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186062 Los(e)/Seite
Los 2106
Silver and silver mounted wares, comprising; a rectangular hinge lidded jewellery box, lined within, the lid engine turned and raised on four feet, Birmingham 1969, a small rose bowl, with lion mask and ring handles, Birmingham 1968, diameter 7.5cm, with a base metal grille, six faceted glass scent bottles and containers and plated wares, comprising; a hand mirror and a comb, decorated with figures in the Dutch taste, (10).
Los 2154
Silver, comprising; a Victorian oval inkstand, with foliate and scroll engraved decoration, within a beaded border, fitted with a silver mounted faceted glass hinge lidded ink bottle, London 1875, a napkin ring of waisted form, Chester probably 1902 and a lady's rectangular hinge lidded cigarette case, gilt within, the exterior with engine turned decoration, Birmingham 1947, combined weight of weighable silver 258 gms, (3).
Los 2161
A silver rectangular case, to hold a razor, fitted within with two base metal 'Gillette Blades' cases to hold razor blades, the bottoms of these two cases ridged for subsequent use as vesta cases, (the razor lacking), the exterior engine turned, by Asprey, London, London 1912, two silver lidded glass rectangular toilet boxes, with pierced decoration to the lids, London 1833 and 1835 and a silver lidded rectangular glass box, with a screw down top, London 1833, (4).
Los 2166
Silver and silver mounted wares, comprising; a circular box, with engine turned decoration, Birmingham 1948, a circular inkstand, Birmingham 1922, a pair of oval hairbrushes, with embossed decoration, Chester 1920, with a case, six napkin rings, two pairs of small candlesticks, six tea knives, also a base metal hand mirror, (qty).
Los 2192
Silver and silver mounted wares, comprising; a rectangular hinge lidded table cigarette box, wooden lined within, the lid engine turned, probably Birmingham 1935, a five piece composite dressing set, comprising; two hair brushes, two clothes brushes and a hand mirror, a square mount from a wallet and a hinge lidded inkstand. (8)
Los 2318
A lady's gold cased, keyless wind, openfaced fob watch, with an unsigned gilt jewelled lever movement, gilt metal inner case, the enamelled dial with black Roman numerals and with subsidiary seconds, the case detailed 18 K, a slide action dip pen cum pencil, with engine turned decoration and with a bloodstone finial, a hat pin, with a black bead terminal and a three row necklace of imitation pearls, on a blue and colourless paste set clasp, with two cases, (4).
Los 2353
A pair of 9ct gold oval cufflinks, decorated with engine turned borders, Birmingham 1968, weight 4.8 gms, a gold and colourless gem set circular pendant, detailed 750, a Victorian oval pendant locket, with floral and scroll engraved decoration, with a later gold neckchain, on a boltring clasp and a Jean Perret gilt metal spherical pendant watch, (5).
Los 2368
A 9ct three colour gold triple band Russian style wedding ring, ring size K, a pair of 9ct gold cut cornered rectangular cufflinks, engine turned to one side and plain to the other side, Chester 1937, a 9ct gold crucifix pendant, a gold teddy bear charm detailed '9ct', combined weight 9 gms, also a silver gilt gate bracelet with a heart shaped padlock clasp and a colourless gem set costume ring, (6).
Los 1
A Classic Car, a 1946 Rover 16 P2, JBH560, first registered 31st December 1946, odometer reading 78899. Had a complete rebuild in 1990-2000 a runner. Has been dry stored for four years. Its most recent MOT was 3rd May 2013. The Rover 16 P2 with its 2147cc capacity six cylinder ohv engine was in production between 1937 -40 and following the war 1945- 48 **THIS LOT ATTRACTS A 10% BUYERS PREMIUM INCLUDING VAT** Has a box of invoices and V5
Los 1002
2001 Toyota MR2 VVTi, 1794 cc. Registration number AV 51 CXJ. Chassis number JTDFR320300033637. Engine number IZZ0702327.The MR2 is a two-seat, mid-engined, rear-wheel-drive sports car manufactured from 1984 until 2007 in three incarnations, it was their first mid engined car. Conceived as a small, economical and sporty car, the MR2 employed straightforward design elements, including fully independent MacPherson strut front and rear suspensions, four wheel disc brakes, and transverse-mounted inline-four engines.Toyota introduced the first-generation MR2 in 1984, designating it the model code "W10". When fitted with the 1.5-litre 3A engine, it was known as the "AW10". Likewise, the 1.6-litre 4A version is identified by the "AW11" code. The MR2's suspension and handling were designed by Toyota with the help of Lotus engineer Roger Becker. A five-speed transmission was standard and a four-speed automatic was optional.The second generation was produced from 1989 until replaced by the third in 1999, with their first roadster with an all-aluminium 1ZZ-FED, a 1794 cc inline-four. Like its predecessors, the engine used dual overhead camshafts and 16 valves. The intake camshaft timing was adjustable via the VVT-i system, which was introduced earlier in 1998 for some markets. Unlike its predecessors, however, the engine was reversed, with the exhaust manifold towards the rear of the car instead of towards the front. AV51 CXJ was first registered on the 1st September 2001 and is only being sold due to a downsizing and a lack of space at the new home, it is described by the vendor as being in excellent overall condition with partial service history. Sold with the V5C and full 1 years MOT without any advisories.
Los 1008
1976 (see text) Datsun 260Z, 2565 cc. Registration number RDZ 289. Chassis number GR530010995. Engine number L26174476. The legendary Z car was conceived by Nissan's North American President, Yutaka Katayama as a cheaper alternative to Toyota's exotic 2000GT and became the first truly successful Japanese sports car. Using a six-cylinder engine, the motor had a single overhead camshaft and 150 bhp. The attractive styling, with long bonnet and compact cabin area, has widely been credited to German designer Albrecht Goertz and still looks sharp today. The 240Z was an instant success, particularly in America, but with emissions controls increasingly diluting its performance, Nissan sought to restore some of the power lost by increasing engine capacity. The 260Z was produced between 1975 and 1978, before being replaced by the 280Z. The engine was enlarged with a longer stroke to 2.6-litres with a consequential increase in power from 150bhp to 165 bhp and the car was stiffened by the extension of the chassis rails and the addition of a rear roll bar. Much like the 240Z, the car was fitted with a five-speed manual gearbox as standard and the car featured independent suspension all round with MacPherson struts at the front and Chapman links at the rear. There was also additional stiffness in the chassis due to a redesign of the chassis rails which were larger and extended further back than previous models. The 260Z had a redesigned dashboard, console and door panels for the interior, together with updated tail lights; it was also on a slightly longer wheelbase and with a higher roofline to increase cabin space. This example was originally registered on the Isle of Man in 1976 and then brought to the mainland in November of 1979 and registered with DVLA. Our vendor purchased her in October 1989 and already had a 240Z that had terminal rust so that one broken up and some parts, along with the remains of another 260Z were combined to rebuild this one in 1997/98. It was stripped back to bare metal and had the sills replaced, Waterloo engineering in Hull rebuilt the engine, polished the crankshaft and reskimmed the head. The mileage at this time was some 46,000. Since the rebuild it has been rarely used and was last on the road in 2002 when the mileage was a little over 48,000. Stored in a garage, a recent move to a smaller property means that there is nowhere to house the car so it is being reluctantly sold. She will need recommissioning due to the time off the road; she turns over but the fuel lines need cleaning through. Sold with the V5C, cherished number plate and five MOT's between 1989 and 2001.
Los 1015
1950 Cyclemaster 25.7 cc. Registration number 852 UXD (non-transferable). Frame number TBC. Engine number 572. The Cyclemaster motorised wheel started life with a group of German engineers, post WWII, who worked for HNG in the Hague, as an engine that went above the front wheel. This was too expensive to produce but it was developed into a motorised rear wheel and went into production in November 1949. Due to the German engineers being considered prisoners of war the blue prints were confiscated by the Interpro Buro, a joint English, American and French organisation set up to help the post war Dutch industry and sent to the UK for copying. The English version was manufactured at the EMI factories in Hayes, Middlesex and marketed by a new company called Cyclemaster Ltd from June 1950, with initially a 25.7 cc (black) engine and then a 32 cc (silver) one from November 1951. In the late 1950's with increases in purchase tax and competition from the new mopeds on the market, sales dwindled and finally ceased in 1961. This early example bears the retailers badge of H.C. Wheeler, Cycle Specialist and was originally registered as HBL 556. It is in good order and comes with a 1955 tax disc, Olympic seat and V5C.
Los 1017
1967 Honda P50, 49 cc. Registration number OVK 761F (not registered with DVLA). Frame number 176.914. Engine number 175.472 The Honda P50 was introduced in June 1966. It was the last motor-wheel moped design by Honda (and probably by any other large manufacturer). It features a step-through frame made from steel pressings, leading-link front suspension, plastic mudguards and chainguard. The fuel tank is located above the rear fender, and the key distinguishing feature of the design is the engine being located at the extreme lower left rear of the frame, with all of the driveline components housed within the large hub of the rear wheel, similar to the Cyclemaster of the 1950's. The engine is also 4-stroke - unusual when almost all pedal-equipped mopeds used simpler 2-strokes. Soichiro Honda disliked the sharp noise of 2-strokes, and the 4-stroke does not require oil to be mixed with the gasoline at every fill-up. This rare and complete example was registered on the 10th November 1967 to John Hume of Westerhope, Newcastle on Tyne and then sold to George Pendlenton of Newcastle on the 11th October 1968 before being given to our vendor by her late husband, little used it was recently rediscovered when the garage was tidied up under a sheet. Sold with the VE60.
Los 1018
1983 Puch Maxi NK Zippy, 49 cc. Registration number A349 JKO. Frame number 4251276. Engine number 4251276. The Maxi was a moped manufactured by the Austrian company from the 1970's and 1980's that is well known for its reliability, ease of maintenance, and fuel economy (up to 120 mpg). These mopeds gained wide acceptance during the 1973 oil crisis. It is started using a pedal start mechanism where the user provides the force needed to start the two stroke engine, or can be ridden like a bicycle when the engine is disengaged. This example was bought by Mrs Harris of Ramsgate who sold it to Christopher Robson of the same town in 1995, and our vendor bought it in October 21015 as a project. He did a sympathic restoration to get it running and now it is surplus to requirements. Sold with the V5C, MOT's from 2015 and 2016, the service book and the instruction manual. The mileage is only just over 6,000 miles.
Los 1019
1989 Honda Vision Mini NT50, 49 cc. Registration number G740 LAG. Frame number G315566. Engine number G114895. The NH series of Honda scooters was sold worldwide beginning in 1983, in 50, 80, 90, 100 and 125cc versions. All models have an air-cooled two-stroke engines with CDI ignition. All models except the Lead 50 have leading link front suspension, electric and kick start, and a fuel gauge. The Vision was sold between 1987 and 1994. Originally sold to Miss Hammond of Driffield on the 7th August 1989 by Ro-Jo Motorcycles of Bridlington, it was then owned by Miss Wren of Bridlington and then Mrs Lawrie, our vendor being the fourth owner. It has been off the road since 1996, it is registered with DVLA but the V5C has been lost, it will require light recommissioning before use on the road. Sold with a 1996 MOT, mileage 2,418, original service book and instruction manual.
Los 1020
1958 NSU Quickly N, 49 cc. Registration number 443 KH. Frame number 666116. Engine number 714002. NSU built its first powered two-wheeler in 1900, and went on to produce some outstanding and influential designs in the 1950s. Its most popular model in the UK in the post-WW2 years was the Quickly moped, a 49cc single-cylinder two-stroke equipped with two-speed transmission operated via a handlebar-mounted twist grip. Introduced in 1955, the Quickly N achieved sales of over half a million worldwide before production ended in 1962. This example was first registered on the 19th September 1958 by Browns of Hull, they sold it to Geoffrey Sleight in the January of 1959; by January 1961 it was with Jordan & Co. of Hull before Harold Ward of Driffield bought it in that year. Last taxed in Dec 1974 and is offered for restoration, sold with the R.F.60, a 1974 tax disc and MOT together with a book about the Quickly.
Los 1021
NSU Quickly N, 49 cc. Registration number TSY 525. Frame number 893937. Engine number 575279. NSU built its first powered two-wheeler in 1900, and went on to produce some outstanding and influential designs in the 1950s. Its most popular model in the UK in the post-WW2 years was the Quickly moped, a 49cc single-cylinder two-stroke equipped with two-speed transmission operated via a handlebar-mounted twist grip. Introduced in 1955, the Quickly N achieved sales of over half a million worldwide before production ended in 1962. This example was owned by Anthony Green of Leeds in 1997 and registered with DVLA at that date, the V5 states this as the year of manufacture, which is incorrect. Our vendors daughter bought it in the April of 1999 and was last taxed in March 2003. Offered for restoration it is sold with the V5, a letter from Practical Motorist dated 1956 and a book about the Quickly.
Los 1022
1964 Victoria Vicky 117, 49cc. Registration number BRX 76B. Frame number 1172008380. Engine number 8-500085270. Victoria was a bicycle manufacturer in Nürnberg , Germany that made motorcycles from about 1901 until 1966, initially with proprietary engines, they later used their own designs. Post WWII they concentrated on cycle attachments such as the Vicky FM38 until in 1954 when they introduced the Vicky moped. It was designated 'model III" and came with a 2-stroke 48cc engine, that was housed in a pressed steel frame with an integral petrol tank. This rare UK example was first registered on the 14th August 1964 to Basil Greenaway of Steventon, Berkshire and it would appear to have used it until 1968. After that it is unknown what became of it until our vendor vendor acquired it in its loosely customised "Indian" paintwork. Sold with the R.F.60, MOT from 1967 and an insurance document, this will make an interesting project for the next owner.
Los 1023
c. 2001 Aeon Cobra 180 ATV, 170 cc. Registration number Unregistered. Chassis number TBC. Engine number TBC. Aeon began production of injection moulded plastic parts for the motorcycle industry in Taiwan in 1970, by 1998 they had begun manufacturing ATV's, scooters and motorcycles. In 2001 they began making the 180 cc model. Unregistered and unused this ATV will need to be commissioned for use. Sold with an used new battery and the owners manual.
Los 1027
1958 Velocette Valiant, project, 192 cc. Registration number 907 NW. Frame number 1542/33. Engine number V200/1574. The Valiant was launched at the 1956 Earl's Court Motorcycle show and was intended for the commuter market with a flat-twin engine and shaft drive but it was expensive and underpowered. The 250 cc class was populated with four-stroke singles or two-stroke twins so after some 1,600 were produced it was withdrawn from the market in 1963. This project was first registered on the 28th August 1958 to Brudenell Motors of Leeds who sold it to Ian Robertson, after four more owners our vendors father acquired it in 1963. Now in need of restoring and partially dismantled we advise prospective purchasers to check the completeness of the machine. Sold with the R.F.60, V5 and V5C.
Los 1028
c. 1960 Triumph Tiger Cub, project, 200 cc. Registration number 427 RPG (not registered with DVLA). Frame number T68736. Engine number T20 35825. The Tiger Cub was introduced in March 1954, priced at £127, about half the cost of a Thunderbird T6 and replaced the Terrier T15 which was the companies first post-war single. It was designed to be a small bike with big pretensions and was very popular the commuter and leisure markets. This example was purchased by our vendor at the tender age of thirteen, from the scrapyard at Temple Street in Hull as a donor bike for 345 GAT some 35 years ago but then 350 cc Goldie and a C11 came along so the work was never undertaken. There is no paperwork with this project bike it will require full restoration and prospective buyers should satisfy themselves as to the completeness of the machine.
Los 1029
c. 1963 Triumph Tiger Cub, project, 200cc. Registration number 345 GAT. Frame number T20 94882. Engine number T20 94882. The Tiger Cub was introduced in March 1954, priced at £127, about half the cost of a Thunderbird T6 and replaced the Terrier T15 which was the companies first post-war single. It was designed to be a small bike with big pretensions and was very popular the commuter and leisure markets. This Cub was first registered Jordan & Co. of Hull on the 16th October 1963 who sold it to Fred Lamplough of Preston, Hull, it then moved around the East Riding until Leslie Harrison of Tunstall bought it in the early 1970's, he then sold it to our vendor as a restoration project when he was thirteen as his first bike. He then purchased 427 RPG to make two bikes into one but it never happened. Sold with the R.F.60, V5 and V5C it will require full restoration and prospective buyers should satisfy themselves as to the completeness of the machine.
Los 1031
1960 Norton Model 50, project, 350cc. Registration number VFW 265. Frame number R13 88416. Engine number R13 88416. Introduced in 1933, Norton's single cylinder Model 50, alongside the twin port Model 55, was Norton's first production overhead valve 350 cc. The original Sturmey-Archer gearbox was soon replaced by Norton's own four speed foot change unit in 1935 and the sporty 350 single was continually upgraded until it was withdrawn in 1963. The AMC gearbox was adopted in 1956 along with improved electrics and the "Featherbed" frame was introduced for 1959. This matching numbers example was first registered to Brian Stride of Hull on the 25th March 1960 and it has spent its life in the East Riding. Our vendors father purchased it in the mid 1960's and started a restoration many years ago that stalled. Sold with the V.E.60 and V5C, it will require full restoration and prospective buyers should satisfy themselves as to the completeness of the machine. Please note that the front number plate in the photograph bears an incorrect registration number.
Los 1032
c. 1959 Panther model 75, project, 350cc. Registration number Not Registered with DVLA. Frame number TBC. Engine number 59KS105A. There is no paperwork with this machine, it will require full restoration and prospective buyers should satisfy themselves as to the completeness of the machine.
Los 1033
1931 Triumph WL, 350 cc. Registration number Q675 XBB (see text). Frame number B3518. Engine number C2216. Triumph motorcycles of the early 1930s represent a watershed between the ultra-successful Model P 'flat tanker' and its derivatives, and the new range of models that would be designed by the great Val Page following his arrival in 1932 and further developed by Edward Turner. Typical of these was the 350 cc sidevalve WL, a new introduction for 1931 that featured the then fashionable inclined ('sloper') engine and dry sump lubrication with oil tank in the front of the crankcase, an arrangement first seen on the totally revised NSD model of 1930. Enclosure of the crankcase and gearbox was another popular trend at this time and was offered on various Triumph models including the WL. The latter though, was destined for a relatively short life and was not listed for 1933, thus making it one of the rarer Triumph models of the early 1930's. This Triumph was originally registered as EL 1174, a Bournemouth plate that was taken off in 1998 and issued with the Q plate. Other history is sketchy but in 1986 it was owned by a Mr A Stokes of Colchester and he had the Maglite rebuilt. In 1987 he had confirmation from the Triumph Owners Motor Cycle Club of its 1931 vintage and it was featured in the November issue of Classic Motorcycle of 1992. Since then time has been unkind to the WL and it is now offered for restoration. Sold with the 1998 MOT and various letters but no registration documents.
Los 1039
1975 Suzuki GT 250, 247 cc. Registration number LVU 278P. Frame number 63081. Engine number 64425. Suzuki GT250 was an upgraded version of the T250. In fact, the very first models (released in Japan in 1971) were exactly the same bike, only the model name was different. When the model was presented in the rest of the world (in 1973), the additional "G" in front of the T250 model name was to show that the model has been modernized with a disc brake at the front and with a new Ram Air cylinder head. This forced the cool air to pass through the cylinders and behind the block. The same system was introduced in all of the air-cooled GT models (the GT750 was liquid-cooled). In 1976 the Ram Air was dropped and the model phased out in 1981. This example was sold on the 5th of August 1975 to Michael Hepworth of Huddersfield, he used it for the next six or seven years before it was taken off the road and put into long term storage. The mileage of 10,014 is probably correct as there is an MOT from 1979 at 7,410. This highly original machine will need recommissioning before taking to the road. Sold with the V5, the 1979 MOT and a key.
Los 1040
1977 Honda 250T, 249 cc. Registration number ACX 535R. Frame number CJ250T-2013121. Engine number CJ250TE - 2013180. In 1976 Honda's short-lived CB250/360 'G' models were replaced by the extensively restyled CJ250/360T. In an effort to save weight, both models reverted to five-speed gearboxes and lost their electric starters, while the Siamesed exhaust system fed a single silencer on the right-hand side. Their plain colours, un-braced mudguard, streamlined tank and sleek seat, complete with integral tailpiece, all contributed to the duo's fresh look. Like their immediate predecessors, the CJ models were destined for a short life and were replaced in 1977 by the three-valves-per-cylinder CB250/400 range. This unrestored example was first owned by Dennis Wilkinson of Hebden Bridge and sold to Robert Jones of the same town in 1982, purchased by our vendor some time afterwards it has only covered some 7,330 miles and should be easily put back on the road. Sold with the V5.
Los 1041
c. 2000 Aprilia RS125, 124.8 cc. Registration number not road registered. Frame number ZD4MPB000YS006884. Engine number unknown. The RS125 is a GP derived replica sport production motorcycle. It is powered by a Rotax single cylinder two-stroke engine with Nikasil coated aluminium cylinder block, and liquid cooling. Introduced in 1992, it has the distinctive features of having an angular tail section and swept front fairing, square cut headlight unit, three spoke rims, air scoops on the upper front middle fairing, electric starter or kick start on the left hand side and analogue gauges. Used in the Aprilia Superteen Challenge championship, a series seen as a starter for potential racers with strict controls on cost and alterations to the bike. The list of riders who began their Road Racing careers in the Challenge is a veritable who's who of modern racing, starting with Casey Stoner, Cal Crutchlow, Bradley Smith, Leon Camier and Danny Webb. Unused since it was last raced it will need to be checked over before a track day. Sold with a paddock stand and a 2005 dyno read out when it was producing between 22 and 24 hp. There is no paperwork with this machine.
Los 1042
1982 Kawasaki Z1000 - J2, 998 cc (see text). Registration number XDC 510Y. Frame number KZT00J-012697. Engine number KZT00JE030933. The KZ1000 was released in September 1976 as a 1977 model to replace the 1976 KZ900, which in turn replaced the Z1 launched in 1972 in the Z series and was replaced in 1984, with Kawasaki's first liquid-cooled bike, the Ninja GPZ900R, although it remained in production for the USA police service until 2005. It has an inline-four cylinder engine and a 5-speed gearbox, in a 'one down and four up' configuration. Producing about 90 hp, it was the fastest production motorcycle of the era. Some of the significant differences between the KZ900 and the KZ1000 include that the latter of the two has a heavier crankshaft for less engine vibration, smoother acceleration and a larger displacement. There were various configurations of specifications and assembly, such as having the choice between chain-drive and shaft-drive. The more cruiser-like US version was called 1000 LTD in European markets. Kawasaki swapped the traditional 4-4 exhaust (available on Z1 and KZ900) for the cheaper 4-2 exhaust, it was their first fuel injected motorcycle. The KZ1000 was ridden by California Highway Patrol officers Ponch and Jon of the 1977-1984 TV show CHiPs, by Keanu Reeves the film Chain Reaction and fourteen of the motorcycles were used in the 1979 Mad Max for members of the Toecutter's gang. XDC was first registered on the 14th October 1982 and changed hands a couple of times before Steven Thompson of Thirsk bought it in 1985, the mileage was about 20,000; he sold it to our vendor in June 1996 when it had risen to some 33,000 who laid it up in 1998. Reawakened from its slumber in late 2013 it was in need of a total engine rebuild (barrels bored to 1100 cc, new pistons, welded and strengthened crank and reconditioned cylinder head) as a plug had been left out and rusted the barrel, over 2014 work continued with the frame being powder coated, the tin work being paint in a USA colour scheme, a new Eddie Lawson replica seat and a Vance & Hines exhaust system. Since the restoration it has only covered approximately 1,000 miles. sold with the V5C, old tax discs, MOT's and a quantity of receipts for the mechanical items used in the rebuild.
Los 1044
2005 Triumph Daytona 955i, 955 cc. Registration number PX05 CWK. Frame number SMTTE536VR5220996. Engine number V140601. Triumph's first attempt at a Superbike, the Daytona T959 first appeared in 1997, being renamed the 955i in 1999 following confusion over its engine capacity. In 2002 the Daytona had a revised engine, producing 147 BHP, the body was refreshed and chassis changes included a double sided swinging arm. In 2005 the body work was again revised and the frame painted black instead of silver, the fuel injection system was changed from a bypass-regulated-rail to a returnless-rail system. Production ended in 2006. This bright yellow example with a black frame has only had three owners, being first registered on the 3rd May 2005 to a Peter Smith of Carlisle, he sold it to Terrance Witson of the same town in November 2007 and our vendor purchased it in January 2008. It has been well looked after with eight stamps in the service book, the last being at 32,604 miles, today it is a little over 33,000. It benefits from airbrushed Union flags over the original sticker version, a Scott oiler and a Triumph carbon can to the exhaust which has been mapped to the ECU; the original is included in the sale along with the rear seat. Sold with the V5C, Service book, owners manual, MOT's from 2008 and will come with a new MOT.
Los 1045
1957 Douglas Dragonfly, 350 cc. Registration number 394 UYU (non transferable). Frame number 2356/6 (V5C incorrect as 235616). Engine number 2123/6. The Dragonfly was the last motorcycle produced by the company, the 1955 Dragonfly was an all-new motorcycle built to use an improved version of an existing engine. Despite its riding comfort, which was "equal to a car's", it did not sell well, and only 1,457 Dragonfly motorcycles were produced before the company was taken over and production ended in 1957. It was based on the Mark V Douglas and an earlier 500 cc prototype. Aiming to overcome the outdated image, designers were commissioned from the Reynolds Tube Company to develop a completely new open duplex frame of welded tubing, including a swinging arm with twin Girling dampers with leading link front suspension. As well as suffering from production delays, the Dragonfly was bigger and heavier than its predecessors and its raw power was too difficult to handle for most riders. It was also noisy and acceleration was rather unpredictable. Douglas decided to concentrate on importing Vespa scooters which were increasing in popularity, and only 1500 Dragonfly motorcycles were ever built. UYU was first registered on the 9th March 1957, one of the last to be be built, the last frame number being 2573/6. According to the V5C it has only had three owners; our vendor from August 2013, he acquired it from the long term owner Roy Webster of Hull who had bought it in January 1983. Sold with the V5C, it is sold as a non runner due to ignition issues.
Los 1046
c. 1943/45 Ariel W/NG, 350 cc. Registration number UAT 376. Frame number XG 56238. Engine number BH 25160. The 348 cc W/NG was Ariel's major contribution to the war effort with some 40,000 examples being produced between 1940 and 1945. While the early examples were little more than the civilian Red Hunter NG by the end of production run many changes had been implemented. It was a popular machine with riders in the many services it was used in. A number of faults were found in the mid 1940 trial by the army and the War Office rated it as "fair, only to be used in an emergency", however the evacuation at Dunkirk resulted in army being seriously short of machines and in August 1940 they ordered some 2,700 machines at £55 each. The last order was from the Navy in April 1945. Many remained in service well into the 1950's. UAT has unknown war history but in 1955 it was presumably released by the MOD and first registered by Hull army surplus and general dealer Ken Blakey on the 11th November 1955; this date is found on the V5C. He sold it to Alfred Cooper four days later and then in May 1972 it was acquired by our deceased client; a gentleman who was very interested in military history, he and his wife often travelled to Europe on the machine to visit old battle sites and memorials. Unused for several years it will require a little recommissioning before use and is sold with the R.F. 60, a 2002 MOT, 2003 tax disc and the V5C, it is currently on SORN.
Los 1048
1956 Norton ES2, 500 cc. Registration number 489 UYW (non-transferable), Frame number 4M-72273. Engine number 74493. Introduced at the 1927 Motor Cycle Show, the ES2 sports roadster used the Model 18's overhead-valve engine in the cradle frame of the overhead-camshaft CS1, and from then onwards the 'ES2' designation was always applied to Norton's top-of-the-range, overhead-valve single. The ES2 was built in several versions during a production run lasting until 1963, though the engine dimensions of 79x100mm bore/stroke - first adopted by James Lansdowne Norton in 1911 - remained unchanged to the end. It remained popular due to its reliability and ease of maintenance, as well as the traditional design. From 1947 the ES2 had an innovative hydraulically damped telescopic front fork and race developed rear plunger suspension. Little is known of the history of this Norton, first registered on the 3rd October 1958, at some point its registration number was sold and it appears to be an older restoration that has patinated well. It should require little in the way of recommissioning before being taken out on the road. Sold with the V5C.
Los 1052
1955 BSA Gold Star replica, 350 cc. Registration number ASJ 108. Frame number CB32.10059. Engine number ZB32.A.5121. In 1937, Wal L. Handley lapped Brooklands at over 100 mph on a BSA Empire Star, and was awarded one of the traditional Gold Star pins for the feat. That inspired BSA to produce the BSA Gold Star. At the 1948 Motorcycle Show, BSA announced their new ZB32 Goldstar ready for the 1949 season, Intended as sporting machine capable of competing in virtually all disciplines it was supported by a range of options that enabled the owner to tailor it to their needs. Special versions were offered in various compression ratios and states of tune, port sizes and cam lift for the appropriate competition needs of racing, scrambling and trials. Little is known of the history of this example, the frame dates from 1955 and the competition spec engine from circa 1952. It has many correct Clubman parts including the clip-ons, a Dunlop front rim and Borrani rear. The engine is a non runner of unknown quality and the mag is not working. Offered as a work in progress project it is sold with the V5C. It is currently on SORN.
Los 1054
1960 Royal Enfield Constellation, 693 cc. Registration number VMW 994. Frame number 916. Engine number SB 10297. Like BSA and Triumph before it, Royal Enfield went on to enlarge its 500 cc twin, eclipsing its rivals with the 700 cc Meteor, Britain's largest vertical twin at the time of its introduction for 1953. The crankcase remained fundamentally unchanged but the bore/stroke dimensions and engine top-end were those of the 350 Bullet, doubled up and restyled. Extensive revisions to the engine and the adoption of a new frame (shared with the Bullet singles) ushered in the Super Meteor in the autumn of 1955. While the Super Meteor was a fine performer, Enfield's next development - the Constellation - was outstanding. Based on its immediate predecessor, the new sportster featured a 51 bhp engine, revised frame and a handsome 4.25 gallon fuel tank. On test with Motor Cycling magazine in Belgium a Constellation recorded a top speed of 115 mph while averaging 51 mpg, impressive figures by any standard. VMW 994 was first registered on the 13th April 1960 and had a long term owner for some 43 years before being sold as a non-runner to another gentleman; he did nothing with it before selling it to Barry Futter of Spalding in 2007, who set about getting it back on the road, whilst preserving as much originality as possible. The engine had a full rebuild at about 31,000 miles along with a new exhaust system and a the magneto was rebuilt. Since then it has only covered some 12,000 miles. Our vendor purchased it in March 2015 and has covered some 500 miles in his ownership. Sold with the V5C, a current MOT until May 2018, old MOT's from 2008 onwards, old tax discs and various receipts related to the restoration.
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