1972 Triumph GT6 Mk III, 1998 cc. Registration number AEE 869L. Chassis number KE13877. Engine number KEO 10994HE. The GT6 production ran from 1966 to 1973. In early 1963 Giovanni Michelotti was commissioned by Standard-Triumph to design a GT version of their recently introduced Spitfire 4, also designed by Michelotti. An unmodified Spitfire 4 was delivered to the design studios in Italy and late in 1963 the prototype Spitfire GT4 was returned to England for evaluation. The styling of the vehicle was a success but the extra weight of the GT bodyshell resulted in extremely poor performance from the Spitfire's 1,147 cc power unit, and plans for producing the Spitfire GT4 were shelved. To overcome the lack of performance inherent in the heavier body style the Spitfire's 4-cylinder engine was replaced with the more powerful 1998 cc 6-cylinder engine from the Triumph Vitesse. The car was further developed and refined and eventually launched as the Triumph GT6. The Mk II was introduced in 1969 and to overcome the poor handling the rear suspension was significantly re-engineered using reversed lower wishbones and Rotoflex driveshaft couplings, the front bumper was raised (in common with the Spitfire Mk 3) to conform to new crash regulations, under the bonnet, the engine was the uprated Vitesse MkII unit developing 104 bhp with a new cylinder head, camshaft, and manifolds. The last major facelift for the GT6 came in 1970 in the form of the Mk III. This time the entire bodyshell was revised to match the changes made to the Spitfire Mk IV: modifications included a cut-off rear end, recessed door handles and a smoother front end. Only detail changes were made to the mechanics, but in 1973 - close to the end of the car's production life - the rear suspension was changed again, this time for the cheaper layout fitted to the Spitfire Mk IV. Engine power and torque for the Mk III was similar to the Mk II, but better aerodynamics led to a new top speed of 112 mph. This example has spent its entire life in the Scunthorpe region; in March 1987 it was owned by Colin Taylor and our vendor purchased it in June 1991. At this time it had a recorded MOT mileage of 54,472 and it was in a poor condition. A full body off restoration then followed (see comprehensive photograph album) with all components either refurbished or overhauled. It was used for two years before being stored in a dry garage in 1993. Sold with the V5, a 1992 MOT and tax disc, it now is need of another restoration. Most parts are believed to be with the vehicle but prospective buyers should satisfy themselves.
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1998 Mini Paul Smith, 1275 cc. Registration number S190 LVN. Chassis number SAXXNWAZEWD161688. Engine number 12A2LL88 370755. Originally designed as part of the Great British minis (along with David Bowie's chromed mini, Natasha Caine's bullion mini, Kate Moss's Spider Web mini and the 'Design a mini' competition winner Mark ward's clock cogs mini), the 84 striped, 24 colour car (it is believed two were made) appeared at the 1997 Tokyo Motor Show, and inspired a run of limited edition minis. 300 UK cars were made, with a total of 1800 worldwide. The Paul Smith mini is one of the best equipped limited edition minis, (based on the 1275 cc Sprite) and in the UK, was only available in Paul Smith Blue. This colour is reputed to be the colour of the shirt that Paul Smith was wearing at the meeting with the Rover designers, and when asked what colour he wanted the car, he tore a section off his shirt!! The Japanese spec cars were also available in Old English White, and Anthracite Black, together with air conditioning. The Paul Smith Mini was designed to mimic a Paul Smith Suit. It had a conservative appearance, but had a bright twist! Several parts were given the 'Paul Smith' treatment and were coloured in bright Citrus Green. These parts were the rocker cover, HT leads, inside the glove box, the petrol tank and the boot board. The PS Mini was available from May 1998 at a cost of £10,225 on the road. LVN has had four previous owners, our lady owner having purchased it in August 2010 from a Richard Bell of York who had owned it since 2004. She drove it for a couple of years and stored it with the intention of a full restoration. This has not happened and now the dry garage is no longer available so she has reluctantly decided to let it go to a new home. It started readily when viewed but will require recommissioning/restoration. Sold with the V5C, MOT's from 2011 and 2012 when the mileage was just over 81,000, a very rare Paul Smith Mini brochure in its carrier bag and other brochures that came with the car. Please note the map of England and bonnet badge are missing.
1946 MG TC Midget, 1250 cc. Registration number CBA 902. Chassis number TC1938. Engine number XPAG replacement B 76080. The MG factory was quick to start producing cars from their Abingdon factory as soon as the Second World War had ended. After producing tanks, armoured cars and aeroplane engines during the six year effort, the marque set out on producing cars once again. The MG TC was the first car off the MG production line once normality had resumed and the TC is now probably the most famous post-war MG. The blueprint of the TC was similar to that of the TB, sharing similar engines, axles and gearbox, but with some modifications to the bodywork. The main body of the TC was widened by 4 inches across the seats without having to modify the basic chassis, wings, running boards nor the facia layout. The TC also had an update which allowed the driver to use hand signals through new flaps in the side screens. Another update to the car was the removal of the two 6 volt batteries to a single 12 volt battery located next to the bulkhead. There were also changes to the suspension with the addition of hydraulic lever arm dampers but also the change in location of the road spring mounts which were moved from being attached to the traditional sliding trunnions to being mounted in the shackles. The use of war-proven rubber suspension bushes provided the car with a much quieter and smoother road going experience that before the war and the engine was also attached using these rubber mounts which provided, again, a smoother and quieter road experience. The car sold exceptionally well and surprisingly so in North America which proved to be huge takers of the produce from the Abingdon based factory so much so that a special North American variant was produced that included flashing indicators and chrome bumpers. A notable owner of an MG TC was the Duke of Edinburgh who owned the one before marrying Princess Elizabeth, the future Queen in 1947. The car sold exactly 10,000 TC models before the T-Series MG evolved into its next variant, the surprisingly named MG TD. CBA was owned by Stephen Isherwood of Cheadle Hulme in March 1966 and at this time its original engine had been replaced by the current one; he sold her to Alan Cross five months later, he retained her until selling her to our vendor in September 1974. At this time the colour was red and she was in need of a total restoration. When he stripped the car the original colour was found to be black so he repainted her the original factory colour. Over a seven year period everything that needed to be replaced, repaired or restored was undertaken and she received her first MOT in September 1987 with a mileage of 7,540 on the clock. Commitments on the farm meant she was little used over the next seven years and she was laid up in 1994 with a mileage of 7,819, only 279 miles had been driven. Over the following years and moves she was always stored in a dry building a regularly started up, warmed through and polished, in fact when you lift her carpets it hard to believe that the restoration took place in the early 1980's. There can be few examples of a TC that are this well preserved that now only need a gentle recommissioning before use, she started first time when we moved her into our showroom and the only noted deviation from factory spec is an indicator switch on the steering column under the dashboard, the lights are in the light fittings. Sold with the V5C, R.F.60 continuation book, MOT's from 1987 - 1994. Please note that many spares that came with the car are being sold as an additional lot.
1957 Lambretta LD 150, 150 cc. Registration number ROT 956 (see text). Frame number TBC. Engine number LD150 * 241349. The well established 125cc Lambretta LD 125 was joined by a 150cc bigger brother in October 1954. New features included the chrome silencer, often known as the 'coffee pot', damped front suspension to aid rider comfort and a twin 'push and pull' cable operated gear change, in place of the single Teleflex cable of the 125. Top speed was quoted as 55 mph yet Innocenti, still claimed fuel consumption to be 140mpg, identical to that of the 125. The LD 150 was very popular and outsold its smaller brother. The so-called Mk. II LD 150 (there was no Mk. 1, as the 150 only appeared when the LD 125 was in Mk. II form) featured an inside leg shield toolbox which also housed the speedometer and the now very rare option of one other additional gauge, usually a clock. Colour choices were green, grey, beige and red. There was also an electric start version, called the LDA 150. The Mk. III version launched in January 1957 featured an epicyclical kick starter and the speedometer was now mounted in a purpose built housing which also included the horn and mounted on top of the handle bars. The rear of the scooter gained a more streamlined look, with a cast rear light unit bolted onto it and the toolbox door now behind the rear seat. A new air taken to the rear of the frame through a rubber hose helped reduce induction noise, as well as allowing the engine to rev more freely. Colour choice was now green, grey, beige, off-white or blue with contrasting side panels in blue, maroon, red or green. ROT was first registered in Hampshire and purchased in November 1966 by the vendor's father whilst he was posted to RAF Andover as a gift. She was named Florence and repainted in amber, white and black; the colours of Hull City AFC. A few modifications were made at this time; the original two seats were replaced by a dual seat and the two spot lights added. Eight months later the family relocated to Hull and she was used until early 1969 when she was replaced by a newer model; the SX in this auction. She was first stored in a lock up, before moving to various garages around Hull where the family have lived. The final resting garage's roof has now collapsed and Florence has emerged to the world after nearly 50 years of being dormant. Her engine still turns over by the kick start but she will need a full restoration. Sold with an original key, a 1966 and 1968 MOT, a 1966 certificate of insurance; she is not on DVLA's register.
1967 Lambretta SX 200, 200 cc. Registration number MAT 804F (see text). Frame number 200 * 843602. Engine number TBC. Manufactured by the Italian industrial giant Innocenti, the Lambretta, together with the rival Piaggio-built Vespa, mobilized an entire generation of Italians in the immediate postwar years. The scooter gained instant acceptance everywhere, its cleanliness and convenience appealing to those who regarded the motorcycle with suspicion. Scooters would eventually surpass their strictly utilitarian origins to become an integral part of youth culture in the 1960s, favourite transport of London's fashion-conscious Mods. The scooter's enclosed engine and decent weather protection meant that its rider could arrive at a club, doff his parka and look like he'd just stepped out of a taxi, which was a definite advantage within a culture that placed a premium on smartness of appearance.Introduced in 1947, the first 'naked' Lambrettas had no bodywork to speak of; it wouldn't be until 1950 that a rear cowl, floorboards and front legshields appeared. By the 1960s, the familiar rounded, all-enclosing bodywork was in place, there being very little stylistic difference between Lambretta and Vespa at the time. That changed in 1966 with the arrival of the 200 cc SX series and its more-angular 'Slimline' styling, embodying what many enthusiasts regard as the definitive Lambretta look.Project Special X was initiated to gain more of a look of quality and attention to detail that Innocenti was renowned for. So the SX was designed with a new headset, and the panels, which now had the three fingered flashes pointing forwards (the 150cc model retained the T.V. type badges). Again the 200 cc version had the front disc brake, and the S.X was the first Lambretta to gain a 90mph speedometer. The most important changes were to the engine however, with the cylinder, exhaust, head, and piston all reworked to improve power, while reducing vibration. This gave the 200cc an output of 11bhp, although lower than the T.V, with all its modifications the S.X had better acceleration with only a marginal loss of top speed. Many changes were again made mid production with early ones having white switches, later changing to black, horn cast grilles painted the same colour as the bike, whereas the later models gained polished ones. The majority had handles to secure the side panels, but later these were later discarded in favour of the clip-on type of the G.P. By the time production stopped in January of 1969, some three years after beginning, 20,783 2 00 cc versions and 31,238 150 cc versions had passed along the production line.MAT, with its frame number of 843602 was the 13,601st produced and it was originally sold by Miles Ltd of Hull in 1967. Purchased by our vendor in early 1969 as a replacement for the LD in this auction, he was given the name Road Runner. His journeys were to more distant places than Florence, venturing as far as Manchester, Birmingham and Blackpool.In April 1973 he was laid up in the garage next to Florence when our vendor upgraded to a motor car and has suffered the same fate as the LD, being moved to various garage's during family moves and will now need a full restoration. At present the engine is seized; it is not on the DVLA register. This is a unique opportunity for a collector of these rare machines to purchase an original, unmolested example.Sold with a 1972 MOT with the mileage at 17,944, a 1970 certificate of insurance and three keys.
1960 BSA A10, 650 cc. Registration number OVL 644. Frame number GA7 1898. Engine number DA10 8867. A new 650cc twin joined BSA's 500cc A7 model in 1949, the latter's engine being revised along the lines of the new design at the same time. The existing parallel twin architecture was retained for the new A10, with 360-degree crankshaft and single camshaft at the rear of the cylinder block, as was the four-speed gearbox bolted directly to the crankcase in a form of semi-unit construction, and the tele-fork-and-plunger cycle parts. Named 'Golden Flash', the new 650 was strikingly finished in pale beige metallic. Perennially popular, the model was updated with the swinging-arm frame and separate gearbox for 1955 and continued in production until 1963. Ever since the model's introduction enthusiasts have commonly referred to the touring A10 as the 'Golden Flash', even when it was finished in alternative colour schemes. OVL was first registered on the 10th May 1960 by dealers West of Lincoln who sold it to Ralph Fowler of Lincoln on the 21st of May, he kept until selling it to Edwin Burgess of Hull on the 31st August 1961, our vendors father buying it in March 1976. It was in regular use up 1991 when the mileage was some 34,485 and it was pensioned of. It has a rare three piece chain guard and could either be fully restored or "oily ragged". Sold with the V5C, V5 (strangely as UVL 644!), R.F.60, and three MOT's from 1986, 1989 and 1990.
1963 BSA A10 Police, 650 cc. Registration number 916 FKH. Frame number GA7 24930. Engine number DA10. A. 486. A new 650cc twin joined BSA's 500cc A7 model in 1949, the latter's engine being revised along the lines of the new design at the same time. The existing parallel twin architecture was retained for the new A10, with 360-degree crankshaft and single camshaft at the rear of the cylinder block, as was the four-speed gearbox bolted directly to the crankcase in a form of semi-unit construction, and the tele-fork-and-plunger cycle parts. Named 'Golden Flash', the new 650 was strikingly finished in pale beige metallic. Perennially popular, the model was updated with the swinging-arm frame and separate gearbox for 1955 and continued in production until 1963. Ever since the model's introduction enthusiasts have commonly referred to the touring A10 as the 'Golden Flash', even when it was finished in alternative colour schemes. An alternator was offered as an alternative to the dynamo from 1961 to 1963, the last three years of production. The A10 was a popular machine amongst police forces and this early alternator powered machine was bought by Kingston Upon Hull HQ from Jordans of Hull and first registered on the 29th May 1963. It was used by the force until being sold to dealers Myers & Marshall of Hull in the October of 1969, our vendors father buying it from them. Hull City Police registered a batch of motorcycles on the 1st June 1963, of these it is known that 900FKH, 906, 910 and 913 were Velocette LE200 through to 916, 917 and 919 were all BSA A10's. With thanks to Hull & East Yorkshire Motoring Memories Group for the information. Prospective buyers may be interested in the Register of "Historic and Classic Police Motorcycles" on Facebook. BENEATH THE POLICE BIKE IMAGE Photo credit "Late PC Harry Varney, Hull City Police" Now in need of a restoration it is sold with a spare alternator, a front cowling, the V5C, V5, and R.F. 60.
1975 Honda C70, 72 cc. Registration number KPW 938N. Frame number C70-D-200310. Engine number C70-E-309778. The Honda Super Cub is an underbone motorcycle with a four stroke single cylinder engine ranging in displacement from 49 to 124 cc. In continuous manufacture since 1958 with production surpassing 60 million in 2008, 87 million in 2014, and 100 million in 2017, the Super Cub is the most produced motor vehicle in history. Variants include the C100, C50, C70, C90, C100EX and C70 Passport. In 1966 the C50 appeared and remained in production through the mid 1980's, becoming one of the most widespread and familiar versions of the Super Cub. Honda replaced the C100's 50 cc OHV engine with the OHC alloy head and iron cylinder engine from the CS50 and C65, which increased power from 4.5 to 4.8 bhp. Similarly the CM90 was replaced in 1966 with the 89.5 cc, which a year later on 1967, got restyled forks and headlamp like the C50, to become the familiar C90. Though the basic design of Cub remained unchanged, new styling and improvements included enclosed front forks. The C100 stayed in production alongside the newer versions one more year, until 1967. This round headlight example appears to be mainly original and unrestored, it even has the toolkit and key! Sold with the V5C.
1959 NSU Quickly L, 49 cc. Registration number 125 NVM (NON TRANSFERABLE). Frame number 767976. Engine number 834411.The NSU Quickly was a moped manufactured by NSU Motorenwerke AG of Germany between 1953 and 1963; more than one million Quickly's were sold during this time. The frame was a pressed-steel single spar unit with a headset at the front of the unit and wheel attachment points at the end of the arms at the rear of the unit. The unit also incorporated a tower in which the seat post was mounted and attachment points for the engine and the petrol tank. The front forks were made from pressed steel and were fitted with leading-link suspension. The two stroke engine had a two-speed gearbox (three-speed on some models), a bicycle pedal assembly to start the engine and assist propulsion up hills, and a centre stand. The L was a "Luxus" (luxury) version. On the L, the regular Quickly pressed steel frame was given attachment points for a swingarm and a unit encompassing the rear fender and spring/damper units for the rear suspension. Leg shields were optional on the L. 86,380 Quickly L mopeds were manufactured from 1956 to 1961. Little is known of the early life of this example and so often happens the original number plate has been lost either to the plate dealers or because it was left in a shed and DVLA were not notified when the records were computerised. Appearing largely original, apart from a modern gel seat, this rare example of the L model will require very little to make it road legal. Sold with the V5C.
1962 NSU Quickly N, 49 cc. Registration number SSL 980 (NON TRANSFERABLE). Frame number 960794. Engine number 16375530. The NSU Quickly was a moped manufactured by NSU Motorenwerke AG of Germany between 1953 and 1963; more than one million Quickly's were sold during this time. The frame was a pressed-steel single spar unit with a headset at the front of the unit and wheel attachment points at the end of the arms at the rear of the unit. The unit also incorporated a tower in which the seat post was mounted and attachment points for the engine and the petrol tank. The front forks were made from pressed steel and were fitted with leading-link suspension. The two stroke engine had a two-speed gearbox (three-speed on some models), a bicycle pedal assembly to start the engine and assist propulsion up hills, and a centre stand. The original and most basic version of the Quickly was the N. It used the original version of the engine, with a 5.5:1 compression ratio, which produced 1.4 PS at 4600 rpm. The N had a two-speed transmission that was operated from the handlebar. It ran on 26 x 2.00" wheels front and rear. 539,793 Quickly N mopeds were manufactured from 1953 to 1962. First registered on the 25th September 1962, the V5C only notes four former keepers, our vendor acquiring it in December 2016. It had been restored at this time but the engine was not working; it turned out many internal components were missing! It then received a full engine rebuilt and is now in good working order. Sold with the V5C.
1964 BSA Bantam D7 Super, 172 cc. Registration number PTU 380B. Frame number D7 40958. Engine number ED7B 265594. BSA's government-encouraged copy of the German DKW R.125, was made 'British' by simply reversing the engine-unit drawings for right-side controls, thus providing the post-war 'basic trainer' for thousands of motorcyclists. The 125cc 'Bantam D1' of 1949, a wholly successful motorcycle and the company's best seller and though there was no D2, the D3, D5, D7 and D14 variants followed into the seventies, a range which became a byword for economy and reliability, still served by specialist firms to this day. Changes were made to colours, suspension, capacity and gearbox, but the Bantam remained essentially itself, a motorcycle regarded with much affection. The D7 Super was introduced for 1959, had a similar 175cc engine to the D5 but had an entirely new swinging arm frame and hydraulically damped forks which incorporated a nacelle mounted headlamp. The D7 continued in production until 1966 with at least 3 different styles of tank and alterations to the Wipac powered electrical system including a change to battery powered external coil ignition. This example has undergone a restoration at some point before being purchased by our vendor. When he bought a new battery and box plus some electrical work was under taken and it now presents very well. Sold with the V5C, receipt for the electrical work and a dating certificate.
1963 BSA C15SS80, 250 cc. Registration number ORO 652 (non transferable). Frame number C15 33568. Engine number C SS 16744.BSA acquired the Triumph marque in 1951, and the BSA C15 250 cc four stroke was derived from the 200 cc Triumph Tiger Cub, itself coming from the 150cc Terrier. Edward Turner became head of the BSA automotive division and in 1958 BSA introduced the concept of unit construction, where the engine and gearbox were combined in one piece rather than as separate components. The BSA C15 'Star' was the first unit construction model and proved more reliable and economical than its predecessor, the pre-unit BSA C11.In 1961 the 'Super Sports' model (SS80) or C15 Sportsman joined the range, with a tuned engine, roller big-ends and lower handlebars. This example was first registered on the 1st may 1963 but nothing is known of it history until Russell Sykes acquired it in May 1988 and registered it with DVLA, he sold it to our vendor in March 1989. Little used, it was MOT'd in April 2011 with a mileage of 2,125 miles it has been unused since then and will need recommissioning before use.Sold with the V5C, 2011 MOT and tax disc.
1994 BMW F650 Funduro, 652 cc. Registration number M723 KTY. Frame number WB1016100S0333494.. Engine number 00389013.The F650 family of motorcycles were produced by BMW Motorrad in 1993, being replaced by the G650 in 2009. They were the first single-cylinder motorcycles from BMW since the 1960-1966 R27, and the first chain driven motorcycles from BMW. The F650 St Strada was introduced in 1993, a variant F650 (dubbed the 'Funduro') in 1994 and was jointly designed by BMW and Aprilia, who also launched their own very similar model called the Aprilia Pegaso 650. The BMW version was assembled in Italy by Aprilia and these were powered by the Austrian 652cc single-cylinder, 4 valve Rotax engine. The two variant models of the F650 motorcycle had some subtle differences which determined their utility bias: the 'Funduro' was the more dual/multi purpose with more off-road capability due to the longer wheel base, more ground clearance and taller seat height, a higher front fairing and a larger 19inch front wheel, the Strada had slightly smaller dimensions and an 18 inch front wheel. Both models used two 33 mm Mikuni carburetors. In 2000 BMW introduced the F650GS to replace the F650,This example was first registered by M & S Motorcycles of Newcastle in May 1995, our vendor purchased it on the 10th March 2014 as the second owner with the mileage at some 12,000. Over the years this has gently risen to the current 20,300. It has new tyres, full BMW luggage of panniers and top box, engine crash bars, a spare alloy rack, hand guards and both a short and tall screen.Sold with the V5C, MOT until August 2019, two keys and the original manuals.
1975 Suzuki GT380m, 371 cc. Registration number LFM 639N. Frame number GT380 73137. Engine number GT380 80932.Suzuki launched its air-cooled two-stroke triples the GT380 and GT550 in 1972. The engines were less highly tuned than, for example, the Kawasaki triples; porting, timing, compression, and carburetor size were all chosen to deliver smooth power at the expense of maximum power. It made the Suzuki GTs more reliable than fast. The odd 3 to 4 exhaust system and rigid foot pegs also limited the leaning angle and the sporting nature of the bike. The Ram Air System (introduced in all of the air-cooled GT models) that forced the cool air to pass through the cylinders and behind the block was a new development, tested earlier on Suzuki's TR500 racers. It is an simply an air scoop that ducts cold air directly onto the cylinder head the help the cooling on the engine. It was a known problem that two-stroke engines lost power when the cylinder head temperature rose too much but the Ram Air System made the Suzuki GT triples less prone to the characteristic two-stroke power loss.The GT550 was discontinued in 1977 and the GT380 a couple of years later, in 1979.LFM was purchased by our vendor, a serial restorer of cars and motorcycles, as a USA import project in 2012 in need of a total rebuild. Over the next six years he has achieved this, from an engine rebuild , including rebuilt crankshaft, all mechanicals overhauled, repainted, rechromed, rewired, NOS exhausts and seat. It is now probably better than when it left the factory! He has now finished the restoration and is looking for the next one, he has ridden some miles on it to settle it in and one would advise the next owner to treat it as such.Sold with the V5C, various part receipts and the images when purchased.
1972 BMW R60/5, 600 cc. Registration number AWU 497K (see text). Frame number 2946394. Engine number 2946394. In 1964, BMW made the decision to stay in the motorcycle business and lured Hans-Günther von der Marwitz away from Porsche. It was his job to design the new bikes; the Slash 5 series (R50/5, R60/5 and R75/5 of 500, 600 and 750cc) was announced for the 1970 season and represented a revolution in BMW motorcycle design. Though the flat-twin BMW boxer engine layout remained, just about everything else was new. As well as a telescopic, leading-axle front fork, the newcomers featured a lightweight, welded duplex frame, both of these innovations having been first seen on the Bavarian company's ISDT machines. The engine too had come in for revision, now employing a one-piece forged crankshaft and aluminium-alloy cylinder barrels while carrying its camshaft below the crank. Coil ignition and 12-volt electrics were other new departures for the Munich firm. The new '/5' models came in three capacities, the variation being achieved by different bore sizes in what were otherwise virtually identical machines. This example was imported into the UK and first registered in 1978 with DVLA, with an S registration. Our vendor acquired her from a Kenneth Nunn in 2003; he had owned her since 1996. One of his first tasks was to have the registration changed to an age related one, see above. At this time the mileage was 15,652, today it is just over 17,000 and it has not been used since 2008. Sold with the V5C and MOT's from 2004 until 2007, it will require some recommissioning before hitting the road.
1959 Triumph T100, 498 cc. Registration number HAS 832 (non transferable). Frame number T100 022161. Engine number T100 022161. The sports version of Edward Turner's trend-setting Speed Twin, the Tiger 100 was launched in 1938, reappearing in 1946 with telescopic forks in place of the original girders, and separate dynamo and magneto instead of the pre-war version's mag-dyno. An alloy cylinder head and barrel were adopted for 1951, these and other engine improvements boosting power to 32bhp, while a swinging-arm frame and 8"-diameter front brake (first seen on the 650cc Tiger 110) were fitted from 1954 onwards. A splayed-port cylinder head with twin carburettors became available from the start of the 1957 model year, and this would represent the ultimate development of the Tiger 100, which in mid-1959 was replaced by the new, unitary construction Tiger 100A. HAS has unknown early history but according to the V5C it would appear to be a UK bike as it states it has had four owners since it was first registered on the 7th of April 1959. In November 2014 Barrie Smithson of Hartlepool owned it and sold it to our vendor in December 2017 in need of a full restoration; its original number had gone by then. He is a retired engineer who enjoys the rebuilding more than the riding and set about a comprehensive restoration including, a total engine rebuild with new pistons, bearings and shells, the slickshift gearbox received similar work and a new Amal carb fitted. The frame was repainted, new rims, a rechrome and wiring loom completed the work. Since finishing it some 300 settling in miles have been undertaken and he is now looking for a new project. Sold with the V5C and many of the restoration receipts.
1959 Velocette Venom, 499 cc. Registration number SJN 29 (non transferrable). Frame number RS 11583. Engine number VM 2661. The Venom was Velocette's hottest bike from its inception in 1955. In 1961 a 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. SJN has had its frame and numbers confirmed by Classic Grove Motorcycles who are the custodians of the Velocette records; the frame left Veloce on the 17th October 1958 and went to Newcastle, the engine left Veloce in 1958 and went to Leigh on Sea. What happened to both of these machines is unknown but in December 1993 John Cruse of Robertsbridge in East Sussex registered it with DVLA. One presumes he was the man who restored it, as it was like it is now when our vendor bought it in 2004. He has rarely used it and now it has the wonderful look of an older restoration. It will require some gentle recommissioning before going on the road. Sold with the V5C, a photocopy of the service manual, an original BMS service series book and the Roy Bacon Motorcycles Monographs number 14.
c.1941/2 Indian 741B Scout, 500 cc. Registration number JUP 890. Frame number 741.25078. Engine number GDA 25078. Indian motorcycles were originally produced from 1901 to 1953 in Springfield, Massachusetts by the Hendee Manufacturing Company, changing it to the Indian Motorcycle Manufacturing Company in 1928. The Indian factory team acquired legendary status after taking the first three places in the 1911 Isle of Man Tourist Trophy. During the first decade of the 1900s, Indian became the largest motorcycle manufacturer in the world, but lost this title after WWI as the US entered the conflict, Indian sold most of its Powerplus line in 1917 and 1918 to the government, starving its network of dealers, this blow to the domestic market led to a loss of support for the brand from it never recovered. While the motorcycles were popular in the military, post-war demand was then taken up by other manufacturers to whom many of the previously loyal Indian dealers turned. As WWII loomed, the US military set about drawing up specifications for a useful, universal motorcycle, and put its construction out for bid. Of the bids submitted Harley Davidson won with the WLA 750 cc as the Indian's Scout 640 (750 cc) was too heavy and expensive. They had more success with the 741 based on the civilian Thirty-Fifty model. The US Army wanted 45 cubic inches, but this Indian was but 30.5 cubic inches, or 500cc. It was much closer in capacity to the British machines. What 741 production there was went instead to allied forces in Canada and Great Britain where the 741 proved somewhat successful. But Harley riders in the military had difficulty with the Indian's foot clutch operated with the heel; Harley's required the toe. Quoted military Indian production was close to 10,000 units in 1942, the vast majority for US Army or use by allies. WW II military sales did nothing for Indian's dire straights. In fact, most agree that Indian's total focus on building military bikes lead them to fully abandon their dealers, again, who needed parts for the few police and civilian bikes still being ridden in America. When the War was over, and Ralph Rogers took control, their dealer base had diminished, and another nail was in the coffin of the company that closed in 1953. Much rarer than the WLA this 741, believed to have been built in 1941 by the engine number, was first registered on the 27th January 1949, one presumes this is when it left military service (UK ex military machine are similarly registered when they first appear on the civilian marketplace) with a sidecar attached and in 1952 was owned by William"Jackson of Darlington. He sold it to Alec Graham (not recorded on the R.F.60) and our vendors father, also of Darlington, bought it from him in June 1973, for £150, by which time the side car had been removed. There is an MOT from 1974 stating the mileage at 27,968. At this time he restored it but really used it and in 1992 it passed to our vendor. At this time he made it roadworthy and had it MOT'd in 1992 with a mileage of 27,986. It was occasionally ridden and last taxed in 1995, the mileage today is 28,?49. It now has a wonderful patina of an "Oily rag" machine and will need recommissioning before road use. Sold with the R.F.60, no V5 (but recorded with DVLA), two MOT's, letters and other paperwork.
1971 Triumph T100 Daytona, 490 cc. Registration number BVM 159K. Frame number PG40490 T100 R. Engine number PG40490 T100 R. Competition success in the USA prompted Triumph to adopt the 'Daytona Tiger' name for their top-of-the-range sports '500' in 1966, Buddy Elmore having won that year's prestigious Daytona 200 race on a works twin, a feat Gary Nixon repeated the following year on his way to the first of back-to-back AMA titles. With the re-launch of the BSA-Triumph range in November 1970, by which time it had gained the 650's excellent twin-leading-shoe front brake, the 'Tiger' part of the name was dropped and the Daytona's model designation changed to 'T100R'. However, within two years the entire BSA/Triumph Group was in severe financial difficulty and the proposed closure of Triumph's Meriden factory led to the workers occupying the plant in September 1973. When the factory eventually reopened, the two 500cc models in production immediately prior to the shutdown - the T100R Daytona and the TR5T Trophy Trail - were not revived. This example was built in November 1971 as a 1962 model, its early history is unknown but our vendor was given it as a gift in March 2014. At that point it had been bought by Classic Motorcycles of Northwich who had bought some 15 unregistered Daytona's from a collector in every colour combination available. It is believed he had it restored/refreshed some ten years earlier, circa 2004. The paint was applied by Dream Machine of Nottingham, the engine had been rebuilt, the chrome had been UK redone. The odometer had been reset to zero and a new MOT obtained. In the sales docket it states that the engine will need to run in, to date it has only covered some 105 miles so we suggest any purchaser follows this sensible advice. It is being sold as the vendor was never a Triumph fan and has now obtained a Norton Commando that he wishes to have restored. Sold with the V5C, dating certificate from the Francis Barnet owners club, 2014 MOT and the sales invoice, this machine will need some light recommissioning before being used on the road.
c.1969/71 BSA Rocket 3 Mark II, 750 cc. Registration number Not Registered (see text). Frame number A75R XC 00780. Engine number A75R GE00882. Triumph's eagerly awaited 3-cylinder T150 Trident was introduced in 1968, alongside BSA's similarly powered A75 Rocket-3; both models were individually styled. The Triumph engine had its cylinders mounted vertically while the BSA's engine was 'sloped' in the frame; these models were the firm's first entry into the 750cc class. Together with the Norton Commando, and Honda's soon-to-arrive CB750-4, they were immediately categorised as Superbikes. Going into the 1970s both 'triples' underwent a change of styling with particular attention paid to the silencers and fuel tanks. The BSA/Triumph group was already experiencing a difficult financial situation but, in a glorious last-ditch sales campaign, the factory completion shop was charged with preparing a batch of hand-built T150/A75s for Daytona and the newly created Formula 750. It proved a highly successful promotion with the team bikes gaining many race wins and leaderboard positions more-or-less wherever they entered. Essentially a 'Tiger-and-a-half', the Triumph and BSA 750cc Triples were launched in the UK in 1969. Differences between the Triumph Trident and BSA Rocket III were more than just cosmetic: the two models used different frames and in BSA guise the motor's cylinder block was slightly inclined. BSA-Triumph had learned a lot about engine development from racing the 500 twins, and the Triples were the most powerful machines in their class. Dynamometer tested by the American publication Motorcycle Buyer's Guide in 1970, the Rocket III produced a maximum of 55.4bhp at the rear wheel, slightly down on its Triumph Trident sibling's 58.8 horsepower but 1.5bhp better than Honda's four-cylinder CB750. Meanwhile, back in the UK, Bike magazine wound their road test Rocket III up to a top speed of 128mph. This example was built was from parts by our vendor, a master motor engineer, starting with a frame. Many man hours have been spent on it but unfortunately ill health has meant it has never been completed; it is thought to be some 80/85% complete. Buyers should check the receipt folder to see what parts have been bought for it and check for themselves the completeness. When finished this will be a very good example and the buyer will have to register it with DVLA for road use. Sold with a folder of receipts and a large quantity of NOS or refurbished parts.
1972 Triumph Trident, 740 cc. Registration number MGU 72L. Frame number T150 CG01573. Engine number T150 CG01573. 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. MGU is a matching numbers machine built in March 1972, being first registered on the 1st August of that year. In July 2010 Tim Wooley of Cilgerrian, South Wales bought her and sold her to our vendor the following month as a basically original machine, which when examining her is probably correct. He set about making her more reliable with a new carb unit, new dials and other incidentals. When purchased MOT mileage was 10,637 and the new dials were put on in 2011, since then some 1,350 miles have been added. She was ridden to our meeting at a friends home. Sold with the V5C, MOT history from 2010 and numerous receipts from our vendors ownership.
1981 Moto Guzzi Le Mans Mk II, 950 cc (see text). Registration number UNM 755M. Frame number 23226. Engine number 82726. The Le Mans 850 café racer was first shown at the Milan motorcycle show in November 1975 and sales began in 1976. Like the 750S and the 750 S3, the Le Mans 850 was developed from the 53 hp V7 Sport model of 1971, but power was increased to 71 hp, giving a top speed of 130 mph. Compared to its roadster sibling, the T3, the Le Mans had higher-compression domed pistons, larger engine valves, and Dell'Orto 36 mm pumper carbs with filterless velocity stacks with clip-on handlebars and a bikini nose fairing. The Mark II (1978 - 1981) was similar to the Mark I, but the small 'bikini" fairing became a larger half-fairing incorporating indicators. The fairing had been tested in Moto Guzzi's wind tunnel (which had been used to test race bike fairings in the 1950s). The new fairing had a rectangular headlight, rather than the earlier round item. Cylinder bores were coated with Moto Guzzi's patented "Nikasil". Front suspension became air-assisted. The brake calipers on the front wheel, previously mounted on the front, were now mounted behind the forks. A new dual seat could now carry a pillion. Further changes included a revised instrument cluster derived from the 1000 cc SP. Brakes were linked, with the handlebar lever operating the front right caliper and the foot brake operating both the front left and rear caliper. Described by Bike magazine as 'the sleekest, horniest thing you've ever seen on two wheels', the Le Mans looked like it was doing 100mph while stationary and on the open road delivered 130mph-plus performance. Without doubt one of the definitive superbikes of the 1970s and today highly collectible. UNM was first registered on the 31st March 1981 and in long term ownership from the 26th February 1982 with David Kinsella of Runcorn until our vendor bought it in February 1996. When he purchased it the fairing had been replaced by a twin headlight version (original type included in the spares); over the years in his ownership it has been well maintained and in the early 2000's the engine was upgraded to 950 cc from the original 850 cc (original barrels are included in the spares), K & N air filters were fitted (original stacks are in the spares), Jota bars replaced the clip ons for comfort (original bars are in the spares), the frame was powder coated and the body work resprayed in green over red. In 2011 a new clutch was fitted. The extensive MOT history confirms the current mileage of some 35,000 and a new MOT will be with it for the auction. On a SORN since 2016, it is sold with the V5C, V5, original owner's manual, new MOT, old MOT's, large history/receipt folder, rear carrier and a quantity of spares including spare pipes, the old barrels and a luggage rack.
1962 BSA Rocket Gold Star, 650 cc. Registration number KTX355. Frame number GA10 186. Engine number originally DA10R 7345, now DA10 2709 (see text). Widely recognised as one of the most desirable of all factory built 'café racers', the Rocket Gold Star arrived in 1962 along with the first of BSA's new unitary construction range. A combination of Gold Star parts and the A10 Super Rocket 650cc twin-cylinder engine, this represented the last of the old 'pre-unit' line rather than a new departure and thus were destined to be built for eighteen months. The idea of making what was effectively a twin-cylinder Goldie originated with Banbury motorcycle dealer Eddie Dow, who had built up a considerable body of expertise in looking after BSA's high-performance single cylinder machines. Dow believed that his hybrid would bridge the gap between the end of Gold Star production and the introduction of new unitary construction sports models, and so it proved. The Super Rocket engine's compression ratio was raised to 9.25:1 for the RGS and claimed maximum power increasing to 46bhp. But for some reason best known to BSA, the RGS frame was unique, although not that different from the production A7/A10 item, as was the wider dual seat. The model was offered in a number of different forms and with a host of options relating to controls and equipment. Motor Cycle tested a Rocket Gold Star in November 1962, summing up the new BSA as a 'scintillating high-performance road burner: good brakes, excellent rider comfort and docile traffic manners.' A top speed of 105mph was achieved. Around 1,800 Rocket Gold Stars were made over an eighteen month period and today genuine examples are highly sought after. KTX has had an interesting life, she was dispatched from the factory on consignment note 84509 to C. Jackson of Redditch on the 29th May 1962; a week later on the 8th June it was sent back to the factory, presumably a deal fell through. It was then dispatched on the same day to H.F. Temple, St. Thomas Street, Oxford on consignment 85089. At this time it had engine number DA10R 7345 fitted. On the 17th July 1971 it was abandoned near Silverstone following the Grand Prix; incidentally the 68-lap race was won by Tyrrell driver Jackie Stewart after he started from second position. Ronnie Peterson was second for the March team and Lotus driver Emerson Fittipaldi came in third. The Northamptonshire police recovered and stored it before selling the remains to P.C. Antony Jackson of Northampton on the 9th August who applied to DVLA for a new log book as none was available. As was policy at the time it was re registered in August 1971 with an age related number (although this was in fact from a 1951 BSA 650). Jackson replaced the damaged engine with the one currently fitted DA10 2709. He subsequently sold her to Julian Davis of Northampton on the 31st of August who kept her until July 1978 when he sold her to Glyn Sayer again of Northampton. Several owners, all in Northampton followed, Chris Watts and M. Grimbley, both 1981 and Alan Mason in March 1987. Our vendor bought her from Mason in February 2010. Little used she is now being offered for sale and will need a gentle recommissioning. Sold with the V5C, duplicate V.E. 60, various booklets, an RRT 2 gearbox (a standard box is currently fitted) and a crankcase stamped DA10R 3212.
1967 Velocette Thruxton, 499 cc. Registration number CTC 27E. Frame number RS 19296. Engine number VMT 551. Gearbox number 12 - 12428. Rarer than the BSA DBD34 Gold Star the Velocette Thruxton, is the ultimate expression of the redoubtable Venom/Viper architecture, the last truly great classic performance British single; a machine built, appropriately enough, by one of the most single-minded, most innovative, most well-respected manufacturers of them all. It's been called the last of the great British singles, outlasting the BSA Gold Star and Manx Norton by almost a decade. In fact, the Thruxton lived long enough to do battle with the first of the modern Japanese superbikes, though it wasn't a long fight nor particularly fair.But the Venom didn’t get to Thruxton in one giant leap (and the Viper didn’t get there at all). Rather, there were a number of smaller hops along an increasingly rocky commercial road, each of which helped transform a machine that was merely hot into something that was little short of awesome. Launched in 1956, the Venom was conceived and marketed as sporting alternative to the more sedate MSS which had served the company well since 1935.Borrowing the ‘square’ 86mm x 86mm bore and stroke of the MSS, the 499cc, 36bhp Venom, with its 8:1 compression ratio, monobloc carburettor, V-belt dynamo and full-width hubs front and rear, was an instant success. And for those traditionalists (for whom the 350cc capacity still ruled), there was the ‘scaled-down’ 349cc, 27bhp Viper (8.5:1).In 1959, the prestige of the firm’s OHV singles was, despite declining company fortunes, riding high—and rose higher still with the introduction of its Venom/Viper Clubman models which, along with other mods, ran even higher compression ratios (8.75:1 and 9.3:1 respectively) and were fitted with a manually controlled BTH magneto (as opposed to Lucas units), a TT carb, rear-sets, low bars and an ultra-close ratio gearbox. Fast, punchy, and ‘eminently steerable’, it was a Clubman Venom which, in 1961, snatched the 24-hour speed record at Montlhéry, France taking the 12-hour record at an average of 104mph, and the 24-hour at slightly over 100mph. It’s a 500cc class record that stands to this day.But good though the Clubman package was, it still wasn’t good enough for some; notably those anxious to break the sporting dominance of BSA’s all-conquering Gold Star. Which was why in 1965 the firm, aided by Velocette privateers pushed the machine a step further and issued a high-performance race-kit complete with radically revised cylinder head, an Amal GP carb, reworked cam-followers. The following year, the kit was incorporated into the factory produced bike, and they had a world-beater on its hands—which was proven at the inaugural 1967 Isle of Man Production TT when the super-tuned Venom took 1st, 2nd and fastest lap, thereby consolidating Velocette as one of the greatest motorcycle manufacturers of them all and in 1964 another Venom took a class win at the Thruxton 500-mile endurance race, crown jewel of England's popular and hotly contested Production roadracing series.That victory gave Velocette a great excuse to hot-rod the Venom and make the resulting 1965 Thruxton an even better race bike. Up front, the 8-inch brake was converted to Tickle twin-leading-shoe operation, rearset footpegs gave greater lean angle, clip-on handlebars got the rider down and they used lightweight Dunlop alloy wheels. The engine was upgraded, too, with a flowed cylinder head, bigger valves and a downdraft intake tract. Working through a close-ratio gearbox, the Thruxton put out 40-41 horsepower, about 5 more than a good-running Venom.It did not take long for success to find the Thruxton. Another class win in the 1965 500-miler made for a great debut, and in 1967 a pair of Thruxtons finished 1-2 in the inaugural running of the Production TT at the Isle of Man. The Thruxton, with design roots that stretched all the way back to 1935, was gone for good in 1971 when Velocette shut down its Hall Green, Birmingham factory and quietly went out of business.Around 5,750 Venoms were sold against the Viper’s 3,589. The total number of Venom-based Thruxtons is said to be around 1108 with some 55-60 being produced by main agents in period. The survival rate is fairly high, and getting higher, due to Venoms being upgraded (or even vandalised, if you prefer), and re-presented in Thruxton specifications.CTC27E is an original, Velocette Thruxton Machine Register verified example. It was dispatched by the factory on the 28th April 1967 to dealers C. & M. Shutt of 15/19 Manchester Road, Haslingden, Rossendale on invoice number 76948 who had taken a part exchange deposit of a Viper at £70 from Tom Hague of Haslingden on the 12th April. The cost was £386.00, plus £1.00 for number plates, £8.00 road tax, licence holder, tax disc, petrol and oil were another £1.00, a total of £396.00 with a £20.00 discount.CTC was used and MOT’d by Shutts every year and in the April of 1977 the mileage had risen to 26,255. The speedo must have then failed as it was at 4 miles the following year; and one presumes it had become unreliable as only 860 miles were added over the year and in the October of 1979 K.W. Swallow quoted for a rebuild and completed it at a cost of £248.00. A note book then lists its servicing, until on the 10th October 1982 the engine blew up and Swallows again rebuilt the engine (cost £290). It was off the road until 1985 when it was recommissioned, taxed and MOT’d on the 1st August. On the 26th July 1986 CTC was sold to Stewart Counsell of Rawtenstall, Rossendale for £2,000. It would appear more engine problems ensured as both the inlet and exhaust valves were replaced in 1987, at this time the mileage was about 7,800 (total about 34,000).By 1998 it was with Bob Gordon of Accrington and again underwent engine work and was MOT’d in 2001 at 8,878 miles; little used he sold it to John Howarth of Rawtenstall on the 15th April 2004 who used it sparingly over the years with the mileage rising to 11,098 in 2008; amazingly it had always been MOT’d by the same garage, Woodtop, although by now they were called Fourways Motorcycles. Our vendor bought CTC from Atlantic Motorcycles of Twyford, Berkshire on the 18th August 2010 and hardly used it; the mileage today is 11,427. Unused since the purchase it will require recommissioning although the auctioneers have had the fuel lines cleaned and the engine runs.Sold with the V5C, many MOT’s, insurance documents and a large quantity of receipts and the original purchase receipt.
1914 Fairfield, 269 cc. Registration number ED 779. Frame number N/A. Engine number N/A.The Fairfield Motorcycle Company was run by Alfred Forster (1885 – 1970) from his premises at 41 Mersey Street, Warrington, Cheshire between 1914 and 1915 when production ceased due to the hostilities. It was a very small concern that utilised quality components from different sources to make his machines; the front forks are Druids, the engine is a 269 cc Villiers two stroke and you could either have a direct drive or a three speed Sturmey Archer hub for a cost of £25.00 (some £2,750 in 2018 money).This example has Druid front forks, a Villiers engine with a personalised crank case, Tourist Trophy three speed Sturmey Archer hub, the tank has oil, petrol and paraffin sections with taps to switch between the two, a Lycett’s La Grande leather seat (currently another is fitted), Bosch type ZA1magneto, AMAC carb (he was an agent for the firm), Spedlite acetylene lamp and a brass Britannia tyre pump.Forster was originally employed as a wire galvaniser’s labourer in Warrington, and perfected his engineering skills working on the first UK-manufactured Model T Ford which was assembled at Trafford Park, Manchester in 1911/12. Indeed, in later life, aged 77, Alfred was given a VIP tour around Ford’s new Halewood Plant as a thank you for his contribution. He also made three-wheel cars of which nothing is known of at present. In 1962 a newspaper interview with him quotes him as saying: “When I bought out my first three-wheeler car people wanted to back me but I wouldn’t have any of it. I decided going into production on a large scale wasn’t for me. I believed the car industry was going to be plagued with money and labour troubles and I’ve been proved right.” Instead of accepting investment, the inventor carried on making his Fairfield motorcycle – possibly called Fairfield because of his workshop’s Mersey Street location in the Howley & Fairfield area of Warrington– before later switching to selling and repairing cycles until his retirement in 1949.This rare machine, believed to be the only existing example, was originally owned according to the duplicate R.F. 60 by Alfred; DVLA records he first registered it with them on the 23rd March 1921. This date is interesting as the 1920 Roads Act was implemented when the Road Vehicles (Registration and Licensing) Regulation came into play on the 9th March 1921, whereby all vehicles had to display a circular label or tax disc (this is on file). Prior to this date it was common practise for motor cycles not to be formally registered with an authority. Cheshire archives for Warrington are missing prior to ED 2732 in 1922.In 1950 he sold it to Edward Damadian of Grappenhall, Cheshire. Damadian obtained a Pioneer certificate number 102 from the Sunbeam Club in 1951 and entered it for the London to Brighton run. He kept it until 1978 when he sold it to motorcycle dealer/collector Colin Lomax of Heanor in Derbyshire. According to our vendor Lomax immigrated to America in 1981 and auctioned off his collection.At the time of the purchase the front spokes were in poor condition so he replaced them. He then had it MOT'd and rode it for a year until his insurance policy changed and he parked it up. Unused since then it has a wonderful patina that cannot be reproduced and appears to be in very original condition, with luck a light recommissioning will get it running again.Sold with a V5C, the duplicate R.F. 60, a 1922 tax disc, a 1951 tax disc and the 1982 MOT. With thanks to the Warrington Historical Society for their research into the firm.
A pair of 9ct gold cufflinks, of oval form with engine turned decoration, D&F, Birmingham 1951, each oval 21 by 13mm, 6.3g, a single 9ct gold cufflink, of canted rectangular form with engine turned decoration, C&F, Birmingham 1951, each end 16 by 11mm, 3.3g, with a matching gold plated version to create a pair, and a pair of 9ct gold earrings, 4.2g, total combined 9ct gold 13.9g. (6)
A collection lighters including a gold plated Dunhill lighter, the body with engine turned diamond detailing, the base marked Dunhill Made in Switzerland US RE24153 Patented, together with a Calibri of London gold plated lighter in original box and with original guarantee dated 1982, a large Ronson table lighter with lobed lower body, 8.5 by 6cm high, a further Calibri light and one other by Ronson. (5)
A WWII Crystal box used for calibration of 1155/X, 13 by 19 by 14.5cm, a WWII Hymatic compressor, 16 by 20 by 15cm, a Dynamotor used in aircraft, 10.5 by 15cm, a part of a engine, believed to be from a military aircraft, 21.5cm, a WWII Home Guard gas mask, presented in box measuring 17 by 28 by 38cm, a military Milliamperes measure with broad arrow marking, 21 by 25 by 12.5cm, and a vintage dial with duck egg blue mount, 13.5cm diameter. (7)
Oak and brass mounted mantle clock with barley twist pilasters with matched pair oak barley twist candle sticks, Edwardian etched dressing table jar with engine turned lid, two 1995 Nations United for Peace £2 anniversary coins, Spode commemorative tankard etc (8) Condition Report Click here for further images, condition, auction times & delivery costs
Mamod stationary engine with polishing machine, Hornby-Dublo No.1 controller, Corgi Major JCB crawler loader, Tonka flatbed truck, other die cast vehicles, penn 'Sea-Boy' 85m reel in original box, Grice & Young 'Jecta Orlando' reel, unopened Halco 'sorcerer 150' lure and a shooting duck decoy made by Sport Plast, Italy etc, in one box
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