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186062 Los(e)/Seite
Los 335
A QUANTITY OF BOXED AND UNBOXED MATCHBOX 'MODELS OF YESTERYEAR', OTHER DIECAST VEHICLES AND TOYS, to include unboxed 1905 Shend-Mason Fire Engine 'Kent Fire Brigade', No.Y-4, 1935 Type 35 Bugatti Italian racing red body, gold radiator, white dashboard, racing number 6, No.Y-6, several other unboxed early issues, unboxed original Corgi Classics, boxed 1970's and 1980's 'Models of Yesteryear' plastic castle, quantity of Britains and Timpo plastic knight figures, etc (three boxes)
Los 56
A CUFFLINK AND TIE PIN COLLECTION to include a late 20th Century 9ct gold pair of oval cufflinks, diamond cut design, hallmarked 9ct gold, Birmingham, a tie pin stamped '9ct', two pairs of silver cufflinks, one hallmarked the other stamped 'silver', a pair of 9ct gold front engine turned cufflinks
Los 1102
A BLUE SKODA ROOMSTER, 1422cc diesel engine, five speed manual gear box, midnight blue, first registration 09/10/2007, AK57 CPX, current MOT rxpires 01/09/2018, 129,545 current mileage, V5C present, full stamped service history book, two previous owners (two immobiliser keys) (both rear arches deep scratches and overpainted, rear bumper cracked, drivers seat showing signs of wear)
Los 94
TWO BOXES OF MAINLY JEWELLERY AND COINS to include mainly currency coins, a silver compact with hallmark, a boat brooch inlaid with abalone shell, two malachite necklaces, a lapis lazuli necklace, an engine turned retractable silver tooth pick, together with costume jewellery brooches, necklaces etc
Los 411
A BOXED DINKY TOYS JAGUAR E TYPE, No.120, red body, black hardtop and cream folded soft-top, with a boxed Dinky Toys Bedford Fire Engine, No.259, both complete and in very lightly playworn condition, E type has some minor damage to hardtop and fire engine has minor damage to ladder, boxes both complete but have some minor damage, marking and wear (2)
Los 131
TWO PENDANTS, the first a George V 1912 sovereign with enamel detail to the reverse, within a scrolling 9ct gold mount, with 9ct hallmark for Birmingham, the second an early 20th Century oval painted panel with domed glass top and engine turned reverse panel, stamped 9ct, total weight 28.8 grams
Los 1101
A SILVER AUDI TT S LINE QUATTRO, (225 BHP) CONVERTIBLE CAR, 1781cc petrol engine, six speed manual gear box, silver, registration plate DS02 JUK, current MOT expires 22/8/19, 90,407 miles at last MOT, first registration 22/07/02, V5C present, Audi service history complete to 2014 (74,843 miles), two previous owners, (two immobiliser keys) (rear flexi screen missing, some surface scratches, refurbishing required to wheels)
Los 196
A 1950's Hohm Electrically Operated Working Demonstration Model Chassis of an Opel car, Reg No.HD72, built for college education, the chassis with working transparent engine, working crank shaft, cylinders, spark plugs, cut away working clutch and gear box, the differential with working steering, working lights and brakes, right hand drive on display stand, total length 42 inches, model 38 inches
Los 478
*Not as originally catalogued. A ladies Cartier tank Americaine quartz 18 carat gold bracelet watch. With engine turned engraved dial having Roman numeral markers signed Cartier to 10. With diamond set shoulders and crown. Case back signed Cartier, and marked for 18ct, numbered 2482, 77.16 grams gross weight, head 40mm x 19mm.Condition report intended as a guide only.Running. Adjuster working. Some scratches and slight chips to the crystal. Diamonds all intact and in good order. No major scratches or wear to the metal. No box or papers. Quartz watch, not as originally catalogued.
Los 481
A Victorian 18 carat gold cased fusee fob watch by J. W. Matthews, Stehen Ferry. With engine turned engraving to the caseback, engraved gold dial with a floral mask and having applied Roman numeral markers. Assayed London 1841, No. 5765, 50.7 grams gross weight, 41mm wide.Condition report intended as a guide only.Running. Small crease and minor dents to the caseback. Hands slightly misshapen.
Los 498
A George V silver powder compact by W. H. Manton Ltd and retailed by Asprey of London. With engine turned engraving and gold embellished bands. Assayed Birmingham 1938, 5.75cm square.Condition report intended as a guide only.Some edge dents. Right hand side with a very minor opening between top and bottom. Some tarnishing to the mirror.
Los 1061
1991 Suzuki TSX, 49 cc. Registration number H167 XHD. Frame number SA11CXXXXXXX132197. Engine number A113132289. The TS50X is an air-cooled, 49 cc, single-cylinder, two-stroke engine, trial style motorcycle manufactured by Suzuki from 1984 to 2000. It had a five-speed manual gearbox and complied with the United Kingdom requirements of the time to be classified as a moped. Electrics were 12 volt and capacitor discharge electronic ignition was used. The machine used Suzuki's own CCI oil pump delivery system, avoiding the need to pre-mix two-stroke engine oil. The duplex cradle type frame is made of welded tubular steel with a steel box-section swing arm. Front suspension is conventional coil-sprung telescopic, but the rear has Suzuki's "Full-floater" type where the suspension is connected to the frame by a linkage, which allows spring rates to increase in response to wheel travel. Bought by our vendor for his son on the 1st February 1991for him to use to get to school (cool dad!) it was last used in 1994 when it was taken of the road with some 1,505 miles on the odometer. Some years later he had it fully restored but it has remained in storage ever since. Sold with the V5. It will require recommissioning to use on the road.
Los 1024
c. 1914 Rover 3 1/2 hp Project, 499 cc. Frame number S40230. Engine number erased. The Rover safety bicycle had created a breakthrough in bicycle design at the end of the 19th century. At the end of 1903 the company presented its first motorcycle, which was much ahead of its time: a well- designed side valve engine with mechanically operated valves, spray carburettor, strong frame with double front down tubes and excellent finish. It created a lot of interest and a thousand or so were sold in 1904. However, in 1905 a serious slump in motorcycle sales started because public confidence in the motorcycle had waned considerably due to the marketing of many inferior and badly engineered models. Rover didn't want to risk its good name and stopped motorcycle production entirely, to concentrate on the bicycle business. In 1910 the motorcycle's future seemed rosy again and designer John Greenwood was commissioned to draw up a new engine, presenting it at the Olympia show at the end of 1910. Some 500 machines of the 1910/1911 type were sold and in the 1912 model hardly any changes were made, proving the initial design had been good. For 1913 the most notable new features were a new frame layout with dropped top tube and a separate cylindrical oil tank that was inserted in the petrol tank, it protruded on the offside of the machine and gave the typical bulge that became a hallmark for the Rover make. For 1914 the front forks were fitted with horizontal top springs, the petrol tank got a slightly tapered shape to make more room for the rider's legs and the mudguards were extended to the sides, to name some notable new features. It is unknown when Mike Hanson acquired this project and it is sold as seen, buyers should satisfy themselves as to what is included, there is no paperwork included. Buyers should also be aware that in the 3rd Edition of the VMCC Register of Machines this frame number is associated with a machine carrying the registration number FT 335 (now on a Land Rover), engine number 4373, and gearbox 1138.
Los 1008
1992 Peugeot 205 Gentry, 1900 cc. Registration number K184 NAG. Chassis number VF320CDF424876790. Engine number TBC The Peugeot 205 was produced from 1983 until 1998 and was an instant hit; its styling was echoed in every Peugeot model that was to follow. The exterior styling was never facelifted or significantly altered in its 15-year production run. At the beginning of 1993, Peugeot launched the 306, which officially replaced the 309; the arrival of this car also diminished the 205's role (and its sales figures) in the Peugeot range, as had the arrival of the smaller 106 in September 1991 - although the final demise of the 205 was still some years away. The 205 was first available as a GTI in 1984 and was initially powered by a fuel injected 1.6 petrol engine, followed by the 1.9 GTI in 1986. They made only four limited editions GTI's; the Griffe which was only sold in Europe and was bright green (1652 were made); 25 FM1's; to celebrate 25 years of Radio 1 in 1992, in 1989/90 1200 were made in Miami blue and Sorrento Green and then there was the Gentry. The Gentry was arguably not a GTI model as it used a detuned 105 bhp 1.9 litre engine with an automatic gearbox. Only 300 models were made in Sorrento Green and Aztec Gold (sometimes called Mayfair Beige). They came with full-leather and real wood trim, power assisted steering, ABS and heated mirrors. It came with the same body side trims as the GTI, which led to the Gentry often being mistaken for a GTI. NAG has had a pampered life with only one lady owner; purchased new on the 1st August 1992 from Arundale Ltd of Bridlington, she has a full service history with 18 stamps in her service book, the last being at 49,963 in July 2016 (not in the book but paperwork present); MOT'd in 2016 at 49,963 and 2017 at 50,111, the mileage today is some 50,145. A new cam belt was fitted in 2002, an exhaust in 2004, and again in 2009 (indicative of short journeys where the system does not get fully hot), a new alternator and brake overhaul in 2010. The overhaul condition of NAG is very good having lived her life in a heated garage; particularly the very rare full leather seats are exceptional. She would benefit from some long runs to clear her injection system through as she has covered very little mileage in recent years due to the advancing age of our vendor. Sold with the V5C, service book, manual and a comprehensive history folder.
Los 1071
1972 BSA B50SS Gold Star, 499 cc. Registration number RDT 159L. Frame number HE14680. Engine number HE14680. The B50SS is a "Street Scrambler" single-cylinder 499 cc ohv motorcycle, produced by BSA from 1971 until their closure in 1973. It was the last of the big capacity unit-construction singles; it had an alloy engine with a bore of 84 mm and a stroke of 90 mm. As well as the road version, special models were produced for off road competition use. BSA's earlier 500cc single was the iconic Gold Star, a pre-unit machine with a duplex frame similar to that of the Golden Flash twin. The Gold Star was not considered suitable for the progression to unit construction but the name was revived when the 250 cc BSA C15/Starfire was eventually developed into the 500 cc B50 (via the B40 & B44). The dry sump B50 included features such as "oil in the frame" and the electrics in a single removable 'pod'. BSA kept production costs down by using parts across a range of models, launched in 1971. About 5,700 were built. Some B50s were modified for off-road use by specialist builders such as Eric Cheney. B50 bikes were successful in both road-racing and off-road events. A modestly modified B50 Gold Star 500 ridden by Nigel Rollason and Clive Brown won the 500cc class in both the Thruxton 500 miler and the Barcelona 24 hours, and won the Zolder 24-hour race outright. After the demise of BSA, Alan Clews bought up remaining B50 part stocks and set up Clews Competition Motorcycles, producing successful CCM motocross bikes based on the B50. This, matching numbers, example was first registered on the 4th December 1971 and has had intermittent use over the years, a 1991 MOT has the mileage at 11,416, by 1993 in had risen to 11,847, our vendor acquiring it in 1999 when the MOT was at 12,530 miles, the last MOT was in 2003 at 14,560 miles. Today it is at 14,775 and the unrestored example will need some recommissioning before use. Sold with the V5 and various MOT's.
Los 1057
1964 BSA C15T trials project, 343 cc. Registration number AVN 1B. Frame number C15C 1394. Engine number B40FSS 267 With its heavyweight B32 and B34 models becoming increasingly un-competitive, BSA had begun developing a trials version for the lightweight C15 '250' roadster in the late 1950s, before the latter's official launch. The trials C15 made its official debut at the start of the 1959 season when Jeff Smith secured a remarkable victory in the St David's Trial. Smith followed this up with wins in the Scott and Perce Simon events, and at the season's end the model was offered to customers for 1960 'as ridden by the works'. In production form the C15T incorporated many design compromises that were not inflicted on the works bikes, which continued their run of success throughout the 1960 season. The following year, experiments began with bikes using the 343cc B40 engine in the C15T frame, one such prototype winning the Scottish Six Days 350cc cup in 1963 courtesy of Jeff Smith. This example has no history having been bought many years ago by our deceased vendor. It was a project in progress and the engine has been rebuilt although it is unknown what has been done. The frame should be for a 250 cc engine although this B40FSS example has been fitted, a common upgrade. Sold with the V5C, buyers should check for the completeness of this project.
Los 1034
1930 Triumph Model X, 174 cc. Registration number CSU 600 (see text). Frame number X4959. Engine number X3787. With the whole world suffering the effects of the 1929 Wall Street Crash in America, those fortunate enough to still have a job were 'feeling the pinch'. Those with cars were thinking of more economical motor cycles for transportation to work, and those with motor cycles were seeking something smaller and cheaper to run. Triumph's solution was very basic two-stroke - the 174cc Model X. As if following the lead of BSA's ultra-lightweight two-stroke Model A, which had arrived in 1928, Triumph introduced a model with similar specification - the Model X - for 1930. Like that of the BSA, the Triumph's unitary engine/gearbox unit was of unconventional design, featuring a forward-facing carburettor and choice of two speeds in the transmission, which were driven directly off the bob-weighted crankshaft and selected by means of a rack-and-pinion operated selector dog. No forgings were used in the frame, which consisted of a combination of curved tubes and pressings. A 150cc version was soon added to the range, but both were gone by 1933. The Model X was available for 1930 to 1932; some 5,000 were believed to have been built. Nothing is known of the history of this machine and there is no paperwork although it is on the DVLA register since 1987, possibly the year it was restored.
Los 1041
1953 James Cadet, Project, 122 cc. Registration number WSK 238. Frame number not found. Engine number 618A 5469 (see text). James's first post-war '125' was the ML, a 122cc Villiers 9D-engined machine derived from a successful military design. It was superseded in 1948 by a new model similar to the 98cc Comet but using heavier cycle parts and the 10D engine. For 1950 the 122cc machine was named 'Cadet' and by the time the L15 model offered here was made, featured the 149cc Villiers Type 30C engine and revised cycle parts incorporating a frame combining tubes and pressings, telescopic front fork, swinging-arm rear suspension and full-width hubs. The engine with lot has been rebuilt and has no oil in it. It is numbered 5460 although DVLA have it down as 5469. It is registered with DVLA from 1982 although was last taxed in 1992 when owned by Jonathan Cocking of Edgware. This machine has been in long term storage. Sold with a V5.
Los 1036
1927 Sunbeam Model 9, 493 cc. Registration number TU 6846. Frame number D1274. Engine number L1284. The Model 9 had a long and illustrious history beginning in 1924 and finishing in 1938, during this time it underwent many changes, from a flat tank 3 speed to a saddle tank 4 speed machine in the mid 30's. The engine was under constant development, changes were made to the lubrication and the valve mechanism to name but two. The introduction of the Parallel Model 9 so called because of the top frame tubes was introduced in 1924. It featured overhead valves, a 3 speed gear box and flat tank. Sunbeam introduced the model as a sports roadster complete with toolkit mounted below the chain guard. There was no kick start so being fairly adept at a running start was a necessity. In 1926 saw the provision of a kick start as standard. The 1927 M9 was now a much more user-friendly machine with a kick start, a balanced front mudguard, and a rear carrier as standard. The front fork was strengthened, and adjustable damping provided. A larger front brake was fitted, but the single spring clutch was retained. A Best & Lloyd pump supplied oil for the total loss lubrication system, and the familiar end-plate type rocker box was introduced. The 1927 catalogue description mentions: "This model has been improved in many ways since last season. The engine lubrication has been simplified, the overhead rocking gear has been redesigned, giving greatly increased bearing surfaces. A luggage carrier has been added and shock absorbers incorporated in the front forks." In 1928 the cost was 75 guineas. In April 1959 Harry Whitehouse of West Ealing applied to Cheshire C.C. for a duplicate registration book, in June of the same he received a letter from Middlesex C.C. saying the original owner was Jack Walker of Macclesfield. It was still with him in 1969. In October 1985 it was acquired by Brian Thornton of Brighouse and sold to our vendor in June 1998, he restored it and exhibited at the 1999 Wakefield Historical Commercial Vehicle Show with the entry details "This motorcycle was last taxed in 1940, left dismantled in a garage, purchased and rebuilt by the present owner in 1997". He rode it for a few years; it was last taxed in 2000. Sold with the R.F.60, V5 and some other paperwork.
Los 1025
c.1907/09 Fafnir engine, believed 3.5 hp, unidentified frame and tank. Frame number not found. Engine number 12539. Fafnir was a German engine and vehicle manufacturer based in Aachen, between 1908 and 1926. The company was founded in 1894 producing needles, with the growth of the bicycle industry; they started to make wheel spokes. From 1900, the company produced motorcycle engines in various capacities up to 8h.p. V-twins and between 1903 and 1914 they also produced complete motorcycles. The engine is also stamped 80 m/m. Bonhams sold engine number 11895 as lot 14 in the sale on 30th June 2008 as part of the Professor Fritz Ehn collection; they dated it to c. 1904. Very few complete machines are known to exist; a 1909 example is in the Jeparit Museum of Victoria, Australia. Sold with a letter from Baz Staple, past Fafnir registrar of the V.M.C.C. dated 1988. Provenance; Purchased from Pat Chapman Museum, Tag Island, London 1987. Buyers should satisfy themselves as to what they are buying.
Los 1027
c.1922 Matchless 8hp Model H Project. Frame number not found. Engine no. 2C9A 65471 Unlike the vast majority of Britain's motorcycle manufacturers, which were located in the Birmingham and Coventry areas, Matchless were based in Plumstead, South London. The name 'Matchless' first appeared in the 1890's on cycles manufactured by H. H. Collier, The firm's first production model in 1902 and was JAP powered, but in 1912 the firm introduced a 500cc single of its own design. Nevertheless, within a short time it had gone, along with all the other singles, and for the next several years Matchless built only v-twins. When civilian production recommenced after WWI, the famous Model H was an early addition to the range. A development of the 8B/2, the Model H was unusual in being offered as a motorcycle combination only, with integral sidecar chassis, sprung sidecar wheel, swinging-arm rear suspension and electric lighting, it lasted in production until 1927. This lot will make a wonderful project as the main parts appear to be here, the engine, a gearbox, lots of the frame components, together with a spare rear frame with a mudguard. Sold with a copy of the Matchless Model H/2 service book, dated October 1921, buyers should satisfy themselves as to the completeness and correctness of this lot.
Los 1032
1966 Velocette Venom, 499 cc. Registration number GNB 833D. Frame number RS 18833. Engine number VM5344 (see text). The Venom was Velocette’s hottest bike from its inception in 1955. In 1961 factory-prepared Venom with a small fairing set the world's 24-hour endurance speed record of 100.05 MPH at the Montlhery race track in France. The record stood until 2008 for 500 cc motorcycles. The 499 cc Venom was derived from the Velocette MSS. In a field crowded with a new crop of vertical twins from nearly every maker, Velocette simply didn't have the means to join the vertical twin race. They had to make do with what they had, that being a line of very advanced singles. Designed by Eurgene Goodman (son of the owner) and Charles Udall, the Venom engine of 'square' bore and stroke dimensions of 86 x 86 mm had an alloy cylinder with cast iron liner, an alloy cylinder head and a high compression piston. The cam was set high in the crankcase to allow for very short pushrods. This offered some of the benefits of an overhead cam setup, but was much simpler and cheaper to produce. The MSS frame and forks were retained for the newcomer, but full-width alloy hubs were adopted to boost braking power and smart chromed mudguards fitted to enhance the models' sporting image. Manufactured until the end of Velocette production in 1971, the Venom represents the final glorious flowering of the traditional British sports single. GNB was first registered on the 30th September 1966 and its subsequent history is unknown until P. Dawson of Northwich bought it in the July of 1987, as this was the last time it was taxed one presumes it was a non-runner. In April 1990 Britbikes of Bolton bought it and at some point sold it to Mike Hanson, although he never informed DVLA. Earlier this year it was sold on and registered from the old V5 but the buyer has subsequently returned it as he is not happy with the engine number stamping. He has stated that the bike is fitted with Dunlop alloy rims and a Velocette twin-leading shoe front brake. A steel 4 ¼ gallon Clubman tank matches the later fast-back twin-seat. The engine is fitted with a BTH TT manual advance magneto and the early series heavy flywheels. A new Omega piston has been fitted and the cylinder barrel bored to suit. The Velocette clutch and primary chain is retained and drives the prefix 12 gearbox. Sold with the new V5C, buyers should satisfy themselves as to the correctness of the machine.
Los 1077
1951 Norton ES2, 490 cc. Registration number LRH 969. Frame number E4/ 33089. Engine number E4/33089. Introduced at the 1927 Motor Cycle Show, the ES2 sports roadster used the Model 18's overhead-valve engine in the cradle frame of the overhead-camshaft CS1 and from then onwards, the 'ES2' designation was always applied to Norton's top-of-the-range, overhead-valve single. Although originally launched as a sports motorcycle, throughout its long life it was gradually overtaken by more powerful models. It remained popular due to its reliability and ease of maintenance as well as the traditional design. From 1947, the ES2 had an innovative hydraulically damped telescopic front fork and race developed rear plunger suspension. From 1953 it had a single downtube swinging-arm frame and was up-rated to the Rex McCandless Featherbed frame in 1959 featuring an improved AMC gearbox, revised cylinder head, crankshaft-mounted Lucas RM15 60-watt alternator with coil ignition and an eight inch front brake with full width hubs. The wideline Featherbed-framed bike was road tested by The Motor Cycle on June 4, 1959 and found to have a mean top speed of 82mph with petrol consumption of 56mpg at 60mph. LRH was pre- registered by Jordans of Hull on the 15th January 1951 and sold on the 31st to Douglas Trinick of Hull. Our vendor’s father bought it on the 17th April 1957, along with two Storm guard coats, one pair of waders and one pair of gloves for £65. Last on the road in 1963 the mileage of 19,090 will be correct and it has been in dry storage ever since. This machine has wonderful patina, except maybe the red painted forks, and will need recommissioning to run due it its inactivity. In the cataloguer's opinion it would make a fantastic oily rag restoration. Sold with the V5C, V5, R.F. 60, purchase receipt from 1957 and an instruction manual.
Los 1072
c.1955/60 BSA Gold Star, Project, 349 cc. Registration number not registered. Frame number CB32 10146. Engine number DB32 GS 592. Gearbox STD. The evocatively named Gold Star did not return to BSA's post-WW2 range until 1949. First displayed at the Earls Court Show in 1948, the B32 Goldie boasted the telescopic fork first introduced on BSA's larger models for 1946 and came equipped with a new alloy cylinder barrel and 'head. For 1950 a 500cc version - the B34 - was added to the range and this larger Goldie was the first to switch to the new die-cast top-end, with separate rocker box, in 1951. The 350 followed suit in 1952 and the pair continued as the 'BB' Gold Stars after the swinging-arm frame was introduced in 1953, changing to 'CB' designation for 1954. This change marked the introduction of the classic 'big fin' engine but the designation lasted only until the arrival of the 'DB' series in the autumn of 1955. The 'DB' incorporated a much improved lubrication system and, in the case of the 350 only, a stronger cylinder assembly; as such it represented the 'Junior' Goldie in its final form, there being no 350 equivalent of the final 'DBD' version. CB32.10146 was supplied with engine DB.32.GS.1761 in Clubman's trim to T. Cowie, Giles gate, Durham on 12.09.60 (the despatch date from BSA). Interestingly the last '350' was engine 1788 in frame 10429 on 22.12.60. DB.32.GS.592 was in 'touring' trim (so would have been supplied with an 'STD' gearbox), and fitted in frame CB32.3078 and was despatched from the BSA works on 14.10.55 to Eborn's Garage, 44 Walton Street, Aylesbury, Buckinghamshire. This example was owned by Jimmy Maughan of Guisborough, Cleveland, who had a motorcycle sales and repair business. It is not known when he bought it. He passed on some 30 years ago and his wife retained his collection which included the 1957 Norton International in this sale. Local undesirables began breaking into the shed where they were stored and started removing parts from the machines. His widow then covered them with furniture and the roof later collapsed. Rescued by our vendor when she needed a new roof on her home she could not find the paperwork for either machine. Offered in the condition found, with a Dunlop front wheel and a Borrani rear, buyers should decide how much is missing when bidding for this rare original CD32 project. There is no paperwork with this lot
Los 1060
1998 Jingeng Monkey, 49 cc. Registration number R918 DWX. Frame number TBC. Engine number TBC. Motorcycle genius Soichiro Honda`s original design, the CZ100 `Mini Bike`, still has an enthusiastic following, and an original example are highly collectable. AKA the `Monkey Bike`, by which it was and will be forever known, the first of the line had a 49cc pushrod engine, rigid forks, single seat and 5`` wheels. Soon upgraded to the CZ50M, a sort of de-luxe version, with ohc engine from the step-thru C50 and tartan twin folding seat. Next up was the Z50A which had tele forks, 8`` wheels with knobblies, high level exhaust and you could have a red, blue or yellow colour scheme. That model then morphed into the Z50AK2 which was almost exactly the same and named the `Mini-Trail`. Ironically the Far East motorcycle industry has spent the last four decades cloning Mr Honda`s designs, some official, others not, and there are many copies of the Monkey Bike available on the market today. Indeed the term has become somewhat generic now and can apply to any miniature motorcycle. This example has hardly been used and is currently on a SORN with DVLA, the mileage is only at 24 miles and it still has the plastic on the seat. Sold with the V5C and an MOT until 13th Feb 2020..
Los 1002
1931 Morris Minor 885 cc. Registration number ESV 849. Chassis number SV2553. Engine number 15549, 31 1 39. Morris' 1927 acquisition of Wolseley facilitated the production of a light car intended to rival Austin's highly successful Seven. Wolseley's 847cc, four-cylinder, overhead-camshaft engine provided the motive power for the new Minor which, with around double the Seven's output, enjoyed markedly superior performance. The simple ladder-type chassis featured cable-operated brakes and a three-speed gearbox with dry clutch. A fabric-bodied saloon and four-seater tourer were offered from 1928, being joined for 1930 by a steel-panelled saloon and light van. Extending the range still further, a two-seater tourer was introduced in December 1930 costing only £100 despite a generous level of equipment. Having spent a full day putting the '£100 marvel' through its paces, the Daily Herald declared: 'Four years ago, the same car could not have been produced for twice the price.' Despite being acclaimed by press and public alike, the original 'cammy' Minor was dropped in 1932 in favour of the recently introduced - and cheaper to produce - sidevalve-engined version. The new engine retained the same bore/stroke dimensions as the superseded OHC unit, which lived on in various MG sports cars, and was claimed to produce only one horsepower less. The two-seater tourer continued to be offered for just £100. By the time Minor production ceased in 1934, almost 40,000 'cammy' and over 47,000 sidevalve models had been built. ESV 849 was last taxed in Maidstone in 1994 and would appear to have been off the road ever since. It is a 1931 SV Minor with a 1933/34 radiator and a Morris 8 engine from 1939. The majority of the car appears present but prospective bidders should satisfy themselves to what is missing. It was unknown to the Vintage Minor Register and they would like the next owner to join the club. It was owned by Gordon Walker of Liversage, near Cleakheaton from 1993 until he sold it to our vendor in August 2011. Sold with the V5C and the 1994 tax disc.
Los 1009
1976 Austin Allegro Vanden Plas, 1485 cc. Registration number PYB 99P. Chassis number VF4SJ 255200A. Engine number 43048. Produced between 1974 and 1979, the Vanden Plas 1500 and 1750 models were upmarket versions of the Austin Allegro which had first appeared in 1973. Allegros manufactured at the British Leyland factory in Longbridge, Birmingham, were sent to the Vanden Plas factory in Kingsbury, North London, to be fitted with a luxurious interior featuring leather seats, wall to wall carpeting, a walnut dashboard and walnut picnic tables. They also featured a new bonnet panel allowing for a prominent chrome grille. As with the Allegro, the body shell was suspended using the new Hydragas suspension system (derived from the previous Hydrolastic system used on the 1100/1300) which endowed the car with an outstanding ride. BL's marketing men went to great lengths to distinguish the Vanden Plas models from the rest of the Allegro range, never badging or referring to them as Allegros. "Luxurious yet unostentatious, powerful yet economical, the Vanden Plas 1500 is truly a car for the discriminating motorist," claimed the sales brochure. "A car you can take anywhere - to a point-to-point or to the Hilton - its simple elegance puts cars twice its size to shame and its delightful practicality means it can happily go where the monsters fear to tread. Totally international in concept, it is equally at home in Rome or Paris or Vienna - yet its distinctive air of good breeding is unmistakably British." PYB, in Sandglow with a tan interior was first registered to Mr Sidney Pritchard of Lee on Solent on the 18th May 1976; he paid Wadham Stringer of Taunton £2,709.52 for it, part exchanging his 1972 Vanden Plas 1300; extras were Cadulac corrosion protection and front mud flaps. It was serviced by them every six months seventeen times until at 42,839 miles in April 1983 when Fine Cars took over the servicing, at 46,889, 56,806, 79,611, 83,974, 86,334 and 87,870 miles in 1995. During this time it had two visits to the body shop for repairs to the front nearside wing. It then began to change hands and 2013 it was in Pontefract with John Meads, and then Alan Garbett of the same town before it went south to Jamie Cornwall for his partner Kirsty Dave of Callington in 2016 when the mileage was 90,549. Our vendor bought it from them in August 2017. He has replaced the gearbox with a reconditioned unit from the Owners Club, taken the engine out, detailing it and the engine bay and rebuilt the front suspension and brakes, dealing with the MOT advisories of 2016, along with a general tidy up. It is now being sold as he has a new project and the car is surplus to requirements. Rarely do we see a car with such a comprehensive service history, all of the service details, most of the MOT's, most of the tax discs, the original invoice and order form. The photographs are testament to Mr Pritchard's carefully and cosseting ownership. Sold with the V5C and a large history folder.
Los 1063
1975 Kawasaki KT250, 246 cc. Registration number LCP 822N not registered (see text). Frame number KT2 01488. Engine number KTE001552. Kawasaki began building motorcycle engines in 1949 as an offshoot of its aircraft engine operation. The company, as Meihatsu under the Kawasaki umbrella, began producing motorcycles in large numbers beginning with a 148cc, 4-stroke bike in 1953. For the next 10 years, they built standard street motorcycles and in 1963 they developed the off-road dirt bike B8M Motocrosser. The Red-Tank Furore, (the 1963 125cc B8M motocrosser) cemented Kawasaki's off-road credentials by winning the Fukui Prefecture Motocross and Hyogo Prefecture Motocross tournaments in Japan. The 250cc 2-stroke F21M model, the offspring of the famed Red-Tank Furore, debuted in 1967, winning a series of off-road races throughout Japan. This KT250 was used for trials riding from 1975 and last taxed in 1977. In dry storage since this highly original machine will require a rebuild before campaigning again. Sold with a V5 although it is not on the DVLA database.
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