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Registration No: AVG 525D Frame No: SX200 842592 MOT: ExemptIncludes original Italian first logbook and purchase documentCompletely standard on 6v pointsCorrect numbers (Engine SX200 842848)Superbly presentedV5C for use on the roadMany regard the SX200 to be the finest scooter Innocenti produced, and possibly regarded as the best scooter ever made. The SX range retained most styling features of the TV 175/200 Series III which preceded it. The bodywork, however, was more angular and streamlined than that of the preceding LI models. Like the TV Series III, the headset housed a keyed ignition/light switch in the space that the standard Li had a simple kill switch. The SX200 had improved performance and gearing over the previous TV200 models. The SX is the quintessential Lambretta, they are extremely prized by collectors and the SX200 with its own uniquely styled panels and powerful motor is the absolute top of the scooter tree. This superb example was first registered in 1966 and sold to Teresa Michielin a resident of Alessandria who was born in Montebelluno, Treviso in 1906. She would have been 60 when she bought it! All of this information is contained in the original history file of original Italian Ministry of transport logbook, Foggio Complentare and certificate from the Automobile Club d’Italia. The logbook shows tax stamps up until 1977. During that time the original speedometer ran up 22,749km. The original speedometer was cleaned and reused in the restoration some 10 years ago. The scooter was restored in Italy to a high standard as can be seen in the accompanying photographs. The reason we know all of this? It is being sold by our own scooter consultant Paul Diamond from his own collection. He bought it fresh from its restoration and it has never been used since. It has been a display model for accessories in his house for all of that time.Still absolutely standard on a 6v points system with unmodified but rebuilt 200cc engine, it is extremely clean. Looking at the detail, there is a high level of attention paid to the assembly with fastenings, cables, rubbers and wiring all looking very neat. The numbers are absolutely correct as is the specification all around the scooter. The correct original SH1/20 carburettor and standard exhaust complete the motor. The original Giuliari seat has a quality seat cover. The coil is a non-standard but reliable alternative that was commonly used. We did not try and start the scooter as it has not been used in some time. Probably a careful service would be required. It is UK registered of course, and number plates are supplied, but the original Italian plate has been kept on the scooter for authentic show posterity. For more information, please contact: Paul Diamond info@vintagescooters.co.uk 07768 313001

Registration No: N/A Frame No: None MOT: N/AGenuine Formula 1 bike built by Harris PerformanceSupplied with a spare engine, wheels and bodywork etc.A ready to race CRMC registered race team packageThe Formula One, Two and Three World Championships were announced in 1977 as a way of keeping the IOM TT on the international calendar and encouraging road bike-based 4-strokes into racing, at the time dominated by 2-strokes. Formula One became the most popular class using 1000cc engines in bespoke chassis from the likes of Harris and P+M and proved to be the forerunner to the current World Superbike Championship. This historic Formula One bike was built by Harris Performance for well-known sponsor Colin Aldridge in 1982, originally with a Z1000 engine built by Jim Wells at John Carpenter’s Mistral Engineering. When the rules changed in 1984, Harris fitted a Z750 motor and it was ridden in that year's TT by Bernard Murray and later ridden to 4th place at Assen by Kevin Wrettom, with an interesting letter from Steve Harris telling the story of the ride. Many years later it was actually used by Harris to re-make the jigs to manufacture the F1 frame for classic racing, so all later frames are a copy of this one. The vendor, a former Chairman of the CRMC, has successfully campaigned it in CRMC races from 2007, initially as a 750 and then returned to original 1000cc spec with an engine tuned by respected engineer Graham Salter of Diptune producing 122bhp at the rear wheel (full spec and dyno chart supplied). The vendor has competed on the bike as one of the Team GB riders in the Phillip Island International Classic between 2007-2013 and with an alternator and lights fitted, raced successfully many times in endurance events at Spa-Francorchamps (Belgium) and Circuit Carole (France) in 4-hour races and in England at Snetterton in 2015 and then Donington 2018. In 2011 the bike finished 8th out of 70 starters at Spa with the story featured in Classic Racer magazine. In 2018, the bike had an extensive recommissioning that included a full engine strip down, the frame re-jigged and checked for being straight and the tank, seat and fairing resprayed. Included in the full race team package is a spare engine built by Graham Salter that's never been run, a spare pair of Astralite wheels, spare tyres and a freshly repainted spare seat and fairing. Also to be included in the sale is the original Red fairing and seat, as used in 1984 and a mechanical anti-dive system, along with all the original brackets and fixings. A bike with a great history that is a ready to go package for competing in classic endurance and Formula 1 events. For more information, please contact: Ian Cunningham ian.cunningham@handh.co.uk 07415871189

Registration No: Unregistered Frame No: ZAPM5010000006557 MOT: NoneOnly 1km recorded as it has only ever been pushed Never used or had any fuel in itHugely collectible clean VespaA great rare opportunityThe Vespa P range was launched in 1977 in Milan as the nuova linea model (new line). A hugely successful model for Piaggio for almost 40 years. The P range now stands as the last ‘classic’ Vespa range produced. With a newly designed and more angular chassis than all that had preceded it, it soon had integral indicators, electronic ignition and a much larger headlight than the Rally, the range it superseded. Several versions came and went and upgrades over the years included 12v electronics, automatic fuel mix, lockable side panels and disc brakes. But the end of the line was near with Euro 3 compliance standards ramping up against 2-stroke motorcycles and a catalytic converter was added from 2010 to prolong the life of the range. However, this wasn’t enough and production of the PX ended completely in early 2017 as the engine would fail to meet Euro 4 compliance emission requirements. This ‘new’ late edition model in Piaggio ‘Midnight Blue’ is completely as it came out of the factory. We do not believe it has ever had fuel in it as the tank was spotless clean and dry. It was purchased by our vendor from a local car auction and no details or documents were provided with it. We have since done our own investigations and have concluded it is a British market Vespa due to the side mirrors script and the presence of the UK size registration plate holder which was still in its original packaging. We have also conducted a HPI check based on the chassis and the machine comes up with no reported misdemeanours on the system. The mystery may never be solved but this is a quite unrepeatable and extraordinary find. We note that even the bar code and factory control stickers are still present as is the protective film over the leg shield protectors. It comes with the full brand new owner's pack complete with tools, manuals, guarantee books and keys. No attempt has been made to start it! For more information, please contact: Paul Diamond info@vintagescooters.co.uk 07768 313001

Registration No: Unregistered Frame No: 6D 3182 MOT: ExemptRecently shed discoveryUntouched for many yearsOld buff RF60 logbook and handbook suppliedRaleigh, more famous for manufacturing bicycles, introduced their first moped in the 1950s with an engine designed by Vincento Piatti — the Mini-Motor designer. The company became part of the Tube Investments Group in 1960 meaning that Raleigh, Norman, Phillips and Hercules all fell under the same ownership umbrella. The obvious course of action was to rationalise these four moped ranges into one common series and it was decided to license the Mobylette design produced by Motobécane in France. A stop-gap based on the Sachs-engined Nippy already being produced by Norman, was sold in Ireland until the Mobylette-based models were ready. From then on, Raleigh, Phillips and Norman mopeds were effectively re-badged Mobylettes, while Raleigh first applied the 'Runabout' name to the RM6, which was built in various versions from May 1963 until February 1971 when production of all Raleigh mopeds ceased. Seemingly off the road since at least March 1974 when its last tax disc expired, this 1966 Raliegh Runabout RM6 was recently discovered in the back of the shed alongside several other small capacity machines. Appearing to be in good cosmetic order for its age, the moped will require recommissioning prior to use. Offered complete with its RF60 buff logbook and handbook. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: Unregistered Frame No: 3768 MOT: ExemptPart of a private collection for many yearsThe subject of an older restorationRare surviving example of what was a popular modelPartners in a cycle parts business, Ernie Humphries and Charles Dawes diversified into motorcycle manufacture during 1899. Based in Hall Green, Birmingham, they utilised a variety of proprietary engines and marketed their products under the ‘OK’ brand name. Keen to capitalise on the public’s appetite for motorised transport post-WW1, Humphries and Dawes adopted a one model policy in the form of the OK Junior. A simple lightweight design, it was powered by a Union 293cc two-stroke engine allied to belt drive. Later versions could be had with a Villiers single and Albion two-speed chain-cum-belt transmission. Sales climbed as high as 20,000 per annum before dwindling as the 1920s wore on. Reputedly restored to a high standard prior to joining the late owner’s collection, this particular example boasts the Albion transmission. Not run for years, the OK Junior will require recommissioning prior to use. Entered from a deceased estate, the executors cannot find any corresponding paperwork. As such the new owner will have to apply to the DVLA for an age related number plate should they wish to return it to the road. Offered without reserve. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: PXS 910 Frame No: T1POB 41577 MOT: ExemptExtremely originalCorrect numbersV5C registered for the roadThe Lambretta Model B was first introduced in November 1948 and represented numerous and substantial improvements over the preceding Model A. The wheels were increased to 8 inch as opposed to the previous 7 inch, a larger fuel tank, more efficient suspension and the adoption of a teleflex hand gear change instead of the previous foot change system. Around 37,000 were produced in total in the 15 months the B was in production. This 1950 example is at the end of the production run of the Model B, in original paint and with a deep and attractive patina. The scooter was imported directly from Italy in 2022. The engine is free and turning. It comes with a number of spare parts including the original floor runners and end caps. The extra parts required are supplied on a short list and can almost all be sourced from Casa Lambretta. A rewarding conservation project For more information, please contact: Paul Diamond info@vintagescooters.co.uk 07768 313001

Registration No: YYA 869 Frame No: 7521 MOT: ExemptRestored conditionRunning scooter in attractive black colour schemeV5C ready for the roadThe Dayton Cycle Co built motorcycles from 1913 to 1922 then in Shoreditch, London from 1939. In 1955 the company moved production to North Acton, to add scooter production. In 1955 they entered the scooter market and introduced the Albatross, powered by a 224cc Villiers 1H engine. Other versions were added, fitted with Villiers engines of various capacities up to 250cc. The final model was the Flamenco designed to be more ‘Lambretta’ in appearance but it failed in the market. In 1960 production ceased. Today the Albatross is a highly respected scooter and is often described as the real Rolls Royce of Scooters. At the time it was designed to appeal to a more refined scooter buyer and pitched against luxury machines produced by German manufacturers Heinkel, Maico and Zundapp. Due to its size, weight and design it sold poorly and production ceased in 1960. This example in an attractive all black colour scheme is complete with the key.Late information on this scooter from the client: new wiring loom/brake shoes/tyres/seat and all the brackets/original number plate with docs.. runs and engine built properly. Also new pics are now up online of the registration in the Somerset archives and a receipt of the purchase price paid in 2014 of £3250. Further to previous information the key has now been found. For more information, please contact: Paul Diamond info@vintagescooters.co.uk 07768 313001

Registration No: GCW 56S Frame No: 80446 MOT: ExemptOriginal and unrestored 1978 'B' modelGenuine chrome 3-into-4 exhaust systemIn running order, supplied with a V5CThe Suzuki Motor Co. was established in 1909 by Michio Suzuki to produce machinery for the cotton industry. An initial diversification into 4-wheeled transport was curtailed by WW2 but after the war, Japan had a need for cheap reliable transport, so Suzuki, like a lot of others around the world, began to produce clip-on engines for pushbikes. These proved to be an immediate success and soon they were making full motorcycles and by the early '60s were second only to Honda in number of two-wheelers manufactured. In the early 1970s the GT380, GT550 and GT750 three-cylinder range was launched, proving to be 'the last hurrah' for the large capacity two-stroke engine before strict emission regulations in the USA spelled their end. The GT750 was the first mass-produced water-cooled road bike and formed the basis of the famous 'Flexi Flyer' Formula 750 race bike that set Barry Sheene on the path to world championship glory. Nicknamed the 'Kettle' due to its water-cooled engine, the GT750 was launched in 1972 as Suzuki's entry into the new Superbike class. This mostly original and unrestored example is a 1978 'B' model, easily distinguished by its black side panels, headlamp shell, brackets and a GS750 style front mudguard together with Brown faces on the instruments. The threat of impending emission regulations caused the demise of large capacity two-strokes, so this bike spelled the end of an era. Supplied with a current V5C and recently fitted with a new front mudguard and seat cover, it started and ran well whilst being photographed (see video). A still appreciating classic that can hold its own in modern day road conditions, to enjoy on Vintage runs and rallies. For more information, please contact: Ian Cunningham ian.cunningham@handh.co.uk 07415871189

Registration No: TDC 669H Frame No: V9SS1T 3165 MOT: ExemptAn unrepeatable opportunity to acquire an exceptional SS90Fully running on the original engine (Engine No: V9SS1M 3084)Correct close numbers V5C presentBy the early 1960’s Vespa Douglas in Great Britain were importing Italian built Vespas as opposed to continuing to manufacture them. The Vespa SS90 made between 1965 and 1971 is much sought after by collectors due to its extreme rarity and only just over 5000 were produced. Most of these have been lost to the ravages of time and overly ambitious riders. The SS90 was developed as a sporting variant of the small frame Vespas. With a dummy fuel tank, a centrally located spare wheel, narrower more aerodynamic fairing and a pad on top of the dummy tank riders could crouch low behind the headlight to reduce drag at higher speeds. The two-stroke 88.5cc engine used in the Super Sprint is a single-cylinder, air-cooled unit with a bore/stroke of 47/51mm and an 8.7:1 compression ratio. It’s paired with a 4-speed gearbox, the dry weight is 77 kilograms, and the top speed is 93kmh (58mph).This SS90 is in exceptional condition being almost all original paint. The headset paint has been expertly blended to retain a remarkable patina throughout by paint expert Nathan Warriner, to match the panels. Registered as 1970 but declared manufactured in 1966, original parts have been retained throughout, including the original seat with the cover in superb original condition. All over the scooter the parts appear original, including grips, rubbers, speedometer, Neimann key, scroll badges and electronics. Still on the original 6v the engine, the carburettor and all mechanical parts are original, standard and in full working order. With a V5C present, this is a rare opportunity. For more information, please contact: Paul Diamond info@vintagescooters.co.uk 07768 313001

Registration No: GNH 334B Frame No: V13502C104202 MOT: ExemptUnique VespaGood clear and correct numbersV5C present for use on UK roads Motovespa of Ciudad, near Madrid had been manufacturing Vespas under license since 1956 broadly manufacturing models in line with the Italian ranges. Many of the parts were supplied from Italy (Piaggio) and France (ACMA) from the beginning and then later models had many Italian Piaggio supplied parts and this did not alter throughout the models production life.The Motovespa 150S was a unique combination of Italian GS body styling but with a different forks and headset than the Italian models. Later versions such as this had the trapezoidal SS180 type headlight which make it absolutely unique in style. The Motovespa was a fine looking scooter in its own right. This example, with its original engine in situ, was recently imported and comes complete with V5C already registered for use on UK roads. For more information, please contact: Paul Diamond info@vintagescooters.co.uk 07768 313001

Registration No: 925 HML Frame No: 5T79082 MOT: ExemptA Beautifully restored exampleElectronic ignition fitted during the buildAll 'up and running'Comes complete with a current V5CTriumph is one of the most iconic and revered names in the history of motorcycling. Established in Coventry in 1885, by the start of the 1900s the company had made their first motorcycle beginning a continuous run of production under various ownership until its eventual closure in 1983. In 1937 the Edward Turner-designed Speed Twin was released launching a range of Triumph twins that went on to epitomise British motorcycles in the post-war years. The basic layout survived in various engine sizes up to 750cc until the eventual closure of the factory in the early 1970s.This 1956 Triumph Speed Twin is finished in its original colour scheme of Blue over Silver. In recent years this outstanding example has been the subject of a full strip down and professional restoration. It retains its original engine and is now fitted with electronic ignition for ease of starting. It also retains its original 4-speed transmission and during the restoration the fuel tank was re-lined. It has the advantage of a new battery last year. A credit to its previous owner and a very appealing machine. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: 796 UXG Frame No: 633922 MOT: ExemptGenuine original matching numbers machineSupplied with current V5C, BMW Factory Authentication Certificate, original keys & tool kitCurrent owner for last 14 years, large history fillThe Model R50 is a motorcycle produced by BMW in the second half of the 1950s with a 2-cylinder four-stroke OHV boxer engine. It is the basic model of a series of largely identical touring and sports motorcycles with different powerful engines, which the article with the technical data represents as a whole. The predecessor of the R50 was the BMW R 51/3 model with a rated output of 18kW, with telescopic fork and straight path suspension. The R50 built from 1955 onwards differed from it by the full swingarm chassis with pushed long swingarm and rear swingarm as well as encapsulated suspension and the slightly increased engine power. This 1962 R50, was originally exported to South Africa, and was then imported to the UK in 1990. In 2004, the registration number was changed for an age-related plate. Since 2004, the bike has had just two owners and has been in current ownership since 2011. The bike has had limited use over the past 10 years (2,000km), and was last ridden in summer 2024. It has been regularly serviced, with parts supplied by Bob Porecha (BMW Specialist), who refurbished the brakes and final drive in 2015. The bike is presently fitted with a single Denfeld seat & rack, but also comes with its original twin seat. The large history file fully documents the stages of the bike’s history, including BMW Classic Factory Authentication Certificate, the bills of sale, a large number of MOT certificates, parts invoices and receipts. Also included are service and parts manuals, plus a copy of the owner’s manual. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: YND 372X Frame No: SX200 561158 MOT: ExemptComplete and in original conditionMechanically conserved by Retrospective at a cost of over £3000Correct Matching numbers. All original keys presentV5C ready for the roadIn 1952 a group of Basque businessmen trading as Lambretta Locomociones SA obtained a licence to build Lambretta scooters in Spain. Production began two years later at a purpose built factory in Eibar. Sales were good and around 1964 the company began to use the name Serveta SA for its own commercial activities. In 1982 the company changed its name to Lambretta SAL following a change of ownership. Servetas were initially only produced for the Spanish domestic market. However by 1970 Spanish built machines were being sold in the UK by Lambretta Concessionaires alongside their Innocenti equivalents as Italian supply was known to be stopping. By the end of the decade Serveta scooters were being sold in the United States and the UK under their own name. Production finally ceased in 1989.The Jet 200 was produced from 1971 and utilised an SX200 engine using the same top-end configuration as the Italian version with a Spanish made Dellorto SH20 carburettor. A slightly larger fuel tank gave longer range.The body styling was based around the Italian Li ‘Scooterlinea’ but with SX style hexagonal head set. The biggest body change was the airbox being diverted as air flow through grills in the underseat tool box which was separated by a divider in the tool box door. The accessory leg shield box more than made up for the storage space. The rear light set up was unconventional but allowed a single design to cope with all export markets. This Jet 200 is in full running condition as confirmed by our consultant who was able to ride the scooter at time of consignment and as can be seen by the running video below. It has had a full mechanical overhaul by Retrospective Scooters. The electrics are 12v, the wheels are tubeless rimmed and the seat has a new cover. However apart from that it is absolutely original as standard including paint and keys with no visible touch-ups and rare to find in this condition. For more information, please contact: Paul Diamond info@vintagescooters.co.uk 07768 313001

Registration No: Unregistered Frame No: V462 12T*139403 MOT: ExemptOnly some 10 miles since restorationBought for our vendor's daughter who never used itElectric startHas a NOVA number and a dating certificate for registration purposesBajaj Auto, established in 1945, began importing Vespas directly from Italy into India from the mid 1950s. In the 1960s Bajaj obtained permission from Piaggio to build Vespas under license. In 1971 when the Piaggio license was not renewed Bajaj launched its own Vespa 150. Based on the 1960s Italian design similar to the VBB. After a fresh restoration this example was purchased in 2019 by our vendor's daughter (she liked the 'Porsche' livery), alas, she never rode it. In readiness, it was MOT’d and acquired a NOVA number, however, it was soon forgotten in a dry garage until now. With 12v electronics, 10-inch wheels and a brand new LML 125cc engine (we understand only some 10 miles from new ) which is started by an electric starter this may well suit a rider who prefers not to have to use a kick-start. The paint is in exceptionally good condition and we were able to see the electric starter functioning. The scooter, however, will need a light service as it has been stationary since 2019. Registration as a 125 'learner legal' scooter should be a formality with its accompanying new Dating Certificate. For more information, please contact: Paul Diamond info@vintagescooters.co.uk 07768 313001

Registration No: GRW 69G Frame No: 665881 MOT: ExemptUS import - rare to find in the UKRestored and magazine featuredFully UK registered by a BMW expertRunning very wellOffered complete with a current V5CBMW introduced the range-leading R69 in 1955 to universal praise. The new machine was able to approach the best of the British twins in terms of outright performance with the 594cc horizontally opposed overhead valve engine delivering 35 bhp at 6,800rpm, sufficient to propel the machine to 102 mph, but more importantly, was able to sustain its pace almost indefinitely. Earles forks and a new pivoted fork frame ensured that the rider remained comfortable and was able to exploit the performance offered by the new mount to the full, quickly establishing it as a favourite with long distance riders. 1960 witnessed the release of an improved version typed the R69S which developed more BHP (42 at 7,000rpm) without compromising the machine's outstanding reliability. The USA market iteration was typed as the R69US. Cycle World concluded their June 1962 road test of the BMW R69S in the following manner: "Whatever the BMW's merits in a contest of speed, it is still the smoothest, best finished, quietest and cleanest motorcycle it has ever been our pleasure to ride. To be honest, we think that anyone who would worry much over its performance-potential is a bit of a booby. The R69S is fast enough to handle any encounter, and it has attributes that are, in touring, infinitely more valuable than mere speed. All things considered, if we were planning a two-wheel style vacation/tour, the BMW would have to be our choice of mount." This example is believed to have been imported into the UK from America in the 1980s, lying unused and stored until 2000/2001 before being repainted from Dover White to Chamonix White. Renovation work was completed and it was UK registered. Mistakenly declared manufactured in 1968 on an ‘F’, unfortunately, the paperwork was lost at this time. However, the father of the current owner managed to gain confirmation from the BMW archives in Munich that it was built in late 1969, so it now wears the correct ‘G’ registration. Over the years the bike appears to have had little use, records indicating between 2009 and 2021 just 205 miles were covered. In 2019, it made a short outing to an MOT station resulting in a pass. The seller is unable to guarantee the '7,699' displayed miles as the total mileage covered and due to the history of long periods of standing, together with only occasional use, the seller advises recommissioning work is required. A wonderfully worthwhile project for someone who would relish rejuvenating it with the potential to make it truly exceptional, it remains a highly desirable and enjoyable machine. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: PD 351 Frame No: 336950 MOT: ExemptPossibly the finest restored Triumph RicardoA multi award-winning machineRestored by the renowned John GuyCurrent ownership since 1963 with the receipt on fileNamed after engine designer Sir Harry Ricardo a replacement for the aging Triumph side-valves, it featured an innovative four valve head design and was capable of over 70 mph, set three world speed records and won a gold medal in the 1923 International Six Day Trial (ISDT). The engine achieved over 20bhp the same as a 1500cc car engine of the time. The cycle parts were based on Triumph's well-proven Triumph Model H side-valve. The 'Riccy' continued in production as a sports model until 1928.This 1924 Triumph Ricardo has been restored by the renowned John Guy. John has been on the concours scene for many decades. This Triumph Ricardo was purchased by John in 1972 as a restoration project (receipt on file). The 'Ricky' (as they are known) was mothballed for decades until John began the restoration in 2008. The quality of his work is second to none, with attention to detail and authenticity. Since its completion, John has won many awards with the 'Ricky' and enjoyed it until a couple of years ago when he had a slight issue with the clutch. Sadly, due to other commitments, he never got around to sorting it out. Offered for the first time in over 60 years, this concours machine would be a delight for its new owner. It was featured in Classic Motorcycle after it won many awards. The 'Ricky' is offered with a file about the machine, including its original purchase receipt, old photos when purchased, restoration photos, and a current V5C. Before placing it back on the road, some checking of the clutch will be required. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: VOF 378 Frame No: 010948 MOT: ExemptA very striking 1957 Triumph T110Always cared for and maintained by the current ownerRuns very well and starts easyOffered with V5C and old style logbookThe Triumph Tiger 110 is a British sports motorcycle that Triumph first made at their Coventry factory between 1953 and 1961. The T110 was developed from the Triumph Thunderbird and first appeared in 1954. Although it was supposed to be the sports model of the Triumph range, the Tiger 110 was later fitted with the rear panelling that was introduced with Triumph's 350cc 3TA twin in 1959. This Triumph T110 had only done 1,281 miles since 1982 when the vendor purchased it in 2019. Unfortunately, there is no history before 1982, except for the old buff logbook. The T110 has since been restored using quality British Triumph parts, including a top-end engine overhaul with 8.1 pistons instead of 9.1 due to the head being skimmed. The bottom end was in excellent condition and received an uprated oil pump. The oil pump was uprated and the magneto was refurbished along with a new carburettor. The restoration also included new fork stanchions and the front brake was rebuilt by Dick Hunt Racing. Attention was also paid to the clutch, front sprocket, chain, rear drum and bearings and shod with fresh tyres and a new font wheel with stainless spokes. It also benefitted from a new wiring harness and switches, cables, brake and clutch levers. Fresh Triumph Silver Grey and Black was applied, including transfers along with some re-chroming. The seat foam and cover were also renewed. The Triumph runs very well and is ready for its new owner for another summer. It is an excellent example of the model and comes complete with a V5C, sundry spares and some invoices for parts and work carried out. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: FWL 307 Frame No: MVH 228 MOT: ExemptHas been carefully maintained, supported by the paperwork fileOxford registered in December 1937Desirable 500cc specificationThe Excelsior company could trace its history back to 1874 as a manufacturer of ordinary bicycles and were one of Britain's pioneer motorcycle manufacturers building their first motorcycle in 1896. Historically they had always been involved in motorcycle competition securing numerous successes at Brooklands and winning the 1929 Lightweight TT. For 1933 the company introduced a new machine for competition use featuring a twin high cam single-cylinder engine with a radial four-valve head and twin carburettors built specially for the company by Blackburne. Dubbed the Mechanical Marvel it won the 1933 TT but quickly gained a reputation for being hard to keep in tune and was dropped at the end of the 1934 season to be replaced by a machine that secured Excelsior's reputation. The new model, named the Manxman, was initially available in 246cc and 346cc guises sharing a common stroke with a 496cc version being added to the range for the 1936 season. The Manxman's single overhead cam, single-cylinder engine employed dry sump lubrication and was mechanically straightforward and robust. For the first season's production both the 250cc and 350cc models were offered with full road equipment. However, by the time that the 500cc class version joined the range, dedicated racing versions were being offered alongside the road legal variants. The 1937 season 250cc and 350cc versions benefited from Excelsior's competition activities, adopting new short-stroke engine dimensions as used by the works machines in addition to an improved lubrication system. The 500cc version was joined by a "super sports" variant fitted with a bronze head, close-ratio gears and a competition mag-dyno plus quickly detachable lighting system. Little changed for 1938 but for 1939 the range adopted hairpin valve springs and in the case of the racing variants the gearbox was mounted directly to the crankcase with power being taken from the crankshaft sprocket to the gearbox by a duplex primary drive.Oxford registered 'FWL 307' first saw the road in December 1937 and is a comparatively rare ‘500’ model in full road-going trim, complete with lighting set. The Manxman was well known as a serious racing machine as well as a sporting road-going mount and well capable of giving the Nortons and Velos of the day a good run. In restored condition and reported to be in good running order the vendor advises that 'FWL' performs well and has been carefully maintained, a fact supported by the paperwork file with various restoration receipts, a purchase invoice, as well as service and parts books, various Excelsior publications in addition to the current V5C Registration Document and buff logbook dating back to 1952. This presents as an excellent opportunity to acquire a good looking pre-war sporting motorcycle with all important racing credentials, 'FWL' is presented in very good order throughout and made additionally attractive by its 500cc specification. For more information, please contact: Stewart Parker info@handh.co.uk 07836 346875

Registration No: MLG 255 Frame No: 2207 MOT: ExemptA good usable late Vintage Velocette KTSSaid to be a good reliable machine since the restorationFrom a private collection of motorcyclesComes with both an RF60 logbook and a current V5CRenowned for the quality of its products, Velocette was ‘always in the picture’ in international motorcycle racing from the mid-1920s through to the 1950s, culminating in two 350cc World Championship titles and its legendary, and still unbeaten, record of averaging over 100mph for 24 hours on a 500cc single-cylinder machine. The KSS featured an overhead camshaft engine that was quite rare in a road bike at the time and formed the basis of the championship-winning KTTs. The Velocette KSS/ KTS was one of the most popular sporting middleweight motorcycles of the 1930s era, The Velocette's overhead camshaft model gained great success because of its racing pedigree with great handling and a refined engine that rewarded many a rider in the day. 'MLG 255' was restored by the previous vendor some 20 years ago, having been purchased as a well-used machine needing a rebuild. He took the opportunity to use both the Owners' Club spares scheme and Grove Classics' service, with engine work entrusted to the late Mike Daly, well known in Velocette circles. The restoration was subsequently rewarded by winning the Best in Show at the 2011 Audlem Classic Bike Show. Purchased by the current owner in 2019 and used sparingly since, the machine was last used approximately two years ago. Some general light recommissioning would be advised before putting it back on the road. The Velocette is offered with both its old RF60 logbook and a current V5C. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: Unregistered Frame No: HDO0314A75R MOT: ExemptIn current ownership since 2019Formally part of a deceased estateIdeal 'ride or restore' machineComes complete with NOVA documentationThe BSA Rocket 3 and the doppelganger Triumph Trident were technically advanced, high-performance roadsters made by Triumph Engineering and BSA from 1968 to 1975, and sold under both the Triumph and BSA marques. Alongside the Honda CB750, and later the Kawasaki triples, it brought a new level of sophistication to street motorcycles, marking the beginning of the superbike era. It had a 58bhp, 740cc air-cooled OHV unit construction straight-three engine, with four gears and a conventional chassis and suspension. The engine had less vibration than the existing 360° twins. The Rocket 3/Trident was part of Triumph's plan to extend the model range beyond their 650cc parallel twins. It was the last major motorcycle developed by Triumph at Meriden, West Midlands, created to meet the demands of the US market. This 1974 BSA Rocket 3 has been in the dry climate of Texas, USA, for many years. Repatriated back into the UK in 2019, the late vendor purchased it from DR Classic (receipt on file). There is no history with the BSA, apart from the Texas Title. The engine turns over with compression and would make a good 'ride or restore' machine. It is being offered with a current NOVA document and its Texas Title. To be offered at 'no reserve'. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: 3 KPT Frame No: R14 92225 MOT: ExemptThe Dominator 99 600cc Sport Special (99SS) was only made for a couple of years, with twin carbs and increased performance over the standard model. It is one of the rarest twins, the frame being the 1960 slimline version of the legendary featherbed. This machine was sold new by Robsons of Bishop Auckland and registered as '3 KPT' on 23rd September 1960 (despatched 22nd August 1960). The matching frame, engine, gearbox and fork numbers are confirmed as correct by the Norton Owner's Club factory record. Originally Red, the frame is now Black. The current owner bought it in the early ‘70s before being built-up as a café racer by Roger Myers of RGM Norton in Cumbria. It seems to have done very few miles since, although it has been maintained and used occasionally. The original monobloc carbs have been replaced by a single concentric and it also possesses some Dunstall and Tickle parts. Other more recent changes include Hagon rear dampers and the addition of Lucas Rita ignition with Bosch coils. In the last few years it has had new liners and pistons with a slightly lower compression ratio to aid starting and for ethanol fuels. At the same time, the cylinder head had new valve seats fitted to suit lead-free fuel. Recently, the carb and tank were cleaned, the oil changed and it started first kick, running smoothly and idling well. It has a current V5 included in the sale, along with some accompanying spares, the NOC factory record and the original magneto. It could be returned to original specification relatively easily, if required. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: NR 3607 Frame No: C2127 MOT: ExemptOwned by the Cave family from 1924-1998Subsequently treated to a sympathetic restoration and re-registered with the DVLAStill retains its original lights and hornAn appealing Vintage 'flat tanker'The Birmingham Small Arms factory was established in the Small Heath area of Birmingham in 1861 and as the name suggests manufactured weapons. Around the turn of the century they started making bicycles and progressed onto motorcycles a few years later. BSA went on to be one of the world's largest producers of motorcycles up until its demise in the early 1970s. During the 1920s, BSA proudly boasted ‘one in four motorcycles is a BSA’ and that their bikes were ‘the most popular motorcycles in the world.’ On offer is a 1924 BSA S24, that was purchased by a Mr William Cave on the 15th January 1924 and was used by him up until the start of WWII. Subsequently, the BSA was passed down to his son who was instructed to turn the engine over several times a month which continued for over 60 years. 'NR 3607' was then sold to Mr Wilcox in 1998 with the intention to restore the machine and apply for the registration that had been lost. Subsequently treated to that sympathetic restoration the BSA pleasingly still retains its original lights and horn. This appealing Vintage 'flat tanker' is said to be in good working order and is running well. It is offered with a large folder of paperwork and some old pictures 'as found', and a current V5C document. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: EFR 346 Frame No: 950 MOT: ExemptPart of a private collection for many yearsA very rare machine today and maybe a one-offUnderstood to have a 348cc side valve Blackburne single-cylinder engine and a Moss gearboxDemand for motorised transport boomed after World War One which was just as well as given that numerous firms, freed from the demands of armaments production, found themselves with spare capacity. An abundance of proprietary frames, engines and gearboxes prompted many to try their luck at motorcycle manufacture. Derived from the initials of its founder, Charles Chamberlain, C.C. of Blackpool operated from 1921 to 1924. Utilising Villiers and Blackburne engines ranging in size from 147cc to 996cc, most of its models featured chain-cum-belt transmission (though, some of the smaller engined machines were single-speed). Never troubling the mainstream, C.C. soon faded into obscurity. Thought to perhaps be the marque’s sole survivor, Frame Number 950 was apparently issued with the Blackpool number plate ‘EFR 346’ on April 17th 1950. However, it may well have been road registered prior to then. The accompanying old-style V5C Registration Document lists the cubic capacity as 550cc but we think it is more likely that the engine is a 348cc Blackburne sidevalve unit. The subject of an older restoration, the C.C. has formed part of a private collection for many years. Now in need of recommissioning, this ‘rare as hen’s teeth’ Vintage motorcycle is a reminder of a time when the British motorcycling industry was at its most prolific. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: MBM 747 Frame No: 119039 MOT: Exempt A Humber bicycle with a Cyclemaster With a current V5C Registration DocumentThought to be in 'running order'Debuting at the 1950 Utrecht Fair, the Cyclemaster enabled pedal cycles to be simply and cheaply motorised. Packaged as a self-contained unit that replaced the rear wheel, the assembly comprised a 25cc (later 32cc) two-stroke engine with disc valve induction that was drum mounted and fed drive via a clutch. The fuel tank was mounted neatly behind the powerplant. Manufactured by EMI of Hayes, Middlesex, the Cyclemaster was marketed to British consumers between 1950 and 1960.A Humber built bicycle with a Cyclemaster attachment, this machine is offered with a current V5C Registration Document and a paperwork file which includes a reproduction handbook, workshop manual, parts book, photos and some museum paperwork. An older restoration, reported to have been on loan for local museum display in recent years, it's thought to be in 'running order', however, it will need the usual recommissioning checks prior to use. For more information, please contact: Stewart Parker info@handh.co.uk 07836 346875

Registration No: Unregistered Frame No: 61077 MOT: ExemptEntered from a private collection of British motorcycles where it has resided for twenty-five yearsThe subject of an older restoration and now in need of recommissioningA rare 'Birmigham Scott' and badged as a 'Holder Special'Recommencing production in 1946, the Scott Flying Squirrel was little changed from its pre-WW2 guise. Thus, its twin-cylinder, liquid-cooled, two-stroke engine drove a three-speed gearbox via a central primary chain and was housed in a rigid duplex frame equipped with Webb girder forks. The latter were soon exchanged for Dowty air-sprung telescopic items but the model had become decidedly ‘old hat’ by the late 1940s. However, Scott had such a loyal following that even the closure of its Saltair factory at the end of 1950 did not signal an end. Instead, long-term marque enthusiast Matt Holder acquired the remaining stock via his Aerco Jig and Tool Company and relocated production to Birmingham. Available for the next decade or so, the ‘Birmingham Scotts’ evolved to feature pivoted fork frames but remained true to the marque’s distinctive powerplant. Reportedly restored prior to being acquired by the late vendor for his collection some twenty-five years ago, this ‘Birmingham Scott’ Flying Squirrel is now in need of recommissioning following a period of disuse. Offered for sale without reserve or paperwork, the Scott Owners’ Club should hopefully be able to assist with getting it DVLA registered again should a new owner wish to return the ‘Holder Special’ to the King’s Highway. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: 707 BMJ Frame No: 1497445 MOT: ExemptReported to be in 'running order'Restored some 3 years agoV5C on filePlease Note: MOT until March 2026Demands for a Norton twin with increased performance had been growing following the introduction of Triumph’s Thunderbird and Tiger 110 models not to mention BSA’s A10 series machines, which had left Norton at a disadvantage. The newcomer utilised the 88's cycle parts to house a revised engine with a swept volume of 596cc (resulting from dimensions of 62 x 82mm). Regarded by many as being one of the finest motorcycles of its decade, the 99 was endowed with the best handling in its class, although it did not have the outright performance of the Triumph. This 1961 Norton is reported to be in 'running order' following a restoration for the previous owner some 3 years ago however it will still require the usual recommissioning checks prior to retuning to the road. The machine may be submitted for an MOT test by the vendor, prior to the sale. It is being offered with a V5C Registration Document and a small collection of Norton books and manuals. In good condition throughout and an excellent opportunity for Domi' 99 ownership. For more information, please contact: Stewart Parker info@handh.co.uk 07836 346875

Registration No: LF15 EYM Frame No: SMTTJ9147GF694204 MOT: NoneA very low mileage limited edition Triumph ThruxtonWith just one previous owner from newPurchased by the vendor in 2019A current V5C on fileThe Thruxton 900 is Triumph's cafe racer from the popular Bonneville range and features stunning spoked wheels, and uses the trusted 865cc engine with a claimed 69bhp offering plenty of torque for easy all-day riding. This limited edition version gets a decent amount of extras over a standard bike, namely Black and White livery featuring Ace Cafe logos on the tank, side panels and seat hump; a custom oxblood coloured seat, polished alloy bar end mirrors, a detachable seat cowl and a limited edition plaque mounted on the handlebar clamp, as well as a Certificate of Authenticity. This bike then comes with some Norman Hyde pea-shooter pipes, which sound incredible, combined with a TEC fuel booster plug to smooth out and refine performance, also a chrome chain guard, and a radiator guard. This 2015 limited edition Triumph Thruxton Ace Cafe' Special was purchased by the current vendor in 2019 with just one previous owner from new and has been in his collection of Triumphs since it was purchased. Displaying just over 2,500 miles from new, the owner has run it and used it on a lane periodically, to keep all the fluids moving, although some general checks may be required before putting it back on the road. It is offered with a current V5C and its purchase receipt from 2019. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: AJW 948H Frame No: 22/0/204855 MOT: ExemptOffered at 'no reserve'With GP200 engine and Wahl Phillips fuel injectorAmateur racer of an early 1970s-styleExtremely original With V5C registered for the roadThe GP150 followed the SX range and retained the engine SX engine prefix before the serial number. They were produced from January 1969 until April 1971. There were significant improvements to the engine over the SX, including: improved crankshaft, a complete overhaul of the gearbox ratios and improved Ducati ignition. The iconic bodywork followed the trends of the early 1970s. The Bertone design was more streamlined than its predecessors with a new frame and rectangular headlight. This GP is a genuine barn find having just been pulled out of a farm building. It belonged to the vendor's mother's godfather who passed away some 15 years ago. The tax disc with the scooter shows it could have last seen the road in 1978. It is evident that the scooter was used as an amateur performance machine sporting a genuine GP200 engine and coming with a large number of interesting parts including a Wahl Phillips fuel injector and a curious exhaust system. The scooter has never been converted to 12v and is still on 6v, all the original badges present, original Silme seat and much more and has, in our opinion, superb potential to be revitalised into something special. For more information, please contact: Paul Diamond info@vintagescooters.co.uk 07768 313001

Registration No: Unregistered Frame No: 1227 MOT: ExemptRecently removed from storage after 25 yearsA rare historical Pioneer machineOffered with a Pioneer CertificateComplete with two RF60 logbooksAbingdon Motorcycles was a British motorcycle manufacturer in Tyseley, Birmingham between 1903 and 1925. It was renamed AKD (Abingdon King Dick) in 1926 and produced single cylinder motorcycles until 1933, when they concentrated on "King Dick" mechanics' tools. On offer is a 1911 AKD (Abingdon King Dick) motorcycle from the early Pioneer days, that has just emerged as a shed find where it has been for the last 25 years. Purchased by the current vendor in 2003 from a well-known dealer of the time and stored ever since. The machine belonged to a Mr Dan Basset in c.1960 and is when the machine wore its last registration number 'SAP 729', a number no longer assigned to the motorcycle. The AKD is in very good condition after its storage with the engine turning over with some compression. It appears to have been fitted from the factory with a two-speed drive by both belt and crossover shaft and chain drive, with the added advantage of a clutch. It is accompanied by a Pioneer Certificate from 1962, two continuation logbooks and some old DVLA correspondence. Please note: The registration 'SAP 729' on this machine has been removed previously and an age-related number will need to be applied for. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: Unregistered Frame No: GTA*210427* MOT: ExemptPurchased by the late vendor after he spotted it hanging from a restaurant ceiling!Rare, Italian mopedEntered from a private collectionEngine turns but will require recommissioningBased in the Italian town of Caorso, Gitan was founded by Gino Tansini during 1950. Manufacturing a diverse range of bicycles, mopeds, scooters and motorcycles over the next three decades, the company initially fitted proprietary MI-VAL units to its powered two-wheelers before switching to engines of its own design. A mainstay of production, the Grillo moped debuted in 1956. Powered by a 49cc single-cylinder engine allied to three- (and later four-speed) transmission, it could be had in Tourist and Sport guises. Entered from a deceased estate, this particular example is thought to date from circa 1962 and to therefore be a four-speed model with handlebar gearchange. Spotted hanging from a restaurant ceiling by the late vendor, it joined his collection not long afterwards. Kept garaged since then, the Gitan turns over but will require recommissioning prior to use. Offered for sale without reserve or any documentation. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: KYC 12D Frame No: VSC1T 0017446 MOT: ExemptBritish registered from new with a Somerset registrationStill 6v on standard engine original parts throughoutAppears completely standard including paintCorrect numbers (Engine No: VSC1M 0017192)V5 present for use on UK roads The Vespa SS180 introduced in 1964 was at the time the fastest production model Piaggio had ever made. Superseding the GS160 Mk2 it was initially going to be designated the GS Mk3 as Vespa archives state. It retained the large tool box on the inside of the leg shield from the GS160 Mk2 and with 10 inch wheels and 4 gears its 181cc motor produced 10HP and gave a top speed of 65MPH. It was the last Vespa model with a piston ported engine. The most noticeable feature is the trapezoidal headlight which it shared with smaller sister models the GL150 and 125. Around 35700 were produced between 1964 and 1968 and today these are highly sought after as fast and elegant and seen as the height of '60s modernist style. This genuine Italian SS180 was discovered in a deceased estate collection around 2010 which became known as the ‘Quantocks Collection’ being discovered in a cottage with other original Vespas just north of Taunton in Somerset. It must have been stored well as the condition is extremely good. Since then, it was cleaned and treated to a fuel service at Disco Dez Scooters and was discovered to be running perfectly. The original seat is in remarkable original condition with its original cover. It benefits from an original replacement SS180 speedometer as the previous one was broken. In our opinion, the Red paint is probably original with the Black feature paint having been added, possibly by a dealer back in the day. The exhaust is an original SITO period accessory. We were able to see the scooter running at the time of consignment. The V5C is present. For more information, please contact: Paul Diamond info@vintagescooters.co.uk 07768 313001

Registration No: OAS 727 Frame No: 26287 MOT: ExemptUnusual special based on a 1958 600cc M100Plenty of bespoke features and chrome partsSupplied with a few manuals and a current V5CPhelon and Moore was established in 1904 and unusually in an industry normally centred on Birmingham were based in Cleckheaton, Yorkshire. They distinctively manufactured machines with a sloping cylinder that replaced the front frame downtube, built under a patent filed by Joah Phelon in 1901 . During the First World War the company supplied a large number of machines to the services, particularly the Royal Flying Corp and usually with a sidecar attached, a role that was to become synonymous with the marque. Initially more commonly known as P+M, they launched a new model called the Panther in the mid 1920s, a title that was eventually adopted as a brand-name for all their products. In 1932 the Model 100, an OHV 600cc single, was launched and this was produced through to the 1960s ending its production run as the 645cc Model 120 in 1967. This unusual custom special is based on a 1958 M100 with a rigid rear end and Panther's trademark twin-port single-cylinder engine. Plenty of parts, including the frame, have been chrome plated with some clever design features like a Vincent hinging rear mudguard to allow wheel removal. A stand out machine at any bike gathering, especially with its twin fishtail silencers, it was ridden by the vendor last summer, not run since it will need the normal checks before use and comes supplied with a few manuals, various road test copies and a current V5C. For more information, please contact: Ian Cunningham ian.cunningham@handh.co.uk 07415 871189

Registration No: P964 GJU Frame No: SMT372DD4TJ033391 MOT: NoneLimited edition Cosworth-tuned Daytona Super ThreeCarbon exhaust, single seat cover and carbon trimGood service history, old MOTs and a current V5CTriumph is the largest surviving British motorcycle manufacturer but it hasn’t been an easy path for the midlands-based manufacturer. The entire British bike industry collapsed in the 1970s and by the early 1980s Triumph went into receivership. After a few years and a lot of legal wrangling, British businessman John Bloor bought the name and manufacturing rights with his 'new' Triumph motorcycle company re-starting bike production in the early 1990s. Proving to be an instant success, the range developed through the 1990s with an eventual concentration on three cylinder sports tourers. When it was released the Daytona Super 3 became an overnight classic with a host of changes from the standard model, the major one being a more powerful engine. The power improvements were due to a collaboration with the tuning gurus at Cosworth and was accomplished by using flat slide carbs, higher compression pistons, re-profiled camshafts and a redesigned cylinder head. The end result was a power increase from 97bhp to 115bhp. Overall the Super 3 was a more responsive and higher performance ride with many parts in carbon fibre and improved brakes. This striking looking Daytona Super 3 is one of only 805 special limited edition models featuring many carbon fibre extras and engine tuning modifications developed by Cosworth Engineering on behalf of Triumph. Kept as part of a Hinckley Triumphs enthusiast private collection since 2008, in sight of the factory where it was built, it is presented in good original condition. Showing a credible 23,893 miles, backed up by a number of old MOT certificates, there is also a good history of nine services throughout its life from its first at 515 miles and then approximately every 3,000 miles thereafter up to its last one at 23,865. Presented in good original condition and recently recommissioned with new oil and filter, brake fluids and fuel tap overhaul, it will come supplied with many old MOTs and a current V5C. Whilst still a bike that can be ridden and enjoyed in modern day road conditions, as a rare limited edition it will surely become a future classic. For more information, please contact: Ian Cunningham ian.cunningham@handh.co.uk 07415871189

Registration No: 670 BGN Frame No: CB32 5517 MOT: ExemptClassic BSA DBD34 'Goldie' in Clubmans trimLots of engine work by Phil Pearson over the yearsSupplied with receipts, dating letter and a current V5CThe Birmingham Small Arms factory was established in the Small Heath area of Birmingham 1861 and as the name suggests manufactured weapons. Around the turn of the century they started making bicycles and progressed onto motorcycles a few years later. BSA went on to be one of the world's largest producers of motorcycles up until its demise in the early 1970s. Probably the most sought-after models produced by BSA are the Gold Star range of 350 and 500cc singles and the rare Rocket Gold Star 650cc twin of the late '50s early '60s. This beautifully presented DBD34 Goldie has been restored to a very high standard in Clubmans trim. It has the period correct Amal GP carb, 120MPH speedo, 8K redline tacho, 190mm front brake and an RRT2 stamped gearbox. Currently fitted with a standard chrome and silver petrol tank with its distinctive red BSA badge and a standard dual seat, included in the sale is an alloy tank and race-style single seat. Purchased by the vendor in 2012 and kept in his small private collection since, he successfully competed in the 2015 Loch Ness Rally winning the Best of British class. Prior to his ownership the engine had an extensive overhaul by Phil Pearson including a new crank with Carillo rod in 1998 at a cost of £1,950 and further work, including a re-lined cylinder with a new forged piston and valves in 2003 at a cost of £350. It is supplied with a dating letter, receipts from Phil Pearson and a current V5C. It's an excellent example of one of the most iconic British bikes from the heyday of motorcycling. For more information, please contact: Ian Cunningham ian.cunningham@handh.co.uk 07415 871189

Registration No: BF 5499 Frame No: 0474B MOT: ExemptPart of a private collection for many yearsA rare Pioneer machineSubject to an older restorationBased in Dennistoun, Glasgow, the New Victoria Cycle Manufacturing Co. of Scotland morphed into first the Victoria Manufacturing Co. and finally the Victoria Motor and Cycle Co. Notably well made, their motorcycle frames adhered to contemporary design practices and were powered by proprietary engines. The company’s 1914 brochure listed no fewer than nine models ranging from 2hp to 4¼hp. Priced at £45, the 2¾hp Two-Speed offering was fitted with a Villiers engine, Bosch magneto, Druid forks and front / rear brakes. It has been estimated that as few as twelve, Dennistoun-built Victoria motorcycles have survived to the present day. According to an Old Bike Mart article (March 2010), Frame No. 474 was supplied new to Elliot McCutcheon, a game keeper and rabbit catcher, who lived in the Sma’ Glen, near Dunkeld, Perthshire. Purchased from his widow by local police inspector Alex Gray in 1972, the Victoria spent the next twenty-three years in an attic before undergoing an eighteen month restoration. Changing hands several times thereafter, the Villiers-powered machine was re-registered with the DVLA by its previous keeper, Kenneth Blake, who also obtained a Pioneer Certificate for it. Part of the late vendor’s collection since 2010, the Victoria will require recommissioning prior to use. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: 104 YUD Frame No: 07986 MOT: ExemptTriumph's ISDT inspired 650 twin desert racerAll alloy motor with a Lucas competition magSupplied with a dating letter and a current V5C Triumph is one of the most iconic and revered names in the history of motorcycling. Established in Coventry in 1885, by the start of the 1900s the company had made its first motorcycle, beginning a continuous run of production under various ownership until its eventual closure in 1983. In 1937, the Edward Turner-designed Speed Twin was released, launching a range of Triumph twins that went on to epitomise British motorcycles in the post-war years. The single-carb 650 Trophy was considered to be the best all round model and proved very popular in the USA. Inspired by success in the ISDT, the 650 model introduced in 1956 featured an all-alloy top end and a Lucas "Red Label" competition magneto. It immediately became a favourite with American off-road racers taking the first 3 places in the Big Bear Run in the Mojave Desert, and ridden to good effect by riders such as Bud Ekins and Steve McQueen, in many other events. This 650 Trophy, being offered at 'no reserve', is from a deceased estate, so not much is known of its history. According to the Triumph Owner's Club dating letter, it was despatched to the Triumph Corporation in Baltimore in May 1957 before being repatriated and registered in the UK in 2010. It looks to have been stood for a number of years, so will need recommissioning before use, but the engine turns over on the kickstart. A good-looking bike with its Siamese 2-into-1 upswept exhaust and air scoop front brake it comes supplied with various import letters, a few receipts, some handwritten notes of its restoration, a dating letter, an instruction manual and a current V5C. For more information, please contact: Ian Cunningham ian.cunningham@handh.co.uk 07415871189

Registration No: SL 9992 Frame No: 39887 MOT: ExemptPart of a private British motorcycle collection since 1986Used for numerous Pioneer Runs (including the 75th)An older restoration which has mellowed nicelyBetter known for its bicycles and motorcars, Rover produced motorcycles too on a somewhat sporadic basis between 1902 and 1924. Debuting at the 1910 Olympia Show, the Rover 3½hp was designed by John Greenwood (who would later become the mainstay of Sunbeam motorcycles). Powered by a 500cc single-cylinder engine (85mm x 88mm) equipped with a Brown & Barlow carburettor, Bosch magneto and spring-loaded tappets, the newcomer also featured an innovative inverted tooth drive chain and ‘Druid’ spring forks. An expensive machine at £55, the Rover drew widespread praise for its performance and build quality.Treated to a high quality restoration prior to being re-registered with the DVLA as ‘SL 9992’ on January 9th 1985, this delightful Rover was acquired by the late vendor for his extensive British motorcycle collection a year later. Predominantly kept on static display for the past four decades, the 3½hp has also participated in several Pioneer Runs (indeed, it still wears a roundel for the 75th one). Benefiting from a Sturmey Archer three-speed hub, the Rover will require recommissioning prior to use. The motorcycle’s Pioneer certificate has been mislaid but its V5C Registration Certificate remains on file. Attractive, unusual and offered without reserve. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: 3191 PE Frame No: 527255 MOT: ExemptRegistered new on November 8th 1963 in Carshalton, SurreyFull documented ownership historyBuff logbook and large history fileTransferable registration numberVery high quality restoration and arguably the best standard restored GT200 you will findV5C for use on UK roadsThe Lambretta TV175 series 3 was launched in March 1962 and it was the first scooter supplied with an internal disc brake. It was a remarkable change from the previous TV175 series 2 with new sleek slim styling. The front shock absorbers were enhanced with extra dampers as in the previous TV series 2 models. The TV series 3 also had larger silent blocks than the previous engines and it had a very good reputation as a smooth and well-balanced scooter with great handling attributes. The larger engined TV200 quickly followed the TV175 slim style in early 1963 at the specific request of the British importer Lambretta Concessionaires who wanted an even more powerful model than the TV175 to satisfy their customer base. Genuine TV200 Lambrettas were instantly recognised as the GT200 to differentiate them from the TV175 models.This beautifully restored example of a genuine GT200 was sold new by Surrey Scooters and has always been in Surrey ownership. Sold new to a Thomas Dawson on November 8th 1963 it was then sold to a David Stagg in 1968 before being sold to legendary Lambretta guru Chuck Swonnell whose name appears on the original buff log book. Chuck owned the scooter for approximately 40 years before leaving it in his will to his friend Vic Dickens who in turn sold the scooter to our vendor just over a year ago.The striking aspect of this GT200 is the sheer quality of the restoration and the fastidious attention to detail. The vendor is a collector of Rimini Lambretta restorations and that is the bar that this scooter has been matched to with an eye for detail to the standard of his other scooters. On close inspection there is beautiful detailed attention to every component and nut and bolt. The panels all fit and line up perfectly and the 2 pack paint standard is astonishing. The chromed parts were electroplated by S&T Bristol. All over the scooter the original parts were reused. NOS Carello headlight and NOS CEV rear light fitted. Wherever the original could not be reused only high quality Casa or Scootopia parts were used, save the Pegasus seat which is the very high quality Scooter Centre version. All keys fit and work perfectly. The side panels used are the later version with flashes as that was the preference of the vendor however the original earlier style panels are supplied with the scooter. The engine has been fully rebuilt and tuned as a standard TV200 by John Balcome of JB tuning to be as perfect as it could be. Our consultant was able to ride this GT and it rode as a brand new scooter, smooth and powerful.A GT200 with the first buff logbook is a rare find in itself. To have the whole history from new is even rarer and a restoration of this magnitude and quality costs many many thousands of pounds. This wonderful scooter represents an extremely good investment and is one of the best GT200s we have ever seen. This scooter was sold to the vendor at the H and H Vintage Scooter auction in December 2022 for the price of £20,930 including fees. However, a change in circumstances means the vendor has decided to sell all of his scooters. This opens up an opportunity for a new custodian of this special scooter as the reserve has been set to sell.There is a V5C present for use on UK roads. For more information, please contact: Paul Diamond info@vintagescooters.co.uk 07768 313001

Registration No: KNU 484D Frame No: 1009169 MOT: ExemptMust be one of the first UK registered bikesLarge document folder of receipts and photosSupplied with 2 green logbooks and a V5CThe Honda Motor Company was founded by Soichiro Honda in 1937, initially producing piston rings for Toyota. They made their first motorcycle in 1949 and within 10 years had become the biggest motorcycle manufacturer in the world and have gone on to produce over 400 million two-wheelers as well as millions of other powered products. The CB450, commonly known as the 'Black Bomber', was first shown in UK at the Brighton Speed Trials of September 1965, with its engine not yet run-in it achieved a standing-start kilometre time of 30.1 seconds and a terminal speed of 100 mph. The bike had excellent engineering for the time, including an electric starter, horizontally split crankcases and radical torsion bar valve springing instead of conventional coil springs. In December 1965, the UK magazine Motor Cycle reported that UK sales were planned from February 1966 with price tag of £360, about the same as a British 650cc pushrod parallel-twin. Honda entered a bike to be ridden by Mike Hailwood in the 1966 500 mile production race at Brands Hatch, but he was only allowed to do some demonstration laps as the bike was barred from competing in the 500cc category because the organisers deemed it 'could not be classified as a production machine as it had two overhead camshafts'! This 'Black Bomber' was first registered on the 15th February 1966, so must be one of the first examples sold in the UK. Supplied by Bill Lomas Motorcycles in Clay Cross, an ex-world champion and TT winner, it was restored in the early 2000s, keeping as much originality as possible. The bike comes together with a large folder including a photographic record of it being re-assembled, over 50 receipts, the original and a continuation green logbook, some old MOTs, its 1970s petrol rationing book and even the original supplying dealer's label. Owned and ridden by an enthusiast for the last few years, it ran whilst being photographed and comes supplied with the current V5C. For more information, please contact: Ian Cunningham ian.cunningham@handh.co.uk 07415871189

Registration No: UNM 510W Frame No: 901097 MOT: ExemptDucati's tribute to Hailwood's famous 1978 TT victoryA 1981 model with a steel tank and two-piece fairingBeautifully presented and supplied with a current V5CDucati was established in 1926 by Antonio Ducati and his sons, initially producing electrical components. After WWII they moved into motorcycles with the Cucciola, essentially a pushbike with a clip-on engine, but by the 1960s had become associated with performance bikes selling a range of sporty 250 and 350 singles. In response to the demand for larger capacity bikes, chief engineer Fabio Taglioni designed the classic V-twin bevel drive engine first used in the 1971 GT750. This proved to be an immediate success, helped considerably by Paul Smart's win in the 1972 Imola 200 race. This started a long tradition of race-winning V-twins that have gone on to dominate World Superbike racing over the years. In spite of Ducati's continued success in World Superbike and Moto GP, their most famous victory was Mike Hailwood's amazing victory in the 1978 IOM TT Formula 1 race. After retiring from bike racing in the late 1960s and carrying injuries from his Formula 1 car racing career, he won his comeback race adding to his already legendary status. After Mike's spectacular victory on the NCR Sports Motorcycles Ducati, the factory commemorated his win with the introduction of a race replica based on the 900SS. Originally titled the ‘900 Replica’, the 1979 model was only produced in a limited run of around 200 bikes and had a fibreglass cover over a regular 900 Super Sport fuel tank. By 1980 onwards the fuel tank was made from steel but the bike was essentially the same as the 1979 version with Brembo brake callipers and Dell’Orto carburettors. This beautifully presented and mostly original Mike Hailwood Replica was recommissioned by Steel City Classics a while ago after being displayed in a Scottish motorcycle shop window for the previous 10 years. It is a 1981 model with a steel fuel tank and two-piece fairing, but without the side panel/battery covers fitted to the later versions. The fuel tank has been taken apart by Devon Bike Tank Restorers, blasted clean, lined with an E10-resistant coating and then professionally repainted at a cost of over £1400 in 2023. It is fitted with stainless steel silencers and comes supplied with some receipts, a couple of manuals, some old MOTs and a current V5C. Run last summer (see video) it has been dry stored since in a heated garage. For more information, please contact: Ian Cunningham ian.cunningham@handh.co.uk 07415871189

Registration No: JO 1170 Frame No: 1030 MOT: ExemptBuilt for, and ridden by, George Brough himself in the 1930 MCC Edinburgh TrialFeatured in publications and Brough recordsRestored by marque guru Tony Cripps in 1980Previously on loan to the National Motorcycle MuseumEarlier design high-level exhausts on each sideOne of the great ‘rider manufacturers’, George Brough was born in 1890 and began competing sixteen years later. His successes helped put his father’s motorcycle business – W.E. Brough – on the map. The latter introduced a new ‘flat tank’ twin-cylinder machine in 1913 which formed the basis of the marque’s offerings going forward. Living in and around Coventry and working for White & Poppe during the Great War, George Brough took the opportunity to buy, sell and assess no fewer than thirty-four British and American motorcycles. This research led him to believe that by assembling the best proprietary components available to his own design he could create something better. Hence the idea of the Brough Superior was born. The very first machine to bear the famous name debuted not at a motor show but on the 1919 MCC Land’s End Trial. Road registered with the Coventry number plate ‘HP 2122’ (which appeared on countless Brough Superiors thereafter), its build quality was as impressive as its performance. Operating from premises on Hadyn Road in Nottingham, George Brough aimed right at the very top end of the market. Handbuilt, his motorcycles were likened to the very best suits or shotguns being tailored to their owners’ physiques. The company’s first Super Sports model, the SS80, debuted in 1924 and was advertised as being capable of accelerating from 8mph to 80mph in top gear. However, it was the follow-up SS100 with its certified 100mph performance which truly captured the public’s imagination. Among the very fastest machines on either four- or two-wheels that money could buy (specially tuned versions were clocked at over 130mph), the flagship Brough Superior was as beautifully styled as it was exquisitely finished. Progressively developed, the SS100 could be had with a sprung Bentley & Draper frame from 1928 onwards and made the switch from JAP to Matchless V-Twin power eight years later. Only ever made in tiny numbers, the Brough Superior Club estimate that 383 SS100s were completed between 1924 and 1940 (281 JAP vs 102 Matchless). Ever the keen competitor, George Brough ensured that his most famous creation was contesting events (often in his hands) up until 1939. Such was his desire to win that when loaned a SS100 Combination for a re-enactment of the MCC Edinburgh Trial during the 1950s he reputedly stripped and rebuilt it before tackling the first stage!According to the Brough Superior Club, just 21 SS100s were produced in 1930 including this particular example - Frame No. 1030 - which was completed during May for none other than marque founder, George Brough, to ride during the upcoming MCC Edinburgh Trial. Held over June 6th -7th, the two-day event was open to motorcars and motorcycles alike and saw competitors race from London to Edinburgh and back again via a series of demanding road and trial stages (covering the best part of 1,000 miles). A keen participant, George Brough won the Trial in 1910, 1911 and 1912 aboard his father’s machines and knew the prestige it held among the buying public. Brough Superiors in both solo and combination guises were frequent entrants up until the outbreak of World War Two. As with any SS100, Frame No. 1030 was tailored to George Brough in terms of its handlebar layout and seating to ensure motorcycle and rider were as one. The rough nature of the trial sections could well explain why it was fitted with the older-style high set exhaust pipes. The rest of the bike was bang-up-to-date with a Bentley & Draper sprung frame, ‘super heavyweight’ Sturmey Archer three-speed gearbox, Castle front forks and doubtless a slightly ‘breathed on’ JAP 986cc V-Twin engine. Appearing on the Trial with the same Works registration number - ‘HP 2122’ - that had graced the first Brough Superior (and which George Brough appended to numerous machines over the years without always feeling the need to inform the relevant authorities), Frame No. 1030 was ridden with his trademark gusto. A wonderful image of the SS100 skirting a stone wall whilst being gunned uphill was captured by the photographer Bill Brunell and has appeared in numerous publications. Acquiring its current number plate ‘JO 1170’ in August 1930, Frame No. 1030 remained a fixture in and around the Works for the next few years. Part of a winning team in the Inter Club Trial, the SS100 was also snapped on a 1930s Continental Tour somewhere in the Mosel, Freiburg region. Interestingly, Frame 1030 was back at the factory when its own number plate ‘JO 1170’ was briefly appropriated by one of the Austin Seven-engined Brough Superior BS4 motorcycles indicating that its then owner was known to George Brough or at least had ties to the company. Surviving World War Two, the SS100 is known to have belonged to R.A. Bill by 1963. Resident in the Stratford-upon-Avon Motor Museum a decade or so later, it passed to Robert Brown during 1978. Restored by acknowledged marque guru Tony Cripps in 1980 and pleasingly retaining its original JAP engine, Frame 1030 passed through the hands of renowned dealer (and collector) Bryan Verrall before joining the National Motorcycle Museum’s collection where it has been proudly displayed ever since. A reluctant sale but in a very good cause, the Museum are hopeful that they will have ‘JO 1170’ running again by auction day. Any 1930 Brough Superior SS100 is a seriously rare and special motorcycle but to have the very Works-prepared machine which George Brough used to contest that year’s gruelling MCC Edinburgh Trial is something else again! For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: ELK 559 Frame No: M8-1898 MOT: ExemptOn offer for the first time in 67 yearsA very much cherished SS80Known to the Brough Superior Club and 'correct numbers'Starts with ease and runs very wellComplete with a current V5C and a copy of the works record cardBrough Superior is probably the most iconic and evocative name in motorcycle history, being made by George Brough in his factory on Haydn Road in Nottingham from 1919 to 1940. Only approximately 3,048 examples were manufactured over the 21 years of production and there is thought to be only around a third of those still in existence. George Brough was a racer, designer, and showman, his father William E. Brough had been making Brough motorcycles in Nottingham since 1908 and continued to do so until 1926, but George was convinced he could improve on his father's designs, adding 'Superior' to the name to emphasise this. His motorcycles were all designed to offer high levels of performance and exceptional build quality with most being custom-built to the customer's needs, rarely did any two leave the factory in the same specification. His flair for marketing was highlighted when he successfully sought permission from the illustrious car maker to describe his machines as "The Rolls Royce of Motorcycles". After final assembly each bike was test ridden to ensure that it performed to specification and was personally certified by George Brough. George built up an impressive client list, the most famous being T. E. Lawrence "Lawrence of Arabia" who owned eight Broughs throughout his life. The SS80 was offered alongside the SS100 and the 11-50 models. Initially powered by a 988 cc J.A.P. sidevalve engine, later replaced by a 982 cc Matchless V-twin engine, it was guaranteed to reach speeds of 80mph, hence the name and impressive for its time. George Brough himself used a specially-tuned SS80, nicknamed “Old Bill,” to achieve notable racing success, including lapping the Brooklands track at over 100 mph. Of the 1,086 SS80s made, 460 were fitted with the Matchless powerplant. According to the Brough Superior Club, Frame No. M8-1898 was despatched from the Works with an Alpine Grand Sports sidecar chassis carrying a Cruiser body not to mention a Smiths 8-day clock. First registered as ‘ELK 559’ on November 19th 1937 to Messrs Godfrey Ltd of Great Portland St, London, the Combination entered the current family ownership some twenty-one years later. Acquired to meet the needs of a growing brood with a BSA A10 being swapped in the process, the Brough Superior required attention to its sidecar. A methodical individual, the late vendor created a facsimile of the original Cruiser body which was so good that the Brough Superior Club asked if he would make further copies for other members (an idea he declined due to the time the project had cost him). Subsequently treated to an extensive restoration during the late 1970s / early 1980s and used regularly since then, the way that the SS80 presents today is a testament to the quality of the workmanship involved. Well-maintained, ‘ELK 599’ is said to have undertaken numerous post-refurbishment trips all over the South of England. Starting readily and running well during our recent photography session, the Brough Superior is reportedly an ‘all correct numbers’ machine. Now exhibiting a gentle patina, this delightful Matchless-engined SS80 Combination is seemingly ready for its next long-term custodian. Offered for sale with copy Works Record Card, continuation logbook and sundry paperwork. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: XVV 737 Frame No: 5106 MOT: ExemptAll correct numbers machineAn unusual Vintage machineAn older restoration, still very presentableCurrent V5C on file, with a folder of paperworkStill has ACF 50 coatingIn partnership with H.M. Nielsen, Peder Andersen Fisker from Denmark produced electric motors and from around 1910 the first vacuum cleaners in Europe. Fisker believed he could develop a motorcycle and in late 1918 decided to construct a prototype to his own design. Initial sales were not good and Fisker began entering his design in competition events, often with a sidecar attached, and built up a good reputation for the machine. Unfortunately, an economic recession in the 1920s resulted in production being discontinued in 1926 after only 1,300 machines had been produced. With his son Anders, Fisker started designing a new machine in 1932 and by 1934 was able to demonstrate a new Nimbus motorcycle, the Model 'C'. It retained the inline 4-cylinder engine configuration and shaft drive but had a completely redesigned top end producing 18bhp and a frame made from 40mm x 8mm steel flat bar using riveted construction. Not many bikes were exported, and the Nimbus has now attained almost iconic status, not only in Denmark but also abroad where it’s very individual character makes it a machine of unusual technical interest. Restored in 2015, there are bills for over £4,000 (on file) for the restoration of this machine, aside from the cost of purchase. The restoration appears to have been carried out to a good standard. An unusual machine, being a Nimbus and a 750/4 cylinder, it was seen as a very different machine to have in a collection and was subsequently purchased by the current owner, although the Nimbus has not been used for the last couple of years and would now require some checking over before putting it back on the road. This example is offered with a current V5C on file and a folder of paperwork. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: Unregistered Frame No: 01630002 MOT: ExemptExtremely original with one reported owner from newVery rare to find a 42L2 like this Last on the road in 1977 confirmed by tax discDouglas Vespas have in recent times emerged with a special rarity and collectability status. The 42L2 although still a ‘handlebar’ Vespa was a new design and a departure from the previous Douglas Vespa models; The Rod model, and Model G and GL2 which had the headlight precariously perched on the front of the leg shield. The many changes on the new ‘world scooter’ design saw a new headlamp layout on the handlebars with a speedometer incorporated and the control switch and various engine improvements were introduced throughout. These brought the British Vespas up to a parity with the then other ‘world scooters’, the Italian ‘Struzzo’ and French ACMA V56 amongst others. The British Douglas scooters were however painted in different and unique colours from the rest of the world. The 42L2 much rarer with its shorter fuel tank than the 92L2 was uniquely sold with a bench seat as standard.We present here a magnificent 42L2 in totally original and correct condition. Discovered in a probate house clearance it was purchased from the daughter of a lady who had used it up until she had a spill in 1977 which was when it was last on the road, although with the speedometer mileage at 19,133 miles she was certainly used well. Stored in a dry garage since, we note the original dealer motif is present from Moss Ltd of Cambridge. This originality is rare to see. The original bench seat cover is in remarkably good condition. Solid and showing no signs of repair, the running in transfer is still visible. The original Lucas electrical equipment lights and lenses including battery are all present. We note that all over the machine it is exactly how it came out of the factory save some wash paint over the side panels which will almost certainly be easily be removed. Engine number matches the chassis and the originality stretches to the original D Douglas hand grips and even the original Pirelli tyres. It's understood the number 'RCE 88' could be retained with the aid of a dating certificate from the VVC of which one is included. For more information, please contact: Paul Diamond info@vintagescooters.co.uk 07768 313001

Registration No: Unregistered Frame No: 150LiS 255324 MOT: ExemptCompletely original genuine Golden Special Correct numbersNOVA for easy UK registration or exportThe ‘150 Special’ debuted at Milan in 1963. The tuned engine and close-ratio gearbox made for a faster 95kmh machine with much-improved acceleration over a standard Li. The Special 150cc engine/gearing combination on these models was also particularly sought after by Lambretta racers who raided the machines for engines and this has contributed to the rarity of them in an original state.Here we present a complete and extremely original and honest Golden Special for conservation or restoration. Something special, it has a NOVA on file for simple UK registration or easy export. The panels look to have never been removed and the side panels fit perfectly well. The previous Italian owner must have had some taste as it is possible to see the shadow on the side panels where Vigano knuckles once adorned them. Still 6v, completely un-messed with, save for some over-paint, easily removed if required. The engine turns but is missing stator and flywheel which are easy to source. The seat is the original correct Green colour for Golden Specials. For more information, please contact: Paul Diamond info@vintagescooters.co.uk 07768 313001

Registration No: N448 HGP Frame No: 1HD1CAP17SY225969 MOT: NoneHarley XLH1200 Sportster based Cafe RacerMany parts supplied by Red Max Speed shopA real crowd puller, supplied with a current V5CHarley Davidson was established in Milwaukee in 1903 and has gone on to become one of the world's most iconic and longest-running motorcycle manufacturers. Harleys epitomise large-capacity cruisers; many have tried to copy them but have never quite managed to match the Harley image and prestige. The Sportster range has been produced continuously since 1957, powered by the classic air-cooled V-twin engine in a simple chassis, the model has formed the basis of many custom specials over the years. This XLH1200 Sportster was converted into Cafe Racer trim by the vendor in 2019 using many parts supplied by Red Max Speed Shop. This rebuild included a race-style Lyta fuel tank, a single sports seat with a custom-made pad, alloy front mudguard, ARH custom chrome switchgear, chrome clutch and brake master cylinders, new brake disc and Venhill stainless hoses. The wheels have been rebuilt using Morad alloy rims with stainless spokes shod with a pair of Avon Roadrunners. As a finishing touch, it is fitted with a chrome Kuryakyn Hypercharger air filter. A more unusual take on the popular Cafe Racer style special, the vendor reports that this stand out machine always draws attention at bike meets. It's offered with old MOTs dating back to 2013 and current V5C. For more information, please contact: Ian Cunningham ian.cunningham@handh.co.uk 07415871189

Registration No: H401 EFE Frame No: GR7AA 103078 MOT: March 2026Classic Suzuki Blue/White race team coloursFitted with a Black Widow Carbon end canServiced and MOT'd recently, with a V5CThe Suzuki Motor Co. was established in 1909 by Michio Suzuki to produce machinery for the cotton industry. An initial diversification into 4-wheeled transport was curtailed by WW2 but after the war, Japan had a need for cheap reliable transport so Suzuki, like a lot of others around the world, began to produce clip-on engines for pushbikes. These proved to be an immediate success and soon they were making full motorcycles, by the early 1960s they were second only to Honda in number of two-wheelers manufactured. The oil-cooled GSXr750 was launched in 1985 and revolutionized the sports bike market, making all the other manufacturer's offerings obsolete overnight and dominating production-based racing around the world. Suddenly you could go to your local shop and buy a race ready bike over the counter, just take off the mirrors and indicators and race it that weekend. Famously Trevor Nation rode an early GSXr750F to a couple of Formula One World Championship races in Portugal and Spain with his tent strapped on the back, running in the top six in both races until problems with the gear change linkage slowed him down. The GSXr range eventually spread out to include race replicas from 250cc to 1100cc models. By the early 1990s the bikes became water-cooled to comply with noise regulations, but the 'Gixxer' range kept its reputation as the sports bike rider’s choice. This oil cooled GSXr750 Slingshot is presented in essentially original condition fitted with a stainless and carbon Black Widow exhaust and a single seat convertor. The 1990 'L' model was the first to be fitted with upside-down front forks and the engine had reverted to the earlier long stroke design more favoured by racers. A bike that was built to be used and abused in its day, few will have survived in original and standard condition and many have suffered the ignomy of being converted into Streetfighters. This good example is still a very usable performance bike that has all the potential to be a fast appreciating future classic. It has only had 2 owners since 1997 and has been serviced and MOTd in March this year and will be supplied with a current V5C. PLEASE NOTE :- Unfortunately, this bike suffered damage in transit on its way to the auction to the right hand mirror, upper fairing and screen. Extra photos have been added to how the extent of the damage. For more information, please contact: Ian Cunningham ian.cunningham@handh.co.uk 07415871189

Registration No: FC 5792 Frame No: 20034 MOT: ExemptPart of a private collection for many yearsReportedly subject to a 'concours quality' restoration in the pastA charming Vintage SunbeamRenowned for its Sunbeam bicycles, the Wolverhampton-based firm of John Martson Ltd transitioned into motorcycle manufacturing during 1912 (later than many rivals). Launched the following year, the 3½hp model introduced the ‘black enamel heavy, nickel plating light’ aesthetic for which the marque would become famous. Designed by John Greenwood, who had previously worked at Rover and JAP, the newcomer’s 499cc sidevalve engine proved torquey and reliable. Scooping the 1914 TT Manufacturer’s Award, the Sunbeam 3½hp saw extensive service during WW1 and remained in production until 1926. Bought for the late vendor’s collection because it was in such good condition following an extensive, reportedly ‘concours quality’ restoration, this Sunbeam has been on static display for many years. The engine has been turned to keep its internals free but the 3½hp will require recommissioning prior to use. Offered for sale without reserve or paperwork, the number plate shown on the motorcycle still appears on the DVLA and HPi databases. As such, it is hoped that a new owner could reclaim it via a V62 application. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: Unregistered Frame No: 313438 MOT: ExemptOffered from a deceased estate and long term ownershipNear-complete projectDisplaying nice period featuresDesigned for the war effort (WWI) The Model H was available from February 1915 and continued in production right through to 1924. 1919 was an interesting year for the Model H, for someone to purchase a post-war 1919 machine brand new must have meant that they had good reason to spend extra on a new ‘civilian’ machine rather than the glut of army surplus machines. This 1919 example comes to auction from a deceased estate following many years of long term ownership. Pulled from a garage, the paint and stickers still present very well and mechanically it appears to be near completion, perhaps requiring a drive belt and the top-end finishing off. Little else is known about the history of this machine, so it presents as a near-complete project for someone else to work on and enjoy. With information kindly supplied by a marque specialist, we believe the engine number on the block is 64113, with the letters HTO suggesting a likely build date of July 1919, although the gearbox and gearchange lever do not appear to be the correct 1919 Sturmey Archer specification. The frame is also believed to be an early 1920's specification and the number could be read as ‘313438’, the first two digits being hard to read. Unfortunately, we don't expect there to be any paperwork present. For more information, please contact: Oliver Fernyhough-Martin oliver.fernyhough-martin@handh.co.uk 07483 361000

Registration No: PFE 807P Frame No: Z1F 094781 MOT: ExemptAuthentic restoration to period specificationBelieved imported from New Mexico, USA, a few years agoSupplied with many receipts and a V5CKawasaki Heavy Industries is one of the largest corporations in Japan producing a wide range of products from rolling stock to ships. After taking over the ailing Meguro Motorcycle Company they began manufacturing motorcycles under the Kawasaki name in the early sixties, first continuing development of the K1 BSA A10 copy but soon moving on to build a reputation for high performance two-stroke twins and triples. In the early '70s, the four-stroke four-cylinder Z1 was initially developed as a 750cc to compete with the new Honda SOHC 750 but Kawasaki held the bike back until 1973 so it could be increased in capacity, setting a new benchmark for superbike performance. With its DOHC 900cc engine offering a top speed of over 130mph it easily became the fastest mass produced bike in the world This KZ900A4 looks to have been imported from the USA, and most likely manufactured in Kawasaki's Nebraska factory in Nebraska where bikes for the home market bikes were made, hence 'KZ' instead of 'Z' as in the UK. The A4 model was towards the end of the original 903cc bikes with wire wheels and the single disc front brake before it was bored out to 1000cc for the later models. A Dating Certificate from the Kawasaki Owner's Club suggests it was built in September 1975 and is presented in typical 1970s specification with a stainless-steel 4-into-1 exhaust, K+N style air filters and chromed engine covers, the sort of modifications most owners did to their bikes at the time. It is offered with many receipts, mainly from Z-Power, its original New Mexico US Title, a dating letter and a current V5C.Please Note :- The vendor carried out a top end overall a few years but had not run it since. On firing up just before sending to the auction, he noticed a leak at the cylinder head/cam chain tunnel area that will need attention. For more information, please contact: Ian Cunningham ian.cunningham@handh.co.uk 07415871189

Registration No: 522 UYW Frame No: 74135289 MOT: ExemptOlder restoration of a desirable IndianStill retaining its left-hand throttlePart of a collection of machinesUK registered with V5CThe Indian 741 was designed in 1939 to be used mainly for the US army and the armies of its allies. The 741 had a flathead V-twin based upon the civilian Thirty-Fifty model and was mainly used by couriers and scouts due to its lack of performance, but was very durable. A hand-change three-speed transmission with a foot-operated clutch was a typical practice for the day. The configuration is very similar to its bigger brother, the 750cc Military Scout (model 640B), however, the 500 was built lighter as regards to both frame and engine, there are also many differences in detail. The 741 production ran for about 6 years, until 1944, with about 35,000 machines being made. This wonderful 1942 Indian 741 was purchased by the current vendor for his collection of machines in 2020. The Indian was restored by a previous owner and its paintwork has mellowed very well. The 741 still retains its left-hand throttle, as per manufacturer specification. Since in the current ownership, it has been run occasionally however would benefit from the usual checks before putting it back on the road. This desirable Indian is offered with a current V5C on file. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: HVS 124 Frame No: P14/84036 MOT: ExemptClassed by the vendor as a Triton 'resto-mod' machineMany modern upgrades fitted during the buildThousands spent during the buildOne of the classic images of the 1960s heyday of British motorcycling is the Triton, a perfect blend of the legendary Norton featherbed frame and the Triumph twin engine. The 'cafe racer' style is still popular today with most modern-day manufacturers including the style in their range. Unfortunately, the original Norton engines were not as reliable, so an obvious answer was to replace them with the stronger and more readily available Triumph twin, starting a whole cottage industry in handmade specials. This 1959 Norton/Triton cafe racer is very interesting as it has several modern upgrades that have been utilised during the build. It started life as a 1959 Norton Dominator frame and fitted with a 1976 Triumph T140V engine which has a modern left-hand gearchange. It is believed to have been built by JMC Classics' John Mossey several years ago, which included being fitted with a full ally fuel tank with a Monza cap, electronic ignition with 12volt electrics, front and rear hydraulic disc brake conversion with a splined front hub, a Bob Newby racing dry clutch, and primary belt drive conversion. Other upgrades are Mikuni flat slide carbs, Hagon shocks 'Goldie'-style exhaust and alloy rear sets. The modern touch to this machine gives the best of both worlds, new and old and great in modern-day traffic. The Triton has been in a private collection and has not been used in the last year. Some general checks would be advised before putting it back on the road. It is offered with a current V5C. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: UG 8451 Frame No: Y2882 MOT: Exempt500cc twin port single cylinder modelGirder front forks with a rigid rear endSupplied with a buff logbook and a V5CLike many British motorcycle companies, Ariel began producing bicycles in the late 1800s eventually progressing onto motorcycles in 1902. After a typically rocky few years for manufacturers in the early part of the century, in 1932 Jack Sangster bought Ariel from the receivers at a bargain price. The company was renamed Ariel Motors (J.S.) Ltd, and promptly resumed production in a new factory in Selly Oak, Birmingham and one of their first bikes produced was the OHC Ariel Square Four designed by Edward Turner and the updated Ariel Red Hunter single in various engine sizes. The new models proved to be such a success it enabled Ariel to purchase Triumph motorcycles, eventually becoming part of the BSA group in 1951. The 500cc VH model was the top of the Red Hunter range, a good-looking bike with the instrument panel in its Red and chrome petrol tank. This beautifully presented Red Hunter 500 has been part of a small private collection for the last 25 years after being supplied new on the 28th February 1934. The engine is the earlier twin-port design with the timing cover embossed 'RH' and two chrome high level exhaust pipes and silencers giving the bike a pleasing balanced look. The bike has been authentically restored keeping a good degree of originality with its instrument panel containing a full complement of gauges including a speedo, clock, oil pressure gauge and an inspection lamp. Started and run when being photographed, it comes with a continuation buff logbook dated 1946 and a few old MOTs together with a current V5C. For more information, please contact: Ian Cunningham ian.cunningham@handh.co.uk 07415871189 n

Registration No: Unregistered Frame No: 150LiS 219371 MOT: ExemptFrom a deceased estate. Priced to sellGood chassis number12v and straight project to finishThe ‘150 Special’ debuted at Milan in 1963. The tuned engine and close-ratio gearbox made for a faster 95kmh machine with much-improved acceleration over a standard Li. The Special 150cc engine/gearing combination on these models was also particularly sought after by Lambretta racers who raided the machine engines and this has contributed to the rarity of them in original state.This Special is complete save for the tool box hinge and lock. The panels appear to be super straight all over and there are many obvious original parts including Dellorto SH1/18 carburettor. The engine is free and had been painted so we were unable to decipher the numbers. There are no documents with the scooter. It is from a diseased estate and is priced to sell. For more information, please contact: Paul Diamond info@vintagescooters.co.uk 07768 313001

Registration No: BF 8203 Frame No: 2426B MOT: ExemptA very charming lightweight Vintage machineRestored a few years ago to a good standardIn good running orderCurrent V5C on fileThe first Calthorpe motorcycles were produced around 1909 powered by a 3½hp White & Poppe engine. In 1910, Calthorpe had six models displayed at the Motor Cycle Show at Olympia, some of which featured a 'free' engine clutch and two-speed gear. They were precision-engined models, with the top model being produced a couple of years later. In 1915 the range had shrunk to just two lightweights: a 292cc JAP and 243cc Peco-powered two-stroke, both of which featured chain-cum-belt transmission. On offer is a very charming Vintage lightweight machine which was restored to a very good standard a few years ago. The Calthorpe has been used sparingly since the restoration. We have been advised by the vendor that the Calthorpe is running very well and a delight to ride. Mechanically it is good and the magneto has benefitted from an overhaul in 2023. It is offered with a current V5C. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: KFV 617S Frame No: GS1000517392 MOT: ExemptA large amount has been spent since purchasedBrought to the UK in 2016A preventable Suzuki GS1000EA current V5C and NOVA paperwork on fileThe Suzuki Motor Co. was established in 1909 by Michio Suzuki to produce machinery for the cotton industry. An initial diversification into 4-wheeled transport was curtailed by WWII, but after the war Japan had a need for cheap reliable transport, so Suzuki, like a lot of others around the world, began to produce clip-on engines for pushbikes. These proved to be an immediate success and soon they were making full motorcycles and by the early 1960s were second only to Honda in numbers of two-wheelers manufactured. Better known for their two-strokes, Suzuki joined the four-stroke revolution in 1977 with the GS750, a bike that matched European standards of handling but with the Japanese build quality and performance levels. A year later the full 1000cc version was launched setting a new benchmark in the superbike division. This 1978 Suzuki GS1000E was originally despatched to the United States and later imported into the UK by the previous owner in January 2016. Since it has been in the UK, the previous owner set about a cosmetic restoration of the Suzuki, as it was in good order when purchased. In 2022, the engine was fully stripped and much work was carried out to the sum of £1,281.60 (receipt on file). There's a large number of receipts on file for parts obtained during its build, from many different suppliers. The vendor purchased the machine for his collection of motorcycles in 2022. During his ownership, it has been used sparingly up and down the road to keep the fluids moving around. Some light recommissioning may be required before returning it to the road. Accompanying the GS1000E is a current V5C, NOVA paperwork, receipts for parts and work and some DVLA correspondence. For more information, please contact: Mike Davis mike.davis@handh.co.uk 07718 584217

Registration No: GW 8492 Frame No: T1694 MOT: ExemptEarly OHC 600cc Square Four projectA challenging rebuild or 'parts bike'Supplied with a dating letter and a V5CLike many British motorcycle companies, Ariel began producing bicycles in the late 1800s eventually progressing onto motorcycles in 1902. After a typically rocky few years for manufacturers in the early part of the century, the company was bought by Jack Sangster from the receivers at a bargain price in the early 1930s. The company was renamed Ariel Motors (J.S.) Ltd, and promptly resumed production in a new factory in Selly Oak Birmingham. One of their first bikes produced was the Ariel Square Four designed by Edward Turner, who at the time was looking for work and showing drawings of his engine designs to various motorcycle manufacturers. The design was rejected by BSA but adopted by Ariel, becoming their prestige model for the next 30 years. In the days of predominately single-cylinder engines a square four layout was very advanced and the bike stayed in production until the late 1950s. The engine was initially a 500cc with overhead cams and was essentially a pair of across-frame parallel twins joined by their geared central flywheels before being bored out to 600cc in 1932. A very expensive engine to produce, it was given a major revamp in 1939 to become an easier to manufacture 1000cc motor with overhead valves (OHV) in place of the overhead cams (OHC). This Square Four project has been part of an enthusiast small private collection of this rare and extremely collectible model. According to records supplied by the Ariel Owner's Club, it was despatched to Rowland Smith Ltd in London around February 1932, fitted with engine no.T702 and first registered on 'GW 8492'. At some stage in its life it was exported to Canada, being repatriated in 2007. With the help of Michael Worthington Williams and a 1955 tax disc the original registration number has been recovered. The innovative Ariel Square Four remains unique in the history of motorcycling, with only Suzuki many years later producing a very different two-stroke Square Four 500cc model. Promoted as 'a true gentleman's motorcycle', it is now highly prized by discerning enthusiasts, especially the early overhead cam models. Study the images carefully because what you see is what you get! There appears to be no internals within the engine, however, it is supplied with the parts shown, letters from the owner's club, correspondence concerning reclaiming the registration number, the Canadian Title and a current V5C. A challenging rebuild project, parts bike or even the basis of an interesting special. For more information, please contact: Ian Cunningham ian.cunningham@handh.co.uk 07415 871189

A silver cigarette box, 11.2 x 9.2cm. x 5cm. high, together with a silver engine turned cigarette case with gilded interior. (2)

A Victorian silver squeeze action tobacco box, Benjamin Barling, London, 1852, of rounded oval form, engine turned weave design, the hinged cover with central shield shaped foliate cartouche, inscribed 'I Leadbetter ~To~J W Baxter', opening to reveal gilt wash interior, stamped 'B.BARLING & SONS CLASS 29', 9cm. at widest, weight 3.09 tr.oz. * Laxey pipe factory collection.

A collection of vintage silver jewellery, to include a silver and moonstone necklace; Hungarian silver coin bracelet; silver engine-turned oval chain cufflinks; two silver cameo rings, together with a marcasite leaf brooch. (6)