Registration : ESL 356 Chassis Number : F4 34839 Engine Number : F4 34839 Odometer reading : 19 miles Estimate : £6,000 - £9,000 Introduced at the 1927 Motor Cycle Show, the ES2 sports roadster used the Model 18's overhead-valve engine in the cradle frame of the overhead-camshaft CS1 and from then onwards, the 'ES2' designation was always applied to Norton's top-of-the-range, overhead-valve single. Although originally launched as a sports motorcycle, throughout its long life it was gradually overtaken by more powerful models. It remained popular due to its reliability and ease of maintenance as well as the traditional design. From 1947, the ES2 had an innovative hydraulically damped telescopic front fork and race developed rear plunger suspension. From 1953 it had a single downtube swinging-arm frame and was up-rated to the Rex McCandless Featherbed frame in 1959 featuring an improved AMC gearbox, revised cylinder head, crankshaft-mounted Lucas RM15 60-watt alternator with coil ignition and an eight inch front brake with full width hubs. The wideline Featherbed-framed bike was road tested by The Motor Cycle on June 4, 1959 and found to have a mean top speed of 82mph with petrol consumption of 56mpg at 60mph. This 1951 Norton ES2 was subject to a ground up restoration in the mid 1990's and remained in a private collection until it was purchased by the vendor in 2013 who advises us that it has been fully maintained and is ready to be used on the road. Finished in the Norton International colours of silver and black, this ES2 is supplied with a V5C registration document and represents a proper classic motorcycle from one of the best known British manufacturers.
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Registration : EAS477 Chassis Number : GA7.13974 Engine Number : DA10R 3566 HC Odometer reading : 6,270 miles Estimate : £7,000 - £10,000 Widely recognised as one of the most desirable of all factory built 'café racers', the Rocket Gold Star arrived in 1962 along with the first of BSA's new unitary construction range. A combination of Gold Star parts and the A10 Super Rocket 650cc twin-cylinder engine, this represented the last of the old 'pre-unit' line rather than a new departure and thus was destined to be built for eighteen months. The idea of making what was effectively a twin-cylinder Goldie originated with Banbury motorcycle dealer Eddie Dow, who had built up a considerable body of expertise in looking after BSA's high-performance single cylinder machines. Dow believed that his hybrid would bridge the gap between the end of Gold Star production and the introduction of new unitary construction sports models, and so it proved so. The Super Rocket engine's compression ratio was raised to 9.25:1 for the RGS and claimed maximum power increasing to 46bhp. But for some reason best known to BSA, the RGS frame was unique, although not that different from the production A7/A10 item, as was the wider dual seat. The model was offered in a number of different forms and with a host of options relating to controls and equipment. Motor Cycle tested a Rocket Gold Star in November 1962, summing up the new BSA as a 'scintillating high-performance road burner: good brakes, excellent rider comfort and docile traffic manners.' A top speed of 105mph was achieved. This BSA Rocket Gold Star 650 Replica was based on a 1961 BSA A10 Super Rocket. It was brought up to the Rocket Gold Star specification in 2006 when it was restored and included changing the mud guards, chain guard, fitting a new petrol tank and fitting the correct, cable driven twin instrument cluster. This excellent example is supplied with a V5C registration document and an MoT test certificate which expires in September 2015. Around 1,800 original Rocket Gold Stars were made over an eighteen month period and, today, genuine examples are rare and highly sought after. This is an opportunity to own the closest you can get to the original but at half the cost.
Chassis Number : ZDMH200AAWB000009 Odometer reading : 5 km Estimate : £55,000 - £65,000 The 1999 Ducati 996SPS is one of the celebrated line of homologation specials produced by Ducati with the sole intention of winning the World Superbike Championship, a feat they have managed seventeen times as manufacturer, whilst also winning fourteen rider's titles. Since its inception in 1988, the World Superbike Championship required bikes to be series produced to be eligible with a minimum production run of 1,000 being obligatory. Ducati, however, on account of the company's small size when compared with the big four Japanese manufacturers, gained special dispensation to produce only 200 examples of their racing machines. This enabled Ducati to constantly update their homologation specials, establishing the legacy of spectacular V-twins that bore only a passing resemblance to the road bikes they were supposed to be closely related to. The first of these was the 1995 916SP which retained the road bike's 916cc capacity and is the only 'SP' or 'R' model that does not feature a numbered headstock badge. The 916SP was followed in 1996 by the 916SPS, (Sport Production Special) which was actually of 996cc, due to the bore being increased from 94mm to 98mm with the stroke remaining at 66mm. A new, lighter crankshaft came with titanium con rods; the crankcases and cylinder barrels were strengthened and bigger valves and larger bore exhaust system completed the list of changes. 1997 was a poor season for Ducati which led to the introduction of the 916 'Foggy Rep' for 1998 with a new frame to accommodate the modified airbox needed to release more power from the engine. The World Superbike title was returned to Bologna in 1998, to rider Carl Fogarty, who then won the rider's title a record fourth time the following year. The 1999 bike was called the 996, finally admitting its true engine capacity. The engine, the classic Ducati layout of a 90 degree V-twin, featured fuel injection, water cooling and four valves per cylinder, operated desmodromically like all classic Ducatis. Lighter and stronger than the 916SPS engine, the 996SPS has a power output in excess of 123bhp propelling it to a top speed of over 160mph. The transmission has six speeds and the tubular steel trellis chassis with adjustable steering head, uses a Showa upside-down front fork with an Ohlins adjustable monoshock at the rear, utilising a progressive cantilever linkage. Special five spoke wheels complete the package. The 996SPS offered here is a pre-production bike, numbered 000 and was Ducati's show bike. It is effectively brand new and unused with only five kilometres recorded on the odometer, all of which have been at walking pace while being wheeled around in and out of shows. It has never been ridden. Owing to Euro Two regulations, the Ducati has been registered in Holland and has a NOVA certificate to permit an application for UK registration. The homologation special Ducatis are tipped to be the Brough Superiors of the future. One was exhibited at The Guggenheim Museum in New York in recognition of its status as a work of art. The sale of this pre-production version represents a unique opportunity to acquire such an undoubted collector's item and what will surely be a sound investment.
Registration : A671 RHU Chassis Number : KEA33997 Engine Number : KEA33997 Odometer reading : 10,729 miles Estimate : £7,500 - £9,000 The T140W TSS was the last motorcycle model at their Meriden factory. Designed to appeal to the US market, the TSS had an eight valve Weslake Engineering cylinder head developed by Triumph's Brian Jones from a 1978/9 design originally commissioned from Nourish Racing of Rutland following 1960s designs for the 650cc twins by the famed Rickman Brothers. Launched in 1982 with an electric starter as standard, the all-new top end of the engine featured Cooper rings sealing the 8-valve cylinder head to the barrel. American Morris alloy wheels were an option with dual Automotive Products Lockheed disc brakes upfront as standard. The fins of the black painted engine were polished although, like the Triumph TR65 Thunderbird, many alloy cycle parts that had in the past been bright-polished or chromed were now painted satin black. Mudguards were stainless steel as were the Italian Radaelli rims for the wire-spoked wheel option. The high specification air-oil 'Strada' rear suspension units were supplied by Italian firm Marzocchi. With only 438 units completing the entire production run, survivors are becoming increasingly rare. Owned for two years by the vendor , it was acquired locally to his home in Lancashire. It is in amazingly good original condition and benefits from a new crank, crank cases, barrels and a new head. All parts used were correct Triumph factory parts and now very scarce indeed. Presenting well and with good history file, this must be one of the few left in such good condition.
Registration : ANW 707M Chassis Number : TR5TJJ57089 Engine Number : VH16654 Odometer reading : 985 miles Estimate : £8,000 - £12,000 The 1973 International Six Day Trial (ISDT) was originally intended to be a reliability event with the motorcycles running for six days with repairs only carried out by the rider with tools he carried. This made a great deal of sense back before World War I as roads were in pretty rough shape. After the end of World War II, the event had been altered to fit a more modern format with the course being run mostly on dirt roads and trails with a bit of pavement in order to keep everybody honest as to lights and braking and many manufacturers took winning deadly seriously. Early on in their production, 12 rather special Trophy Trails were constructed, six for US riders selected by Triumph and the remaining six for Britain's Trophy and Vase team members. Prep-work for all 12 took place in Baltimore and it soon became apparent that it had it had been a very thorough job. They were still recognisable TR5T models but the front forks were now Italian Bator units with quick-release Rickman conical hubs. Lightness was achieved by employing the rolling chassis of the oil-in-frame BSA B50 Victor MX single mated to the single-carburettor 5TA Speed Twin engine-gear unit. Electrics were simplified with battery-less coils and direct lighting with all equipment held under a Velcro tarpaulin triangle within the frame and complete with three coils. Beautifully restored, technically accurate and with the striking, polished aluminium tank and yellow paintwork, this is one of the last remaining US competition I.S.D.T bikes and a real collector's item.
Registration : HVK 205C Chassis Number : T12ORDV30857 Engine Number : T12ORDV30857 Odometer reading : 13 miles Estimate : £7,000 - £10,000 The Bonneville T120 was Edward Turner's last production design at Triumph. Launched in 1959 by Triumph as "The Best Motorcycle in the World", the Bonneville T120 was aimed mainly at the lucrative US market where enthusiasts were demanding extra performance, but was developed so quickly that it was not included in the 1959 Triumph catalogue. The original Triumph Bonneville was a 650cc parallel-twin (two-cylinder) motorcycle manufactured by Triumph Engineering and later by Norton Villiers Triumph between 1959 and 1974. It was based on the company's Triumph Tiger T110 and was fitted with the same twin 1 and 3/16 inch Amal monobloc carburettors as standard, together with the high-performance inlet camshaft. It was initially produced with a pre-unit construction engine which enabled the bike to comfortably achieve 115mph without further modification. Later T120 Bonneville used a new frame which contained the engine oil instead of using a separate tank; this became known as the oil in frame version. The T120 engine, both in standard configuration and especially when tuned for increased performance, was popular in café racers such as TriBSAs and particularly Tritons. This matching numbers T120R was built 7th December, 1965 and dispatched from the works on the 20th December to the USA. Having been re-imported in 2014, it was comprehensively restored by a Triumph specialist. The frame has been powder coated, the tank re-painted, the top end of the engine completely rebuilt and fitted with electronic ignition and new carburettors. Too many new parts were fitted to list here but there is a build sheet that comes with this stunning example. It has only covered a few test miles since the work was completed and remains in absolutely excellent condition throughout. It is supplied with a UK V5C registration document, dating certificate and an MoT test certificate valid until December 2015.
Registration : V550 DRU Chassis Number : CGVF400AAXV000167 Engine Number : F4000215 Estimate : £21,000 - £25,000 Introduced in 1998, the MV Agusta F4 was the motorcycle that resurrected the legendary name of MV Agusta. It was designed by Massimo Tamburini at the MV Agusta's famed Cagiva Research Centre in San Marino; Tamburini having been previously responsible for the design of the Ducati 916. The engine of the new MV, a liquid cooled in line four cylinder with double overhead camshafts, four valves per cylinder, electronic multipoint fuel injection and induction discharge electronic ignition was designed to be made three different capacities; 749.5cc, 998cc and 1,078cc. It was influenced by the 1990-1992 Ferrari Formula One engine and is one of few production superbikes to feature a four-valves-per-cylinder engine with hemispherical combustion chambers. It is also unique in that it is the only motorcycle engine currently in production to feature radial valves, a feature taken from the Ferrari Formula One engine. Power output of the initial model, the750, was 126bhp at 12,500rpm, enabling it to reach a top speed of 170mph with 0-60 achievable in 3.1 seconds and a standing quarter mile in less than eleven seconds. The first F4 model released to the public was the F4 750 Serie Oro on May 1999, of which only 300 examples were produced and just twenty one of those imported into the UK. With the bodywork resplendent in the traditional MV Agusta livery of red and silver, many parts such as the swinging arm, frame side plates and wheels were made of magnesium and anodised gold - hence the name 'Oro' (Italian for gold). The fuel tank, fairing, seat cover, front mud guard and air box were made of carbon fibre which enabled the weight to be kept under 400 lb - an extraordinarily light weight for a road going superbike. The Showa front forks were specially made for MV Agusta and feature quickly detachable axle clamps while the rear suspension was manufactured by Sachs. Six piston (front) and four piston (rear) brake calipers were provided by Nissin. Contemporary road tests enthused over the F4's incredible handling, and were confident that the new MV would be a success, securing the future of the MV Agusta name. The F4 750 Serie Oro was considered to be one of the best sports bikes in the world at the time of its release and the bike offered here today is number 167 of the 300 produced. The vendor, a connoisseur of sporting motorcycles and competitor on the gruelling Paris-Dakar Rally, is the original owner, having been fortunate enough to be selected from the waiting list for the launch of the eagerly awaited new MV Agusta. The bike is in as-new condition, having covered a mere 1,200km from new and used for long trips only. For the past few years the MV has taken pride of place in the vendor's sitting room; perhaps the ideal storage conditions. UK registered from new, the MV comes with a V5C registration certificate and we are informed by the vendor that a full service will be carried out before the auction, coupled with a MoT test certificate. This is an exceptionally rare motorcycle and, as the first example of the revived MV Agusta, is sure to become very desirable and a true collector's item. It can, surely, only increase in value.
Registration : 946 HWR Chassis Number : R513853 Engine Number : KSS10677 Odometer reading : 1,234 miles Estimate : £9,000 - £12,000 A production roadster motorcycle, the KSS was modified with a racing clutch and tuned to achieve 90mph around the Isle of Man TT course, largely due to the excellent handling. Important improvements included the positive-stop foot operated gear change from the Velocette KTT production racing version. In 1936 Velocette developed the KSS Mk. II which had a Velocette MK. V KTT based chassis and a new engine with an alloy cylinder head. A touring version, the Velocette KTS was also developed with 19 inch wheels and matching mudguards. Slotting Velocette's wonderful overhead-camshaft engine into later cycle parts has long been a well accepted practice among aficionados of the Hall Green factory's products and this example combines a 1938 KSS Mk. II engine and a swinging arm frame common to later motorcycles, in this instance, 1971. Well restored but now enjoying the period patina that comes with use, it is offered by a known collector and long-term enthusiast of the marque but will require a light service prior to use. This runs and drives well used, until recently, in many club runs. This fine example of a motorcycle, which many enthusiasts believe Velocette should have built themselves, is an unusual machine to find offered for sale and comes with a Swansea V5 registration document.
Engine Number : CB400FE-10618-77 Estimate : £18,000 - £22,000 Prepared by Honda dealers, Nettleton Motorcycles, with a frame built by Dave Kerby, (Metalfab ) this is the actual bike raced by motorcycle legend 'Rocket Ron' Haslam during his 1980 season in which he won the F3 World Title and competed in the Isle of Man TT and finishing 3rd. The bike was also raced in the Ulster GP. It was comprehensively restored in the late 1990's with the help of the original engine builder, Graham Barlow and the engine has a righthand gear change and has 'works' pistons and barrels and an 'Italian' cam. During the restoration, the engine was fitted with a starter motor. Remaining in absolutely excellent condition throughout, the bike has been used for a few parade laps and been exhibited at a number of shows. It is supplied with a number of photos of it in action as well as an item a pure motorcycling history, the F3 TT laurel. A one-off opportunity to acquire a genuine F3/IOM race bike once ridden by the great 'Rocket Ron' Haslam.
Registration : L807LSC Chassis Number : VV16968 Engine Number : VV18164 Odometer reading : 51,212 miles Estimate : £7,000 - £10,000 The Le Mans was Moto Guzzi's top sports bike in the 80s. The big bore version has enjoyed a fine and enviable reputation as a tried, trusted and proven motorcycle. The 948.8cc OHV V-twin four-valve per cylinder engine, with its longitudinally mounted crank and shaft drive is not, by any stretch of the imagination, a high-revving unit. The motorcycle offered for sale here has been restored over a five year period with excellent attention to detail and substantial financial investment resulting in this magnificent example. A brief description of the works included on this iconic classic is as follows; swing arm dismantled and parts renewed as necessary, front forks fitted with new seals, FAC of Italy air dampers and rear Koni shocks. Wheels refurbished and all bearings replaced, Bridgestone Battlax BT45R tyres fitted and brakes de-linked. New Brembo master cylinder, new hoses, disc carriers Zylan treated by Sandwell Sport of Towcester. Electrics rewired with Electrix generator, regulator/rectifier fitted, Lucas ignition and single wasted spark coils and an Odyssey extreme battery completes the electrical system. Geoff Baines of Baines Racing Silverstone, set up the engine with carburettors mounted on straight, purpose made inlets tracts. The sump is Zylan treated by Sandwell sport and the distributor cap has been specially CNC-machined in aluminium. The exhaust system has wrapped reverse cone megaphones and the alloy tank and 'dustbin alloy fairing' were both fabricated by a retired F1 mechanic paying homage to the earlier Moto Guzzi 500 V8 racer that astonished everyone in the late 1950's. The fairing mounts are of the F1 style quick-release fastener type making the removal of the fairing very quick and easy. The fairing incorporates the indicators plus an ingenious design utilising a projector headlamp. This Moto Guzzi Le Mans Mk. IV is a limited edition (83/100) and is a stunning bike that not only offers an attractive investment but would make a fantastic showpiece in any corporate reception area.
Registration : XXC 647 Chassis Number : 4516131303 Engine Number : 550110 Odometer reading : 48,351 miles Estimate : £4,500 - £6,500 The first BMW motorcycle, the R32, was launched in 1923 and the flat-twin, or 'boxer' layout has become synonymous with BMW ever since. Designed by Max Fritz, it was very advanced for its day, being of unit construction and featuring a recirculating wet sump oiling system with a drip feed to the roller big -end bearings. This system was used by BMW until 1969, when they adopted a high-pressure oil system using shell bearings, which is still in use today. The R32 was the basis for all future flat-twin BMW motorcycles, a distinctive feature of which was the transverse mounting of the engine where the cylinder heads projected out from each side to aid cooling, like the earlier British ABC. The R32 also incorporated shaft drive which BMW has exclusively used on its motorcycles ever since, until the introduction of the chain driven F650 in 1994. With the introduction of the R12 and R17 in 1935, BMW pioneered the use of hydraulically damped telescopic forks on a production motorcycle and in 1937, Ernst Henne set a world speed record of 173.88mph on a supercharged 500cc overhead camshaft BMW, a record that stood for fourteen years. Following WWII and the destruction of BMW's Munich factory, motorcycle production did not recommence until 1948 with the introduction of the 250cc R24. The flat-twins did not reappear until 1950 with the reintroduction of the R51, R60 and R68 models, all of which featured telescopic front forks, plunger rear suspension and chromed, exposed drive shafts. With motorcycle sales falling in Germany in the 1950s and three of their domestic competitors going out of business, BMW introduced a new range for 1955 with enclosed shaft drive and 'Earles' type front forks. These were the 26bhp 500cc R50, the 30bhp 600cc R60 and the sporting 35bhp 600cc R69. BMWs of this period, due to their strong 'Earles' type forks with their inherent anti-dive capability, were considered ideal for sidecar use and were often attached to very stylish and attractive Steib sidecars. According to our research, the engine number indicates this R50 is from the first batch of the production run and is in delightful, original and unrestored condition, save for the recent fitment of new stainless steel silencers and a renovated horn. The vendor purchased it recently from a business associate who had owned it for two years and prior to that, for over thirty years, was in the ownership of a Mr Kenneth Platton who, it is believed, sourced the bike from classic BMW expert Robert Porecha of London. The registration mark XXC 647 is a London number, for which records, unfortunately, do not survive. Ready to ride and enjoy, it comes with a V5/C registration certificate as well as some old MoT test certificates included in the file.
Registration : YVS807 Chassis Number : ZA75 13152 Engine Number : BA10 14287 Odometer reading : 39,370 miles Estimate : £5,000 - £8,000 So it was with BSA in October 1949 when the firm announced the 650cc A10 Golden Flash which would be on sale for the 1950 season. Triumph was at the root of BSA's panic - or, at least, haste. Edward Turner's pre-war 500cc 5T Speed Twin had, way back in 1937, set the pace for a new era of parallel twin motorcycling; a pace that was about to be reset with the imminent launch of the 1949, 34bhp, 650cc 6T Thunderbird. Not that BSA had been entirely caught napping. For three years, the company had been marketing a rival parallel but not-quite-so-speedy twin in the shape of the 500cc BSA A7. Launched in 1946 (from what was essentially a 1939 pre-war design), the A7 was a robust and attractive rigid-framed bike designed and developed essentially by Herbert Perkins and David Munro but with engineering cues from Val Page who had masterminded the predecessor of the A7, the 1933 Triumph 6/1. Bombed out of Triumph's Priory Street factory following the infamous raid on Coventry on the 14th November 1940 and with time on his hands before the new Meriden factory near Allesley, Warwickshire was up and running, Turner spent some time at BSA's Armoury Road site at Small Heath, Birmingham and injected one or two of his own pet design devices; notably, detachable rocker boxes in the now familiar Triumph twin style. This excellent 1955 BSA Golden Flash has been in two private collections since being restored in the 1990's. Fully maintained and looked after, the vendor informs us that it is road ready and is a pleasure to ride. Finished in the classic BSA gold with chrome petrol tank with red coachlines, this Golden Flash is supplied with a V5C registration document and, MoT exempt, the new owner will just have to organise the free road tax to be able to ride it away.
Registration : ROO5KER Chassis Number : 5HD1JK5198Y076240 Engine Number : JK58076240 Odometer reading : 5,200 miles Estimate : £9,000 - £12,000 Founded in Milwaukee, Wisconsin during the first decade of the 20th century, Harley-Davidson was one of two major American motorcycle manufacturers to survive the Great Depression. Harley-Davidson also survived a period of poor quality control and competition from Japanese manufacturers. They are noted for the tradition of heavy customisation that gave rise to the chopper style of motorcycle. Except for the modern VRSC model family, current Harley-Davidson motorcycles reflect the styles of classic Harley designs. In Harley-Davidson motorcycles, the softail frame is designed to look like the hardtail bikes of the past whilst still offering the comfort of rear suspension. The shock absorbers are positioned along the axis of the motorcycle, tucked away under the transmission. This Rocker C presented in unmarked brilliant blue with fantastic chrome-work and described as immaculate. Purchased new by the vendor from Lakeside Harley-Davidson and serviced by WARRS, this head-turning example is also offered with the private plate R005KER for maximum appeal and has been lavished with upwards of £5,000 of customisation. Accompanying this example is a full service history, all original manuals and V5 Registration document with an MoT test certificate valid until July 2015. All Harleys stand out from a crowd but this Rocker C would certainly steal any show.
Registration : SKR 1448 Chassis Number : T25W685 Engine Number : T100RXC07300 Estimate : £4,500 - £6,000 Rickman motorcycles were produced from 1961 to 1976 by brothers Don and Derek Rickman who started their company in 1957 and formally made it into Rickman Bros Ltd. in 1962. . Initially the frame designs were for scrambles and then for road racing. Later, in 1966, road bikes were produced as well. The brothers had had many successful years in scramblers but wanted better machines to ride. As a result they combined the Triumph twin engine with BSA frame to form the Tribsa, fitted with Norton forks. By 1961 their machine, known as the Métisse (French for mongrel or crossbreed), had been developed to have their own light and elegant frame, nickel plated with glass-fibre tank, seat base, tail unit and air-filter panels. The brothers then offered their design to the industry who, unwisely, turned it down so they manufactured complete machines and kits themselves. A choice of engines could be used, the most usual being Triumph, BSA and more exclusively, Matchless. The standard of manufacture and finish was top class making the machines highly popular with frequent competition success. We understand that this bike was built up from a kit supplied by MRD Métisse in about 1996. Using a 500cc Triumph Tiger T100R engine, the bike is road legal and registered as 1969 Triumph 500. It has had a recent overhaul including a new carburettor, a new Boyer electronic ignition, powerbox type system so no battery, new tyres and new wiring. Fitted with front/rear lights and brake light, it comes with a new MoT test certificate and UK road registration V5C document. In very good running order, the bike has a fibre glass fuel tank and body work that is still in good condition but the paint is showing signs of age. A sound example ready to used on or off road.
Registration : 318 SNO Chassis Number : 44112 Engine Number : 18016 Odometer reading : 78,483 miles Estimate : £2,500 - £4,000 The Bullet name was first given to Royal Enfield's sporting singles as far back as 1933 and post WWII, after the immediate calls for basic transport had been met, the desire for new sports models was apparent. In 1948 Royal Enfield debuted their new 350cc Bullet in the 1948 Colmore Cup Trial, causing a sensation as the bikes were fitted with swinging arm rear suspension, then unheard of for trials use. While unsuccessful on its initial appearance, the new model soon showed its form and Bullet mounted riders won gold medals later that year in the International Six Days Trial and were part of the winning British Trophy team. The Bullet followed Royal Enfield design conventions with its 'floating bush' big end and dry sump oil tank contained within the crankcase, intended to warm the oil more quickly than possible with a separate, externally mounted oil tank. Engine dimensions of 70mm x 90mm were the same as the cooking, all-iron Model G but with an aluminium alloy head fitted and an increase in compression ratio to 6.5:1 to give a power output of 18bhp at 5,750rpm. The Albion gearbox was mounted flush to the engine, rather than in conventional plates, to create a semi- unit construction with fixed chain centres and a new telescopic front fork of Royal Enfield's own design was fitted to create a most attractive and versatile motorcycle, as scrambles, trials and road racing versions were marketed alongside the standard road going Bullets. In 1953 a 500cc version joined the range. The bore size was increased to 84mm but the compression ratio lowered to 6.2:1 to give a useful increase in power output to 25bhp at 5,250rpm. Surprisingly the 500cc version sold in quite small numbers and is consequently a rare machine today. 1954 brought a major styling change with the introduction of the 'casquette', a die-cast alloy cowl which enclosed the top of the forks and also the headlamp and instruments while incorporating a small pilot light on each side. For 1955 dual front brakes were fitted within a full width hub and in 1956 a new all-welded frame was introduced which no longer featured a cradle under the engine. The tooling for the old type frame was shipped out to Madras, where Enfield had set up a subsidiary to produce the 350cc Bullet under licence which remained largely unchanged until relatively recently. More changes came in 1959 with the adoption of small seventeen inch wheels for the 350 in common with the new 250cc Crusader and in increase in power output to 20bhp thanks to an increase in compression ratio, a larger carburettor and new cams with higher lift. The 500 received a new large finned cylinder head which became known as the 'Big Head' but there were few changes thereafter until the Bullet was phased out in 1962, with the era of the sporting single coming to an end. This late type 1960 Bullet was fully restored from a basket case by a retired panel beater and had two further owners before being acquired by the current vendor. The Royal Enfield comes with a current V5C registration certificate and a VMCC dating certificate and is described as being ten out of ten by the vendor, who also informs us that the original Essex registration number was successfully re-issued following the restoration. The superbly presented Bullet offered here is an ideal machine with which to enjoy club events and will no doubt reward the new owner with many miles of enjoyable motorcycling.
Registration : 4081CR Chassis Number : GA74219 Engine Number : DA10R1040 Odometer reading : 4,314 miles Estimate : £3,500 - £4,000 This BSA is a delightful motorcycle and one that has clearly been well looked after and cherished. The previous owner has included a number of improvements with the effect that it now shows a likeness to a Gold Flash Road Rocket Special. There is an anomaly with the identification numbers however and it would appear that the engine/crankcases did not start life as a Super Rocket and that the frame has been over-stamped. Light re-commissioning may be required but the vendor informs us that it should be running by auction day. 
Chassis Number : 2362/6 Engine Number : 9710/5 Odometer reading : 162 miles Estimate : £5,500 - £7,000 The Douglas Dragonfly model Introduced during 1955, featured a completely revised set of cycle parts housing an engine that, although clearly derived from the earlier unit, had been refined. Consequently a stiffer crankshaft assembly was fitted to a stiffer set of crankcases. Pivoted front fork frame with conventional shock absorbers, a first for Douglas and Earles forks replaced the torsion bar sprung frame. The new model was well received by both the press and public but the company's reliance on one model placed them at a disadvantage, restricting their potential sales volume. The company was already in the hands of the Official Receiver when the Dragonfly was introduced and was sold to the Westinghouse Brake and Signal Company in 1956, motorcycle production ceased in 1957. Only 1,457 examples were manufactured including a handful of the twin carburettor models fitted with the earlier Mk. V engine and magneto Ignition. This is one of the final models manufactured and, as such, is a highly sought after motorcycle. Finished in red and black and in excellent condition throughout, the bike has just passed an MoT test to confirm its roadworthiness.
Registration : OAS 340 Chassis Number : 1370100 Engine Number : DU23114W Odometer reading : 1,556 miles Estimate : £5,500 - £6,000 The origins of the Triton; the marriage of a Norton "Featherbed" frame and a Triumph twin cylinder motor, go back to the mid 1950s and the popularity of 500cc Formula III car racing, for which the Norton "Double Knocker" Manx engine was essential to be competitive. However, Norton Motors' refusal to supply engines on their own led to a number of Manx Nortons being stripped of their engines and the readily available Triumph twin then being inserted to create the first Tritons. Subsequently, many more Tritons have been assembled utilising standard Norton "Featherbed" frames and a variety of Triumph power units. This 1958 dated Triton was constructed in 1979 and combines the wideline "Featherbed" frame from a Norton Model 50 with a unit construction Triumph T120 Bonneville engine. This Triton, like all Tritons, has been specifically made to the owner's specification and therefore, benefits from a number of performance enhancing modifications. In this instance, the engine has been treated to a Morgo 750cc conversion, with Boyer electronic ignition and the electrics upgraded to 12 volts with a halogen headlamp. The cycle parts have been upgraded with a Dresda swinging arm and a twin leading shoe front brake. The wheels feature aluminium alloy rims and the vendor will be fitting new tyres prior to the sale. A smart aluminium fuel tank and racing seat complete the look of this most attractive machine. This Triton comes from long term ownership and has been used sparingly over the last several years with it being kept in the vendor's front hall. It comes with a current V5 and the vendor informs us that a fresh MoT will be obtained prior to sale. There is also a full MoT history with the bike and a Dating Certificate from Roy Bacon. The Triton is therefore ready for a new owner to enjoy the fine handling and performance for which Tritons are renowned.
Registration : NWV95P Chassis Number : CB7502547918 Odometer reading : 14,400 miles Estimate : £4,500 - £5,500 Honda introduced the CB750 motorcycle in 1969 to the US and European markets after experiencing great success with their smaller motorcycles. The CB750 offered two unprecedented features, a front disc brake and a four cylinder transverse engine with an overhead camshaft, neither of which was previously available on a mainstream affordable production motorcycle. These two features gave the CB750 a considerable advantage over its competition, particularly its British rivals. Imported into the UK in 2008 by the vendor this Honda has been used on a regular basis although very little of late. The condition of this very handsome machine is first class and a credit to the fastidious owner. The paintwork is unblemished as is the chromework. Supplied with a V5 registration document and a number of invoices, these Hondas' are great to look at and even better to ride.
Engine Number : 62.G80C 5020S Estimate : £4,000 - £6,000 Rickman motorcycles were produced from 1961 to 1976 by brothers Don and Derek Rickman, who started their company in 1957 and formally made it into Rickman Bros Ltd. in 1962. Initially the frame designs were for scramblers and then for road racing. Later, in 1966, road bikes were produced as well. The brothers had many successful years in scramblers but wanted better machines to ride. As a result, they combined the Triumph twin-engine with BSA frame to form the Tribsa, fitted with Norton forks. By 1961 their machine, known as the Métisse (French for mongrel or crossbreed), had been developed to have their own light and elegant frame, nickel plated with glass-fibre tank, seat base, tail unit and air-filter panels. The brothers then offered their design to the industry that, unwisely, turned it down, so they manufactured complete machines and kits themselves. A choice of engines could be used, the most usual being Triumph, BSA and more exclusively, Matchless. The standard of manufacture and finish was top-class, making the machines highly popular with frequent competition success. This G80CS Pre-1965 Scrambler has been in storage since 1994 and was recently re-commissioned including fitment of a new petrol tank, lined for new fuel. Described as 'very clean', this competition bike would make a great addition to a collection, though it is ready to go if you are.
Registration : SV4580 Chassis Number : J681 Engine Number : D2479 Estimate : £4,500 - £6,500 The BSA Sloper, so named because of its inclined cylinder configuration, was launched in 1927 and was designed by Harold Briggs, who had joined BSA from the Daimler car company. Initially available only as a 500 (or S series), the Sloper was a very influential design, with two of its key features becoming widely copied; the inclined engine (hence the name 'Sloper') and the saddle tank, which enabled a low seating position, improving the centre of gravity and handling. The first models featured a 493cc (80x98mm) engine and a single port cylinder-head, topped by a cast-aluminum cover for the rockers but featuring exposed valve springs. Alongside the cast iron cylinder barrel were plated tubes to cover the pushrods. Gentle camshaft contours and wide bases on the tappets helped to achieve a quiet and smooth running engine and the large crankcase accommodated a big and heavy flywheel, to aid low speed torque. The gearbox contained three speeds and the wet sump lubrication system featured separate, hand operated metering. Offering good performance and handsome looks, the Sloper quickly established itself as a rider's favourite. There was also the option of a specially tuned engine with higher compression ratio and special cams. A 349cc (L series) version was offered from 1929 and the engines now featured a fashionable two port cylinder head with twin exhausts and fishtail silencers. For 1930 chrome plate replaced nickel on all the bright work and there was a new frame with a forged steel spine in place of the previous duplex type. The Sloper range had increased to six models by 1930 but was reduced thereafter and by the time of the Sloper's demise in 1935 there were just two models, both of 595cc; one overhead-valve, the other, a side -valve. This rare 1929 L29 model 350 was actually delivered in December 1928 to a Mr. Waldson, according to the factory despatch records. It was recorded as being in Pembrokeshire from 1992 until 2008 when it was purchased by the vendor who, after riding a Sloper at the VMCC Training Day at Curbourough in 2007, said he was so impressed by the forgiving nature of the Sloper that he decided he must have one. It has since been used in many VMCC events including the prestigious Banbury Run in 2009, 2012 and 2013. Work done to the BSA, while in the vendor's hands, includes an engine overhaul involving the fitment of a new piston, cylinder liner, valves , springs and guides; a rebuild of the Lucas MDB1 magdyno and renewal of the steering head bearings. The BSA comes with a V5C and a history file which includes receipts for the work described above. Ready for a new owner to ride and enjoy, the BSA is offered for sale at a very attractive estimate.
Registration : WNS519S Chassis Number : TL25S1015149 Engine Number : VV18164 Estimate : £2,250 - £3,000 The TL125 was the first production Honda Trials motorbike and was launched in 1973 and was the most successful of the Honda trials bikes. Now becoming quite rare, the Honda TL125 S (EU model) was launched in 1976 and the motorcycle on offer here was the subject of a complete restoration using many Sammy Miller parts. It is registered for road use with a daylight use only MoT test certificate. An ideal machine for off-road use or urban riding.
Chassis Number : 548504 Engine Number : 336614 Odometer reading : 12,169 miles Estimate : £2,500 - £4,000 Manufactured by the Italian industrial giant Innocenti, the Lambretta motor scooter mobilised an entire generation of Italians in the immediate post-war years. The scooter gained instant acceptance everywhere, its cleanliness and convenience in particular appealing to those who did not have the inclination, time or money for the larger motorcycle. Scooters would eventually surpass their strictly utilitarian origins to become an integral part of British youth culture in the 1960s. The Model LD 125 (or Lusso) was introduced in December, 1951 alongside the basic Model D which had no bodywork. Like the previous Model C, it featured a tubular frame and the petrol tank mounted under the rider's seat. The air cooled 123cc engine featured a cast iron cylinder topped by an aluminium cylinder head and produced an output of 5bhp, giving a top speed of 47mph. The Lambretta was very economical with fuel consumption in the region of 140mpg. The specification included shaft drive, a three speed gearbox operated by a single Teleflex cable and drum brakes, the rear brake being rod operated. The front suspension springs were now enclosed within tubes and the rear suspension was provided by means of a torsion bar. Standard colours were green, grey or beige and the early models can be identified by the two port holes at the rear of the side panels. A Mk. II was introduced in June 1953 after 87,500 units of the first series had been produced; the only major difference was a change to cable operation for the rear brake and the standard colour was now grey or beige with a choice of contrasting side panels in green, blue or red. A speedometer mounted in a miniature leg shield box became an option, as hitherto 125cc machines were not required to have one fitted. Other distinguishing features of the Mk. II were an inside legshield toolbox, and the horn was mounted below the headlight. A version featuring an electric starter, the LDA 125, also became available. The Mk. III of 1957 featured twin 'push and pull' cables to change gear in place of the single Teleflex cable used previously, an epicyclical kick start and the speedometer and horn were mounted in a casting which sat on top of the handlebars. There was no longer a toolbox mounted on the inside legshield as it was now incorporated into the rear bodywork and the choice of main colours had increased to green, grey, off-white, beige and blue with red, blue, maroon or green side panels. The LD 125 offered here was imported from Malta in 2001 in semi-restored condition. The restoration was duly finished and then the Lambretta was put into dry storage. Prior to being imported it had three owners and the current vendor is the second UK owner. The vendor informs us that it rides very well and being of 125cc has the added benefit of being eligible to be ridden on 'L' plates. It is yet to be given a UK registration but all import taxes have been paid. The history file includes the import documentation, an old MoT test certificate and foreign log book. There is also an original toolkit accompanying the scooter. Early Lambrettas like this one are now very sought after and collectable. This 1957 LD 125 is offered at a very attractive estimate.
Registration : OHA401 Chassis Number : ZM208121 Engine Number : ZM216112 Odometer reading : 30,850 miles Estimate : £3,500 - £4,500 The BSA M20 was manufactured by Birmingham Small Arms Company (BSA) at their factory in Small Heath, Birmingham. Although initially viewed as a near failure by the War Office in 1936, the M20 evolved into one of the longest serving motorcycles in the history of British military motorcycling, as well as becoming the most numerous model produced for World War II with 126,000 in active service. Many are still in use around the world today. Originally registered on7th June 1950 this BSA M21 has been in a private collection until recently. Although used very little of late, this BSA is in need of some re-commissioning. The motorcycle is all complete and has a splendid patina to it. Benefitting from a 600cc engine this M21 is an iconic motorcycle from a very important time in British manufacturing history.
Chassis Number : JYA5Y100XDA102907 Engine Number : 5Y1102907 Estimate : £2,000 - £3,000 The XT550 was produced by motorcycle Japanese manufacturer Yamaha between 1982 -1984 and succeeded the Yamaha XT500. The XT600 Yamaha was in turn her successor. In contrast to the Yamaha XT500 the 550 had an electronic ignition, four-valve cylinder head, carburettor, balance shaft and a cantilever arm with central spring strut under the tank as with the Yamaha XT250 and a 12-volt electrical system creating a much more modern offering. In addition, it was about 10 kg lighter. The XT500 was built until 1989 alongside the 550 and achieved a further five years of production compared to the not particularly successful XT 550 leaving the 550 a now rarer example. This early XT550 is in fabulous condition having been imported from California in 2009. A very original example, this motorcycle is offered with a V5 registration document, service and repair manual on CD/DVD, recent MoT test certificates since its import and a number of small invoices for service work. 
Registration : 844UYK Chassis Number : 010154 Engine Number : 3555464000125LD Odometer reading : 16,643 km Estimate : £2,500 - £3,750 Manufactured by the Italian industrial giant Innocenti, the Lambretta scooter gained instant acceptance in the immediate post-war years, its cleanliness and convenience in particular, appealing to those who regarded the true motorcycle with suspicion. In the UK, Italian scooters were adopted as favoured transport by the 'Mods' becoming one of the enduring style icons of the 1960s. Predecessor of the Li and TV series, the LD arrived in 125cc form in 1951 and became available with a 150cc engine three years later. The LD 125's air-cooled two-stroke single-cylinder engine produced 4.8bhp giving the model a top speed of around 45mph. LD production continued until the end of the 1950s. This Lambretta 125 has recently been imported into the UK although it is registered on UK number plates and is supplied with a V5 registration document. Lambretta scooters are iconic and this early twin-seat model is sure to create interest. In need of restoration although it has been used in a dry climate, this Lambretta is certainly a worthwhile project. 
A mixed lot of silver comprising a modern silver three piece cruet set, Birmingham, 1965 by Elkington & Co Ltd, a set of six Mexican Taxco sterling silver coffee spoons with carved hardstone Mayan style figure terminals, a 900 silver pin dish, two boxed sets of four Cristofle silver mounted glass pepperettes and salt shakers, a silver pill box, engine turned scent flask, cigar piercer and an a/f silver butterfly baby rattle (approx 187.5g weighable).
An early 20th Century continental silver gilt and enamel cigarette case, import marks for London 1927 by F. B Reynolds. Of rectangular form with canted corners, the hinged lid decorated in guilloche enamel with a view of San Giorgio Maggiore Church within a chased border, verso engine turned gilt interior, 5.5cm x 8.5cm, approx 79g.
A pair of silver Wine Labels, hallmarked Birmingham, 1964 and 1965, of oval form, incised "Gin" and "Sherry", and two other silver wine labels for "Sherry" and "Brandy", together with a pair of silver-plated wine labels, a set of gentleman's silver-backed Brushes, hallmarked Birmingham, 1950, comprising two hairbrushes, comb and clothes brush, with engine turned decoration and "S" initials, in fitted presentation case (a lot)
A Victorian silver Vesta Case, hallmarked Birmingham, 1856, of small rectangular form with engine-turned decoration, hinged lid and suspension ring, 1?in (2.75cm) long, and another silver vesta case, Birmingham, 1910, together with a Victorian silver two-piece buckle, hallmarked Chester, 1892, with pierced and cast bird and scroll decoration, 4¾in (12cm) wide, and another silver buckle, Chester, 1899 (4)
A pair of silver Napkin Rings, hallmarked Birmingham, 1967, of flattened circular form with engine-turned decoration, together with a continental silver caddy spoon, damaged, three silver teaspoons including Queen Victoria 1837-1897 Golden Jubilee commemorative teaspoon, a silver-backed brush, cased, and two antique silver-plated table pans (9)
An Edwardian silver Ashtray, with beaded border, inset with a 1904 Edward VII One Rupee coin, 3¼in (8.25cm) diameter, together with a silver cigarette case, hallmarked Chester, 1908, with engine-turned decoration, 3¼in (8.25cm) wide, and a silver cigarette-holder case with suspension ring, 2¼in (5.5cm) long, approximate total weight 5ozt (3)
Registration : OYX 41R Chassis Number : BABFSK52130 Engine Number : SK52130 Odometer reading : 59,297 miles Estimate : No Reserve In the late 1960s, Ford set about developing the third-generation Cortina, the Mk. III, which would be produced in higher volumes than previous, following the recent merger of Ford of Britain and Ford of Germany into the modern-day Ford of Europe. The 2000E reverted to the classy treatment offered by the 1600E and later Mk. IV and V Ghia models instead of the faux wood-grain trim offered by the GXL. The 2000E was also available as an estate version. Like many other Cortinas, Mk. III's were prone to rust and as a result it is estimated only about 1000 now survive. Because of their rarity and the fact that they are now seen as an iconic car of the mid-70s, prices for Mk. III's are rising steadily. Having been stored for a number of years, this Cortina 2000E is fitted with manual transmission. Originally registered on 6th October 1976 this rare example has only had two owners, although it will require some work to put her in a roadworthy condition. However, the car is totally complete and appears to be largely original. The engine started immediately when requested and was one of the quietest Pinto engines we have ever heard. Supplied with a V5 registration document and seven previous MoT test certificates indicating the mileage to be correct (although not warranted), this Cortina Mk. III 2000E is an ideal project and will result in a modern classic that many may reminisce about.
Registration: R962LTO Chassis Number: ZAR91600006044859 Engine Number: 1000684 Odometer reading: 64,000 miles Estimate: No Reserve Internally known as the Alfa Romeo 916, the Alfa Romeo GTV Spider was designed by Enrico Fumia at Pininfarina, effectively as the replacement for the then 30 year-old Giulia Spider. The Gran Turismo Veloce, or GTV, was planned to re-establish the sporty coupé tradition at Alfa Romeo for the 1990s and, at its launch, many journalists commented that Alfa had improved overall build quality considerably commenting that it came very close to equalling its German rival's impressive credentials when behind the wheel. This Series II Spider presented in the preferred Alfa Red and optional black leather interior has been well looked after throughout its life with a history file that inspires necessary confidence. Having covered just 64,000 miles and with a hood in very good condition, this example would be perfect to drive home on a balmy June evening. Considering prices for 916 Alfa Romeos are currently on the rise, this could be your last chance to pick up one of these lovely examples before prices increase. Registration : R962LTO Chassis Number : ZAR91600006044859 Engine Number : 1000684 Odometer reading : 64,000 miles Estimate : No Reserve Internally known as the Alfa Romeo 916, the Alfa Romeo GTV Spider was designed by Enrico Fumia at Pininfarina, effectively as the replacement for the then 30 year-old Giulia Spider. The Gran Turismo Veloce, or GTV, was planned to re-establish the sporty coupé tradition at Alfa Romeo for the 1990s and, at its launch, many journalists commented that Alfa had improved overall build quality considerably commenting that it came very close to equalling its German rival's impressive credentials when behind the wheel. This Series II Spider presented in the preferred Alfa Red and optional black leather interior has been well looked after throughout its life with a history file that inspires necessary confidence. Having covered just 64,000 miles and with a hood in very good condition, this example would be perfect to drive home on a balmy June evening. Considering prices for 916 Alfa Romeos are currently on the rise, this could be your last chance to pick up one of these lovely examples before prices increase.
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