186062 Preisdatenbank Los(e) gefunden, die Ihrer Suche entsprechen

c. late 1970's Yamaha YZ 125 dirt bike. Registration number not registered. Frame number not found. Engine number YZ125 110887. Buyers should satisfy themselves as what this machine is; there is no paperwork with it.

1939 Scott Flying Squirrel, 596 cc. Registration number DNX 614. Frame number 4658. Engine number DPY 4735. Bradford-born Alfred Angas Scott’s experiments with two-stroke motorcycle engines began in the closing years of the 19th Century. The first complete Scott motorcycle followed in 1908, its twin-cylinder engine, two-speed foot-change gear and all-chain drive marking it out as an exceptionally advanced design for its day. Light weight, ample power and sure-footed handling thanks to a low centre of gravity were Scott virtues right from the outset. Like its major rivals, Scott was well aware of the publicity value of racing and the allure of models with a TT connection, so the adoption of an optional full-frame tank, like that of the works racers, for the new Flying Squirrel was not surprising. The Squirrel name was used for Scott motorcycles since 1921 but with the death of the founder Alfred Angas Scott in 1923 the unorthodox Scott two-stroke motorcycles began to become more conventional. Development of the three speed Scott Flying Squirrel began in 1922 as the company was in severe debt and faced receivership. Launched at the 1926 Earls Court motorcycle show, the Flying Squirrel was expensive - nearly twice the cost of a sporting four-stroke motorcycle of the time. The unique water cooled circulation used a convection method known as the thermosyphon system. The bottom end block was painted either green or red for racing or road respectively and featured a centrally positioned flywheel, twin inboard main bearings, overhung crankpins and doors to enable ease of access to the engine. The redesigned three speed gearbox, multi-plate clutch and the repositioned magneto were all significant improvements. In 1929 Scott achieved third place in the Isle of Man TT and launched a road going TT Replica Flying Squirrel. Following cost cutting the factory also launched a basic touring model in 1929 for under £70. Financial problems continued, however, and in 1931 Scott were unable to enter the TT or the Earls Court show. A three cylinder prototype was developed but Scotts lacked the resources to develop it and on the outbreak of World War II production ended. Between 1935 and 1938 the factory at Shipley in Yorkshire produced the B2592 air-cooled Aero engine, based on the Scott Flying Squirrel motorcycle unit. A 25 hp version was also specifically developed to power the notoriously dangerous Flying Flea aircraft. According to the V.M.C.C. records DNX was dispatched from the factory on the 14th February 1939 and was dispatched to H. Greenside of Liverpool although the invoice was sent to Mr Kitson, Scott Motors London agent. It was first registered on the 1st July 1940 in Dudley, Liverpool; the delay presumably due to WWIII. The R.F.60 (1956 edition) lists Peter Lowe of Birmingham and then three address’s in Devon as the owner from 1957 until Peter Simpson of Edinburgh bought it in 1963 followed by Lawrence Sutherland. It then goes quiet until Raymond Elliott of Morpeth in 2001, Rob Francis in 2002, and Ray Mawson in Lincolnshire again in 2002 who had the engine rebuilt. He sold it to David Curtis of Doncaster in 2006 when the speedo was reset and then he sold it to Jeremy Wilcox of Rowlands Gill in 2010, our vendor bought it from him in 2016. This rare machine was last MOT’d in 2012 at 1,638 miles, it is now at 3,655 miles, so some 4,500 miles since the engine was rebuilt and we would suggest testament to a good rebuild and a very ridable machine. Little used since our vendor has owned it, DNX will need a light recommissioning before use. Sold with the V5C, R.F. 60, the V.M.C.C certificate, a new battery, various MOT’s and hand written notes.

1984 Yamaha Townmate, 79 cc. Registration number B672 UVH (see text). Frame number unknown. Engine number unknown. The "Town Mate" was a 4-stroke version of the Yamaha "Mate" and was introduced to meet the changing needs of the times. It newly featured YICS (Yamaha Injection Control System), which boosts the engine's combustion efficiency to increase fuel efficiency. It was introduced in 1982 to compete with the Honda Cub. Nothing is known of this machine, except according to DVLA it was registered in September 1984 and was last taxed in 1989. There is no paperwork with this machine.

c.1960 James Cadet, Project. Registration number not registered. Frame number GL15A8809. Engine number 8327. James began concentrating on the manufacture of two-stroke lightweights in the 1930s and continued the policy after WW2. In 1951 the company became part of the Associated Motor Cycles group, joining Francis-Barnett, and from then on the two marques' model ranges became ever more similar until the transfer of Francis-Barnett production to the James factory in 1962 ushered in an era of unashamed 'badge engineering'. Like Francis-Barnett, James used Villiers engines at first, though from 1957 many models used parent-company AMC's own power units. The 'Captain' name was first adopted for the (nominally) 200cc model for 1950. Both the Captain and the 125cc Cadet featured the newly developed rubber-suspended telescopic front fork, while plunger rear suspension was available on De Luxe versions that also featured battery electrics. The engine with this lot has been rebuilt and has no oil in it. There is no history with this machine that has been in long term storage.

1954 Norton ES2 Project, 490 cc. Registration number (not registered). Frame number J4 53790. Engine number 53790. Gearbox number G102 A 6135. Beginning as a manufacturer of parts for the 'two-wheel trade' in 1898, Norton quickly progressed into producing motorised bicycles and by 1908; the company had developed its own single cylinder engine to power the basic motor cycle. In 1907, Norton found success at the first Isle of Man TT with a Peugeot-powered machine; this heralded the start of a long line of sporting successes which lasted into the 1960s. The ES2 first arrived in 1927; the long-stroke, single cylinder thoroughbred machine became popular due to its classic design and reliability and had a production run which lasted into the mid-Sixties. There is no history with these parts and buyers should satisfy themselves as to the age and completeness.

1972 Cotton Cavalier Expert, 170 cc. Registration number PHJ 220 K (see text). Frame number XTM 7112.Engine number EX 3612. In the 1960s, Cotton was going from success to success on the strength of their close relationship with Villiers Engines. In 1965, Villiers was bought by Manganese Bronze and then consolidated in 1966 with AMC under the Norton-Villiers banner. In 1967, Villiers decided that instead of supplying other manufacturers with their competition engines, they would build and launch their own complete motorcycles under the AJS brand using the 250 Starmaker engine as a base. Villiers had plans to build a range of scramblers and an over the counter 250 road racer. This was the beginning of the end for Cotton. With the loss of their long-time engine manufacturer, Cotton was forced to look abroad for another supplier. By 1969, Cotton was using the Italian Minarelli engine to make the Cavalier trials bike and the ISDT Enduro, but production was very small at only five bikes a week being manufactured and success was elusive. These bikes could also be purchased in kit-form for a tax savings, but Cotton's kit bike business was soon hit by government legislation, further dealing a blow to the company. Cottons moved to Stratton Road in 1970 where, in addition to motorcycles, they produced the Cotton Sturdy, a three wheel works truck. During the next ten years they moved premises several times in and around Gloucester before finally moving to Bolton in 1978. They produced a good 250 cc racing machine fitted with a ROTAX engine. However, they were unable to continue due to financial difficulties and closed down in 1980. PHJ was first registered on the 2nd March 1972 as WGV 65K by Douglas Theobald of Risby, Suffolk, the legendary DOT trials works rider; he only kept it for that season before selling it in the August to John Biggs of Hildersham in Cambridgeshire. He then sold it via Mike Bavin Motorcycles of Diss to John Lawrence of Norwich on the 6th January 1973 for £190. It was used for several years before being laid up until 1986 when it emerged after a house move. John recommissioned it and re registered it due to not having its records updated with DVLA (now PHJ 220K). John was not competitive due to the passage of time so sold it to Ray Holloway for £250 for Army Cadets to use in 1987. Ray did not take the V5 to register it as it was being used off road. In February 1996 Leslie Potter of Braintree in Essex bought it for £395 and set about finding out its history which included finding John Lawrence who gave him all of the earlier paperwork. He did not use on the road and sold it to our vendor, an ardent trialist who has stored it in a heated garage for many years. This rare 1972 Cotton Cavalier has now emerged again and now deserves to be used as Douglas Theobald would have done back in the day. It will need recommissioning, again! Sold with the R.F.60, various V5's, various MOT's in both registration numbers, various receipts for works undertaken, John Lawrence's extensive notes and the original photocopy manual.

c. 1922/23 Matchless Model H engine, numbered 2C9A and 62918, with barrels, buyers should check how complete this lot is.

1954 Bedford TA lorry. Registration number not registered (see text). Chassis number A5LC 36203. Engine number A5 32630. Bedford was a subsidiary company of Vauxhall Motors which was the provider of commercial vehicles for the UK and export markets. The origins of Vauxhall Motors can be traced to 1857 when Alexander Wilson founded the Vauxhall Iron Works in Wandsworth Road, Vauxhall, London. Vauxhall Motors moved to Luton in 1905 and in November 1925 Vauxhall was acquired by General Motors. During World War II production of civilian vehicles was suspended, and Vauxhall was given the task of building the Churchill tanks. Production resumed after the war using the tried and trusted K, M and O types introduced in 1939, and these gave way in 1951 to the new S type and later its 4x4 relative, the R type. This was chosen by the Armed Forces and was to be the standard 4 tonne truck for many years. Normal trucks were not neglected with the A type appearing in 1953 and followed by the D in 1957. All lorries were classed as T for truck then the model type with the number 2, 3, 4 and 5 as the weight they could carry, 5 for 5 tons. This example was exported to New Zealand for use as a Fire Tender with the registration number DV 6773; they were used mainly in the Forrest Conservation Catchments due to the lack of water in remote areas. This one appears to have been retired circa 1994 when it was owned by Canterbury Truck Ltd who sold it to Thomas Gaskin of Christchurch, N.Z. in 1995 and then it made its way back to the UK. Our vendor acquired it some 20 years ago with the intention of putting a tipper bed on it and found a ram and rear lights for this. The body was stripped and red leaded and then time got in the way. It has sat in his barn ever since and he now has no interest in it. Sold with a New Zealand Certification of Registration and a 1990 Loading Certificate. There are no import papers with it and the new owner will have to deal with DVLA with regard to registration.

c.1950/52 James Captain Project. Registration number MJF 820 (not recorded with DVLA). Frame M3674. Engine number 075B 53201 E. James began concentrating on the manufacture of two-stroke lightweights in the 1930s and continued the policy after WW2. Villiers engines were used at first, though from 1957 many models used parent-company AMC's own power units. The 'Captain' name was first adopted for the (nominally) 200cc model for 1950. Both the Captain and the 125cc Cadet featured the newly developed rubber-suspended telescopic front fork, while plunger rear suspension was available on deluxe versions. This example is a frame believed to be a Captain with a 197 cc Villiers engine that has been rebuilt but has no oil in it. There is no paperwork with this lot.

c.1953 Francis Barnett Falcon, Project, 197 cc. Registration number not registered. Frame number TM 8210. Engine number 296B 59288 E. After WW2 Francis-Barnett concentrated on the production of lightweight two-strokes powered firstly by Villiers engines, though from 1957 AMC's own power units were fitted to many models. 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. The engine with this lot has been rebuilt and has no oil in it. There is no history with this machine that has been in long term storage.

Various engine mounts and mudguard stays.

1966 Panther Model 35, 249 cc. Registration number HAN 60D (non- transferable). Frame number WS504A. Engine number 208D 1244. Phelon & Moore (P&M) was founded in Cleckheaton, South Yorkshire in 1904, swiftly becoming renowned for its fondness for engines with inclined cylinders. Introduced in 1923, P&M's first 'Panther' model was of this type and the name would later be extended to the entire range. Panther offered a number of Villiers-engine models alongside its traditional four-stroke singles in the post-war era, introducing the first such twin-cylinder machine in 1957. This was the 2T-powered 249cc Model 35, which was joined the following year by the 35 Sports featuring a tuned engine and larger (7") front brake. 45 Sports and 50 Grand Sports models powered by the 324cc 3T engine were added to the range, the latter boasting telescopic forks and 8" brakes. Telescopic forks featured on the Model 35 when it returned in 1962 after a couple of years absence, and from 1964 until the end of motorcycle production in 1968 this would be Panther's sole two-stroke machine, equipped latterly with the SIBA Dynastart charging/starting system. HAN was first registered by Whitby's of Acton Ltd., in London on the 11th November 1966 and took until January 1967 to sell it to Kenneth Rhodes of Aldridge in Staffordshire, it changed hands regularly, Robert Hatfield, Ian Medley before it came North with Stephen Bailey of Bradford in May 1975 and then Thomas Hewitt of Beverley. Our vendor acquired it in 2001 as a non- runner and had it on the road and MOT'd by 2005 with further MOT's in 2008 and 2009. It was then laid up and will require some gentle recommissioning before use. Sold with the R.F. 60, V.E. 60, V5, (it is currently SORN with DVLA) and the MOT's.

1993 Triumph Daytona, 1200 cc. Registration number L787 YJU. Frame number SMTTC354CGP008039. Engine number 008145. In 1993, the British engineers from Triumph launched a model to rival the Japanese supremacy when it comes to fast production bikes, in the shape of the Daytona 1200. With an 1180cc engine capable of producing 147 horsepower and a whopping 115 Nm of torque, it can easy match its rivals, but only in road conditions. It has been restricted to "only" 160 mph, the British preferring to focus on acceleration. Also, the Daytona has a much more relaxed and comfortable riding poise, compared to its Japanese competitors, which makes it great for longer trips also. The machine feels right at home on country-side winding roads or fast motorways, alike. This well- kept example was first registered by Peter Shread of Kings Lynn on the 25th August 1993, serviced on the 25th May 1994 at 466 miles and then in August 1995 at2,478 miles. MOT's run from September 1996 at 3,571 miles, 1997 at 4,449 miles, 1998 at 5,239 miles, 1999 at 5,973 miles, 2000 at 6,834 miles, 2002 at 7,984 miles, 2003 at 8,620 miles, 2004 at 8,682 miles, 2005 at 8,789 miles. It was then SORNed until 2009 when it was fully recommissioned at a cost of £390 and 21 hours labour. It was MOT'd in September 2009 at 8,993 miles, August 2010 at 9,071 miles and then SORNed again. February 2018 it was MOT'd at 9,135 miles, our vendor buying it in June 2018, it now has 9,723 miles on it and is being sold as he prefers older machines. Sold with the V5C, all the MOT's, various tax discs, service book, spare key and various invoices.

Believed c. 1903/04 Rover 2 1/2 hp engine, 300 cc, number 162. The company began to develop and produced the Rover Imperial motorcycle in November 1902. This was a 3.5hp diamond-framed motorcycle with the engine in the centre and 'springer' front forks, an improvement ahead of its time. This first Rover motorcycle had innovative features such as a spray carburettor, a bottom-bracket engine, and mechanically operated valves. Featuring a strong frame with double front down tubes and a good quality finish, over a thousand Rover motorcycles were sold in 1904. The following year, however, Rover stopped motorcycle production to concentrate on their 'safety bicycle'. Buyers should satisfy themselves as to the completeness and originality of this engine.

1967 BSA Bantam Supreme, 175 cc. Registration number KTL 286E (non- transferable). Frame number D10 7324. Engine number D10 341. The Bantam was based on the German DKW RT 125, a design that was received as war reparations, with the Bantam as a mirror image so the gear change was on the right side as with other British motorcycles of the period. Over the years the model evolved through the D1 of 1948 to the D3, D5, D7, D10, D14/4 and finally in 1969 the D175. Production ceased in 1971. 1966 saw the introduction of the D10, with 175cc and 3 speed gearbox but with increased power. The electrical system was further revised with a new type of Wipac alternator and rotor. The points were moved from the nearside to a separate housing in the primary drive cover on the offside, apart from this the bikes external appearance was very similar to the late D7 models. There were 2 variants added to the range both with 4 speed gearboxes, high level exhaust and forks with no nacelle but a separate headlamp. The first was the Sports model with Chrome mudguards, a fly-screen and a hump on the rear of the dual-seat. The second was the Bushman, mostly for export, which had 19 inch wheels and a modified frame for more ground clearance. D10 production ceased in 1967. KTL was dispatched from the factory on the 12th May 1967 to T. Cowie of Newcastle on Tyne with a different, although the one fitted is correct for the period. In 2009 it was restored and registered with DVLA in September 2010. In November 2012, whilst in the ownership of Roland Elliott of Louth, it received a comprehensive engine rebuild and in August 2018 our vendor bought it. Work was undertaken on the clutch and gearbox the following month to make them serviceable. It is now being sold due to a lack of space. Sold with the V5C, 2010 MOT, dated certificate and various receipts and notes.

c.1960 James Cadet, Project. Registration number not registered. Frame number GL15A 9580. Engine number not found. James began concentrating on the manufacture of two-stroke lightweights in the 1930s and continued the policy after WW2. In 1951 the company became part of the Associated Motor Cycles group, joining Francis-Barnett, and from then on the two marques' model ranges became ever more similar until the transfer of Francis-Barnett production to the James factory in 1962 ushered in an era of unashamed 'badge engineering'. Like Francis-Barnett, James used Villiers engines at first, though from 1957 many models used parent-company AMC's own power units. The 'Captain' name was first adopted for the (nominally) 200cc model for 1950. Both the Captain and the 125cc Cadet featured the newly developed rubber-suspended telescopic front fork, while plunger rear suspension was available on De Luxe versions that also featured battery electrics. There is no history with this machine that has been in long term storage.

1972 Triumph Trident Project, 750 cc. Registration number MTD 19K. Frame number T150 AG 1080. Engine number T150 TEE 01146. Essentially a 'Tiger-and-a-half', the Triumph and BSA 750 triples were launched in the UK in 1969, just in time to be up-staged by Honda's four-cylinder CB750. Differences between the Triumph Trident and BSA Rocket 3 were more than just cosmetic: the two models used different frames and in BSA guise the motor's cylinder block was inclined forwards. Only the Trident survived the Group's collapse in 1972, continuing as the T150V (with 5-speed gearbox) and later the T160 (using the BSA-type engine). The number of important production race victories achieved (notably by the works Triumph 'Slippery Sam') is eloquent testimony to how effective a high-speed road-burner a well-fettled triple can be. Today the models are served by an active owners' club and enjoy an enthusiastic following worldwide. This example was last on the road in 1996 and has been stripped for a rebuild, which has now stalled. The engine has been part dismantled and was found to have a bent crank shaft, also there are no tanks. There are a lot of parts with this bike including a new seat and buyers should check to see what is with the machine. This bike will make a good spring project for the new owner. Sold with the V5C.

c. 1957 Norton International, Model 30, Project, 490 cc. Registration number not registered. Frame number M11 72050. Engine number M11 72050 (os 907). One of the most charismatic model names in motorcycling history, 'International' was first used by Norton for its top-of-the-range sports roadster in 1932. The Inter's overhead-camshaft engine had been developed in the works racers for the preceding two years, and although it retained the classic 79x100mm bore/stroke dimensions and shaft-and-bevels cam drive of the existing CS1, was entirely new. Based on the works bikes and intended for racing, the International could nevertheless be ordered with refinements such as lights and a kick-starter equipped gearbox. By the time production halted in 1939 it was being built with a four-speed foot-change 'box and plunger rear suspension (the 'Garden Gate' frame), reappearing after the war in similar guise save for the adoption of the hydraulically-damped Roadholder front fork, which replaced the pre-war girder. The Inter remained fundamentally unchanged until 1953 when it gained the race-developed Featherbed frame, all-alloy engine and 'laid down' gearbox. Expensive to make and challenged by cheaper parallel twins of comparable performance, the Inter ceased to be catalogued after 1955 but could still be obtained to special order until 1958, many of these later machines incorporating Manx components. By 1955, the International was no longer listed in Norton's sales catalogue. A Model 30 International, with its all-alloy 79mm bore by 100mm stroke single-cylinder engine could, however, still be special ordered until 1958. Compression was 8.1:1, and according to Barry Stickland, writing for the Norton Owners Club (NOC) U.K., a new style of silencer was introduced to help the engine, which was rated at 29.5 horsepower, deliver a bit more power. The wheel hubs were full-width cast iron. Road holder forks absorbed bumps at the front, and distinctive bolt-on chrome panels adorned the gas tank. 1957 saw only 70 of the Model 30 (490cc) and ten of the Model 40 (350cc) built. 72050 was delivered to St Andrews Motors, a dealership for Norton and Vincent motorbikes on Gallowgate in Newcastle upon Tyne. A rare survivor, this matching numbers machine was owned by Jimmy Maughan of Guisborough, Cleveland, who had a motorcycle sales and repair business. It is believed he bought it in 1959. He passed on some 30 years ago and his wife retained his collection which included the CB32 Gold Star 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. There is no paperwork with this lot.

1934 OK Supreme Flying Cloud, 249 cc. Registration number VN 6100. Frame number 19273. Engine number PO/D/39227/S. In 1882, Ernie Humphries and Charles Dawes founded 'OK' as bicycle manufacturers. They experimented with powered bicycles in 1899 and 1906 before making a two-stroke motorcycle using a Precision engine in 1911. Before the First World War, they had produced motorcycles with Precision, De Dion, Minerva, and Green engines. Their first entry in the Isle of Man TT, in 1912, led to a ninth place and mainly modest results came during the following years when OK-Supreme machines finished in every place from 1st, in the 1928 Lightweight TT, to 10th. In the 1922 TT the fastest lap was set by Wal L. Handley at 51mph on an OK-Supreme but he failed to finish the race. After the First World War, OK produced a 292cc two-stroke motor of its own but also produced models using Blackburne, Bradshaw, and JAP engines. In the 1930s OK Supreme produced a Lighthouse 250cc and 348cc model, so named because of the little inspection window in the cam tower, which was OK-Supreme's final model. VN has an unknown history until it was registered with DVLA in 1982 when it passed an MOT and again the following year in Middlesbrough. In January 1998 Ronald Hull of Trimdon Station bought it and our vendor bought it from him in March 2006 as a restoration project. This has never progressed and he now accepts that he will never undertake it and wishes to pass it onto someone who will. Sold with the V5C, the two MOTS’ and an insurance document.

1958 AJS 16 MS, 348 cc. Registration number YTG 828. Frame number SB/16MS 33542. Engine number A64174. Associated Motor Cycles announced its post-war range of AJS and Matchless heavyweight singles in June 1945. Coded Model 16M and G3L respectively, the two 350cc models shared the same 93mm stroke as their 500cc brethren, coupled to a 69mm bore, and could be distinguished by the different magneto position: forward of the cylinder in the AJS, behind it in the Matchless. Housed in a rigid frame with teledraulic front fork, the ruggedly built overhead-valve engine drove through a four-speed gearbox. Hairpin valve springs were adopted for 1949 and a swinging-arm frame introduced, the latter initially for export only but available in the UK from 1950, machines so-equipped being suffixed 'S'. This example was built by Pykett Engineering of Andover in 1982 for John Fenton of Cleakheaton. He supplied the engine and gearbox and they the rolling chassis at a cost of £1,622 plus VAT. Our vendor acquired it 1992 and it appears to be in good order but will need recommissioning before use. Sold with a V5, a 1988 MOT, the Pykett receipt and letter.

1960 BSA Gold Star, Clubman Trim, 500 cc. Registration number 152 MTD. Frame number CB32 9423. Engine number DBD34 GS 5131. Gearbox RRT2. To start the Goldie story, we go back to 1937, when Wal Handley came out of retirement to ride a three-lap race for BSA at Brooklands. Winning the race, with the fastest lap of 107.5mph, Wal earned himself the Gold Star (awarded for race laps in excess of 100mph) and with it launched the Gold Star marque. The following year saw the first of the production Gold Stars, the M24, complete with the trademark alloy barrel and cylinder head. The engines were built from individually selected parts and bench tested, a practice that was to remain throughout its life. The machine, an instant 'good-looker' and a bargain at £82, was capable of 90mph performance though possibly without the handling to match, and pre-war production was restricted to under 500 machines. Post war, BSA launched the ZB32 in 1948 at a price of £211. In order to satisfy the eligibility requirements for the Clubman’s TT, over 100 machines were produced, 21 of which were entered into the 1949 350cc junior race, a race to be dominated by Gold Stars for the next eight years. The 350CC model was followed by the 500cc ZB34. 1953 saw the introduction of the BB series (BB32-350cc/BB34-500cc) with new duplex cradle frame and swinging arm rear suspension. These were followed in 1954 by the CB series with engine changes aimed primarily at the road racers. Immediate success was achieved in the Clubman’s TT and this cycle of engine redesign and immediate success was repeated the following year with the DB series. Towards the end the Gold Star was only offered in scrambles or Clubman’s trim. In 1963 Lucas ceased to produce the magneto used in the B series, which was a prime reason that BSA and Triumph reconfigured their pre-unit-construction parallel twins into engines with integral gearboxes, simultaneously converting the ignition system from magneto to battery and coil. The Gold Star was not considered for progression to unit-construction, and instead the 250cc BSA C15 was developed (via the B40) into the 500cc B50. This two owner example was dispatched from the factory on the 25th January 1960 to Kings of Stretford in Manchester on consignment note 30396 and tally number 2155, in Clubman’s Trim. On the 1st February 1960 Stanley Robinson of Rossendale bought it and kept it until Phil Cotton Classic Bikes of Dalton in Furness sold it to our vendor on the 17th November 1993. At this time it had a mileage of 23,588 and a 1966 Triumph Bonneville was taken in part exchange as part of the £7,950 price paid. Unused until 2012, when a new MOT was issued at 23,596 miles and new tyres were fitted. Today the mileage is only 23,617 and she has just had a new clutch fitted and a service before being consigned to the auction. Sold with the V5C, 1993 and 2012 MOT's, 1993 purchased receipt and 1993 Gold Star Owner Club Certificate and a copy of the brake test dated 13/01/1960.

1988 Honda XBR 500, 498 cc. Registration number F974 AWW. Frame number PC15 710092. Engine number PC15 710092. The XBR 500 was launched by Honda in 1985 in response to the Yamaha SR500. It is powered by a single-cylinder four-valve engine with the valves arranged radially (the Radial Four Valve Combustion Chamber, or RFVC). Displacing 498 cc and producing 44 hp, the engine, which originated from the Honda XR series off-road models, features a dry-sump, the oil being stored in a separate oil tank below the seat. The steel-braided hoses connecting the oil tank to the engine (clearly visible at the right-hand side of the motorcycle) became a strong visual element. The two exhaust valves enabled the motorcycle to be fitted with two separate silencers. The motorcycle had both an electric start and a kick start which linked to an automatic decompression valve to reduce compression during engine start up. The fuel-efficient engine combined with the large fuel tank capacity provided the bike with a long range between refuelling. The early XBR500 was fitted with Comstar wheels and tubeless tyres. Later models were provided with spoked wheels and tubed tyres. A removable seat cover was also fitted in order to simulate a cafe-racer look. Honda subsequently released a café racer version of the XBR500, the Honda GB500 TT. In May 1990 it was bought by William Davis of Leeds and serviced the next month with a mileage of 2,674. He sold it to David Bolton of Blackburn May 1991 via Allan Jefferies of Shipley for £2,300, when the mileage was 2,700. It was MOT'd in October 1994 at 7,381 miles and serviced at 7,503 miles. It is unknown when our vendor bought it but according to DVLA it was last on the road in 1994 and the current mileage of 7,800 miles which could well be correct considering the unrestored original condition. Sold with a V5, MOT from 1994, and various receipts.

A Villiers engine, dismantled, buyers should check how complete this lot is.

c. 1937 Velocette KSS Project, 350 cc. Registration number DVN 218 (not registered with DVLA). Frame number TBC. Engine number KSS 10242. Gearbox 10 - 1980. The overhead cam KSS was designed to appeal to the rider seeking a sporting road machine. The overhead cam 350 cc Velocette engine came into being in 1925, and within twelve months had won its first Junior TT, fitted in a new frame designated KSS. The effect of the win made the machine so popular and demand so phenomenal that Velocette had to invest in a new factory to keep pace. Situated at Hall Green, the Birmingham facility then became the home of Velocette for many years to follow. K series engines were produced here at the rate of around 1000 a year until the thirties depression so affected sales of luxury and performance bikes that the company had to refocus efforts on the less expensive 2 stroke and overhead valve powered roadsters. Over the years these GTP (2 stroke) and MAC (ohv) machines became almost equal in performance to the 'cammy' models which had to be upgraded to Mk2 form in 1935 to maintain the performance edge. Always expensive to manufacture and not easy to maintain the KTS (touring) and KSS (sporting) versions continued in production subsidised by sales of the less expensive models, but giving the company a broader range of products to offer the public. There is paper on file stating that KSS Velocette registration number DVN 218, see rear number plate, was Fred Smith ex Doreem of Lightcliffe. Sold with a Spares booklet, buyers should satisfy themselves as to the completeness of this lot.

1967 Velocette LE200, Mk III, 192 cc. Registration number LRH 914F (not registered with DVLA). Frame number 8549/34. Engine number 8549/3. 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. LRH 914F was purchased by the Hull City Engineer on the 9th August 1967, probably from Jordans of Hull, not for Police work, (they had bought theirs from Jordans in 29th May 1963, as a batch interesting with number 900 -916 FKH before being sold on in 1969). This example was used to tour the streets of Hull checking for faulty street lights. In October 1972 it was sold on by the council, by public auction to William Pickard of Cottingham who many years later passed in to our vendor. At this time it was MOT'd at 20,472 miles, today it is at 20,922 and unrestored. Sold with the V.E.60, a 1973 tax disc and the 1972 MOT.

c.1902/05 Whitley engine, together with a frame and rear wheel. Whitley of Cow lane, Coventry produced motorcycles from 1902 to 1905. Formed by Walter Hubbard, with Arthur Lewis Farmer as a director and works manager, they had been building cars since 1900. They built their own engines, of 2.75 and 3.5 hp, some of which were water-cooled and which hung from the downtube of their motorcycles and sidecar. To help with engine cooling, the latter was fitted with air scoops. Using belt drive and braced forks, it was a typically primitive design. Whitley engines were sold to Mills and Fullford for use in the Milford motorcycles they produced in 1903-1904. In the 1920's they built and marketed sidecars. RM Sothebys sold the only other known example in Las Vegas in 2012, lot 688. Provenance; Purchased from Pat Chapman Museum, Tag Island, London 1987.

1955 Matchless G9, 498 cc. Registration number UYJ 920. Frame number A34382. Engine number 55 G9 27286. With hindsight 1949 can be defined as the year of response to the success of the Speed Twin by Triumphs rival manufactures with BSA, Norton, Royal Enfield and AJS/Matchless all announcing new 500cc twins. AMC felt they should improve upon Triumph's design, and so added a centre main bearing to the crankshaft, which added immense strength and rigidity when compared to the deflection-prone cranks in the Triumph, and every other British vertical twin that followed. All except the Matchless and AJS twins had only the two outer main bearings with a huge central flywheel supported only by the rod journals. This 3-bearing setup allowed AMC to make the one-piece crank out of a heavy-duty cast iron, instead of steel. The connecting rods were made of lightweight aluminium alloy and were highly polished to remove surface imperfections that could develop into cracks under stress. The cylinder had its separate cast iron cylinder block that was sunk deeply into the alloy crankcase. The alloy cylinder heads were also two separate castings. They were well-engineered, robust machines that proved reliable even after displacement and horsepower were increased. AMC started using Burman 4-speed gearboxes the previous year in 1952. AMC, unlike the majority of their rivals, who dabbled with "sprung hubs" and various plunger systems, had introduced a pivoted fork frame controlled by hydraulically damped suspension units during the late forties having carried out development work during the war years. The new rear suspension system that was applied to both the singles and twins was complimented by AMC's "Teledraulic" battlefield proven front forks. The rest of the cycle parts were drawn from the existing single cylinder range. The basic design changed little over the course of the next few years, the most significant changes occurring in 1952 when a new Burman gearbox was adopted, 1954 and the change to a full width alloy hub and 1955, the year that the example offered was built, when an Amal Monobloc carburettor became standard together with a full width alloy rear hub. 1956 saw the introduction of the revised long oil tank and toolbox together with a new frame and in 1957 the Jampot suspension units gave way to items supplied by Girling. UYJ was first registered on the 22nd of June 1955 and nothing is known of its early life until July of 1993 when Stuart Bray of Bexhill on Sea bought it and then sold it to our vendor on the 31st August 1993. It was a machine he had owned earlier in his life and as business was successful he treated himself to a tired example. He then entrusted it to Tennant-Eyles of Faringdon in the November who undertook an extensive restoration, with a full engine and gearbox rebuild, full frame and running gear rebuild to a concours standard. Completed and handed over in March 1995 our vendor then covered some 122 miles before his interest in it waned and trialing took over. Stored in a heated garage ever since, it is testament to the rebuild that it now has mellowed perfectly and is probably one of the best G9's in existence. Sold with the V5 and the comprehensive documents from the rebuild.

1937 Rudge Special Project, 498 cc. Registration number DPB 201 (see text). Frame number 59676. Engine number S4071. Gearbox number V39569. Rudge motorcycles were manufactured from 1911 to 1946, and the Birmingham firm was highly regarded for its innovative engineering solutions. Rudge enjoyed a string of successes at the Isle of Man TT races during the 1930s. This fine sporting marque was very competitive in speedway, and also trials events in the hands, and feet, of Murray Walkers father, Graham, Rudge's sales manager at the time. Works supported racing and the supply of race machinery stopped around the mid- thirties after the death of Rudge- Whitworth principal and driving force J.V. Pugh and subsequent sorties into auto cycle production and other badly managed ventures foresaw the demise of the once proud Rudge concern in 1940. This example is registered with DVLA but there is no paperwork with it. There is no history with these parts and buyers should satisfy themselves as to the age and completeness.

An unknown single cylinder engine, both cases stamped 993; buyers should check how complete this lot is.

1966 Matchless G2 CSR 250 cc. Registration number KKH 198D. Frame number 18530. Engine number 59/14 2666. Associated Motor Cycles returned to the 250cc class in 1958 with a brace of all-new models. Shared by the AJS Model 14 and Matchless G2, the four-stroke, overhead-valve power unit incorporated its oil tank within the crankcase and appeared to be of unitary construction, although a separate gearbox was retained. The cycle parts comprised an open, tubular steel frame, closed at the bottom by a pressed-steel channel, complemented by a telescopic front fork and swinging-arm rear suspension. Super sports 'CSR' roadsters arrived in 1962 and continued in production after the basic G2/14 was dropped in July 1963, finally disappearing from the range in 1966. This example was acquired by our vendor from a neighbour in 1995, prior to that it was owned from 1988 by Edward Barker of Mansfield, who had re registered it with DVLA in 1886, as when he bought it from John Pullen of Nottingham it was listed with DVLA as an AJS with a registration number of Q252 AVO. It underwent an engine rebuilt at this time with a new big end and con rod. Our client contacted the AJS/Matchless Owners Club in February 2001 and had its history confirmed as a Matchless G2 CSR, the frame being dispatched by the factory on the 24th January 1966 to Hooley Garage of Nottingham. The engine was dispatched on the 13th March of 1959 as an AJS 14 to Jenkin & Purser of Southampton. It will require recommissioning before going on the road. Sold with the V5C, V5, MOT's from 1988, 1996-1999(as Q252 AVD), 2000 (when it changed to KKH 198D) and 2001, receipt for the engine work and the Owners Club certificate.

Three Norton engine name covers, a magnesium example and a Triumph engine name cover (5).

c.1955 James Captain K7 trials, Project, 197 cc. Registration number, not registered. Frame number 55 K7 3356. Engine number 59288 E. Like so many famous and not so famous motorcycle firms, that founded by Harry James in 1880 started out as a bicycle manufacturer. Based initially at Sparkbrook and then Greet in Birmingham, the James Cycle Company built its first motorcycle in 1902. From the mid-1930s onwards James began concentrating on the lightweight two-stroke models for which it is best remembered, and continued the policy after WW2. In 1951 the company became part of the Associated Motor Cycles group, joining Francis-Barnett. Thereafter the two marques' model ranges became ever more similar until the transfer of Francis-Barnett production to the James factory in 1962 ushered in an era of unashamed 'badge engineering'. Villiers engines were used exclusively at first, though from 1957 AMC's own power units were fitted to many models. James first adopted the 'Captain' name for its (nominally) 200cc model for 1950, while both the cycle parts and engine would be upgraded periodically as the years passed. These well-built machines were an easy conversion to trials bikes and at some point in the past this has happened with this one. Although never completed due to other commitments, the frame has been overhauled and the engine rebuild. Please note there is no oil in it. There is no paperwork with this lot.

1995 Ford Escort RS Cosworth Lux, 1994 cc. Registration number N609 CAG (non-transferable see text). Chassis number WROBXXGKABSU91760. Engine number SU91760. The Ford Escort RS Cosworth proved that it was, indeed, possible to follow its legendary 1980's Sierra namesake. Just like the Lancia Integrale and Subaru Impreza, this was a 'Group A' rally car for the road - pure and simple. It was actually underpinned by a shortened version of the Sierra RS Cosworth's platform and powered by the same 2.0-litre turbocharged, longitudinally mounted, Cosworth-developed engine driving all four wheels. The car was designed and engineered in Boreham, was styled by noted designer Stephen Harper, and ended up being assembled by Karmann in Germany. The potential of the Escort was seen in its first event, the 1993 Monte Carlo Rally, where Delecour and Biasion came second and third respectively. The Escort continued to be very competitive throughout the '93 and '94 seasons but it was a 'one off' guest drive by Tommi Makinen that provided the win on the 1994 1000 Lakes Rally. Importantly, and true to Ford's grass roots philosophy, the Escort Cosworth provided a platform for National Rallying and Club enthusiasts throughout the world to enjoy 'off the shelf' competitive support. At its retail launch in 1994, two models were available, the 'Club-spec' standard car at £21,380 and the more optioned 'Lux' version. Power was up slightly from the Sierra RS Cosworth, at 227bhp, and performance consequently improved. The first 2,500 cars up to May 1994 suffered from turbo lag, but the next 4,500 were improved thanks to their smaller Garrett T25 Turbo. In 1995, the RS Cosworth was treated to a mild facelift where it received a new honeycomb grille, restyled bumpers, a more attractive fascia and revised alloy wheels. The car continued until early 1996, when emissions regulations forced it out of production. Like pretty much every RS Ford, it was a classic from the moment it was built. Our example offered today was ordered from the Polar Motor Company of York by Mrs Worship of Hull and registered in the company name of C.J. Worship; it was quickly given the cherished number of JIW9139 (it has now reverted to the original one). Ordered in Petrol Blue with Raven Black leather Recaro seats, powerslide sunroof, A/C and Alpine ICE, it then began a pampered life. Serviced by Ford main dealers Sanderson of Hull it was first serviced at 1,214 miles, 07/05/96, then 4,400 miles, 25/03/97 and 9,574 miles, 03/02/98before being sold to The GTI centre of Huddersfield who serviced it at 14,124 miles on the 20/02/99 and sold it to Kenneth Ward of Leeds who registered it in his company name of W.H Fabrications on the 1st April 1999. The only receipt from this tenure is a new chin spoiler in 2001 at a cost of £532.19. He put it into his name on the 17th February 2006 after a MOT on the 21/10/15 at 37,485 miles. The Cossie then went into store until our vendor purchased it on the 6th June 2015, it was MOT’d at 38,385 miles on the 08/08/2015, 38,617, 26/07/16, serviced 38,638,02/08/16, MOT’d 38,871 miles 28/07/17 and 39,202, 06/08/18. Offered today due to a lack of use and the correct storage facility for this fast appreciating modern classic, it comes with the V5C, MOT until 06/08/19, service history and books, original purchase invoice and other invoices. The only noted deviations from factory spec are a stainless steel exhaust, an aftermarket gear knob and a dump valve.

c. 1932 Norton Special Project, 500 cc. Registration number (not registered). Frame number 33/500 58666. Engine number CS 52760. Gearbox TNS 32958. The engine of the CS1 first appeared in 1927 as the power plant for the works racers and in a road bike the following year, sharing the same frame and cycle parts as its stablemate the ES2, as a touring version of the International. The drive to the overhead camshaft is by a vertical shaft with a bevel gear at either end and features the characteristically 'cricket bat' shaped cover to the timing chest. The cambox is a separate casting bolted to the cylinder head and has protruding rocker arms to actuate the valves. In 1929, the designer, Walter Moore, left Norton for NSU in Germany and as he owned the original patent, continued to make the engine under the NSU banner. Norton therefore got Arthur Carroll to completely redesign the engine and he came up with the familiar shape that was to be produced for the next thirty years. The CS1 carried on, using this new engine from 1931 until 1939. There is no history with these parts and buyers should satisfy themselves as to the age and completeness.

1912 Rover 3.5 hp, 499 cc. Registration number DS 9837 (non-transferable). Frame number S37508. Engine number 3870. Designed by J K Starley, the Rover safety bicycle represented a breakthrough in bicycle design at the end of the 19th Century. In November 1903 the Rover Cycle Company presented its first motorcycle, an advanced design that featured a well-designed side valve engine; spray carburettor, robust diamond-type frame with twin front down-tubes, and excellent quality of finish. It created a lot of interest and more than 1,200 were sold in 1904. Not all of Rover's rivals could match its reliability though, and public confidence in motorcycles waned as a result, causing a downturn in sales. Rather than jeopardise its reputation, Rover stopped motorcycle production entirely, concentrating on its bicycle business and the development of a Rover car. In 1910 the motorcycle's future seemed more assured, and designer John Greenwood (later of Sunbeam fame) was commissioned to draw up a new engine. A 499cc sidevalve, the new motor incorporated spring-loaded tappets and positioned its Bosch magneto, driven by a 'silent inverted-tooth chain, high and dry behind the cylinder. The carburettor was by Brown & Barlow and the forks by Druid. At the end of 1914 a three-speed countershaft gearbox was added, and from then until its production ceased in 1924, few changes were made to the side valve single. Before the finish, unit-construction overhead-valve 250 cc and 350 cc models were introduced, but by this time the company had decided the future was in car production and the final Rover motorcycles were sold in 1926. This example was restored by the well-respected Peter Autherson of Hull in June 1992 and bought by our vendor in the August of that year. Over the intervening years it has had the occasional outing and always lived in a heated garage and been cherished. He is now of an age when he knows, that as only a custodian of this rare example, it is time to let it move to pastures new. Our auction, with the large selection of unrestored Rovers from the Hanson collection concentrated his mind on the sale. It has recently been run but as with all old machines that see little use it should undergo gentle recommissioning before entering Pioneer events. Sold with the V5C.

1935 AC 16/80 four seater sports (replica), 1991 cc. Registration number BXH 237. Chassis number L293. Engine number UBS 7 448 One of the oldest car marques founded in Britain, AC were formed in 1901 by the Weller Brothers as engineers, repairers and manufactures of motorcars and motorcycles. Known as Autocarries, the company name was changed to 'AC (Acedes) Cars Limited' in 1927. By 1929 AC was in deep financial straits, the factory was closed and went into receivership, though the service department continued to operate. A year later AC sprang back to life as William Hurlock and his brother Charles took over the company.

c. 1924 unknown make of engine and flywheel, stamped model 1924 and numbered 26326, buyers should check how complete this lot is.

1970 BSA Bantam, 175 cc. Registration number HGU 743J. Frame number ND06478 B175. Engine number GD7 8471. The Bantam was based on the German DKW RT 125, a design that was received as war reparations, with the Bantam as a mirror image so the gear change was on the right side as with other British motorcycles of the period. Over the years the model evolved through the D1 of 1948 to the D3, D5, D7, D10, D14/4 and finally in 1969 the D175. Production ceased in 1971. The Bantam's final incarnation - the D175 with much-revised engine - appeared in 1969. Although at first glance its power unit looked unchanged, the 175 boasted new crankcase and cylinder head castings, the latter with central spark plug, and a stiffer crankshaft assembly among many other more minor modifications. The preceding D14's cycle parts were carried over unchanged to the new 175, which was built in roadster and Bushman (trail) versions. This matching numbers example was dispatched from the factory on the 21st October 1970 to Fordham’s of London on tally number 7427 in red. Nothing is known of its early life until a Mr Jones acquired a dating certificate from the Bantam club in March 2017. He sold it to our vendor in August 2018 and it is now being sold due to a lack of space. Sold with the V5C, MOT from 2017 (expired) and the dating certificate.

A heavy duty engine turntable.

1994 Gas Contact GT16, 160 cc. Registration number L833 PYG. Frame number VTR*GG*1693*0294*0122. Engine number VTR*GG*1693*0294*0122. In 1971, Bultaco factory riders Narcis Casas and Josep M. Pibernat founded a motorcycle and accessory store for trial sports bikes. Over the years, Casas' know-how flowed into the development of a trial motorcycle, the Halley in 1986. With the GT built from 1990 with a Deltabox frame and water cooling there began the successful series of gas trial motorcycles. In 1993-1995, Jordi Tarres became Outdoor Gas Champion with Gas. Our vendor, a keen pre 65 trial rider, bought this example on the 24th March 1994 and it was used sparingly until 1997, in fact there is only 135 miles on the odometer. Since then it has been in storage and will require recommissioning before use. Sold with the V5.

1952 Triumph 6T Thunderbird, 650 cc. Registration number NSV 334. Frame number 62933R. Engine number 6T 72657. Always a step ahead of their rivals, Triumph followed up the trend-setting Speed Twin 500 of pre-war days by being first in the field with a 650cc parallel twin. Announced in September 1949, the 650 Thunderbird was Triumph's response to demands for more power emanating from American racers and British sidecarists alike. A spectacular launch stunt saw three Thunderbirds lap the banked Montlhéry circuit in France at over 90mph for 500 miles, after which they each achieved a flying lap of 100mph-plus and were ridden back to the Meriden factory, a quite outstanding achievement. One of the most significant subsequent developments was the introduction of a swinging-arm frame for 1955 but prior to that time Triumph twins could be ordered with the optional 'sprung hub' (designed by Edward Turner) which offered a limited amount of rear suspension movement. Triumph got an unexpected marketing shot-in-the-arm when Marlon Brando rode a black 1950 Triumph Thunderbird in the movie "The Wild One". Triumph quickly responded by introducing an entire line of black T-Birds, aptly nicknamed the Triumph Blackbird. This example, although dated to 1952 by the DVLA V5C, would appear to have been one of the last rigid frame example from early 1955 by the frame number, the engine would equally appear to date from 1956. It was first registered with DVLA in 1983, presumably when it was restored and had a couple of owners before Jem Speed Shop of Batley took it in part exchange in 2018; our vendor bought it from them but has only ridden it sparingly.

1984 Kawasaki KR250, 249 cc. Registration number H802 GND. Frame number KH250 A 005843. Engine number KR250AE 005935. Never seen a KR250 before? You're not alone. Even by grey-import standards these Kawasaki tandem twins are rare. It is believed that there are less than 50 in the UK, 30 of those arriving in a batch independently imported by Huddersfield Kawasaki. They were only sold in Japan, Australia and South Africa got the KR and competed against the Suzuki RG. As well as being one of the rarest 250 two-strokes, the KR is also one of the most technically interesting. Its motor is a dual-crank tandem-twin, with Kawasaki's Rotary Reed Valve Induction System (RRIS), as used on the AR125. This gives it a much broader spread of power than the reed valve only RG - the KVSS power valve equipped KR250S introduced in '86 is claimed to be even more tractable. The chassis is striking too. There's an adjustable underslung shock, a braced swing arm, adjustable anti-dive forks, triple discs, a hand-welded aluminium frame and styling that gives more than a nod to the GPZ900R. Although complicated it helps the bike to remain very narrow, as exhaust routing and expansion chambers no longer have to run underneath the engine as they do on most parallel-twin engines. In this case, they both exit on the right side of the bike: one down low, the other partly through the tailpiece in flamboyant 1980s style. The round tail lamp is set into the kicked-up tail and the bolt-on hand-fairings are an unusual touch. The 45 hp engine was good for over 110 mph and had a six speed gearbox. As MCN said in 2016 "Starting these Kawasaki’s requires a knack - even in fine fettle, they're notoriously recalcitrant and sometime refuse to fire on one or both cylinders, despite vigorous kicking. Flipping the fuel tap to 'Prime' before prodding the kick starter coaxes it into life." Our vendor purchased this example from Kawasaki Huddersfield on the 5th of February 1991 and used it sparingly until 1995 when it went into storage with 2,090 miles on the odometer. These are rare machines and this totally original machine will need recommissioning before use. Sold with the V5.

1970 BSA Starfire, 250 cc. Registration number FLE 92J. Frame number ED11545 B25S. Engine number ED11545 B25S. BSA acquired the Triumph marque in 1951 and developed the C15 250 cc from the Triumph Tiger Cub; in 1958 they introduced unit construction and the BSA C15 Star was their first model, which was much more reliable than the outgoing C11, although it still had many gremlins. In 1967 it was replaced by the new B25 Starfire and C25 Barracuda, with a stronger crankcase and alloy cylinder barrel. The Starfire was aimed at the all- important US market and was styled as an off road bike with raised exhaust and strengthened handlebars, produced between 1968 and 1970. An unashamed exercise in 'badge engineering', the Starfire and the Triumph TR25W Trophy basically were the same machine except for an alteration in gearing, adoption of different wheel sizes. The range stayed until the end of BSA in 1972. This matching numbers, UK bike was first registered on the 23rd September 1970. Its early history is unknown but in August 2012 it was bought by Rob Prince of Bath with a mileage of 29,980 and he undertook a meticulous restoration over several years. This included a full engine and gearbox rebuild by RTS Products at a cost of £796, at the same time the frame was painted and all ancillaries were overhauled or replaced. His first MOT'd it in the July of 2017 at 30,104 miles and again in 2018 at 30,180 miles. A he was not using it he sold to our vendor in March 2018 but his legs do not reach the ground (he is a race horse jockey) he has not used it so is moving it on. This Starfire is almost an "out of the box restoration" machine, with the nobbles still on the tyres, it will require very little to make it road worthy (there is a slight oil leak on nearside fork). Sold with the V5C, restoration history and two books.

1957 BSA Dandy 70 cc. Registration number XRH 410 (see text). Frame number DS 125290. Engine number 12187. The Dandy was very well received at its launch in 1955. Combining styles of scooter and moped, the motorcycle press considered it to be ahead of its time. British manufacturers had been forced into the scooter market by the Italians. The success of Vespa and Lambretta had created an enormous market for scooters, which, by the mid-fifties, seriously affected sales of motorcycles. Worse for motorcycle manufacturers was the fact that scooters were so much more popular with young people, women and first-timers. Whereas the entire British motorcycle industry had been founded on principles of masculinity, self-sufficiency and amateur mechanics. It was nothing less than a major culture clash. The Dandy was revolutionary in its design. It should have been in pole position defending the Realm against so many imported two-wheelers. Unfortunately, despite some success at its launch, it was soon apparent that the Dandy had been dumped on the public without sufficient road-testing. It suffered from gearbox problems, and became a typical example of British industry's inability to match foreign competition in the new 1950's lightweight motorcycle/ scooter/ moped market. The British lost the battle, first to the Italians (scooters), the Germans (mopeds) and soon to the Japanese (everything else). Production ceased in 1962. This example was first registered by Jordan's of Hull on the 26th November 1957 before being sold to Bernard Cuthbert of Partrington in the March of 1958; he sold it on to Charles Ducker of Cottingham in March 1959. Our vendor acquired it in 1990 as a box of bits and reassembled it. He applied to DVLC for the registration number but was turned down and never took the matter further. His son rode it for a while before it was parked up. This unusual machine, with wonderful patina, has never been restored and will require recommissioning before new discussions with DVLA. Sold with the R.F.60,V55/5 dated 01/07/90 and DVLA letter of 22/06/90.

c.1930/35 Austin Ruby chassis. Registration number not registered, Chassis number TBC. Engine number M223703. Sold with a partial engine, a cast iron and an Alba head and gearbox. There is no paperwork with this lot.

1993 Yamaha Virago XV535, 535 cc. Registration number L109 VRH. Frame number 2 YL 098134. Engine number 2 YL 098134. The XV535 Virago is where Yamaha started giving Harley-Davidson a run for their money: it was the first of their cruiser motorcycles and it certainly lasted well. It is unique in being one of the few smaller cruiser-style motorcycles available with a shaft drive instead of a chain or belt final drive system, as well as a V-twin engine of that size. Its heavily chromed body styling is also distinctive. The model was discontinued in 2003 the "star" range of motorcycles form took over as the cruiser line from Yamaha. The V-Star 650 (known as the DragStar) would be seen as the successor to the XV535. VRH was bought from 5 Ways & Blakeys by Alan Spicer of Hull on the 1st August 1993, it had its first service a month later at 585 miles, the second at 891 miles in January 1994, followed by 1,866 miles in May 1994 and at 3,737 miles on April 1997. Our vendor purchased it in the February of 1996, the mileage rising slowly; MOT'd in 1999 at 3,833 miles, 2000 at 3,929 miles, 2002 at 3,953 miles, 2004 at 3,983 miles. It was then SORNed until MOT'd and serviced in June 2010 at 3,989 miles. Today the mileage is 3,991. This Virago will be one of the most original, unrestored and low mileage examples on the market, in very good condition it will be sold with a new MOT. Sold with the V5C, V5, main dealer service records, MOT's and the owners- manual.

c.1934 Indian Sport Scout, 750 cc. Registration number not registered. Chassis number (see text). Engine number FDC11014 B. A smaller Indian v-twin model, the 37ci (600cc) Scout, joined the existing 61ci Power plus in 1920 and soon gained a deserved reputation for durability; so much so that 'You can't wear out an Indian Scout' became its advertising slogan. Contributing to this longevity was the use of gears for the primary drive rather than the customary chain, and this unusual feature would endure until 1933. A 45ci (750cc) variant was first offered in 1927 and then in April 1928 the 101 Scout appeared featuring a revised 750cc 'flat head' engine in a new, longer-wheelbase frame. This sporting machine would prove an immense success for the Springfield firm, so much so that its replacement in 1931 by a heavier Chief-framed model was greeted with dismay. Introduced in 1934, the Sport Scout went some way towards retrieving the Scout's reputation, featuring a lighter 'keystone' (open) frame and European-style girder forks. A 45ci side valve engine that used circulating dry sump lubrication instead of the old total loss system replaced the 101 motor. Improved engine cooling was achieved by larger cooling fins on the cylinders and aluminium heads. A 3-row chain replaced the helical cut gears in the primary, but was still sealed in an oil bath. The new engine delivered 25 horsepower and could manage 55 miles per gallon. The chassis used the engine as a stress frame member. Weighing in at 440lbs, the Scout could achieve a top speed of 80-85mph. Lighter and faster than its immediate predecessor, the Sport Scout was just what enthusiasts and racers had been crying out for, and today remains a favourite among discerning Indian owners and riders. Nothing is known of the history of this rare machine, it would appear to have been converted to be used on an oval track with a chromed frame (covering the frame number) and having a new front end. Please note there is a lot in the spares section with foot boards handle bar grips, instruments and other items that may have come with the machine. It will require recommissioning, there is no paperwork and will make a rewarding project for the next owner.

1932 Sunbeam 20hp, 23.8 hp, 3,317 cc. Registration number TF 6782. Chassis number 7017P. Engine number 7020P. The Sunbeam name had been registered by John Marston in 1888 for his bicycle manufacturing business. Sunbeam motor car manufacture began in 1901 and the motor business was sold to a newly incorporated Sunbeam Motor Car Company Limited in 1905 to separate it from Marston's pedal bicycle business; Sunbeam motorcycles were not made until 1912. It first came to prominence following the appointment of Louis Coatalen as chief engineer in 1909 and Coatalen designed cars were soon setting new records at Brooklands race track in Surrey. In 1912 the 3 litre Sunbeams caused a sensation when they came 1st, 2nd and 3rd in Coupe de l’Auto for touring cars run at Dieppe. So good they were that they achieved 3rd, 4th, and 5th places in the French Grand Prix run concurrently. The cars which finished 1st and 2nd achieved their places with as it’s superbly made products enjoying a reputation rivalling that of the best from Alvis and Bentley. In June 1920 the French company Darracq bought Sunbeam, they had already bought Clément-Talbot in 1919 and they retained their separate identities.https://en.wikipedia.org/wiki/Sunbeam_Motor_Car_Company - cite_note-TT43596-15 The Sunbeam car would continue to be made at Moorfield Works, Wolverhampton, the Talbot in North Kensington and the Darracq at Suresnes with central buying, selling, administration and advertising departments with S T D in Britain. On 13 August 1920 Darracq changed its name to S T D Motors Limited; the initials represented Sunbeam, Talbot and Darracq. Unfortunately the group was badly mismanaged. It failed to rationalise engines which were 3 and 5 times the size of the Sunbeams. The almost identical touring model sold very well as a result its model range so that, at double the development cost, its own cars were often competing against each other for sales. The Sunbeam 16 and Talbot 14/45 for example were fairly similar cars aimed at the same market. Not only this, but there was virtually no standardisation or interchangeability of parts within the group which would have reduced costs. Following the Wall Street Crash of 1929, the depression of the 1930s set in and when in 1935 a large loan, taken out ten years earlier, could not be repaid, STD Motors went into receivership. The Rootes Group outbid the fledgling Jaguar Company and bought Sunbeam and Talbot. Both plants were closed and Rootes merely used the name to sell cheaper, badge engineered Hillmans. Introduced for 1927 and priced from £750 upwards, the first 20hp Sunbeam was powered by a 2,916cc six-cylinder engine and enjoyed a production life of just three years. For 1931 the 20hp was given the new 23.8hp, 3.3 litre engine having 7 main bearings. In all other respects the car was much the same as the previous year’s model. For 1932 a number of changes were made. The model was given hydraulic brakes, twin-top gearbox and built-in thermostatically controlled radiator shutters with a price tag of £795. TF 6782 left the factory on the 3rd November 1931 and was first registered two days later on the 5th November in Lancashire as a ¾ Coupe. It would have cost £795. By 1957 it was with W. Templer of Colwyn Bay and then had a succession of owners, May 1958 A.G. Charles, October 1959 M.J.R. Banner, March 1961 M.J. Grant (he changed the colour from the original claret to green), January 1965 John Roome, December 1966 Richard Lumb, August 1967 Margaret and John Guyatt, Robert Cooper, Roland Buce, Mrs Diack in 1984 and then David Howard Cars of Hampshire. He sold it to our vendor in October 1986 for £11,000, taking a Rover 9 hp tourer in part exchange at £5,000. Howard then sold him a quantity of spare parts, over which there was much heated correspondence! At this time it was largely original and in running order although the ash frame was in poor condition. He parked it in his barn with the intention of restoring it when he retired. This was not until 1999 when he stripped the car; the ash frame was repaired and replaced where necessary, the original alloy panels were reused and the intention was to return it to the original claret with black wings. A new red leather interior was made for it. The body was then taken off the chassis and stored whilst all the running gear was refurbished, including fitting a new crown wheel and pinion to the diff. Work then commenced on the engine and stalled. In 2003 David Adams in New Zealand contacted our vendor as he had built a new four seater drophead body on a 1932 20hp chassis (chassis 7127P, engine 7133P), previously owned by his father in the 60’s and was keen to compare notes. The body he built car was modelled on the same body style as TF6782 and hence of special interest to David, who for many years has achieved outstanding success in competitive events. Few of these Sunbeam bodied folding head coupés were built and only one other is known to have survived, a 1933 model. It now will make a fascinating project for the next owner who knows how to put it back together. Prospective purchasers are directed to assess how many parts are with the car as it had been fully stripped (especially the engine). With thanks to the STD register for their assistance in cataloguing this rare machine. Sold with an R.F. 60, a V5, and an MOT from 1986, the purchase receipt, the V5C and the history folder.

c.1950 James Autocycle. Registration number not registered. Frame number not found. Engine number SO1 22187. James had begun concentrating on the manufacture of two-stroke-powered lightweights in the 1930s and continued the policy after WW2. Its first post-war models were the ML, a 122cc Villiers-engined machine derived from a successful military design, and an autocycle. Autocycles were immensely popular in the years immediately following WW2, offering the prospect of affordable two-wheeled transport in a period of severe austerity. Like the mopeds of the 1950s and the definitive machine of this type - the Honda 50 - autocycles were aimed at a non-enthusiast mass market, offering simplicity of operation and, often, a degree of weather protection not enjoyed by larger and more powerful machines. A rigid-framed machine fitted with tubular girder forks, the James Superlux autocycle was powered by a 98cc Villiers Junior de Luxe engine enclosed by pressed-steel panels. The model was fitted with the new Villiers 2F unit for 1950 and continued in production in this form until 1954. There is no history with this machine that has been in long term storage.

A quantity of general motoring books, to include chassis and engine tuning, together with truck workshop manuals.

c. 1930 Velocette KTP, 350 cc. Registration number not registered. Frame number not found. Engine number KA899. The firm of Veloce Ltd. was formed in 1905 by Johann Goodman. It was a family business that concentrated on sound motorcycle engineering principles. Their first machines were lightweight four strokes; after that a line of top-class 250 cc two strokes was brought out. In 1924/ 25 Percy Goodman designed the 350 cc overhead camshaft model K, a machine destined to win many TTs and other races, starting with the 1926 Junior TT that was won by Alec Bennett, who finished ten minutes ahead of the second placeman. The model KSS (K for overhead camshaft, SS for Super Sports) first appeared in 1925. It had a power output of about 19 HP at 5,800 rpm. From the KSS the successful KTT was developed. This was the first over-the-counter production racer to become available to the general public. In 1930, when twin port heads were becoming fashionable, the company produced the KTP, (K Twin Port) which was essentially a fast touring machine. It stayed in production until the end of 1931, when it was replaced by the KTS. Nothing is known of the history of this machine but it would appear to be an older restoration and appears to be in good order. Recommissioning will be required. There is no paperwork with this lot.

1934 MG PA Midget. Registration number BPL 595 (DVLA not taxed for road use). Chassis number PD 1479. Engine number XPJM1 4139, to include an Arnott Supercharger.The P type Midget was launched in March 1934 as the replacement for the J2. 'Autocar' magazine road tested the P type in November of that year and reported "This latest model is a marked improvement in all respects over its forerunners". Sales literature produced by Abingdon claimed, "In all there are over one hundred new and improved features". With good reports in the motoring press it was no surprise that the car sold well, with serious production starting at the end of January 1934; over two hundred cars a month were coming off the production lines. The P type was fitted with an all new 847cc engine, with three main bearings supporting the rigid crankshaft. Most of the design knowledge gained from previous involvement in production car trials and racing proved invaluable to the production of the P type. The chassis was far sturdier than the J type and the body was less angular and had more flowing lines. When introduced the P type two seater sold for £220. The P type was never intended as a racing model, unlike many of its predecessors, however it was soon seen on the circuits and in 1935 a three car team of P types was entered in the 24 hour Le Mans race. The team was managed by George Eyston and consisted of six ladies affectionately known as "The Dancing Daughters" although they attracted much publicity, they did not fair particularly well against opposition from Singer's 972cc sports car. The Singers took 1st, 3rd and 4th places. This, along with other factors prompted Abingdon to produce a more powerful model, to be designated the PB which was introduced in 1935. The engine capacity was increased to 939cc to give more power and a close ratio gearbox was fitted. The original P type was discontinued in favour of the new model although it was still catalogued at a substantially reduced price. This move failed to sell the remaining stocks and 27 PA’s were converted to PB models by the end of 1935. Production of the PB finally ceased in February 1936 with only 525 being produced. A total of 2,500 P types left Abingdon between 1933 and 1936. They were replaced by the T types. The early history of BPL is unknown but in May 1949 it was acquired by Mitchell Brothers of Carlton Garage, in Forrest Gate, East London. Sid Mitchell, assisted by Doug McGee (a believed ex MG Abingdon race mechanic began to campaign it with many ongoing modifications, including heavily reducing its weight by drilling the chassis, fitting a T type engine, number 4169 (in 1953 along with a colour change to red), with special head (sleeved down to 1150 cc), from 1708, a T type gearbox, K type brakes and a new space frame body. As with most race cars this was a progressive development. S.A. Mitchell entered local events before his first “big” race at Goodwood in 1950. Until 1954 he entered some thirteen events in it according to the records at Silverstone, Snetterton, Goodwood and Brands Hatch with many podium finishes, see http://www.racingsportscars.com/driver/S.%20A._-Mitchell-GB.html. It was then retired and in May 1956 sold to J. Davies in North West London, Peter Birchall of Bowness in 1957, (presumably hill climbed and trialled in Cumbria). Eric Frankland of Yorkshire bought it in May 1960 and then several owners in the region, Antony Farnell, Ernest Precious, William Marshall, Anne Sunley, Russell Cowling in 1966 who owned it until 1973 when I. Goode took over its ownership and asked Ted Gledhill of Pit Stop Garage of Stanningley, Leeds to sell him for it for him in 1978. Roger Crabtree of Sleaford bought it and our vendor bought it for £1,500 in 1983 from him. In 1989 our vendor contacted Mitchells grandson who allowed him the copy the completion photographs that go with the car and confirmed its history, (see letter on file). Today we are left with the original chassis bearing the correct number PA 1479 to the front off side dumb iron, a replacement XPJM1 engine numbered 4139, which is from a 1939 Morris Ten Series 3 and a partial space frame body. Sold with two R.F. 60 log books, a V5, letter from S A Mitchell, a large photographic race history and sundry correspondence. This MG, once restored, will make a worthwhile project that should have no problem being invited to Historic races such as Goodwood.

1958 James Captain 197 cc. Registration number WVS 702 (non- transferable). Frame number AK7-313. Engine number 652B133. James had begun concentrating on the manufacture of two-stroke lightweights in the 1930s, and continued the policy after WW2. In 1951 the company became part of the Associated Motor Cycles group, joining Francis-Barnett, and from then on the two marque's model ranges became ever more similar until the transfer of Francis-Barnett production to the James factory in 1962 ushered in an era of unashamed 'badge engineering'. Villiers engines were used at first, though from 1957 many models were powered by AMC's own engine. James first adopted the 'Captain' name for its (nominally) 200cc model for 1950 and both the cycle parts and engine would be upgraded periodically as the years passed. This example was acquired by our vendor in 1993 in several boxes. Being an engineer he reassembled it and had it MOT'd in 2004, used until 2008 it was laid up and will now need recommissioning before use. Sold with the V5C, V5, MOT's from 2004 - 2008.

1961 James Commando, 249 cc. Registration number VPM231. Frame number BL25T 239. Engine number 25C 16441. Harry James began making Ordinary bicycles (Penny Farthings) in around 1880. The first James motorcycles did not appear until 1902 with the model A which was a motorised bicycle fitted with a Minerva engine, clipped forward of the front down tube, which drove the rear wheel via a twisted leather belt. In the early fifties the company was bought by A.M.C. and they also bought the Francis-Barnett company and the next few years saw considerable badge-engineering although, right to the end, each make kept some models distinct from the other. A full range of models was produced through the fifties and sixties in capacities up to 250cc James added trials and scrambles models to its post-war range in 1949. These early types used Villiers 6E and 7E engines and had rigid frames but by the end of the 1950's James competition models sported swinging-arm frames and the AMC engine. VPM was first registered on the 22nd September 1961 to Eric Styles of Lewes in Sussex, selling it the following year to Stephen Hookey of Westerham in Kent. Patrick Linford of Ware was the next owner and he sold it to our vendor on the 31 January 1995 for £1,350. In relatively good condition (see photograph on file), our vendor used it sparingly and has since restored it. Unused for many years it will some light recommissioning before use in pre 1965 trials. Sold with the R.F. 60, V5, 1995 receipt and a photograph.

1938 OK Supreme, 348 cc. Registration number EAL 787. Frame number 25509. Engine number 10H 0 57186 S.In 1882, Ernie Humphries and Charles Dawes founded 'OK' as bicycle manufacturers. They experimented with powered bicycles in 1899 and 1906 before making a two-stroke motorcycle using a Precision engine in 1911. Before the First World War, they had produced motorcycles with Precision, De Dion, Minerva, and Green engines. Their first entry in the Isle of Man TT, in 1912, led to a ninth place and mainly modest results came during the following years when OK-Supreme machines finished in every place from 1st, in the 1928 Lightweight TT, to 10th. In the 1922 TT the fastest lap was set by Wal L. Handley at 51mph on an OK-Supreme but he failed to finish the race. After the First World War, OK produced a 292cc two-stroke motor of its own but also produced models using Blackburne, Bradshaw, and JAP engines.Charles Dawes and Ernie Humphries split in 1926, the latter continuing motorcycle production using the name 'OK-Supreme'. ln 1928 OK-Supremes filled four of the top six positions in the Lightweight race, Frank Longman scoring the marque's solitary TT victory. In the 1930s OK Supreme produced a Lighthouse 250cc and 348cc model, so named because of the little inspection window in the cam tower, which was OK-Supreme's final model.The engine numbers are interesting on OK's 1 = 350, 0 = OHV, H = high cam, O = 1938, S = Special (J.A.P. produced these especially for OK).EAL was acquired by Frank Omerod of Hull in September 1989 and sold to our vendor in the December of 1995. He has rarely used it over the years, being stored in his heated garage, starting her up occasionally and enjoying the rarity of the machine. Very few have come on the market over recent years.Sold with the V5C, a 2007 MOT and some photocopied literature on the model. 

c.1898 Ariel engine, no numbers, sold with a National Motorcycle Museum reprint of the 1898 Ariel tricycle which used this engine, buyers should check how complete this lot is.

A Collection of OO Gauge Hornby & Tri-ang Model Railway, including Tri-ang R50 Princess Elizabeth locomotive & tender, Tri-ang R259 Britannia locomotive & tender, Hornby R863 BR Class 47, Hornby BR Class 52, and Hornby R758 BR Class 35 diesel locomotives, Tri-ang Hornby R041 GWR Pannier Tank & a Tri-ang Hornby R754 M7 Tank locomotive, together with Tri-ang and Super Quick platform & buildings, rolling stock including cranes, quantity of track and a Dinky Turntable Fire Engine, Lesney Superkings Ford tractor unit and Dyson low loader trailer (a lot)

A Dinky Toys Field Marshall Tractor No. 301 with Driver, in orange near mint condition, together with a second in red missing driver, Lesney Matchbox Major Massey Ferguson 780 Combine Harvester, Britains 1980's Ford 5000, Lesney matchbox steam lorry, Lesney matchbox No.1 traction engine, two other Lesney traction engines and two Finecast model traction engines (a lot)

A Wm Allchin Ltd Engineers, Northampton England, 1 1/2in scale Allchin traction engine, single cylinder to fly wheel and two speed gear box, cab fitting include regulator, water gauge, crank shaft driven feed pump, bypass valve, cylinder drawn cock lever, damper lever, reversing lever and steam pressure gauge, engine has rope pulley and chain steering. A well made model finished in green and red; no current boiler certificate is present, 26in (66cm) long x 12in (30.5cm) wide x 16¾in (42.5cm) high.'

An Elizabeth II silver Table Cigarette Box, hallmarked Birmingham, 1959, of hinged rectangular form with engine turned decoration, vacant cartouche, 6½in (16.5cm) wide.