cc (see text). Registration number LXS 865 (non transferrable). Frame number RM 51071. Engine number 946/233641. Francis-Barnett of Coventry produced motorcycles from 1920 to 1966, affectionately known as the Fanny B, they specialized in making economical and lightweight roadsters, they moved into the former Excelsior works in Coventry when that company moved to Birmingham. They were founded in 1919, by Gordon Francis (whose father, Graham Francis, was co-founder of Lea-Francis) and Arthur Barnett. The triangulated frame and straight tubes made for easy maintenance. By the 1930's, the 250cc engine was developed and its innovative flared design gave the motorcyclist protection from dirt and oil. Associated Motor Cycles took over the company in 1947, Villiers engines, of varying capacities, were used and with addition of James in 1957 the company continued until 1966 when production ceased. First introduced for 1949, the Falcon used the Villiers 6E 197cc engine, which was housed in a rigid frame with telescopic front fork. In August 1951 the Falcon (together with the 122cc Merlin) was upgraded with swinging arm rear suspension that used dampers of F-B's own manufacture. The model continued in this form up to 1954, latterly with the Villiers 8E engine, when a new frame featuring central enclosure and a dual seat was introduced. LXS has lived in the South Sheffield area all of its life and was bought by our vendors father in the 1960's when he bought a car off an elderly couple. Used occasionally it was stored at the back of the garage until a tidy up brought it out and he put the registration number on retention, recommissioning it at the same time. Sold with the V5C, please note this says the engine is a 250 cc not 197 cc which the cataloguer believes it to be.
1951 Francis Barnett Powerbike, 98 cc. Registration number VXS 927 (non transferrable). Frame number RN 16993. Engine number 189A/19693. Francis and Barnett Ltd of Lower Ford Street, Coventry were formed in 1919 by Gordon Francis and Arthur Barnett. They were motor cycle manufacturers who, for the 1939 season, produced an autocycle called the "J50 Powerbike". The Francis-Barnett Powerbike followed the usual pattern, the first model having the Villiers Junior engine. Just after the K50 was announced for the 1940 season, the engine was changed to the new Junior de Luxe. A feature of the Powerbike was a rear hub brake was actuated by back pedalling. This had a trip action that allowed it to be disconnected when wheeling the machine but automatically re-engaged it when the machine was ridden. When the war ended the Powerbike was quickly re-introduced but it now had a girder fork that used rubber bands to provide the springing. In June 1947 Francis Barnett was amalgamated with AMC. Price of the 1948 Powerbike was
1958 Excelsior Consort, 98cc. Registration number 637 UYK (non transferrable). Frame number SAC 255. Engine number 605B 5523. Excelsior's Consort first appeared in 1953 as the F4, with Villiers 4F engine and two-speed gearbox, changing to the 6F unit for 1956 when a plunger-suspended version joined the range. The Consorts continued in production until the end of 1957 when they were replaced by the new Consort CA8, a more up-to-date design featuring a telescopic front fork and swinging-arm frame. A year-or-so later a rigid-framed (F4F) version was reintroduced and the two Consorts continued until the rigid model was dropped in 1963, to be followed a year later by the swinging-arm type. UYK is a swinging arm version and having been off the road was registered with DVLA in 1986. Having undergone a full restoration it has a wonderful patina now. Owned by Michael Ralph of Birmingham from January 2017 our vendor bought it in July 2018. Unused since its acquisition our vendor has decided sell his collection due to his advancing years, it should only require gentle recommissioning. Sold with the V5C and a photocopy of the engine manual.
1951 James Comet, 98cc. Registration number MVS 773 (on transferrable), Frame number M 14765 F. Engine number 797 12479 (see text). James' first post-war models were the ML, a 122cc Villiers-engined machine derived from a successful military design, and an autocycle. The next introduction - in 1948 - was the Comet, again Villiers-powered but this time using the 98cc 1F unit, which was housed in a simple loop-type rigid frame fitted with single-tube girder front fork. Standard (direct lighting) and de luxe (battery) models were offered. MVS has been subject to a restoration and has now nicely mellowed. Unused since its acquisition our vendor has decided sell his collection due to his advancing years, it should only require gentle recommissioning. Please note that the V5C states the engine number to be 797 13830.
1986 Kawasaki KE 100, 99 cc. Registration number C781 CRU. Frame number JKAKETB13HA013388. Engine number G5E 173090. The Kawasaki KE100 is a dual-sport motorcycle that was produced by Kawasaki from 1976 to 2001. A direct successor to the G5, the major changes on the KE100 were different ergonomics and a change in transmission layout (1-N-2-3-4-5 to the G5's N-1-2-3-4-5). The KE100 did not change much through the years, although minor changes were made to the engine and transmission over successive model years, as well as a switch to different tanks after the B4 model. It uses an oil injection system that Kawasaki calls superlube to both eliminate fuel-mixing and give a precise fuel-oil mixture in the two-stroke cycle, reducing emissions. The rear shocks are adjustable with up to 110mm of travel whilst the front have 145mm. MCN reviewed it and said "If you want basic transport, in a two stroke trail bike package, then the Kawasaki KE100 is arguably the template for the entire class. Starting life as the 100 G4 TR, it evolved into the KM100 and KE100, eventually killed off by looming emissions regulations in 1998". CRU appears to have been imported by North Leicester Motorcycles in 2015 and registered by them before being sold to Peter Addyman of Exeter in the October. At this time the tank was repainted and its MOT recorded 2,055 miles. Our vendor purchased it the following year and rode it for a while, taking the mileage up to 2,171, before taking it off the road. A move to the North means it is no longer used. Sold with the V5C, a new MOT, various paperwork, owners manual and sales brochure.
1974 Malaguti Olympique V5, 49 cc. Registration number XLY 850N. Frame number 50 TS 74715. Engine number TS 50 74715. Malaguti is one of the very few old Italian motorcycle/scooter firms to survive and remain in family hands. Established in the early 1930s by Antonio Malaguti to produce bicycles, it wasn't until 1937 that motorcycles were made. The large range of small capacity bikes & scooters manufactured made Malaguti the third largest in Italy since the mid-1970s. Sports mopeds have been offered since the '60s and the Olympique is powered by a Franco Morini motor (with a 5 speed transmission). When the law was changed in January 1972 to restrict 16-year-olds to 50cc motorcycles equipped with pedals, the government intended the teenage café racers to be restricted to automatic single speed machines. The industry was quick to respond and produced 50cc motorcycles capable of 50mph+ performance, albeit with pedals tacked on that could propel the bike, in a fashion, to meet the letter of the law. The government stamped on this in 1977 and changed the law so that 50cc learner machines were restricted in power to produce a top speed of 30mph The September 1974 registered example offered here produced 6.5bhp @ 8500rpm - the post-1977 restricted version producing just 2bhp @ 5000rpm. XLY only had three owners since 1974 before it arrived with the previous owner who commissioned a full restoration of the machine and was then displayed at his home. Our vendor purchased it, along with three other fully restored machines, in April 2019, for his own collection. They have remained in a bike cocoon and not used or fired up. Sold with the V5C, this rare bike will need recommissioning if you wish to take it on the road or else it is ready for display in your sitting room. Purchasers are recommended to check fluid levels before any use.
1977 Yamaha FS1 - E, 49 cc. Registration number UHK 142R. Frame number 57449. Engine number *394 - 057449. Now elevated to cult status, Yamaha's FS1-E 'Sixteener Special' first appeared in 1973. Dropped from the range in 1979, the model was later revived by Yamaha - an almost unprecedented occurrence - with production recommencing in 1987. Originally the 'FS1', the model later gained a set of bicycle pedals to meet UK moped legislation, becoming the 'FS1-E'. In its pre-August 1977, unrestricted form, the 'Fizzie' produced 4.9bhp and was good for around 45mph flat out. When the model was revived, without pedals but now equipped with Autolube, it was available in restricted form only, though the missing horses were relatively easily restored. The passage of time and attendant nostalgia effect has seen the humble FS1-E elevated to the status of one of the most collectible of 'modern' Japanese motorcycles, perhaps only second to the Yamaha RD500LC, (one of which we are also offering) with a whole generation of 50-something motorcyclists eagerly buying and restoring the humble 'Fizzie' in an effort to recapture the spirit of their youth. The FS1-E had the ability to be powered by pushbike type pedals since this was a legal requirement for registration as a moped in the United Kingdom and some other European countries at the time. The special pedal cranks allowed both pedals to be rotated forward so that the pedals would form motorcycle-style footrests in normal operation. To engage the pedals, the left-hand pedal crank could be rotated 180 degrees backwards and locked, and a drive gear engaged allowing the user to pedal. A short chain connected the pedal drive to the main engine-chain drive system. Pedalling was hard work for the rider: there was no freewheel and the pedal gearing was very low. The engine could be started with pedal drive engaged, causing the pedals to rotate under engine power when the bike was in gear. UHK has had some 23 previous owners before it arrived with the previous owner who commissioned a full restoration of the machine and was then displayed at his home. Our vendor purchased it, along with three other fully restored machines, in April 2019, for his own collection. They have remained in a bike cocoon and not used or fired up. Sold with the V5C, this iconic bike will need recommissioning if you wish to take it on the road or else it is ready for display in your sitting room. Purchasers are recommended to check fluid levels before any use.
1985 Yamaha RD500LC, 499 cc. Registration number B77 GNL. Frame number 1GE002563. Engine number 1GE002563. Introduced in 1984, the RD500LC was a street legal, road going version of Yamaha's factory YZR500 competition motorcycle which at the time was leading the world championship with Kenny Roberts. This wasn't a motorcycle based upon a current production model intended for the road, but a fresh adaptation of a factory race machine, the closest thing to a Gran Prix motorcycle the average rider could get. The 499cc V-4 two-stroke engine developed 88 bhp @ 9500 rpm in its tuned for the street form. The liquid cooled engine was a 50° twin crankshaft V-4 with the dual crankshafts geared directly to the wet, multi-disc clutch. With four 26mm Mikuni carburettors using reed valve induction, the carburettors were necessarily mounted at the sides of the cylinders but on 90° manifolds to reduce the width of the engine package. The transmission was kick start only through a 6-speed close ratio gear set. Lubrication of the gears and outer crankshaft bearings was though a trochoid oil pump driven by a separate crankshaft. The chassis was formed by box section mild steel tubing and a full fairing cloaked the motorcycle. Braking was afforded by state-of-the-art twin 267mm ventilated steel disc with a 2-piston calliper up front while a similar 245mm single disc did the duties in the back. Yamaha's Monoshock handled the suspension in the rear of the motorcycle. Weighing in at 452 lbs., the Yamaha had a top speed of 148 mph. Only produced a few short years from 1984 through 1986, the Yamaha RD500LC is rare and highly collectible. This rare UK, unrestored and totally original, machine was ordered in July of 1984 by James Todd of Bishop Auckland and he took delivery on the 1st April 1985 for the sum of £3,270 from Harry Woods of Newcastle upon Tyne. He rode it sparingly until 1992 when the MOT expired and as his health had become an issue it was parked up with a mileage of 4,609. After he passed away in May 2015 it was transferred to his brother who has stored it since. Totally original except for the off side wing mirror which was damaged when it fell over (a pattern part is fitted but the original is included in the sale). Sold by these rooms as lot 1057 on the 7th July 2018 to our vendor. He has not used it due to ill health although he has purchased a pair of original wing mirrors, new fuel lines, new spark plugs and a battery (none have been fitted) Sold with the V5C, four MOT's, the bill of sale and collection docket, the service log, owner's manual, service manual, toolkit, the original mirror and a copy of the July auction catalogue and invoice.
c.1985 Yamaha Tri Z, 250 c. Registration number not registered, Frame number 1PX 003G001920. Engine number *1PX - 001920* In 1980 Yamaha introduced the Tri-Moto, it featured a 123cc two-stroke engine, Autolube oil injection system, CDI ignition, a snorkel air intake and a five speed transmission. It was designed to be a durable workhorse as well as the ultimate recreational vehicle. By 1985 they produced the first high performance ATV, the Tri-Z 250, it featured a high performance, YZ-based, liquid-cooled, 250cc 2-stroke engine, front and rear hydraulic disc brakes, air-assist front forks, Monoshock rear suspension and a low center of gravity thanks to the under-seat fuel tank. This example has spent its life in the East Riding of Yorkshire and was restored a number of years ago, our vendor then buying it, although a change in circumstances meant it stayed in his barn ever since. Sold with no paperwork, a set of original gold wheels it will require recommissioning before use.
1983 Honda TLR200, 194 cc. Registration number JBW 895Y. Frame number MD09 - 1003484. Engine number MD09E - 1003488.Having established itself as a credible producer of off-road motorcycles with the XL250 trail bike, Honda moved into the more demanding realm of competitive trials with the TL125. Looking like a reduced-scale XL250, the TL125 was constructed along similar lines, housing its all-alloy, overhead-cam, four-valve motor in a robust cradle-type frame. As all the Japanese manufacturers would learn, there is a world of difference between a trail bike and a competitive trials bike, so Honda turned to off-road supremo Sammy Miller for assistance. Miller's first brief was to develop the TL125, which he did by retaining the basic engine while subjecting the chassis and suspension to considerable detail revision. The TL/TLR200/250 versions that followed were fundamentally similar apart from their larger engines and altered gearing.JBW was imported by West Coast Imports ltd of Minehead and first registered in the UK in March 2018 with a mileage of 4,818 km. It was then purchased by our vendor later that month, he has used it sparingly, only on the road, and just had it MOT'd at 4,886 km.Sold with the V5C and MOT this machine appears in very good order and in original condition, apart from the two side panels. It even has all of the correct Japanese decals still in place.
1965 (see text) BSA A10, Golden Flash Project, 650cc. Registration number FKE 93C. Frame number GA7 12001. Engine number DA10 12447 (see text). 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 Golden Flash remained a popular model in the range until 1963. This example was purchased by our vendors father in September 2018 from Moto Classics as a project and he had nearly finished it when he passed away. The engine was fully rebuilt with replacement crankcases, (please note the V5C states the engine number to be D1740) crankshaft and conrods, new clutch, Super Rocket camshaft, rear wheel spindle. The frame was painted, much stainless steel was used throughout. Now in need of final assembly, prospective purchasers should satisfy themselves as to the completeness of this project. Sold with the V5C, (please note it states the date of registration to be November 1965 but both the frame and engine numbers are from 1961).
1958 Norton 99, 596 cc. Registration number RDN 215. Frame number N1478439. Engine number (see text 90158. 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' favorites, the 99 remained essentially unchanged - apart from gaining alternator / coil-ignition electrics for 1958 - until dropped in 1962. Stock Dominator 99s are remarkably uncommon as many have morphed over the past 55 years into Tritons and other Featherbed specials. RDN started life in York in August 1958 and by July 1980 was in Withernsea being MOT'd at 32,021 miles, two years later this had risen to 32,041 miles. In 1996 it was bought by Alan Frankish of Kirk Ella who had it MOT'd every year in Hull, mainly by Kingston Motors on Springbank, the mileage gently rising from 32,081 to 60, 808 when he sold it to our vendor in September 2017, an average of 1,300 miles every year. Today it is at 64,816 miles. At some point the engine has been changed to number 90158, although this has not been recorded on the V5C. This well looked after 99 has Borrini rims, it comes with the V5C, and the MOT history described above.
1966 Velocette LE, 192 cc. Registration number TAR 27D. Frame number 8138/34. Engine number 8138/3. Velocette's LE (little engine), affectionately known as 'The Policeman's Friend' because of its adoption by over 50 police forces, was announced in October 1948, the police riders became known as "Noddies" because they were required to nod to senior officers, and the LE was nicknamed "the Noddy Bike". It was acclaimed world-wide for its quietness in running, its enveloping 'coachwork', comfort and safety. Early models were powered by a 149cc engine; however in 1951 capacity was increased to 192cc for the Model LE 200. Advanced technical features included a water-cooled, twin-cylinder, horizontally-opposed engine, shaft final drive and pressed steel, box-section frame with readily adjustable rear springing. The LE was revolutionary but expensive to produce. In 1952 it was priced at ?173 and offered a maximum speed of 55mph. It remained in production until 1971, having struggled against, but seen off, competition from the motor scooter during its long production run. In 1958, Velocette launched the Mk III LE with a foot operated gear change and a conventional kick start. An extra gear was added, together with 18-inch-diameter wheels. The instrumentation was relocated to the head lamp, and the petrol capacity was increased from a meagre 1.25 to 1.62 imperial gallons With ten years' development, the Velocette LE was more reliable and practical, but on 3 February 1971, the company went into voluntary liquidation. The very last motorcycles made in the Veloce factory were LEs. Production of other motorcycles had been delayed or cancelled to produce the LE in various forms, and the lucrative police orders had dried up with the introduction of the "panda car" for patrol use by most forces. TAR was registered on the 11th November 1966 and had unknown early history but looking at the equipment on it one presumes it was owned by Local Government,TAR is a Hertfordshire registration. By 1981 it was MOT'd in Grimsby at 27,840 miles and further MOT's in 1991 and 1992 show the mileage up to 29,805 miles; today it is at 29,814, the last tax disc is 1993 so it has been off the road since then. John Shortland of Sleaford bought it in 1995 and then Hensley Cole of Sleaford in 2000. Our vendor bought it in 2013 and has stored it since. Offered with a V5 (it is recorded with DVLA) and the MOT's mentioned, this LE is an ideal restoration project for the next custodian.
1979 Honda CB400N Super Dream cafe racer, 396 cc. Registration number GNA 603V. Frame number CB400N 2000185. Engine number CB400NE 2000196. The Honda CB250N and CB400N Super Dream were produced from 1978 to 1986, they were the successor to the short lived Dream model. It had a series of revisions including a six-speed gearbox and what Honda termed as European styling which resembled the CB750F and CB900F. The Super Dream was fitted with a four stroke, air-cooled, twin-cylinder engine. It had three valves per cylinder, two inlet and one exhaust, operated by a chain-driven overhead camshaft. Ignition was provided by capacitor discharge ignition with a 360° crank layout similar to many traditional British parallel twins, but with two balance shafts to reduce unwanted vibrations. Fuelling was provided by twin Keihin carburettors. The CB400N was very similar to the 250N variant, however, it differed with its larger engine capacity, twin front brake discs and a halogen front head light. The front instrument had different markings for the rev counter and speed to reflect the lower maximum engine speed and higher top speed of the 400N. The CB400N had several revisions during its production run. The launch model CB400N (1979-1980), CB400NA (1980-1981), CB400NB (1981-1983), CB400NC (1982-1985) and CB400ND (1983-1986). GNA was first registered on the 18th September 1979 and by November 2013 it was with William Wilkinson of West Lothian by which time the mileage was 21,258 miles. Over the next two years he restored and converted it to a cafe racer with a CRK kit at the cost of some £1,150 and reset the speedo so when MOT'd in 2015 it had covered only 6 miles. One presumes a full engine refresh was undertaken during this period as there are several receipts from David Silver. In April 2017 our vendor bought it with a mileage of 24 miles. He has hardly used it do to other commitments. Sold with the V5C, MOT history from 2013, CRK instruction book and various receipts.
2001 Harley Davidson XL 1200 Sportster Custom, 1200cc (see text). Registration number X619 PFE. Frame number 1HD4CAM301K147748. Engine number CAM 1147748. The HD Sportster was first introduced to the range in 195 with the XL Ironhead 883, a development of the KH with overhead-valve engines and cast iron heads, later in 1972 the 1000cc was made available. The engine was updated after 29 years in 1986 with the Evolution overhead-valve engine using alloy heads. The unit construction of the Sportster, which had essentially been unchanged since its inception as the side-valve 750cc "K" Model in 1952, was retained with the Evolution engine upgrade in 1986, resulting in a unique valve train configuration. Unlike almost any other engine in production, the Sportster Evolution uses one cam per engine overhead valve, resulting in four individual, single-lobe, gear-driven camshafts. The cam lobes are thus all located one behind another, and pushrods are arrayed in pairs (front and rear) parallel to the cylinder axis as a result. The Sportster Evolution engine has remained largely unchanged from 1986 to the present day, though changes to the transmission, final drive and motor mounts have necessitated changes to the Sportster Evolution case. Construction is almost entirely the same between 883 cc and 1,200 cc versions; the chief difference between the two is a smaller bore on the 883 cc (inherited from its earlier "ironhead" parent), along with slightly different heads. Conversions from 883 cc to 1,200 cc are relatively inexpensive and commonplace and cheaper than the price premium to go from an 883 to 1,200 engine on a new bike. PFE was owned by Scott James of Pennsylvania in 2015 before it was exported by J & J Motors of Ohio being first registered in the UK in July 2015 and to Thomas James of Shropshire a month later. At this time the mileage was 43,031, rising to 44,086 when our vendor bought it in March 2017. Hardly used since it will need a little recommissioning but it is up and running. Prospective buyers should note that the VIN number states this machine to have been built as an XL883 (CA), 883 Evolution XL (M), California model in 2001 (301), at the Kansas City factory. The US Title states it to be a XL 1200 so one assumes that the engine has been converted from 883 to 1200 as above. The Screaming Eagle pipes were presumably fitted at this point. Sold with the V5C, USA Title of Ownership and MOT history.
A Lister D 309 stationary engine, serial number 14 9209. Built between 1926-1964 by R A Lister and Company of Dursley these engines were used to power water pumps, generators, cement mixers and much more. They had a chain drive ignition magneto, either the Lucas SR1, the Lucas RS1 or a M-l MK1(shaft driven and early chain driven), and an Amal float bowl. The engines were made in 1 hp, 1.5 hp, 2 hp and 2.5 hp versions. Throughout the years of production, the engine changed very little. The fuel tank was moved from halfway up the engine to the top, and the shaft-drive magneto was replaced by a chain-driven unit in the early 1930s. D's were originally painted mid Brunswick green, but some World War II engines were painted in olive drab.
c. 1958 BSA A7 Shooting Star Project, 495cc. Registration number (no paperwork). Frame number FA7 1066. Engine number CA7 SS 8793 HC. BSA's first production parallel twin, the A7 was extensively revised for 1951 along the lines of the newly introduced Bert Hopwood-designed A10 650 and continued fundamentally unchanged until 1954, when the introduction of a new duplex frame for the BSA twins range meant that the original bolted-up gearbox had to go. Otherwise the engine remained much as before, though the new sports 500 - the A7 Shooting Star - featured an alloy cylinder head and detachable inlet manifold. With 32bhp on tap, the sporting A7SS was good for a top speed in excess of 90mph. Production ceased with the introduction of the unitary construction A50 in 1962. This project has been started before our vendors father passed away and prospective purchasers should satisfy themselves as to its completeness.
A set three George V silver and enamel topped scent bottles, Goldsmiths & Silversmiths Co Ltd, Birmingham 1930, the moulded rectangular glass bodies with removable glass stoppers, the engine turned cylindrical covers with turquoise guilloche enamel detail, each 8cm high (3) (at fault) For condition information please view this lot on our website HERE
A Victorian silver open-face pocket watch, the silver-toned dial with floral engraved decoration, roman numeral markers and subsidiary seconds dial to six 'o' clock, set to a silver case with engine turned decoration and vacant cartouche verso, 48mm diameter, marks for London 1854, together with a silver pocket watch by JW Benson London, dated 1907, a continental silver pocket watch by S. Smith & Son, a further continental silver pocket watch, and a selection of four white metal vintage pocket watches and a compass in a full hunter white metal case (9) For condition information please view this lot on our website HEREYour attention is drawn to our important notice regarding Trevanion & Dean's sale of watches found in our Terms & Conditions, please read this prior to bidding.
A selection of early 20th century and later jewellery, to include a pair of Charles Horner cuff links, with engine turned and plain polished checked design, all set in white metal, mark verso, with a carved shell cameo, of a female profile, set in white metal stamped '800', with a further example, a collection of golfing interest buttons and a quantity of amber and jade coloured jewellery (Qty)
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