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Preisdatenbank abonnierenThe High-Speed Internal Combustion Engine by Harry R. Ricardo, revised by H. S. Glyde, 3rd ed, reprint, 1945. A small 4to hardback copy of this classic work, black cloth covers (a little creased, rubbed and marked) with gilt lettering to the spine, pp (viii), 434, 270 text figures (some folding), fore-edge to the pages marked, but otherwise clean and sound internally (1)
1928 Bentley 4 1/2-Litre. A rare large 8vo deluxe brochure. Numbered 24 and issued in April 1928, This is the first issued brochure for the model, with 16pp and a black faux leather effect card cover with a gilt label, the editorial and title page with coloured decoration and black text. There are well-defined images of the engine, chassis, Sporting Four-Seater, Weymann Saloon, Two-Seater and Single Coup‚, with specifications and prices. The original cotton tied spine is intact, the cover a little rubbed, there is just a little discoloration on the first fly page, and a little paper loss to one corner, otherwise in very good order (1)
1928 Bentley Six & Half Litre. A large format brochure numbered No 27 and dated October 1928. With 16pp, the catalogue is without its cover, but the editorial is intact, to include the title page. With yellow tinted vignettes of chassis and components, larger profile images of the engine and chassis, together with full specifications, description of the dual ignition system, dimensions for the coachbuilder and full accounts of the braking, lubrication and OHC. This document has been 'enjoyed' over the years, with some creasing to the fore-edge, a black taped spine, and a dealership rubber stamp in various places (1)
c1934 Lagonda Brochure. A 20pp illustrated linear format publication featuring the 16/80hp Tourer and Saloon with the Special Six 'S' Chassis specification; the 3-litre Tourer and Saloon; 3 1/2-Litre Tourer and Saloon; the 4 1/2-litre Tourer and Saloon, the 'Rapide and Gurney Nutting Saloon, together with dimensions and performance data. Staples a little rusty, some marks to the cover, but otherwise in good fettle. Also, a similar sized, 'An Evaluation of Lagonda', a booklet describing and illustrating WWII work, list of contracts and a monochrome picture of the new 2 1/2-litre engine and W. O. Bentley in attendance (2)
1921 Bentley Three Litre. A very rare cotton-tied 8pp brochure with a card cover, 8vo booklet printed by Herbert Fitch & Co for Bentley Motors Ltd., probably for use at the Olympia or White City motor shows. Indeed, the publication may date from 1920. The card cover is plain save for a blue Bentley motif, opening to reveal a three-colour title page with the Hanover Court address, the following pages describing the car, ' put on the market to appeal to the motorist who appreciates a fast touring car', together with chassis dimensions, images of the engine, a centre-spread profile of the chassis, five tonal images of coach-built cars to include the '4-seater All-Weather with V-Screen' and the 'Semi-Sporting Two-seater Model'. No prices are quoted but instead says, 'Specifications and drawings will be submitted on application'. The final page with monochrome images of the factory. The overall condition is very good, there is a hint of a vertical crease and the cover edges are a little feathered without paper loss, the spine split at the base. The editorial is sound with good colour (1)
*Jacques Anquetil Bicycle & Borini Engine Attachment. Currently unregistered for the public road, having apparently been used by the previous owner on his private estate. Finished in blue and retaining correct badging, the engine is fitted to a 22-inch frame, with a 1-litre fuel tank mounted on the rear rack. The drive is to the rear wheel just below the bottom crank. 10-speed gearing is fitted, as is a speedometer, calliper braking and a sports saddle (1)
*Supermarine Schneider Trophy S.6. Seaplane model. chromium-plated on brass, the inscription Rolls-Royce embossed beneath the right float. Highly detailed, with well-crafted floats, cockpit, engine banks, propeller, etcetera. Designed by R J Mitchell, who later designed the Supermarine Spitfire, the Supermarine Seaplane won the Schneider Trophy outright in 1931 at a speed of 357mph. Mounted on a wooden display base, in excellent condition.12cm long (1)
The Common Road Steam Conveyance Company. Dated 1840 (in manuscript, but likely to be 1841), a most interesting prospectus for the company, offering 40,000 shares at each with a provisional management committee of Messer's Beningfield, Ekin, Herring, Hullmandel, Parry and Watson. A folded double-sided broadsheet, opened and sandwiched between glass in a double-sided frame, and hand-addressed to Mr D Brown, Oxford Buildings, Cheltenham. Verso is printed a testimonial by Mr J T Beale to Colonel Maceroni's steam-engines and boilers, together with various overviews of 'Steam Locomotion' dating from the 1830s, and with a profile of Col. F. Maceroni and his personal introduction to Mr Gurney, etcetera Historic Note: It seems that Col. F. Maceroni was perhaps one of the most colourful entrepreneurs of self-propelled road locomotion, at a time when steam road transport was road tested by many. He designed a number of steam carriages which he built at his own works in Paddington in the 1830s, but was brought to debt by creditors. He then got involved with steam carriages built by Beale in East Greenwich, which were tested to great aplomb in Kent, but the share floatation failed to fund the £1100 bill for the building of the carriage, which was subsequently seized by bailiffs. The well-detailed image at the top of the handbill is believed to be that of Maceroni's carriage, with a very similar, although not the same image, as illustrated in Dr Dionysius Lardner's 'The Steam Engine Explained' of 1840. (1)
A suitcase containing a collection of boxed and inboxed " N " gauge model railway locomotives ,carriages , goods wagons etc including Lima, Graham Farish, Presto, Hornby mini trix , Peco etc together with a box of items including various trains, Dinky catalogues, Vanguards, Hornby railway engine , model cars etc
A collection of boxed Corgi Classics Chipperfields Circus, comprising .....Foden closed pole truck with caravan No 97888, Foden S21 lorry and trailer with elephants, pedestal and rider No 31902, Scammell highwayman trailer and caravan ( with replica poster ), Scammell highwayman with 2 trailers No 97915; Land Rover, Morris minor pickup, Thames trader and AEC fire engine No 31703, and ERF KV artic with cages, lions, tigers, pedestal and lion tamer No 11201
1966 Singer Vogue Series IV 1725 cc Registration number HKP 671D Chassis number B774008438HSO Engine number 774008438 The first generation Singer Vogue had four models between 1961 and 1966, it was a badge engineered version of the Hillman Super Minx. Introduced in July 1961, it was positioned above the Super Minx and Singer Gazelle in the Rootes Group range, and had quadruple headlights as well as a more powerful version of the 1,592 cc Minx engine. The Series II version for 1963 had front disc brakes as standard, changes to the interior, removal of the chrome bonnet strip and a change to amber front indicator lenses. The Series III of 1964 gained six light bodywork and an increase in power to 84 bhp. The final version of this generation, the Series IV was introduced at the 1965 motor show and saw the engine size increased to 1,725 cc although there was no change in power output. The Vogue was offered as a four door saloon and as an estate car. This particular example, in need of restoration, originally in burnt almond metallic with a two tone tan interior was originally registered to a Joseph Blackhurst of Northwold in Norfolk, on the 28th October 1966, before being sold to an Instrument Company in London and she headed North in May of 1967 to a Sydney Ransom of Sutton on Hull, then a Gregory Kilford of Brough in 1969, a Peter Warrington of Hull in 1972, and then jointly by brothers Walter and John Dawson of Hull in 1976. John took over full ownership and it was used for many years as the tow car for the family caravan holidays. At some point the roof was painted with black hammerite to imitate a vinyl roof. Last on the road in 2005 she is in need of a full restoration and is sold with the R.F.60, V.E.60, V5, V5C, old MOT's from 1996 with a mileage of 54,684 to 2004 with 64,044, the mileage is now 65,570. Awakened from her slumber she now ready to join the classic car movement with the dignity she deserves.
1959 Hillman Minx Series IIIA, 1494 cc Registration number 5721 KH Chassis number B1000195 H/HSO Engine number B1000195 H/HSO The distinctly American Audax body was designed by the Rootes Group in 1953, with help from the Raymond Loewy design organisation, who were involved in the design of Studebaker coupés. Announced in May 1956 the car went through a succession of annual face lifts each given a Series number, replacing the Mark number used on the previous Minxes. The Series I, introduced in 1956, was followed by the Series II in 1957, the Series III in 1958, the Series IIIA in 1959, the Series IIIB in 1960, the Series IIIC in 1961, the Series V in 1963 and the Series VI in 1965. (There was no Series IV). Over the years the engine was increased in capacity from 1390 cc to 1725 cc in the Series VI. A variety of manual transmissions, with column or floor change, and automatic transmissions were offered. The Series Minx were replaced by the Arrow Hunter range in 1967. There were Singer Gazelle and Sunbeam Rapier variants of all these Hillman Minx models, and the names were again used on derivatives in the later Rootes Arrow range. A Series III deluxe saloon with 1494 cc engine was tested by the British magazine The Motor in 1958, it had a top speed of 76.9 mph and could accelerate from 0-60 mph in 25.4 seconds!! The test car cost £794 including taxes of £265. This example, offered in Foam White over Pippin Red, was registered on the 9th September 1959 to Mr Eastwood, a director of Wilberforce Garage Ltd of Hull who very quickly sold it to Harry Edwards of Cottingham on the 13th of September. On the 8th September 1962 she was bought by John Dawson of Hull from Ralph Butterfields of Hull for £525.00. At this point the mileage was 23,000 and there is then a hand written note book of the work undertaken by John, greased all round every 1,000 miles, oil changed every 2,000 miles as well as sundry other works, up until 45,000. According to old MOT's the mileage was 83,177 in 1996 rising to 91,159 in 2006; the last time she was on the road, her current mileage being 93,865. Offered for restoration with the R.F.60, V5C, purchase receipt from 1962, an owners manual, the service notes and MOT's she again is looking for a new life and will make a worthy project.
1959 Morris Minor, 948 cc Registration number 3023 KH Chassis number M/AS3/685178 Engine number 275828 The Morris Minor debuted at the Earls Court Motor Show, in London, on 20 September 1948. Designed under the leadership of Alec Issigonis, more than 1.3 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 (convertible), the range was expanded to include a four-door saloon in 1950, a wood-framed estate (the Traveller) from October 1953 and panel van and pick-up truck variants from May 1953. It was the first British car to sell over one million units and is considered a classic example of automotive design, as well as typifying "Englishness". The 1000 had an engine increase from 803 cc to 948 cc, lost the split screen but still retained the central parking wipers and the semaphore indicators which were replaced in 1961. This four door example, in need of restoration, is offered in an original, rare and rather fetching turquoise with grey interior (available between 1956 and 1959) was purchased by John Dawson of Hull many years ago from its first (and unrecorded lady owner) as the head gasket had failed and she couldn't afford the garage bill. He replaced the gasket at 5,500 and we then have an undated service record of grease every 1,000 miles and an oil change every 2,000, plus sundry works. This carries on until 83,000 although there was a new speedo at 40,000. The MOT's begin at 80,849 miles in 1985 and continue until 2002 when it was 90,139, it now reads 91,195. Parked up in a garage since, she will be sold with the V5, V5C, old MOT's and the service note book. A worthy restoration and in a rare colour combination awaits this "Old Moggy".
1962 Sunbeam Alpine Series II, 1592 cc Registration number HHD 411 Chassis number B9110652 - OD - HRD Engine number B9110652 - OD - HRD The Sunbeam Alpine was produced by the Rootes Group from 1953 to 1955, and then 1959 to 1968. It was the first vehicle from Sunbeam-Talbot to bear the Sunbeam name since the Rootes Group bought Clément-Talbot and later Sunbeam from its receiver in 1935. The first Alpines were based on the Hillman 14 and not very successful so in 1956 Kenneth Howes and Jeff Crompton were tasked with doing a complete redesign, with the goal of producing a dedicated sports car aimed principally at the US market. Typically of the Rootes group there were many revisions, Series I to IV. Total production numbered around 70,000. Production stopped shortly after the Chrysler takeover of the Rootes Group. The Series I was built on a modified floor plan from a Hillman Husky estate car with running gear from a Sunbeam Rapier, it used a 1,494 cc engine. It had dual downdraft carburetors, a soft top that could be hidden by special integral covers and the first available wind-up side windows offered in a British sports car of that time. The Series II of 1960 featured an enlarged 1,592 cc engine producing 80 bhp and revised rear suspension, but there were few other changes. When it was replaced in 1963, 19,956 had been made. When tested by The Motor magazine in 1960, they recorded a top speed of 98.6 mph, it accelerated from 0-60 mph in 13.6 seconds and cost £1,110. This example, which has been partially restored, and is still attached the rotation spit, was first registered on the 1st March 1962 in Wedgewood Blue to Peter Ellis & Sons of Atlas Works in Batley before being sold to Maxwell Betts in 1963 in Huddlesfield, he later moved to Hull, in 1967 Alan Coultas of Hull had it before John Dawson acquired it is 1973. At some point its colour was changed to red and some 20 years ago John began and then abandoned a restoration. Sold with a fibreglass hardtop, the original doors, the R.F.60, V5 and V5C this pretty car will require substantial restoration and prospective purchasers should satisfy themselves on how many parts are with the car.
1965 Triumph 2000 Mk I, 1998 cc Registration number EBT 991C Chassis number MB32159DLO Engine number MB32627HE Launched in 1963, the Triumph 2000 was a sharply styled mid-size executive car designed to fill a gap in the market, positioned slightly below the Rover P5 and Jaguar range. Triumph obviously got their marketing right, as just a week before launch, Rover unveiled their own new car, the P6 2000. Designed to do exactly the same job, both companies had developed their individual products in complete secrecy, the two cars successfully dominating the market sector for some years. The Triumph used a 1,998cc Vanguard derived six-cylinder engine which, combined with twin Stromberg carbs, developed 90bhp. This was more refined than Rover's four-cylinder unit giving the car a distinct competitive advantage in this area, its all-round independent coil sprung suspension giving it excellent handling and ride characteristics along with a very rorty exhaust note. Braking came from servo-assisted discs at the front and drums on the rear. It was replaced with the Mark II in 1969. This example, offered for restoration, was bought by John Dawson of Hull from the AB Motor Company of Hull on the 28th November 1970 for £525.00 with 15,000 miles on the odometer. According to family memory it was originally an Armstrong Massey company car used by a travelling representative. There is a hand written note of the oil changes every 2,000 miles and greasing up until 50,000 with a respray at 21,000. In 1991 a "lifetime guaranteed" stainless steel exhaust was fitted at a cost of £237.00. MOT's run from 1987 at 51,249 until 2001 at 95,642. In long term storage this classic Triumph will make interesting restoration project and is sold with the V5, V5C, old MOT's and sundry paperwork.
1947 Rover 16 P2 Saloon, 2,147 cc. Registration number FGB 696 (not registered). Chassis number 7411112. Body number 1112. Engine number TBC. The Rover 16 was produced between 1936 and 1948 although production ceased during the War and was the successor to the Meteor 16. The 16 was part of the P2 range which included the 10, 12, 14 and 20 models. The car, with its midly streamlined form, resembled the 10 and the 12 but was slightly longer and featured a more rounded back end. The six cylinder OHV engine had a capacity of 2,147 cc and a claimed 77 mph top end. In addition to the six light saloon and the four light sports saloon, a two door cabriolet was available, with the bodywork by Tickfords. The sports saloon had slightly less length between the seats, a longer bonnet, with the footwell extending further beneath the body. Notable features included a "freewheel" system, Bijur-Luvax automatic lubrication of the chassis and Girling rod actuated fully compensated mechanical brakes. This P2 was purchased by our vendor as a donor car for FAC 312 in the late 1970's from a Mr Stanger of Waterthorpe in Sheffield which he unfortunately said was a Sports Salon (four light) not a saloon (six light). Bought unseen it was delivered to our vendors garage where it became apparent very little of the bodywork was transferable between the two. It had been in storage for five years and some work undertaken on the body. Only 725 examples were built in 1947. Still needing restoration FGB 696 is sold with no paperwork apart from a letter from Mr Stanger.
1946 Rover 16 P2 Sports Saloon, 2,147 cc. Registration number FAC 312 (not registered). Chassis number 5430036. Engine number TBC. The Rover 16 was produced between 1936 and 1948 although production ceased during the War and was the successor to the Meteor 16. The 16 was part of the P2 range which included the 10, 12, 14 and 20 models. The car, with its midly streamlined form, resembled the 10 and the 12 but was slightly longer and featured a more rounded back end. The six cylinder OHV engine had a capacity of 2,147 cc and a claimed 77 mph top end. In addition to the six light saloon and the four light sports saloon, a two door cabriolet was available, with the bodywork by Tickfords. The sports saloon had slightly less length between the seats, a longer bonnet, with the footwell extending further beneath the body. Notable features included a "freewheel" system, Bijur-Luvax automatic lubrication of the chassis and Girling rod actuated fully compensated mechanical brakes. This example was purchased by our vendor on the 12th June 1970 from a Mr Firth who lived in the Stafford area with a mileage of 12,128. He took it up to Carlisle and the across to Yorkshire when he moved here in 1975; the MOT that year stated a mileage of 12,128, so the odometer must have been faulty! He parked it in is garage on arrival with the intention of starting a restoration which he now accepts he will never undertake. In 1983 he sent the original buff logbook into Hull Vehicle Licensing Office to register the number plate but the paperwork was mislaid. In a letter to the office he states that he believes it to be one of the first 36 cars made post WWII, only 225 were built in 1946. Now in need of a full restoration FAC 312 is sold with three old MOT's, the purchase receipt and correspondence with the Licensing Office
1939 BSA B21 De Lux, 250 cc, Frame number KB20/317, Engine number KB21/321. In the 1930's Birmingham BSA was the world's most productive manufacturer, with a range of models between 150 cc and 1000 cc, produced in single cylinder and/or vee twin configurations. They enjoyed a particular strength in the quarter litre class, with a variety of side and overhead valve models, offered in standard or de-luxe specification, one of the later's options being a foot-change gearbox operation. Due to a disastrous attempt at the TT, back in the 1920's, BSA deliberately avoided any forms of competition for the greater part of the Thirties, in complete contrast to their post war philosophy. In 1937 Val Page joined the company and all existing models were dropped and new models were introduced. In this year they introduced the new model groups; the B group (light and middleweight) and the M group (middle and heavyweight). Here was the basis for the famous models like the M20 and the M24 Gold Star. Typical vintage design aspects like the separate push rod tubes, sump crankcases disappeared and were replaced by dry sump lubrication from a separate oil tank. Production of the B21 was discontinued with the outbreak of WWII in favour of the military M20. Little is known of the early life of this B21, it was initially registered in Hull on the 28th March 1939 and it appears to have never left the area; in 1940 it was owned by Sidney Wilson, followed by James Wilson in 1950; the last tax disc is from 1958. The trail then goes cold for a number of years until it was sold by Andre Lauet to John Dawson in 1982 for £250. It joined his growing collection of machines but nothing much was done with it. This rare B21, in unrestored condition, appears very complete and original but prospective purchasers are asked to make their own checks. Please note that the R.F.60 and the V5C have the frame and engine numbers the wrong way around. Sold with the R.F.60, the 1982 receipt and the V5C.
1936 BSA W-6, 499 cc, Registration number TBC, Frame number D6.580, Engine number D6.283. In 1936 BSA had eighteen models lined up in their catalogue, of which six were new introductions and it was also a transitional year because more or less all models were revised or deleted. At the end of the year Val Page arrived and killed off the vintage looks replacing them with more modern designs. The W6 (the first year the last two figures were omitted from the model names) was produced between 1932 and 1936 with a 4.99 hp side valve 500 cc engine for side car use. This girder forked bike used the same cycle parts as the Empire Star of that year. It had a wet sump type, partial loss oiling system - the oil to the inlet valve is allowed to drain down to an unsealed valve chest and there is a weir in the crankcase that picks up the oil and directs it into the wet sump at the front of the engine. This particular example has little known history, the BSA owners club confirm the matching numbers machine had a date of dispatch from the factory as the 5th November 1935 (1936 year model) from their records. Our vendors father found it in a ditch on the Ottringham to Withernsea road about 1970 and took it back to his shed where it has remained ever since. DVLA have recently issued a V5C for it.
1930 Ariel Model LF O.H.V. two port De Luxe, 250 cc. Registration number SV 4779 (Non-transferable). Frame number 11027. Engine number L3950. The first motorised Ariel, a tricycle, was launched in 1898 and later in 1901 the first Ariel motorcycle, fitted with a Minerva engine of 211cc. From here Ariel's progressed to large and medium single cylinders and occasionally a V twin, using, mostly, bought in engines or those manufactured under license. Those used included MAG, J.A.P. and AKD V twins. The singles from 1910 were mostly based on the 482cc White and Poppe SV, originally bought in, being made under license up until 1926. Ariel's design department was blessed with a surfeit of talent as the Selly Oak firm entered the 1930s, Chief Designer Val Page having under his wing both Edward Turner and Bert Hopwood. It was Page though, who had laid down the basics of Ariel's four-stroke singles range in 1926, he moved the magneto behind the engine for '27 and thus established the form in which the engine would survive for the next 30 years. Ariel's range at this time encompassed a dazzling variety of models: vertical engines, slopers, side and overhead valves - two or four per cylinder, all were represented along with Turner's revolutionary Square Four. Three different models were offered in the quarter-litre class; the side valve LB and over head valve two-port LF and LG, the former being a tourer and the latter a tuned sportster. The LF cost £38.10 at this time and the engine differed from the side valve in that the overhead rockers are carried by two steel plates bolted to the side of the cylinder head and are enclosed in an aluminium box. The advantage of this was that the cylinder head could be removed for decarbonising without having to remove the engine from the frame. Little is known of the history of this machine except that it was dispatched from the factory to Jordan's of Hull on the 2nd May 1930 and at some stage the engine was changed for one from March 1929. For the vast majority of its life it was owned by a gentleman in Beverley, East Yorkshire. It was purchased from his estate in 2008 by a Mr Taylor of Beverley and our vendor bought it in 2010. Little used, apart from replacing the stainless steel down pipes and the fish tail exhaust pipes in 2014 at a cost of £393 it is now being offered for sale with the V5C and photocopies of the parts manual and owners guide. Gentle recommissioning would be recommended before use. It should noted that from the cataloguer's research, the L prefix to both the frame and engine imply that they were constructed between November 1928 and October 1929, although the V5C says it was first registered on the 1st July 1930 and this would tie in with the Ariel Register. We advise prospective purchasers to make their own assumptions from this information. This would make the machine Banbury Run eligible.
1953 BSA A7, 497 cc. Registration number ORH 827. Frame number BA7.2139. Engine number BA75.9794. Designed by Val Page, Herbert Parker and David Munro, the BSA A7 was the first of the BSA twin-cylinder motorcycles and was ready for launch in 1939, but the outbreak of WWII delayed the production until September 1946 when the hostilities ended. The very first A7 of the line was flown to Paris for the first motorcycle show after the war and the simplicity of the A7 twin was helped along by the slogan "It's time YOU had a BSA." There were two versions of the A7, the original 495 cc and an improved 497 cc version launched in 1950. Although its name changed to the Star Twin and later the Shooting Star the A7 continued in production until 1961. ORH 827 was first registered to Ronald Flitton of Hull on the 12th September 1953 and remained with him for the rest of his life. He and his wife, Betty, spent many holidays touring Europe on the machine (note the pannier frames and GB badge on the rear mudguard). He kept comprehensive notes on the lubrication chart that came with the bike, from new rings, oil change and decarb at 16,176 miles, to an engine rebuild at 41,300 and a crankshaft regrind at 74,327. His last entry is at 91,000. Bought by our vendor on the 17th March 2003 and apart from relocating and painting the horn it remains in wonderful original, unrestored condition. In 2007 the speedo began playing up so it was sent away to be rebuilt and unfortunately the mileage was zeroed, today it reads 803 miles, and is only being sold as he has decided to thin out his collection. Sold with the V5C, R.F. 60, various MOT's and the lubrication chart this machine provides a great chance to buy a basically one owner A7 with glorious patina.
1951 AJS Model 20 Spring Twin, 500cc. Registration Number: MAL 551 (non-transferable). Frame Number: 62806. Engine Number: 51/20/5297. Gearbox: G111L50. The AJS Model 20 and corresponding Matchless G9 were launched at the post war Earls Court Motorcycle Show in late 1948. Initially for export to the us, it was not until the late summer of 1949 the the first examples reached the home market. The styling was modern and the dual seat, megaphone silencers and bright chrome finish justified the name of Spring Twin. The rest of the cycle parts were standard AMC, with the engine being housed in a pivoted fork frame with telescopic front forks. The basic design changed little over the course of the next few years, the most significant change being made in 1952 when a new Burman gearbox was adopted. In 1951, the rear suspension was upgraded to the Jampot unit, derided for its shape in the 28th of September issue of Motor Cycle Magazine. In the same year minor changes included a new Lucas horn-push on the handlebar and a medallion badge in place of the previously used transfer. Front fork shuttle dampening was also replaced with rod and damper-type. Progressively developed, the Model 20's twin-cylinder engine underwent a number of capacity increases, finally being discounted when the 646cc AJS Model 31 replaced it in the Autumn of 1958. This matching numbers example, made in the first year of the Jampot suspension, was purchased by our vendor some fifteen years or so ago as a restoration project for his retirement. Little is known of its early history but in the 1960's it was owned by a R.W Gosling of Scunthorpe, then in 1962 a Geoffrey Pearson of Scunthorpe and in 1971 a Michael Rough of Gainsborough in Lincolnshire. Restored a few years ago the the same high standards as the 1960 BSA Gold Star sold by these rooms in our July 2017 auction it is in very good condition; it has now covered only 42 miles and further running in is advised. other projects mean this is now surplus to requirements. Sold with the R.F.60 continuation book, V5 and V5C .
1957 Norton Dominator 88, 497 cc, Registration number VFF 808 (non- transferable), Frame number M122 74832, Engine number 122 75841. Norton had responded to the success of the Triumph Speed Twin model of 1949 with the release of the Bert Hopwood designed Model 7 twin displacing 500cc; the new engine went into the existing ES2 plunger-frame/tele-fork cycle parts, a marriage that necessitated a redesign of Norton's well-proven four-speed gearbox. Launched at the 1951 Earls Court Show, the Model 88 was the first of nine Norton road machines to be equipped with the "Wideline Featherbed" frame (designed for Norton by the McCandless brothers and made by the Reynolds company because the Norton works did not have the necessary welding capacity for its manufacture) and very rapidly became a best seller, eclipsing the older framed Model 7 with which it shared the same engine unit. The new frame had a bolt-on rear section with a loop running around the back to carry the mudguard but from 1954 onwards, this was welded into place. An 8" front brake also arrived in 1954, and for the following year, an alloy cylinder head, Amal Monobloc carburetors and full width wheel hubs. The Norton/Burman gearbox was replaced by the AMC box for the 1957 range and there was also a new camshaft. The cylinder head was modified for better heat dissipation, and the pear drop silencers gave way to a tubular design. Coil ignition with an alternator superseded the magneto and dynamo in 1958. There were then only cosmetic changes to the silencers and petrol tank until the "Slimline Featherbed" frame came in for 1960. This 1957 example (the V5C says 1958) has had little use over the last few years as the vendor was working and living in the USA, he has now returned but it is now surplus to requirements. He purchased it in 2001 from a Trevor Corner of York who only six months earlier had bought it from a long term owner in Dumfrieshire. In a letter on file he states that he bought the 88 in 1975 when it was in race trim; he undertook parades at Cadwell Park, Flookburgh and Knock Hill before in the early 1990's he restored it to factory spec. This was completed by October 1994, the date it was re registered with DVLA. The rebuild included an engine rebuild with a crankshaft regrind, new pistons and cam followers, a new wiring loom as well as a suspension and brake overhaul together with a respray. Due to its lack of activity, gentle recommissioning will be required, sold with the V5C, a V5, tax discs from 1995, 97, 98, 99, 2000, 02, 03 and 15, an MOT from 2001 when the mileage was 2,219, now it is 2,276.
1951 Norton 500T, 490 cc. Registration number UXS 403 (non-transferable). frame number F3T 40267. Engine number 40267 F3T. Norton introduced a new trials machine in 1949 designated the 500T. It employed a modified 16H frame with reduced rear stays and a set of special fork yokes that brought the forks back to the steering column, a sump guard was fitted under the crankcases and Roadholder telescopic forks were fitted with a 7" brake and scalloped hub. The gearbox was the pre war type, used due to the limited space available behind the all alloy Wellworthy engine that made use of the ES2 cams and flywheels and a soft 6:1 compression ratio. A great deal of attention was applied to keeping the overall weight low with a lightweight silencer, alloy rear engine plates and mudguards. The model quickly gained a loyal following and continued in production until September 1954 when it was deleted from the model range. Few changes were made to the specification over the production run, apart from a normal front hub replaced the scalloped one in 1951. Little is known of the early life of this machine, although the Norton Owners Club confirm that it is matching numbers and was built on the 28th August 1951 and dispatched to T. Simister of Macclesfield. Owned by our vendor for several years who has enjoyed many outings including the Beamish Run. Sold with the V5C and the Norton dating certificate.
1987 Honda VFR750R RC30, 750 cc. Registration number E513 LBT. Frame number RC 1000182. Engine number RC 07E 1032255. Serial number 88013. One of the modern era's few immediately collectible classics, the Honda VFR750R - better known as the "RC30" - was created for just one reason; to win the World Superbike Championship, a feat it acheived in the nascent series' first two seasons of 1988 and 1989. While American Fred Merkel was bringing Honda its first two WSB crowns, Britain's Carl Fogerty used an RC30 to win the TT F1 World Championship in 1988 and 1989 and the equivalent FIM Cup in 1990. No mere short circuit racer, the RC30 and its derivatives proved durable enough to win a hat-full of Endurance Classics too. That this latter requirement was also part of the design brief may be determined from the fact that a quick release front fork and single sided swinging arm - essential for speedy wheel changes - were part of an unrivalled specification that included a twin spar alloy beam, 16 valve V4 engine with gear driven cams, close ratio 6 speed gearbox and four pot brake calipers. The RC 30 was also the first production bike in the world to feature titanium alloy, which was used to make the con rods and no expense was spared on the rest of the machine either. Every component was the lightest and most expensive possible for a road bike and the result was a motorcycle which weighed a paltry 185 kilos. Six years later the legendary Ducati 916 would still be heavier. Each RC30 was hand assembled one at a time in the firm's Hamamatsu plant where the factory race bikes were built meaning that customers were virtually getting their own works bikes built for them. All of which did not come cheap; at the time of its launch to the public in 1988 an RC30 cost near double that of other super sports 750's. Despite the passage of time and the progress of motorcycle technology, the Rc30 remains a match for the latest generation of sports bikes but possesses an exclusivity that none of them can approach, "No other bike from the late 80's is lusted after like an RC30" reckoned Bike magazine. Only 3000 of these machines were built. 88013 would appear to be a very early Japanese market example; production started at RC30-1000001 and this is RC30-1000182. It was imported into the UK by the Eddy Wright dealership of Leeds and at the time it was painted in Honda race colours with gold wheels. After eighteen months of being in his shop it was repainted in the correct colour scheme and fitted with UK dials (zeroed with no note of the original mileage) and R. Haslin bought it. He rode it back from Leeds but it was down on power so he took it to Dean Ashton's shop (Ashton Performance Centre) in Hornsea where it was fettled. He also fitted a VFR front wheel which gave a better tyre profile and set about improving it over the next 3,600 miles of use. In May 2009 it changed hands and our vendor bought it on the 7th December 2013. The mileage is now 4,395. Sold with the V5C, a letter from R. Haslin and the UK history file.
Seeley 497 cc G50 Mk 3 Replica. Frame number KSS Mk3. Engine number 264. Many times British sidecar champion Colin Seeley bought Associated Motor Cycles's racing department when the company went into receivership in 1966. The previous year he had constructed the first Seeley racing frame to house a Matchles G50 engine, and the AMC purchase enabled him to produce complete Seeley G50 and 7R machines. With their improved frames, the ageing four stroke singles enjoyed renewed competitiveness, Dave Croxford winning the British 500 Championship on a Seeley G50 in 1968 and 1969.. The Seeley frame progressed from the duplex cradle Mk I to the similar but lighter Mk 2, before the down tubes were abandoned with the Mk 3, the headstock and swinging arm pivot of which were linked solely by tubes running diagonally above the engine. The Mk 4 introduced towards the end of 1970 featured a revised tubing layout and continued in production until 1973. Production of Seeley frames was later licensed to Roger Titchmarsh and there have been countless unauthorised copies made over the years. This Seeley G50 Mk 3 has been raced at various venues across the Continent, between 2004 and 2010, by its previous owner, winning at Most and Brno in Czechoslovakia and at Hockenheim and Nurburgring in Germany. It was previously offered by Bonhams as lot 369 at their April Stafford auction in 2011. Its specification included a lightened crankshaft, Carillo con rod, Nikasil plated cylinder, Newby belt primary drive, Amal 1 1/2" GP carburettor, 4LS front brake on a Morad rim, Akront rear rim and a Summerfield five speed gearbox. Prospective buyers should satisfy themselves as to the specification of this machine.
1960 BSA Gold Star 500 cc. Registration number 772 XUJ (Non transferrable). Frame number CB32 10031. Engine number DBD34 GS 5614. The BSA Goldstar got its name from the Gold Star pin that was awarded to Wal Handley for lapping Brooklands at over 100 mph in 1937. Recording a fastest lap at 107.5mph on a BSA Empire Star the Gold Star marque was launched to celebrate this achievement.The following year saw the first of the production Gold Stars, the M24, complete with the trademark alloy barrel and cylinder head. The engines were built from individually selected parts and bench tested, a practice that was to remain throughout its life. Gold stars could be ordered in the following trim configurations: Clubman's, Scrambles, Tourer, Trials, and ISDT.BSA models continued to develop during the post-war era. In 1948 BSA launched the ZB32 Gold Star in at a price of £211. Both the 350 and 500 models had brake upgrades in 1950, with larger front brakes fitted. The 500 model had a new head design in 1952, the Bert Hopwood design. 1953 saw the introduction of the BB series (BB32 - 350cc / BB34 - 500cc) with a new duplex cradle frame and swinging arm rear suspension, along with engine improvements and modifications. Both the BB and CB models were discontinued after 1955, being replaced by the "DB" series in the Autumn. According to the numbers on this machine the frame was dispatched from the factory with engine number 3468 to Waters Collins of West Australia on the 16th September 1960, the engine (5614) was in frame 9953 dispatched from the factory to H.F. Temple of Oxford on the 17th August 1960. Interestingly this engine number is out of sync with others of the period; originally it had been due to go to a Mr F.C.A. Ugon of Uruguay but presumably it was not paid for and remained at the factory for a period before being fitted to the new frame 9953 and delivered to Temples (by now the frames had changed and the old one was not current). Offered in Clubman trim, has the RR T2 gearbox, Amal TT carburetor, VAPE ZZJ 01 power dynamo with Dunlop rear rim and Akront front with a Grimeca 4LS brake. Little is known of its history, DVLA first registered it in 1981 (incorrectly dating it as 1955), probably the year it was restored and the registration number allocated to it and it then passed through nine keepers before being purchased by the last owner in 2008. He rarely used it, preferring to admire it in his sitting room and it has come onto the open market due to his passing away. Sold with the V5C it will require gentle recommissioning before use. Please note there is no oil in the engine. With thanks to Goldie "Guru" Bob Gratton for examining the bike and confirming the frame/engine histories.
1960 Manx Norton 348 cc, ex Bill Beevers, ex Noel Stephenson, Ben NobleRegistration number Not Road RegisteredChassis number R10M 86440 (1960)Engine number 10M 97332 (1962)Gearbox MX 1264The Manx Norton was made from 1947 to 1962; a Norton contested every Isle of Man TT race from the inaugural 1907 event through into the 1970s, a feat unrivalled by any other manufacturer.Norton's first use of the name “Manx” was applied to the “Manx Grand Prix” model available from 1936-1940, a special racing version of their International roadster, with telescopic forks and a plunger rear suspension, magnesium for the crankcases and cambox, and no provision for lighting. After WW2, the Grand Prix was dropped, and Norton named their 1947 racing model the Manx. It was a lightly redesigned prewar racing Norton International, an overhead cam single-cylinder machine available as a 350cc or 500cc. Fitted with the McCandless brothers Featherbed frame for 1950, the Manx gained a new lease of racing life as a racing machine, the new frame giving the fine steering necessary for high speed navigation of some very fast racing circuits of the time.Norton pulled out of International Grand Prix racing in 1954, but the last Bracebridge Street Manx Nortons were sold in 1963 as the Manx had become the backbone of privateer racing.This particular example was first owned and raced by Sheffield-born Bill Beevers, who began his motorcycle racing career on solos back in the early 1930s. His first Manx Grand Prix was in 1933 and resulted in a ‘DNF’ after his Norton expired on the first lap. By the time his racing career finished, he would have ridden in no fewer than 43 TT races, amassing 29 replicas. The 1960 event was his swansong due to his age of 55 and he entered three races, which resulted in his best Isle of Man Sidecar result: 6th place, which was backed up by 35th place in the Senior and 44th in the Junior on this machine.He then sold it to Noel Stephenson of Preston, near Hull, who raced it in the following Junior MGP’s, 1961 (retired), 1962, 37th, 1963, 31st, 1964, 12th, 1965, 31st.In late 1965/early 1966 Yorkshire electrician/privateer racer Bernard (Ben) Noble of Driffield sold his 500 cc BSA Gold Star to fund the purchase of this Norton. Ben had previously raced the Goldie in the 1964 MGP (DNF) and the 1965 event (42nd) and was an established road and track racer. He was the first member of the Driffield and District Motor Cycle Club to compete at the TT and he was given £5.00 by the club to help with his expenses!He competed in the six lap Junior MGP between 1966 and 1968, (46, 32, 46) followed by 1970 – 1976 (two DNF and his best place being 26th in 1983 at 78.51 mph) and then in the four lap Classic Junior MGP from 1983 – 1996 (one DNF and his best place being 19th in both1985 and 1985, his top speed being 81.86 mph in 1993). During the 1960’s the engine was refreshed at the end of each season by W. & F. Stuart of Gloucestershire and at some point (Ben cannot remember when but probably in the late 1960’s) the engine was replaced for the current hairpin spring version. Later R.J.A, Petty of Farnborough looked after the rebuilds. For a period it ran with a five speed Quaife gearbox although now it has a period four speed one.According to Ben’s notebook in 1966 he competed at Darley Moor, Cadwell, Oulton Park, Scarborough, Croft, Mallory, Brands Hatch and then the Manx Junior where he was given the number 37. He undertook nine practise laps with a best speed of 81 mph and a 27 minute 57 second lap. On race day his best lap was his second, at 80 mph and 28 minutes 13 seconds, he finished 46th of the 55 that finished that year with 98 bikes starting.Machines like this rarely come on the market today; known racing history from new in 1960 until its last outing in 1996, in unrestored condition. This Manx is offered as it last raced with a 8” 2LS front brake, 7” rear, both on 19” rims with Avon tyres, the carburettor is a 1 3/8th Amal GP, metal 5 gallon tank, spare fibreglass 3 gallon tank and the distinctive red fairing that Ben always used. One notable feature is the webbing wrapped around the rear frame that he used to absorb the odd oil leaks from going on the rear tyre.It comes with the original “pudding basin” helmet that Ben wore and featured in the July 1995 The Classic Motor Cycle magazine, his race notebooks and various receipts for works undertaken over the years. It will require recommissioning before use due to the period of inactively but will hopefully be back on the track again dicing with other period race machines.
An early 20th century sarcophagus form writing box, the lid inlaid with swans floating on water amidst bullrushes in mother of pearl, lacking interior, 28.5 by 23.5 by 12cm, together with a set of silver dressing table accoutrements, comprising a pair of hair brushes, a clothes brush and a hand mirror, all engine turned and initialled H, Birmingham 1950, 16.75toz gross. (5)
A 9ct gold cased pocket watch, signed Waltham, USA, closed face, keyless wind, the white enamel dial with black Roman numerals, minute track, subsidiary seconds dial and blued steel hands, the case with engine turned decoration and monogram engraved, inside of case marked 'Dennison Watch Case Co', case number 135807, the movement marked 'A. W. W. Co., Waltham, Mass', serial 22012226, a/f hands missing/damaged, 5 by 1cm, 38.7g excluding movement.
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