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Preisdatenbank abonnierenA 9ct gold propelling pencil, with hexagonal engine turned body, end engraved with 'P.P.R. 1952', J M & Co, London 1947, also marked 'V.C. London, Made In England', 12cm, 26.5g, in Waterman's C/F branded case, together with a Waterman fountain pen with rolled gold lid and 14ct gold nib, and a resin cigar holder. (3)
A small group of silver vertu, comprising a silver 'The 'Howitt' Lighter', engraved to the top 'Joe 24.8.46', Dudley Russell Howitt, Sheffield 1945, 3 by 1 by 6cm, a silver textured bangle, 1.12toz, and a silver engine turned compact, together with a white metal cigar cutter, and a wooden arm cuff. (5)
2000 Rover 45 Connoisseur 16V, 1796 cc. Registration number W679 LRH. Chassis number SARRTCLFFYD488520. Engine number 18K4FL69331049. The Rover 45 replaced the Honda Civic-based 400 in 1999, but it was far from an all-new model. The headlights, front grille and bumpers were revised, but much of the bodywork remained the same, although the engines and interior were revamped. Two models were launched, with four or five doors and many different trim and engine combinations, from a lowly 1.6 with base trim to the V6 2.0 with Connoisseur trim. This one owner from new Connoisseur has lead a sheltered life having only covered some 18,174 from new and has come from a local deceased estate. It comes with a comprehensive equipment package including leather seats, A/C, electric sunroof, boot mounted CD player, heated seats and an used spare wheel. Unused since 20012 it has remained in a dry and warm garage and is generally in good condition. The battery was flat when the cataloguer attended so a new one will be required and a gentle recommissioning should see this car back on the road without too many issues. Sold with the V5C, the original garage invoice from Welptons of Hull, dated 10/06/00 at the cost of £15,595, MOT's from 2006 - 2011, and its last service in 2009 at 16,353 miles.
1999 Mercedes 320 CLK sport auto, 3199 cc. Registration number T426 JUX. Chassis number WDB2084652T013354. Engine number 11294030402966. The first-generation W208/C208 CLK was introduced in 1997, and was based on the W202 Mercedes-Benz C-Class launched three years earlier. The CLK introduced a new market niche for Mercedes-Benz. Mainstream models had 2.0-litre normally aspirated and 2.3-litre 'Kompressor' supercharged four cylinder engines. At the top of the range, there was a CLK320 model, powered by the E-class's 3.2-litre V6. Trim levels offered a choice of either Elegance or Sport variants, the latter became Avantgarde about a year after introduction. The Cabriolet and the 4.3L V8-powered CLK 430 appeared in 1999. Owned by our vendor since May 2015 it developed a gearbox fault (limp home mode is on the dashboard) and was taken off the road pending a repair that never happened. The mileage at its last MOT, in October 2014 was 85,549 miles. Sold with the V5C, the car has no MOT and is sold as seen.
1988 Daimler, 3,600 automatic. Registration number F955 WPW. Chassis number SAJDKALH3AA554034. Engine number 9DPAMA154913. Notable as the last Jaguar to receive design input from marque founder Sir William Lyons, the XJ40 can also be credited with securing the company's future. As befitted its range-topping status, the Daimler 3.6 variant boasted leather upholstery, air conditioning, electric windows, rear picnic tables, electric front seats and central locking as standard. Quoted as developing some 221bhp and 240lbft of torque, its 3.6-litre DOHC 24-valve straight-six engine was allied to four-speed automatic transmission (complete with Jaguar's intuitive `J-gate' to aid manual changes). Reputedly capable of 135mph and 0-60mph in 8.8 seconds, the Daimler 3.6 offered a wonderfully cosseting experience for driver and passenger alike. This example was first registered on the 1st August 1988 by Mann Egerton of Norwich and comes with a sixteen Jaguar main dealer service stamped history until its service at 49,443 miles in September 2003, one further, non Jaguar, service at 55,445 miles in 2005 is recorded before it broke down in 2008 and it has remained in our vendors yard ever since. It will need to be trailered from this auction but it should be a useful parts/donor car, the leather interior appears to be in good order and the engine has had a good service history. Sold with the V5C and service record and Jaguar booklets. Please note it is registered as disabled in the tax class.
1958 Morris Minor, 1098 cc. Registration number 962 FPE (see text). Chassis number FBB1-607018. Engine number 10D-U-H19455. The Morris Minor debuted at the Earls Court Motor Show on 20 September 1948. Designed under the leadership of Alec Issigonis, more than 1.6 million were manufactured between 1948 and 1972 in three series: the MM (1948 to 1953), the Series II (1952 to 1956) and finally the 1000 series (1956 to 1971). Initially available as a two-door saloon and tourer, the range was expanded to include a four-door saloon in 1950, a wood-framed estate from October 1953 and panel van and pick-up truck variants from 1953. It was the first British car to sell over one million units and is considered a classic example of automotive design. This example, first registered on the 23rd April 1958 in Surrey, was light grey in colour and by 1982 it was owned by a Mrs Headland of Southampton; an old MOT states a mileage of 65,569. Soon afterwards a John Tomlinson of Gosport acquired it and at some point started a restoration. Our vendor bought it in the November of 2016 as a stalled restoration, he has now decided that he will not complete it so it on the market again. Sold with the V5C, a V5 (a letter from DVLA states that the registration number will not be re-issued until it is road worthy), the old MOT. Buyers should satisfy themselves to the completeness of the car.
1945 Willys MB Jeep, 2,200 cc. Registration number YVL 535 (non transferrable). Chassis number MB 417508. Engine number MB 558311. The Willys MB U.S. Army Jeep and the Ford GPW Jeep were manufactured from 1941 to 1945. These small four-wheel drive utility vehicles are considered the iconic World War II Jeep and inspired many similar light utility vehicles. With America enduring difficult economic times, the U.S. Army instigated a program to modernise its fleet with a 'general purpose, personnel or cargo carrier' especially adaptable for reconnaissance and command; designated as a ¼-tonne, 4x4 truck the Ford Motor Company, American Bantam (originally American Austin) and Willys-Overland Motors all competed for the government contract and Bantam were the initial winners of the bid. However, the U.S. government were keen on standardisation and Willys' production capacity eventually won them the contract, based on the Bantam but with its own more powerful "Go Devil" engine. Towards the end of 1941, Willys' facilities couldn't keep up with demand so Ford were contracted to produce the Jeep under licence in addition through to the end of World War II. Willys produced over 300,000 Jeeps and Ford over 250,000 units. Ford assembled Jeeps were recognizable by their pressed steel grilles as opposed to the Willys' slat style grille and there are several other subtle differences, Fords also have their components marked with the letter 'F', although they are completely interchangeable mechanically. According to the Ordnance Department plate on the dash, YVL was produced in March of 1945, but probably would not have been used in the theatre of war although it could have found use on a military base in the USA. Nothing is known of its early history, although in 2007 it was owned by a Jeffrey Quirin of Patagonia, Arizona, USA. In March 2014 it was imported by Mike Deacon of AMD Four Wheel Drive Ltd and sold to our vendor who has enjoyed many WWII displays with it along with his collection of WWII motorcycles. It is only being sold as his collection has taken a different turn. Sold with the V5C, NOVA certificate and other paperwork, this MB should need very little doing to make a fun addition to any collection.
2002 Mercedes Benz SL 500, 4966 cc. Registration number SV02 NCD. Chassis number WDB2304752F017366. Engine number 11396330385077.The Mercedes-Benz SL-Class was introduced in 1954 with the 300 SL or "Gullwing". The SL derives from the German Sportlich-Leicht (Sport Lightweight).The fifth generation SL was in production between 2001 and 2008. The all-new SL (initially just a 5.0-litre SL 500 version) featured a retractable hardtop (marketed as the Vario Roof) available on the SLK since 1997. This featured a 5.0-litre 302 hp V8, with a 5.4-litre AMG Supercharged V8 appearing in 2002's SL 55 AMG.This SL, first registered on the 29th April 2002, started life in Aberdeen, was in the Potteries in 2006, in Devon in 2008 before moving to the Home Counties in 2008. Our vendor purchased it there in 2011 with some 70,000 miles on the clock. He has hardly used it recently; the mileage today being just over 85,000, as he purchased a Westfield a couple of years ago from these rooms which he enjoys more.This Brilliant Silver with grey interior example has a Sat Nav system, 6 changer CD and electric memory leather seats.Sold with the V5C, a new MOT, full service history (some main dealer, some specialists) and the manuals.
1993 Honda City Express, 49 cc. Registration number K98 XMO. Frame number SH507000616. Engine number SH50E30000301. The SH50 is an air-cooled, two stroke, single cylinder, scooter style, restricted moped manufactured by the Honda between 1984 and 2006, with substantial revisions for the 1996 model year. It was equipped with continuously variable automatic transmission, together with both electric and kick start. Brakes were drum front and rear, operated bicycle style by two handlebar levers. The early models had some resemblance to Honda's C50/70/90 Super Cub range with a similar shape, dual seat and rear carrier, but with a scooter type floor, unlike the P series of mopeds such as the Honda PC50 or the Honda Express N series, which had cycle style construction. XMO was owned by Paul Heslop of Knottingley from 2004 until 2008, then Jack Roberts of Hornsea until he passed away in 2017 and our vendor acquired it but has never used it; the MOT expired in 2016. Sold with the V5C it is working order but will need some recommissioning before use.
1963 Honda 50 C310, 50 cc. Registration number NOT UK registered. Frame number C310S40506. Engine number C311E-A05485. Honda established Belgium Honda Motor in 1963 and started producing its very first Super Cub, the C100, so becoming the first Japanese manufacturer to start production operations in an EEC country. It later developed and produced the C310 moped for the European market, it was a remodeled version of an existing product, put together after it was decided that Belgium Honda was to be established. Therefore, only a limited amount of time could be devoted to meeting the moped regulations stipulated by European nations. There was a greater need to concentrate on the factory's opening which was fraught with problems due to the weather. In the moped configuration, though, the power of the Super Cub's four-stroke engine was cut back so as not to exceed the maximum speed of 40 kilometers per hour. As with other mopeds in Europe, pedals were also added to the product. The Honda version, however, was larger and heavier than the two-stroke mopeds then so common in Europe. Nothing is known of the history of this example, although it wears a Belgium number plate. Sold without any paperwork.
1954 BSA Winged Wheel, 35 cc. Registration number SYA 470. Frame number 23289. Engine number M BW 8490. The Winged Wheel was a Cyclemotor - a way of adding engine assistance to a standard cycle. BSA sold it as a package, complete with the controls (throttle, brake, and clutch lever) and a 1/2 gallon petrol tank. Add a cycle you had the most basic, and cheapest, form of motorised transport available, very important in the immediate post war years. Launched in 1953 itl had a 35cc 2-stroke engine which produced 1hp @ 6000rpm. Petrol/oil fuel mixture was fed through a tiny Amal 335 carburetor, and a Wipac flywheel magneto provided spark ignition and lighting. The hub was 9.5 inches in diameter and housed a very effective internal expanding brake. The clutch was manually operated, and could be locked in the neutral position. Only one gear was available, giving a top speed of 25mph. However, when starting or climbing hills pedal assistance would be required. In 1953 the Winged Wheel cost £26 - a BSA Bantam 125 at the time sold for £85. By 1955 the market had reached its peak, and sales were taken by true mopeds which offered more powerful 50cc engines, better frames, brakes, suspension and lighting. Production ceased in 1957 by which time 29,000 had been made. Fitted to a ladies bicycle frame this example has an odometer fitted to the front wheel that records 5,224 miles. According to the V5C it was first registered on the 5th of July 1954, our vendor acquiring it in the March of 2010 from a Antony Boyfield of Oakham. Sold with the V5C.
1962 NSU Quickly S, 49 cc. Registration number PSY 348 (non transferable). Frame number not found. Engine number 870398. 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 S model had larger mudguards, a speedometer, a side stand, and chrome-plated rims. 314,715 were manufactured between 1955 and 1962. Nothing is known of PSY until 2003 when James Finch acquired it and presumably restored it as it is has now mellowed well. Our vendor bought it in November 2011 and is down sizing his collection so is moving it on. Sold with the V5C it should take little recommissioning.
circa 1954 BSA Winged Wheel, 35 cc. Registration number not registered. Frame number not known. Engine number BW 3701. The Winged Wheel was a Cyclemotor - a way of adding engine assistance to a standard cycle. BSA sold it as a package, complete with the controls (throttle, brake, and clutch lever) and a 1/2 gallon petrol tank. Add a cycle you had the most basic, and cheapest, form of motorised transport available, very important in the immediate post war years. Launched in 1953 itl had a 35 cc 2-stroke engine which produced 1hp @ 6000rpm. Petrol/oil fuel mixture was fed through a tiny Amal 335 carburetor, and a Wipac flywheel magneto provided spark ignition and lighting. The hub was 9.5 inches in diameter and housed a very effective internal expanding brake. The clutch was manually operated, and could be locked in the neutral position. Only one gear was available, giving a top speed of 25 mph. However, when starting or climbing hills pedal assistance would be required. In 1953 the Winged Wheel cost £26 - a BSA Bantam 125 at the time sold for £85. By 1955 the market had reached its peak, and sales were taken by true mopeds which offered more powerful 50cc engines, better frames, brakes, suspension and lighting. Production ceased in 1957 by which time 29,000 had been made. Little is known of its but in 1989 it was owned by a Mr Foster of Scunthorpe and he contacted the National Autocycle and Cyclemotor Club who said that the motor dated from 1953 and was first registered in Portsmouth as JRV 799 in 1954. Sold with the above letter, there are no other documents.
circa 1950 Brockhouse Corgi Mk 2, 98 cc. Registration number not registered. Frame number 1925 M7B 15714. Engine number Mk2 W31046. Founded by managing director John Dolphin at the end of the Second World War in 1946 the Corgi Motorcycle Company was formed to develop a civilian version of his 98 cc Welbike, which had been designed to be dropped by parachute to support airborne troops. The main difference between the Corgi scooter and the Welbike was that frame was more solid (as weight was no longer such an issue) and the Corgi had a fuel tank in the normal motorcycle position between the handlebars and the saddle. Both were otherwise very similar with small wheels and folding handlebars and seat. Both had 98 cc two-stroke engine with a single gear. The original Corgi scooter was started by pushing, but the Mark 2 was fitted with a kick start and two clutches - a conventional handlebar operated clutch and a "dog-clutch" operated by folding down the right hand footrest to engage the rear wheel, to enable the Corgi to be kick-started and run whilst stationary. The Brockhouse Corgi Mk 2 was powered by an Excelsior Spryt Autocycle engine under licence. Many of these were exported to the United States between 1947 and 1954. Sold through a department store, the Corgi was branded the Indian Papoose in the US market, a believed 27,050 were manufactured before production ended in October 1954. Finished in Army drab green, there is no paperwork with this lot and our vendor rode it around his yard the week before our visit.
1959 Triumph Tiger Cub, 200 cc. Registration number HAS 190 (non transferable). Frame number T55465. Engine number T20 81827. The 200 cc T20 Tiger Cub designed by Edward Turner was launched at the Earls Court show in November 1953 and competed well against the other small-capacity motorcycles of the time, such as those using Villiers two-stroke engines. The first T20 (1954-1956) was derived from the 150 cc Triumph T15 Terrier (1953-1956) with the same plunger rear frame and forks; in 1957 this was updated to a more-modern pattern of rear swinging-arm with twin suspension units and a 199cc engine which offered 60mph performance and 100mpg economy. The Tiger Cub remained in production for approximately 16 years with numerous updates but continued to appeal to the first time buyer, particularly with its later stylish good looks. In 1959, in Harold Macmillan's "You've never had it so good" years, the T20 was marketed at a competitive £144/15s. HAS 190 was originally registered on the 26th August 1959 to Terry Wharton of Grimsby, followed by Philip Maddison in 1964, George Winterton in 1964, Brian Dooley in 1965, D. Lamingman in 1966, S. Rowlands followed and then long term ownership with Albert Gowen from 1972, all of Grimsby. Our vendor acquired it in 2004 with a new MOT being issued in that year with a mileage of 1925. The following year it was MOT'd at 1954 miles and now it has 1958 miles on the clock. Interestingly the R.F. 60 lists three engine changes, from the original 55465 to 61418 to the present 81827, this is overstamped by Grimsby CBC in 1965. Presumably the earlier owners kept blowing the engine! The original registration number was MJV 50, this being sold by Mr Gowen in 2003. Sold with the R.F. 60, V5C, two MOT's and tax discs (2004/2006), a 1972 MOT, a Tiger Cub instruction manual and sundry paperwork. Due to the length of time HAS has been off the road she will require recommissioning.
1961 BSA Bantam D7, 175 cc. Registration number 8064 UM. Frame number D7 25447. Engine number TBC. 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. UM was first registered on the 16th September 1961 to John Tomlinson of Gosport, our vendor acquiring it in the May of 2015. It would appear to have been last on the road in 1982, according to the old tax disc with it. Sold with the V5C, V5 and a parts catalogue, it will require recommissioning before use.
1954 BSA Bantam, 175 cc. Registration number 818 XUN. Frame number DB2S 25184 (V5C says DB25 25184). Engine number ED7B 28026. The D1 was initally produce in 1948 with a 125 cc engine and was available initially only with a rigid rear suspension, although within three years the range was enhanced to include an optional plunger rear suspension. The front suspension of all D1's possessed no damping and resulted in a bouncy ride quality. D1's were available with a variety of electrical lighting systems. The D1 continued to be available to the public right up until 1963 and was still produced for the GPO for at least 2 more years. In 1953 the D3 was introduced with a 150 cc engine and in 1958 the D5 with improved suspension and a 175 cc engine. The D7 ran from 1959 until 1966 with the D10, D14 and D175 following until the Bantam was withdrawn from sale in 1973. 818 XUN has a 1954 frame plunger rear suspension, the engine is from a 1963 D7, 175 cc. Of note is the brass plate from the supplying dealers, H.J. Cresswell of Grimsby so presumably it was a North Lincolnshire machine. In 2008 the late Don Law of Hull acquired it, selling it to our vendor in May 2010. He undertook a sympathetic restoration in Mist Green and has enjoyed many hours of riding it over the North Yorkshire moors. Sold with the V5C and various bills for works undertaken in 2010/11.
circa 1967/8 BSA B40, 350 cc. Registration number not registered. Frame number B40GD. 340. Engine number, none. BSA had a long-standing relationship with the British Government dating back to the Second World War, when they had supplied the forces with dispatch riders' bikes in the shape of the M20. Post-war the military had an excess of machinery for its peacetime needs, and so the M20 continued in use for many years. Eventually, it was decided that a more up-to-date replacement would be required, and the government turned once again to BSA. Having been introduced in 1961, and derived from the unit-construction C15, the B40 overhead valve 350 engine was deemed both powerful and compact enough to fit the bill. Modifications would obviously be needed to fit the military specification, and the frame from the competition C15 variants was used, together with double-damped forks. Trials gears were utilised, and an engine oil filter was fitted. Some were fitted with a military-spec carburettor, whilst others used the Amal mk 1 Concentric. The majority of British WD B40s date from 1967 but they were also sold to Denmark and to a lesser degree Australia and Jordan. The Danish Army replaced their fleet of Nimbus' with a batch of 400 in 1967 and continued receiving them up until early 1970 when some 1,100 had been delivered. one presumes that this was one of that first batch with a frame number of 340. Nothing is known of its history but at some point it came to the UK. It has only recently been removed from storage and buyers should satisfy them selves over the completeness; it is sold without any paperwork.
circa 1955 BSA C10, 250 cc. Registration number not registered. Frame number BC10LS.6282. Engine number BC10L.5889. BSA's 'C' range of lightweight machines was introduced in 1938. Similar in many ways to those of the larger 'B' range, whose wheels and brakes were employed, the cycle parts consisted of a simple diamond frame and girder front fork. First model was the C10 sidevalve single with coil ignition and three-speed hand-change gearbox. A de luxe C10 with foot-change gearbox joined the range in 1939, as did the overhead-valve C11. When the C10 reappeared after the war, its oil was no longer contained in a fuel tank compartment but in a separate tank bolted to the saddle tube. The girder fork was replaced by a telescopic unit in mid-1946 and part way through 1949 an alloy cylinder head was adopted. The model ran on as the updated C10L, with alternator electrics, plunger rear suspension and four-speed gearbox, until 1957. This machine has been partially restored at some point but is an unknown quantity as it has only recently been removed from storage and buyers should satisfy them selves over the completeness. There is no paperwork with it.
1947 DOT motor cycle truck project, 125 cc. Registration number FP 4526 (not registered, see text). Frame number (no cycle frame, see text). Engine number 624/12714. One of the few motorcycles manufactured in Manchester, the D.O.T. ('devoid of trouble'), first appeared as early as 1903 and were success race machines but in 1932 they ceased motorcycle production due to the depression. Control of the company passed to Burnard Scott Wade, who kept the company going through the 1930s with a line of pedal-powered 3-wheel delivery trucks developed for the niche markets of milk-delivery and ice cream vending. With the onset of World War II the government awarded Dot a contract for the production of these economical delivery vehicles, which were shipped around the world. During the tedious "fire watching" duty during the Manchester Blitz, Wade sketched out ideas for a similar vehicle powered by a small two-stroke engine, and successfully developed this into the Dot Motor Truck, which could be produced in various guises to meet the market for a cheap, powered delivery vehicle. Such was the demand that a profitable Dot Company was able to re-enter the motorcycle market in 1947 with a utilitarian two-stroke machine using initially a 125 cc and later a 200 cc Villiers engine which sold well in the export market; some 3900 were produced before production ceased in 1956. The tricycle featured a tubular axle carrying the two front wheels, between which was mounted a large box for carrying of goods or materials, while the rear section was basically that of a conventional motorcycle, with a three speed gearbox. The brakes were operated by pedal and in addition there was a handbrake. Cruising speed was a relatively modest 25mph and fuel consumption in the region of 90-100mpg. This project, believed mainly complete apart from the cycle frame which was stolen when sent to be powder coated, comes with a R.F. 60 registered as FP 4526, frame 1791 (this is not in the DOT owners club records) and engine 624/12714 (according to the club this should be in frame 1937). The FP is a Rutlandshire number and this borne out by the first owner being listed as John Barfield of Uppingham. In 1949 it was bought by William Bailey of Cleethorpes and over the next ten years in moved around the area with five other owners before being registered by John Knight of Grimsby in 1972. Our vendor rescued the trike in a sorry state in the mid 1980's and began a restoration that stalled many times, although the engine was rebuilt and many items have been painted. Sold as a project, buyers should check themselves as to the completeness and note that in 1985 DVLC stated that the registration number could not be re-instated. Sold with the R.F. 60, V.E. 60, tax discs from 1954, 56, 57 and 59, photographs as found and other paperwork.
1952 BSA B31, 350 cc. Registration number NKH 627. Frame number ZB31.S. 23146. Engine number ZB31.27176. BSA's rugged, workaday B31 was manufactured from 1945 to the end of 1959, its overhead-valve engine providing the basis for the renowned Gold Star sports roadster. At the time of its introduction, the B31 was BSA's sole all-new model, joining the lightweight 'C' and heavyweight 'M' ranges carried over from pre-war days. Produced initially with rigid frame and telescopic front fork, the B31 gained (optional) plunger rear suspension in 1949 and an all-new swinging-arm frame in 1954. A good all-round performer by the standards of its time, the B31 could cruise comfortably all day at 60mph while returning 75-plus miles per gallon, virtues that endeared it to private owners and police forces alike. NKH was registered on the 26th August 1952 and has spent all of its life in Hull originally with owned by Maurice Hunter, in 1960 he sold it to Arthur Thackeray, followed by Arthur Jennison, Peter Jones, Roger Wilson in 1975 and then into the hands of our vendors father shortly afterwards. It was then interned in his garage only recently seeing the light of day after some 43 years. The odometer shows some 43,000 miles, which is properly correct, as NKH appears to be complete in most respects and should make an interesting restoration. Sold with a replacement R.F.60, a V.E.60, a V5 and a V5C.
1953 BSA C11, 250 cc. Registration number HI 8834. Frame number BC10/S4/4891. Engine number BC11. 8850. BSA's 'C' range of lightweights was first introduced in 1938. Its first exemplar was the C10 sidevalve single with coil ignition and three-speed hand-change gearbox. A de luxe version with foot-change gearbox joined the range in 1939, as did the overhead-valve C11. The original girder front fork was replaced by a telescopic unit in mid 1946, and part way through 1949 the C10 gained an alloy cylinder head. From 1953 onwards both models became available with plunger rear suspension and a four-speed gearbox, and for 1954 were further updated with alternator electrics, becoming the C10L and C11G. HI was originally registered in Eire on the 22nd August 1953 and appears to have been first registered in the UK by Michael Fink of Sunk Island, Hull in January 1974, before moving to Ronald Jackson in the April, Antony Holt and then Peter Mann in the October before our vendor bought it for £125 in June of 1979 as one of his first machines. It was little used as a 350 cc Gold Star arrived and replaced it as his daily ride. Stored ever since for sentimental reasons it is now being sold as he realises he will never restore it. Please note that the V5C has the frame number as BC10/54 when it should read BC10/S4, a plunger frame with four speed gearbox. Sold with the V.E.60, the 1979 receipt, a V5 and the V5C, it will require full restoration.
1954 BSA M33, 500 cc. Registration number RAT 902. Frame number BM20S. 2743 (see text). Engine number BM33. 901. First introduced for 1948, the BSA M33 combined the B33's overhead-valve engine and the cycle parts of the M20 sidevalve. The B33 engine closely followed B31 lines, but with larger (85mm) bore and heavier flywheels. By the late 1940s, BSA's surviving sidevalves (the 500cc M20 and 600cc M21) retained the rigid frame of pre-war days and were marketed for sidecar use. The 'hybrid' M33 was intended to provide more power in that application, which it did with ease. Produced initially with rigid frame and girder front fork, the M33 switched to BSA's new telescopic fork in June 1948, while the plunger-suspended frame, optional from 1951, became standard on the M33 for 1956. A good, solid, all-round performer by the standards of its day, the M33 could top 60mph with sidecar attached, cruise comfortably all day at 50 mph-plus and return in excess of 50 mpg. Production ceased in August 1957. First registered on the 25th June 1954 and sold by Jordan's of Hull, this M33 has the plunger frame and telescopic front fork, originally it was sold with a sidecar. In 1960 it was owned by an Arthur Barr of Hull, before a Mrs Wyllie sold it to our vendors father for £15.00 on the 12th December 1974, with the sidecar attached. It was in use until 1998 when an MOT was issued with the mileage at 2,168, today it is 2,233. Sold with a replacement R.F. 60, the V5C, the 1974 receipt and the 1997 MOT, it will require full restoration. Please note that the V5C lists the frame as BM205 when it should be BM20S.
1968 Triumph Trophy TR25W, 250 cc. Registration number OMS 68G. Frame number TB2W4486. Engine number C25.872. An unashamed exercise in 'badge engineering', the Triumph TR25W Trophy was basically the BSA B25 Starfire in a new set of clothes. There were a number of cosmetic changes to identify the new model as a Triumph, while those of greater engineering significance included an alteration in gearing, adoption of larger wheel sizes and fitting of an upswept exhaust system to suit the Trophy's intended role as a trail bike. Introduced in 1968, the Trophy continued with relatively minor changes until BSA-Triumph's major revamp of its range in 1970 brought with it a new 'oil bearing' frame, conical hubs and a change of name to 'Blazer', with Street Scrambler and Trail versions available also. OMS was first registered on the 11th October 1968 as a yellow machine; little is known of its life, but in 2014 it was owned by Gary Philpott of Market Rasen and MOT'd. It was yellow and the mileage was 70,172. In Febuary 2016 it was owned by Philip Buck of Newark. Today it is green/white and the odometer reads 2 miles but what work has been undertaken is unknown. The engine would appear to be from a BSA Starfire example (C25) and is correctly altered on the V5C. Sold with the V5C and the 2015 MOT.
1954 DOT, 197 cc. Registration number 471 YUY (non transferable). Frame number H530990. Engine number 387A27490E. In post-war years Manchester-based Dot concentrated on the production of Villiers-engined lightweights, becoming a major force to be reckoned with in the trials and scrambles fields. The Dot was the most successful lightweight scrambler from the late 1940s right up to the 1960s when Greeves took over. Dot also offered a trials model, although major successes in that discipline would not be achieved until 1958 and the return from National Service of Eric Adcock, who would go on to win over 750 awards for the Mancunian manufacturer. YUY was acquired by Harry Oglesby of Beverley in 2013 and partially restored before our vendor bought it in July 2017 and finished off the restoration. The H53 swinging arm models ran from late 1952 until end of 1954 and used DOT's version of Earles type front forks, this example has BSA derived front forks and the Villiers engine was originally allocated to a Francis Barnett but would appear to be of the correct type. Sold with the V5C it started easily when our catalogued viewed the machine.
circa 1949 BSA B31 in trials trim, 348 cc. Not registered. Frame number, not found. Engine number ZB31.The B31 was introduced in 1945, it was the first new model introduced by the company after the Second World War. Based on pre-war designs, it used a single cylinder four stroke engine that displaced 348 cc. Initially, it had a rigid frame and telescopic forks, the first use of such on a BSA. There was a competition kit available for the original rigid model B31 and B33. It was immediately popular and was soon joined by a 500 cc version, the BSA B33 and competition equivalents, the BSA B32 and BSA B34. Plunger rear suspension was offered later, with a swingarm rear suspension frame available from 1954. The model continued in production until 1959. Our example offered here has had a McCandless type swinging arm conversion fitted at some point in its life. Our vendor recently purchased from its long term owner of some 30 years; he rarely used it, having purchased it from a friend who used to use it as a trials machine. Sold with no paperwork it will need some recommissioning before entering pre '65 competitions or use on green lanes.
circa 1975 Yamaha TY80B, 72 cc. Not registered, Frame nimber 451-105674. Engine number 451-105674. The Yamaha TY80 was a trials-styled motorcycle produced by Yamaha from 1974-1984. When new it was capable of around of 40 mph. It was part of a range that included the TY50P, TY50M, TY125, TY175 and TY250. It uses a gear configuration of neutral in the lowest position, and then the ascending gears going upwards from there; as opposed to most modern motorcycles which feature 1st gear in the lowest position, neutral up 1 half-click and then the ascending gears going upwards. Nothing is known of the history of this machine, it was bought several years ago for the vendors daughter to use but she never rode it. At some point the frame has been painted and the tyres appear unused. There is no paperwork with this lot.
1979 Montesa Cota 348, 306 cc. Registration number PJX 6T. Frame number 51M13246. Engine number 51M13246. Montesa was formed in 1944 by Pedro Permanyer and Francisco Xavier "Paco" Bultó. As Chief Engineer, Bultó was responsible for the design and development of their road going 125cc two-stroke single which, from its debut in 1950, was adapted to take part in the 1951 International Six Days Trial and also formed the basis of a successful road racing machine. By 1956, the Montesa 125s were very competitive and took second, third and fourth places in the Ultra-Lightweight race at the Isle of Man TT. Following a disagreement over the company's commitment racing, in 1958 Bultó left and formed his own Bultaco Company. Permanyer promoted motorcycle racer Pedro Pi from Head Test Rider to Chief Development Engineer and work began right away on designing a brand new all-unit-construction 175 cc and 250 cc engines. In 1967, the first Montesa trials models appeared and in 1968, on the newly named Cota, Pi won the Spanish Trials Championship. Over the following decade Montesa trials and motocross bikes were offered over a wide range of capacities and the make achieved many successes, most notably Don Smith's European Trials Championship win in 1969. In 1975, reigning Champion Malcolm Rathmell joined Montesa to develop their new 306cc version of the established Cota. Rathmell achieved second place in that year's Championship and 1976 saw the release of the famous Cota 348 Rathmell Replica, on which he finished third in the Championship and was runner-up again in 1977. PJX is in very good condition; owned by David Croft of Pontefract in December 2000 he soon sold it to our vendor September 2001 for his son to use. He only covered some 20 miles on it locally and then moved onto another machine, at this time our vendor replaced the chain and sprocket, plus the cables and had the frame powder coated. It has not been used since then and the current mileage of 510 miles could well be correct and when he checked the engine he said the cylinder liner was in perfect condition. Riding on period correct Akront rims with Pirelli 21 x 2.75 front and 4.00 x 18 rear. Only taxed for its first two years PJX will need some recommissioning before being taken out for some fun. Sold with the V5C and a manual.
1985 Kawasaki EN 450 LTD, 454 cc. Registration number B570 JJV. Frame number EN450A-005988. Engine number EN450AE005554. The Kawasaki 454 LTD was produced from 1985 to 1990, also known as the EN450; it was the forerunner of the Kawasaki Vulcan. The engine was a precise copy of the Kawasaki Ninja 900s, with two fewer cylinders. The Kawasaki 900 had a 908 cc engine. Removing two cylinders from the 4-cylinder divided the number of cc's by two. Included was liquid cooling, the bore and stroke, the double overhead camshafts, and four valved per cylinder. This gave it a great deal of power for its size, redlining at 10,000 RPM while delivering 50 horsepower. The 454 is considered a good starter bike for having a low seat height and light weight, as well as an efficient use for counterbalancing to limit vibration. The Kawasaki 454 is well known for its acceleration, having raced against against a 454 LS big block Chevrolet Corvette and beating it to both 0-60 and the quarter mile by more than a second. It was discontinued in favour of the Vulcan 500 in 1990, with no increase in horsepower despite the larger engine size. The reason for the switch to the nearly identical early Vulcan 500 was that manufacture of the 908 cc Ninja had ceased in 1990, and was replaced by the 500 cc Ninja, and thus there were no more 908 engines to have two cylinders removed from to turn it into a 454 engine.This example was purchased by our vendor in 2011 and used occasionally, the mileage increasing from some 32,000 in 2012 to 32, 773 when viewed. Underused he has decided that he would rather look for a British bike to replace it. Sold with the V5C and an MOT until August 2018.
1982 Harley Davidson FLT Tour Glide (Road King), 1,340 cc. Not registered. Frame number HD1AEK11BY110X54. Engine number HD1AEK11BY110X54. The FLT Tour Glide was introduced in 1979 as a 1980 model. Sold alongside the existing FLH Electra Glide, the FLT had a larger frame with rubber engine mounts, a five-speed transmission, the 80 cu in engine, and a frame-mounted fairing. In order that the FLT frame, which was larger and heavier than the large and heavy FLH frame, would handle acceptably, the front forks were given radical steering geometry which had them mounted behind the steering head, with the frame behind the steering head being recessed to allow adequate steering lock. This machine used the Shovelhead engine, which was produced between 1966 until 1984, built as a successor to the previous Panhead engine. When the engine was first produced, the Shovelhead had a shallower combustion chamber, larger valve drop for both intake and exhaust, better porting, and stronger valves and pistons. This gave the new engine an extra 10 horsepower, along with a different appearance. The engine gained the nickname "Shovelhead" due to the look of the rocker heads having the appearance of an old coal shovel that was flipped upside down, giving the appearance of a shovel. This example was purchased by our vendor in 1996 whilst he was living in South Africa and was used for touring the country. When they moved to France in 2007 it was given Police clearance to leave the country and the correct documentation for import into the European Union is present. They then moved to the UK, bringing the machine with them. It does not possess any UK NOVA documentation but DAH auctions will give assistance with this. It has not been ridden since leaving South Africa. Sold with the S.A. purchase receipt, S.A. versions of road licence and French Dounces Francaises.
1980 Harley Davidson XLS Sportster, 998 cc. Not registered (see text). Frame number 4E 50363J0. Engine number 4E 50363J0. Although retaining all their traditional characteristics, the Harley-Davidsons of the 1970s began to incorporate some of the technological developments that had become accepted as the norm on European and Japanese machines. Disc brakes and electronic ignition became commonplace and by the decade's end the convenience of electric starting had been extended to the XLH Sportster, the kick-starter becoming an option. The Sportster benefited from a capacity increase (to 998cc) for 1972 and in 1978 gained the short-lived XLCR Cafe Racer's superior, twin down-tube, cradle frame, which lasted until the introduction of an entirely new chassis for 1982. Newly introduced for the 1979 season, the XLS (later known as the Roadster) was a variation on the long-running Sportster theme, boasting extended front forks, flat 'drag' handlebars on risers, and a 'cissy bar' for the passenger. This example was purchased by our vendor in 1998 whilst he was living in South Africa and was used by his wife for touring the country. It was bought from the nephew of the first owner where it had been stored in a barn for over 13 years and never used. On its maiden run bearings on the push rods seized and the connecting rod broke and pierced the sump casing. It was completely stripped down to bare nuts and bolts. He purchased it as it was, the casing was professionally welded up x-rayed and, the bike was completely overhauled and checked out. It has the original Goodyear Eagle tyres. When they moved to France in 2007 it was given Police clearance to leave the country and the correct documentation for import into the European Union is present. They then moved to the UK, bringing the machine with them. It does not possess any UK NOVA documentation but DAH auctions will give assistance with this. It has not been ridden since leaving South Africa. Sold with the S.A. purchase receipt, S.A. versions of road licence and French Dounces Francaises.
1978 Harley Davidson FLH Electra Glide, 1200 cc. Registration number BLF 997S. Frame number 2A64208H8. Engine number 2A64208H8. Two important events in the lengthy development of Harley's perennial V-twin occurred in the mid-1960's when the 74 cubic-inch (1,200 cc) FH and FLH Duo Glide adopted electric starting (1965) and the revised 'Shovelhead' engine the following year. Now known as the 'Electra Glide' - without question one of the most evocative names in motorcycling history - Harley's updated cruiser featured a new frame to house the large 12-volt battery and a reshaped primary drive cover to accommodate the electric starter mechanism. Harley were unable to afford the costs of developing an entirely new engine, so made do instead with a revised top end (the 'Shovelhead') featuring a larger, aluminium version of the Sportster cylinder head, an improvement that liberated a further 5bhp. BLF was first registered in the USA and the last owner there was George Taylor of Safety Harbour, Florida. It was imported to the UK in 1989; the mileage at that time was 18,346, being bought by Johnny Jones of Radlett. At approximately 22,000 miles he had a full engine rebuild with a rebore, new guides, valves and seats. In 1996 our vendor purchased it and commenced a full restoration to exhibition standard with a powder coated frame, paintwork by Phoenix Machine, the wheels have alloy rims and stainless spokes, the brake system was overhauled, an upgraded clutch fitted, single fire ignition system, and a chrome 2 into 1 exhaust with a stainless steel peashooter exhaust. There was extensive use of stainless steel fastenings throughout this photographic rebuild. It was used for a few years until 2007 and then laid up; in 2010 it was MOT'd, at 27,604 and again then stored. The mileage today is 27,681. It is regularly fired up and warmed through but our vendor desires have changed direction. Offered for sale with the V5C, old MOT's, import documentation, photographic evidence of the restoration and a large quantity of receipts, it will a little recommissioning before hitting the road again.
1993 Kawasaki KLX 650 C, 650 cc. Not registered (see text). Frame number 650C 000075. Engine number 650AE 000125. The KLR650 is a dual-sport motorcycle intended for use on both paved and unpaved roads. It has been a long-standing model in Kawasaki's lineup, having been introduced in 1987 and remaining almost unchanged through to the 2007 model. It has a 650 cc four-stroke, DOHC, dual-counterbalanced, single-cylinder, water-cooled engine. It was not sold in Europe due to emission regulations. The C version got completely new body work and is a more dirt-oriented motorcycle fitted with stiffer 41 mm front forks, improved brakes, tubular engine guard, smaller 14 l fuel tank, and steel wheel rims. Lacking a temperature gauge, it has an over-heat lamp. This example was purchased by our vendor whilst he was living in South Africa and was used for touring the country. When they moved to France in 2007 it was given Police clearance to leave the country and the correct documentation for import into the European Union is present. They then moved to the UK, bringing the machine with them. It does not possess any UK NOVA documentation but DAH auctions will give assistance with this. It has not been ridden since leaving South Africa. Sold with the S.A. purchase receipt, S.A. versions of road licence and French Dounces Francaises.
1987 Yamaha FZ750 Genesis, 750 cc. Registration number D362 ELL. Frame number 2LM026821. Engine number TBC. Produced between 1985 and 1991, the FZ750 is notable for several reasons, perhaps the most radical being the 5-valve cylinder head with a radial arrangement. This became something of a Yamaha trademark, and although disputed in recent years, it was argued that for a given lift, the 3 inlet valves flowed more efficiently than conventional twin inlet valves. What was indisputable was that their light weight allowed for faster opening speeds, and softer valve springs, all contributing to theoretical increases in engine speed and thus power outputs. Whatever the scientific merits, the bikes were famous for their linear power delivery, and in 1985 it was still considered impressive to achieve 150 mph from a 750 road machine. ELL was imported into the UK in 1996 and in 1999 Roger Claxton of Whitby was the owner, he sold it to our vendor when he had injured his leg and could not kick over his normal British classic in April of 2011. Once his leg was better the Genesis was pushed into the shed and not ridden again, although periodically it was fired up and allowed to warm up. Last MOT'd in 2011 with a mileage of 32,116 kilometres, it fired up first time when the cataloguer viewed it . Sold with the V5C, old MOT's from 2000-2006 and 2011, it will need gentle recommissioning.
1997 Suzuki GSX1100FR, 1127 cc. Registration number P64 XWR. Frame number GV72A-102482. Engine number V706-111228. Suzuki introduced the GSX1100F in the autumn of 1987 in the UK, with the bike featuring a four cylinder, 1127cc engine derived from the GSXR1100 sports bike of the time. A rebore, some softer cams, plus smaller Mikuni carbs, all combined to produce a meaty 136bhp@9500rpm (claimed) which was slightly less than the old GSX1100EFE machine it replaced in Suzuki's range. However, with a large fairing, steel frame, 21 litre fuel tank, clock and an electrically adjustable faring screen, the new GSX1100F model was obviously aimed at riders who wanted power, but high speed comfort too - this is more tourer than sports bike. Our example was purchased by Antony Hargreaves of Fulford, York on the 7th of April 1997 and in the June of 1998 our vendor purchased it as tourer for himself and his wife. As he has always had two bikes it was used sparingly and after 2006 it hardly covered any mileage; it has been SORNed since 2013 with some 21,000 miles on the odometer. Presented in good original condition it will be sold with the V5C, various MOT's, the original service manuals and it will have a new MOT by the time of the auction.
2002 BMW F650GS, 652 cc. Registration number YS02 OSB (non transferrable). Frame number WB10172A02ZH84349. Engine number 00998859. 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 F650GS had several advanced technology features for its time, with computer-controlled fuel injection, catalytic converter, a Nikasil-lined cylinder, optional ABS and an airbox designed to exploit the airflow pattern of the bike when in motion. Combined with the bike's high compression ratio and twin spark plugs (from 2004 onwards), excellent fuel economy and low emissions existed alongside high power output. The fuel is stored in an under seat fuel tank, and the false tank (where a conventional fuel tank would be) housed the remote oil reservoir (for the dry sump), airbox and battery. This contributed to a lower centre of gravity for improved handling. This example was bought new by Dennis Spears of Doncaster on the 28th June 2002 and kept until May 2008 when our vendor bought it with some 17,000 on the odometer from BMW of . It has now covered some 21,000 miles and is in good overall condition although the MOT expired in 2016, it started readily when collected for the auction. Fitted with Chaintec lubrication, it had a new battery in March 2018 as the Meta alarm system was draining it, this system has also been overhauled. Sold with the V5C, new MOT dated 31/05/2018, BMW service history, old MOT's, Haynes manual, two keys, BMW panniers, tank bag, top box and a smoked screen.
1977 Kawasaki Z750, 745 cc. Registration number VAT 745S. Frame number KZ750B-025141. Engine number KZ750BE025149. Introduced in 1976 and produced until 1983, the KZ750 was the odd-man-out in Kawasaki's lineup, especially considering the new bikes Kawasaki had planned for 1977, which included the 4-cylinder KZ650 and KZ1000. Before the onslaught of big triples and fours, the 750cc category was pretty much defined by vertical twins like the Royal Enfield Interceptor, Norton Commando and Triumph Bonneville. Looked at from this light, Kawasaki's move made sense. While the days of Rule Britannia were over, there was still a sizeable community of riders who wanted a big twin. For that group, the new fours were too much. They had two too many cylinders, too many camshafts, too many carburetors and too many spark plugs. For these riders, the best bike was not defined by quarter-mile performance, it was defined by ease of maintenance and dependability. And on that score, the KZ750 delivered was thoroughly up-to-date. The 55 horsepower, 745 cc twin had double overhead cams, shim and bucket valve adjustment, a Morse Hy-Vo primary drive chain and a five speed gearbox. The biggest accolades were reserved for its dependability. Thanks to its simple but robust construction, the KZ750 earned a reputation for rock solid dependability, owners piling on the miles with little more than routine maintenance. Kawasaki had gambled that there was a market for a simple, reliable big twin, and they were right. By 1978, the 750 twin was Kawasaki's fourth biggest seller in the U.S., and it remained so until the end of the decade. VAT was registered on the 13th October 1977 and has lead a sheltered life; in June of 2004, a Terence Wilkinson of Goole owned it for a short period as our vendor bought it from Fielders Motorcycles of Goole later in the month, the mileage was just over 21,000. He rode it for a couple of years, the last MOT being at 23,426 miles in August 2007. The mileage is now an amazing 23,456 unless it changes a bit with moving in the saleroom!! Sold with the V5C, various MOT's and an invoice, it will require re commissioning before use.
1976 BMW R75/5, Project,750 cc. Regstration number ODT 279R (see text). Frame number 2964755. Engine number 2972165. The long-awaited replacements for BMW's long-running Earles-forked flat twins finally arrived in 1969. 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. The R75/5 produced a claimed 50PS which was good enough to propel the 419lbs machine to a top speed of 110mph. This project is believed to be an ex Police machine and the fairing has holes in the correct place for equipment. According to DVLA it was last on the road in 2001 but nothing is known of its history. There is no paperwork with this machine, but there is an old tax disc. Sold with a spare engine, numbered 2990024, which is stripped. Buyers should ascertain for themselves the completeness of this lot.
1985 Yamaha RD500LC, 499 cc. Registration number B77 GNL. Frame number 1GE002563. Engine number 1GE002563. Introduced in 1984, the RD500LC was a street legal, road going version of Yamaha's factory YZR500 competition motorcycle which at the time was leading the world championship with Kenny Roberts. This wasn't a motorcycle based upon a current production model intended for the road, but a fresh adaptation of a factory race machine, the closest thing to a Gran Prix motorcycle the average rider could get. The 499cc V-4 two-stroke engine developed 88 bhp @ 9500 rpm in its tuned for the street form. The liquid cooled engine was a 50° twin crankshaft V-4 with the dual crankshafts geared directly to the wet, multi-disc clutch. With four 26mm Mikuni carburetors using reed valve induction, the carburetors were necessarily mounted at the sides of the cylinders but on 90° manifolds to reduce the width of the engine package. The transmission was kick start only through a 6-speed close ratio gear set. Lubrication of the gears and outer crankshaft bearings was though a trochoid oil pump driven by a separate crankshaft. The chassis was formed by box section mild steel tubing and a full fairing cloaked the motorcycle. Braking was afforded by state-of-the-art twin 267mm ventilated steel disc with a 2-piston caliper up front while a similar 245mm single disc did the duties in the back. Yamaha's Monoshock handled the suspension in the rear of the motorcycle. Weighing in at 452 lbs., the Yamaha had a top speed of 148 mph. Only produced a few short years from 1984 through 1986, the Yamaha RD500LC is rare and highly collectible. This rare machine was ordered in July of 1984 by James Todd of Bishop Auckland and he took delivery on the 1st April 1985 for the sum of £3,270 from Harry Woods of Newcastle upon Tyne. He rode it sparingly until 1992 when the MOT expired and as his health had become an issue it was parked up with a mileage of 4,609. After he passed away in May 2015 it was transferred to his brother who has stored it since. Totally original except for the off side wing mirror which was damaged when it fell over (a pattern part is fitted but the original is included in the sale). Sold with the V5C, four MOT's, the bill of sale and collection docket, the service log, owner's manual, service manual, toolkit and the original mirror. The vendor recently tried to start it but although there was power to the electrics he could not get a spark so some recommissioning is required.
2007 Royal Enfield Bullet and Watsonian Monza sidecar, 499 cc. Registration number NK07 BGV. Frame number ME3AHBST57C001772. Engine number 7LS51772D. The Bullet, Royal Enfield's signature machine, was introduced in Britain in 1949 as an about-town errand runner and daily commuter. The company went racing and racked up a number of victories in motocross, road racing and trials, proving its worth and cementing status as a legitimate, competitive brand. By 1954, the Bullet's versatility and dependability attracted the interest of the government of India. With the duty of patrolling its border with Pakistan in mind, 800 units were ordered. Evidently, the Indians were pleased enough with the motorcycle's performance to place sizable orders the next two years. This led to the British manufacturer opening a factory in the east to better accommodate this new, vital customer. Within two years, the plant was producing the Bullet entirely from scratch in Madras, India. Ironically, in 1967, as Royal Enfield was thriving in India, the original company collapsed in Britain, falling victim to the onslaught of the burgeoning Japanese marques. But, by then, Enfield India was operating as its own entity, with a steady homegrown demand for its product that ensured fiscal stability and continued growth. This was certainly helped along by the country's population surging toward one billion. The result of this unusual reversal of fortune is that Royal Enfield remains the oldest motorcycle manufacturer still in business with an uninterrupted history of trading. This combination benefits from being the electric start model, teamed up with a well proven Watsonian Monza sidecar, which contains a larger battery in its boot. The combination has had little use over the years and it now at some 7,800 miles with a continuous MOT history from 2007 to back it up. Our vendor purchased it this January but his wife prefers travelling in their convertible motorcar! Sold with the V5C, MOT until October 2018, and a maintenance manual.
1977 Norton Commando MkIII, 829 cc. Registration number SKV 197V, Frame number 335554. Engine number 335554. While the Commando was a direct descendant of the the Norton Atlas and the Dominator line before that, it was definitely not evolutionary. It was revolutionary, a true game-changer. Not because of some amazing new engine, not because it was all that faster than the model it replaced. It was because Norton had solved, in one brilliant design concept, the biggest problem that had been nagging every British motorcycle manufacturer for the past 20 years. Vibration! The new machine came with a brand new frame, one that isolated the engine and its vibration, from the rest of the bike via rubber mounts, called Isolastic Suspension, they were was now free to extract the kind of power the engine was capable of producing. Launched in 1967, the Commando used the Atlas model's 750cc engine and AMC gearbox, and was an instant hit with the motorcycling public, being voted Motor Cycle News 'Machine of the Year' for five consecutive years. Introduced in 1973, the '850' (actually 829cc) featured a larger bore, through-bolted cylinder block, stronger gearbox casting and an all-metal clutch among a host of other, more minor improvements. The extra capacity provided the 850 with even more mid-range urge, and the model would continue as the sole Commando after 1975 when the MkIII was introduced. An electric starter was the major MkIII innovation, while other upgrades included a rear disc brake, left-side gear lever, right-side rear brake lever and an automatic primary chain tensioner. The last year of Norton production was 1977 with of around 1,200 machines produced, 30 units are sold in 1978, leftovers from 1977. This is the end to yet another great English marque as NVT was in receivership until Stuart Garner, who already owned Norton Racing acquired the rights to the Norton Commando brand. It took until 2010 for the first production bikes to hit the market. SKV was first registered on the 31st March 1977, towards the end of production. In 1982 the mileage was at 27,763 but by 1986, whilst in the hands of Nigel Donkin of Selby, it received a full restoration including the engine and gearbox with a gas flowed head, electronic ignition, stainless steel mudguards and exhaust. The next owner was J. Makinson of Wakefield who undertook some more work including new alloy rims and spokes. In March 1991 SKV was acquired by Richard Jones of Ilkley who sold it to our vendor in March 2000. Ridden many times over the years he is now thinning out his collection. Sold with the V5C, 1982 MOT and a quantity of receipts for the rebuilds. It will require some gentle recommissioning before being ready for the road.
1969 Triumph TR6C trophy, 650 cc. Registration number GDN 33L. Frame number TR6CXC05697. Engine number TR6CXC05697. International Six Days Trial successes in the late 1940's prompted Triumph to adopt the 'Trophy' name for their off-road-styled twins, at first for the 500cc TR5 and then for the 650cc TR6, introduced for 1956. They were developed over the years becoming the TR6 (UK), TR6R (USA, sports version with low pipes) and the TR6C (USA, competition version with high pipes). The TR6C was aimed at the Californian dessert racing scene and often referred to as the 'Dessert Sled'. By the time Triumph introduced unitary construction of the engine/transmission assembly on its 650 twins for 1963, the TR6 Trophy had long been established as the single-carburettor companion to the twin on the Bonneville, whose specification in all other respects it closely followed. However, although the pair possessed an impeccable engine, Triumph's larger models were widely recognized as lacking in the handling department, especially when compared to rivals Norton. Following the wholesale changes of frame layout in the late pre-unit era, a single down-tube design was introduced on the 650cc 'unit' twins, although even this would undergo several detail alterations over the next eight years. The most important 'tweak' to the Trophy/Bonneville frame was made for the 1967 model year, when a shallower steering head angle was adopted in the interests of better high-speed stability, and road testers duly reported a marked improvement in that respect. By this time Triumph's two 650 sportsters had been updated with 12-volt electrics and a full-width 8" front brake, while other significant improvements for 1967 included a new oil pump and an increase in the Trophy's compression ratio to 9.0:1, same as the Bonneville's. There were further mechanical updates for 1968, the most obvious of which was the adoption of an 8" twin-leading-shoe front brake, one of the best around. This matching numbers TR6C was manufactured in December 1969 and exported to the USA as the vast majority were, although it soon came back and was first registered with DVLA in April 1973. In September 1978 Paul Roberts of Selby bought the bike from a colleague at York Garage Works with a blown engine. He rebuilt the engine and kept it for many years before swapping it with his brother in January 2003. Over the years it has been sparingly ridden and the mileage has gradually risen from 8,205 in 1982 to the 10,878 of today. Sold with the V5C, old MOT's, various tax discs including 1982, it is fundamentally a very original machine.
1962 Triumph 3TA Twenty One, 350 cc. Registration number VFX 527. Frame number H28726. Engine number 3TA H28726. Triumph re-entered the '350' class in 1957 with the introduction of the 'Twenty One', its arrival ushering in Triumph's unitary construction era. Also known as the '3TA', the newcomer was readily distinguishable by its Shell Blue metallic finish and 'bathtub' rear enclosure, a feature later applied to Triumph's larger models. With only 18.5bhp on tap, Triumph's smallest twin lacked the urgent acceleration of its larger brethren but nevertheless was a capable tourer good for around 80mph while delivering excellent fuel economy. VFX is an example of a quality older restoration of an original machine; declared manufactured in 1962 her date of first registration with DVLA is in October 1985. On file are the receipts for the restoration in 2004/05 by a Mr J. Summers of Portland, Dorset and before and afterwards photographs. She appeared remarkably complete at the outset and after 18 months she was back on the road after a parts cost of some two thousand pounds with a full engine and gearbox rebuild, new paint, stainless steel rims and spokes and re chrome. At this point she was MOT'd, at 51,103 miles (a 1976 MOT is on file at 49,240 miles), subsequently sold to a Andrew Fuller of Weymouth in August 2006 she covered little mileage until our vendor acquired her for his collection in the August of 2008 with a mileage of 51,827, the same as she has today. She has patinated wonderfully and now just needs a little recommissioning before use. Sold with the V5C, various MOT's, before and after photographs and a good selection of rebuild receipts.
1955 BSA B31, 350 cc. Registration number KVH 739. Frame number EB31.2102. Engine number ZB31.13709. BSA's rugged, workaday B31 was manufactured from 1945 to the end of 1959, its overhead-valve engine providing the basis for the renowned Gold Star sports roadster. At the time of its introduction, the B31 was BSA's sole all-new model, joining the lightweight 'C' and heavyweight 'M' ranges carried over from pre-war days. Produced initially with rigid frame and telescopic front fork, the B31 gained (optional) plunger rear suspension in 1949 and an all-new swinging-arm frame in 1954. A good all-round performer by the standards of its time, the B31 could cruise comfortably all day at 60mph while returning 75-plus miles per gallon, virtues that endeared it to private owners and police forces alike. KVH's early history is unknown but Ken Julian bought her in 1992 and sold her to our vendor the next year. There are MOT's on file from 1995 with a mileage of 4,467, until it was last done in 2011, today it is 11,730. Unused since then apart from the occasional starting up and polishing our vendor has agreed that he wants her to go to a new home where she will be used. Sold with the V5C, V5, old MOT's and an instruction manual, a light recommissioning is recommended for the machine.
1946 Norton Project, 500 cc. Registration number GVO 769 (see text). Frame number 10299 N4. Engine number A3 1725. Like the majority of its contemporaries, Norton relied on the sidevalve engine until the 1920s when the existing and well-tried 490cc unit was used as the basis for the firm's first overhead-valve design: the Model 18. Introduced in 1923, the latter retained its essentially Vintage characteristics until 1931 when the range was extensively redesigned, dry-sump lubrication and rear-mounted magneto being standardised. There were numerous improvements made to the engine throughout the 1930's, including enclosure of the valve gear, while Norton's own four-speed foot-change gearbox had replaced the old Sturmey Archer in 1935. Although it looks like a pre-war bike, this was actually an interim model produced mainly in 1946 using parts from the 1939 Model 18, just to get production going after the war. GOV was purchased by Michael Bird of Leicester in 1989, selling it to our vendor 1995 at the same time as the Norton International, DPC 332, offered later in this auction. It was in the same condition as you see it now and was supposed to be a retirement project but that has never happened. Most parts appear to be present except for the front wheel and girder forks, but buyers should make their own assessment. Sold with the V5 and various Norton literature.
1946 AJS Model 18, 497 cc. Registration number HVS 319 (non transferrable). Frame number 33539. Engine number 48/18-8548B. Associated Motorcycles announced its post-war range of AJS and Matchless heavy weight singles in June 1945, both were produced in the same London factory from 1945 to 1966. These bikes represent the end of the era of big British singles, as when AMC merged with Norton production concentrated on twins. . Coded Model 18 and G80 respectively, the two 500cc models shared the same 93mm stroke as their 350cc brethren, coupled to an 82.5mm 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 rugged and reliable overhead-valve engine drove via a four-speed gearbox. Considerably lighter than the successor swinging-arm models, these relatively docile AJS and Matchless singles are a delight to ride and enjoy the support by an active owners' club. Little is known of the early history of HVS, in 2000 Kenneth Muir of Skipton acquired her before selling her to our vendor in 2014. First registered with DVLA in 1992 it was probably sold as a new restoration (it has aged well now) as in 1996 the MOT states a mileage of 2,946, today it is at 3,583. Little used, it will require a gentle recommissioning before going on the road. Please note that although DVLA have a declared manufactured date of 1946, AJS engines engines start with a date, in this case 48 and the frame number is more in keeping with circa 1948. Sold with the V5C and two MOT's, 1996 and 1997.
1959 BSA Gold Star, 500 cc. Registration number NRS 978. Frame number CB32 9046. Engine number DBD34 GS 4815.On Wednesday 30th June 1937, a specially prepared Empire Star 500 ridden by the great Wal Handley achieved a 100mph lap of the Brooklands circuit on its way to a debut race victory and award of the 'Gold Star' that would give BSA's new super sports model its evocative name. Possibly the most successful production racing motorcycle ever, the post-war Gold Star formed the mainstay of Clubman's racing in the 1950s. In 1955 of the 37 Junior entries, 33 were Goldies and following Gold Star rider Bernard Codd's 1956 Senior/Junior double victory the event was dropped due to the model's domination of the Isle of Man Clubman's TT.The DBD, the ultimate road going 500 Gold Star, appeared in 1956 when the famous RRT2 close-ratio gearbox and 190mm front brake became standard equipment. From then on BSA's perennially popular sporting single changed little until its much-lamented demise in 1963.NRS 978 was dispatched from the factory on the 30th October 1959 to dealers George Cheyne of 147-149 Holburn Street, Aberdeen (established 1895 and sold on in the 1970's) on consignment number 23852 in Clubman's trim with a 4 gallon steel tank, 190mm front brake, 1 1/2" Amal GP carb, Dunlop alloy rims and an RRT2 gearbox. They received six Gold Stars from the factory; CB32.5089/DB32.903 (20.04.56), CB32.5313/DB32.952 (07.06.56), CB32.5428/DB32.992 (26.02.57), CB32.6206/DB32.1158 (22.11.56), CB32.6695/DB32.1271 (19.09.57) and CBN32.9046/DB34.4815 (30.10.59). Only one was a 500 cc; this machine.Research in the Aberdeen area has put forward two possible first owners, a Cammie Beattie or a William Duncan but Jim Bolton, who worked for the RAF in Kinloss bought one in the early 1960’s and then later rode it to Bristol where he sold it to buy a car. He cannot remember the registration number but this would fit with the known history as it was next owned by a Mr Evans of Bristol in January 1965, followed by Mr Exon in 1966 and also Robert Porter owned it until 1969 when Max Ellis became the owner. In 1983 it had moved to Cheltenham with a Joseph McCaig. In 1989 it was in the stock of Saddleworth Classic Motorcycles and Glen Telford of the New Inn, Chapel le Firth put a £750 deposit down it and completed the purchase at £6,000 in December of that year. During his ownership the engine was rebuilt.In May 2004 it appeared in Mac McDiarmid’s book “Classic Superbikes” pages 38/39 and was also sold by Glyn Jones for £7,800 to Brian Daly of Lothian. Christopher Hampshire of Newcastle upon Tyne bought it on 10th January 2007 and had the engine rebuilt by Dave Flintoft of Cleveland in October 2008 and in September 2010 our vendor acquired it; an electric magneto was fitted in 2016.This matching numbers machine comes with the R.F. 60, V.E. 60, V5C, letters from the Gold Star Owners Club (1988 and 2007), copy of the Despatch Book records, various old tax discs, a quantity of receipts, MOT’s starting in 1989 at 4,730miles, through to 2009 at 12,622 (just after the engine rebuild), the last one in 2010 is at 13,436. The current odometer reading is 13,466 so the engine has only covered some 1,000 miles. There are also a selection of photographs of an earlier restoration with a blue tank.With thanks to Bob Gratton for his help with research.
A pair of silver and blue guilloche enamel mounted grenade cut glass scent bottles, by Colin Hewer, Chester 1924, of circular form, height 11cm, together with a small ships decanter, having silver collar with engraved swag decoration, by Hugh Crawshaw, Sheffield 1991, complete with cut glass stopper, height 17cm, and a silver cigarette case, Birmingham 1926, having bevelled edges and engine turned decoration. (4)CONDITION:the decanter is in very good order, with no chips or cracks.
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