History The R107-series SL was unveiled in 1971, presenting luxury-hungry buyers with stylish interiors, bigger engines and sharper, more contemporary bodywork. Mercedes-Benz’s renowned build quality quickly becomes apparent from the moment you close the door with a satisfying clunk. The R (Roadster) 107 chassis was also an incredibly long-lived member of the Mercedes-Benz family, remaining in production until 1989. After five decades, the R107 SL is still a fashionable and popular vehicle being the second longest single series ever produced after the G-ClassOverview 1981 Mercedes-Benz 280SL Convertible R107 (Auto)AIL 9500 (Transferable)Registration Value: £1500Original suffix: X registeredDirect from deceased estate:First registered in September 1981 the car has just 2 previous owners, the last being custodian for some 35 years since acquiring the vehicle in 1989. Having been garaged and fastidiously maintained throughout its life gives testament to what a true genuine survivor example this is, an example that has clearly lived a very pampered life.Finished in Mercedes Thistle Green with contrasting black and charcoal sports check upholstery this vehicle has covered only 39,925 miles from new with only 209 miles of that being covered in the last 27 years, YES you read that right, an average of just 7.7 miles a year since 1997.Being the less troublesome 2746cc straight six engine coupled to the four speed automatic transmission not only does one have economy but also that peace of mind against the issues more commonly found with the larger capacity V8 models.The perfect colour and clarity of the engine and gearbox oils are also testament to the vehicles impeccable past. This unblemished example benefits from excellent chrome-work and rubbers throughout, a full stainless steel exhaust system which in return gives it that little extra burble upon driving. Complete with its original 14” ‘Bundt’ alloys wheels original Mercedes mud-flaps and removable hard top (with both keys) makes this not only a must for the coming summer months but also a superb addition to any serious collectors private garage.Although we are awaiting some additional papers from probate we can confirm that previous MoT’s show the vehicles mileages as 38,816 as of August 1997 and 38,901 in August of 2001. A classic and fast appreciating model from an era of stupendous reliability. View more - https://hansonsclassics.com/car/mercedes-280cl-1981/
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History The first prototype Land Rover was built up over the summer of 1947 and had been completed by mid-October that year. It was built on the chassis of a war surplus Jeep, and had a 1389cc four-cylinder petrol engine. This prototype had its steering wheel in the middle. This concept proved impractical and was abandoned. The first production Land Rovers retained the 80-inch wheelbase of the prototype and pre-production models. They all had 1595cc the four-cylinder petrol engine. Demands for more power and torque in the Land Rover led to the development of a 2-litre engine, essentially a big-bore version of the older four-cylinder. This was introduced in autumn 1951 on the 1952 models. The 1952 and 1953 models were distinguished visually by a new radiator grille in the shape of an inverted T, which was simpler to manufacture than the 1951 type with its circular cut-outs. These were also the first Land Rovers (Tickford Station Wagons excepted) to have exterior door handles. Bronze Green was still the only standard body colour. Overview 1951 Land Rover Series 1 80” RAF (Manual) – 702 XUVThis car rolled off the production line at Lode Lane on 30th August 1951. Wearing the new inverted T grill and packing a 2.0l engine. It was sold direct to the RAF in its RAF blue colouring. In 1960 it was given a 4th line repair (major overhaul) and put to work on Glider Tow retrieval. It became a civilian vehicle on 2nd January 1968. Eventually this series 1 was parked up in a barn until 2008. In 2009 the car was issued with an age-related plate. However, the certified factory record and other communication explains why this is. The current vendor bought the Landy in 2020 and set to work on a full nut and bolt restoration. There are copious amounts of invoices, as well as other documentation outlining the validity of this very rare RAF 80” 2.0l Series 1 Land Rover. The canvas is supplied by Exmoor Trim and is correct. The car now stands in a freshly restored condition and possibly looks just as good as the day it left the factory. With such rarity in condition and being rarer still due to it RAF lineage. This really is a true enthusiast/ collector’s piece. I doubt we will see this again. View more - https://hansonsclassics.com/car/1951-land-rover-series-1-80-raf-manual/
History The Austin 12hp was introduced by the Austin Motor Company in 1921. It was the second of Herbert Austin's post World War I models and was in many ways a scaled-down version of the 20/4, introduced in 1919. (The letters 'HP' in its name defined its fiscal horsepower rather than its bhp.) Initially available as a Tourer, by 1922 three body styles were offered, these being the four-seat tourer, the two/four-seater (both at 550 GBP) and the coupé at 675 GBP. The car enjoyed success throughout the vintage era with annual sales peaking at 14,000 in 1927. While the mechanical specification changed little (the engine increased from 1661 cc to 1861 cc in 1926), many body styles were offered with saloons becoming more popular as the twenties drew to a close. The car continued in the Austin catalogue until 1935 and as a Taxi option until 1939. The last cars were produced for the War Department in 1940. Overview1928 Austin 12/4 Burnham Saloon 1479cc (Man) – CF 8710This car, first registered on 14th September 1928 is finished in Maroon and black with a leather interior. Carrying the arms of The Lord of Cannock, it shows that it has been in his possession ever since the creation of the V5, only transferring to his wife on his sad passing. A man dedicated to his cars, there are a few news articles online about his passion for them. There isn’t a great deal of history with the car. The old buff logbook shows that the deceased vendor had the car in 1983, with 8 other owners going back to 1959. The Car is showing in good condition, it starts, runs, and drives and has recently had fresh fuel flushed through the system. It appears to be in a highly usable and showing state. Once commanding £25,000 the current guide is realistic and quite a bargain. It would be good to see more younger folk driving the pre wars. It is real driving, and it is exciting. View more - https://hansonsclassics.com/car/1928-austin-12-4-burnham-saloon-1479cc-man/
History Designed to sit between the Austin Sevens and twelves and their largest model the twenty, the Austin Sixteen and Eighteen were introduced in 1927 and became particularly popular amongst the ‘carriage’ trade of taxis, private hire, undertakers and the like. In 1934, the chromed radiator surround was replaced by a body matched painted one and the four speed manual gearbox was equipped with synchromesh on third and fourth. To cater for the more refined, the Chalfont was the luxury model with glass division and a pair of folding occasional seats in the rear. Both sixteen and eighteen models had a six cylinder engine for greater refinement. The Austin 18/6, Chalfont bodied its engine and front seat were mounted nine inches (225 mm) further forward than on the old York Sixteen it replaced. The chassis was also extended three inches (75 mm) to provide a total of twelve inches (300 mm) more passenger space. One result was a relatively short bonnet and a good driving position. Its new shape followed the lines of the other Austin cars introduced the previous autumn and it was remarkable for having a completely flat floor in both front and rear passenger compartments with exceptionally wide doors and draught-free ventilation. Overview 1936 Austin 18/6 Chalfont Limousine (Man) – DKJ 973Registering on the 26th October 1936, this car was sold to Lady Colyer-Fergusson – whose photo portraits are at the national portrait gallery. Daughter of Sir Thomas Colyer-Fergusson, 3rd Bt. The car has an aristocratic feel. Its assumed it was used to chauffeur Lady Colyer-Fergusson up from Kent to London, or for afternoon tea with other likemindeds. The car was sold on in 1945 and again in 1946. From there we think one keeper between this and Lord Of Cannock. Again, the car wears Lord Cannock’s coat of arms. It starts and drive on the button. We aren’t aware of any mechanical faults, but buyer must satisfy themselves. The body work presents well. The only shame is the carpet missing in the rear View more - https://hansonsclassics.com/car/1936-austin-18-6-chalfont-limousine-manual/
**********AWAY CLIENT COLLECTED ON 11/7/24******** History The story of the Jaguar Mark II (also known as the Jaguar MK2) begins with Jaguar’s “Project Utah” which gave birth to the Jaguar 2.4 litre and 3.4 litre Mark I. These models then went on to father the Jaguar Mark II and then the Daimler 2.5 V8. Effectively the MkII was just an upgrade to the Mk 1, which was only really called the mark 1 after the mark 2 was released. However, the mark 2 somehow became the icon, and encapsulated the “Space, Grace, and Pace” that was the ethos of Jaguar’s Sir William Lyons. That and the fact it was revered for being the getaway car of choice for London’s nefarious underworld. Especially the 3.4l roaring its 6 cylinders with DOHC to 210bhp and a top speed of 120 mph. It’s hard to imagine just how fabulous this car was back in 1959. Overview 1967 Jaguar MkII 3.4l (Manual) – 17 CWF The car in our auction may just help you have a taste of those times. First registered in June 1967 it is one of the last of the mk II 3.4l before they became the 340 in September of the same year. We do not have much of its early history (maybe we don’t want to or aren’t allowed to). However, we do know the car went through a photo documented restoration. As well as an engine and gearbox rebuild back in 2010, with the total works for all costing £15,000. Completed by WatJag of Bakewell. Documentation is within the files. There are a lot of files, along with manuals and parts catalogues (and maybe the odd document that tells you how to file your way out of prison)! It appears the car has been well kept since 2010, this can be seen just by looking at the condition of it, close to immaculate. A very tidy car, with just 77,000 on the clock. Although we cannot be sure if that is genuine or not, appearances would say it is. The car starts and drives well. There is an electronic choke fitted. The steering fluid may need a small top up as there is a slight whine occasionally, when on full lock. However, when she is opened up, the only whine you can hear is the one in your head, as you imagine 1960’s coppers behind you, in hot pursuit. View more - https://hansonsclassics.com/car/1967-jaguar-mkii-3-4l-manual/
History First appearing at the London Motor Show. In 1966 the Gilbern Genie could be purchased with either a 2.5- or 3-litre Ford Essex V6 engine and gearbox with optional overdrive and steering and back axle were BMC units from the MGB. The unusual name was in fact a combination of the first three letters of the name of founder Giles Smith and the first four letters of the name of his co-founder Bernard Friese. Overview Gilbern GenieVRM: WMP 391G (non transferable) No. 110 of only 197 made. Having been restored in the early 1990s including a full engine rebuild this stunning example has only covered around 10,000 miles since! Complete with overdrive, and a stainless steel exhaust this car could almost be mistaken for an exotic mid-‘60s Alfa, amazingly it was actually made in Wales, in fact the Gilbern was the only handmade car to ever be produced there. Without doubt an extremely rare car being one of only 197 Genies ever produced, the question you have to ask yourself is, how many have actually survived. The styling is typical ‘60s sharp-suited Italianate, the wheels could pass for Cromodoras and the car has plenty of power on tap from its 3.0 Ford V6. The Gilbern is almost forgotten nowadays and if you were to remove the Dragon badges who would know what you were driving or what it was worth? It even has a whiff of Maserati Mexico about it. This 1969 Genie had a thorough restoration in the early 1990s, during which it received its new Giallo Forte paintwork (having previously been red). The engine was also rebuilt with a fast road camshaft, uprated oil pump, new Weber 40DF15 carb, electronic ignition etc. (The oil pressure is reported to be around 50psi). There is a stack of paperwork with this car including a total of 21 MoT’s showing the mileage at point of restoration was around 97,000 miles with the odometer now showing ****** This example has been kept it in good order with the aid of local Gilbern specialist, Sporting Classic Marques of Llanelli who, among other jobs, fabricated new stainless steel rear exhaust sections which look absolutely stunning. The car has also benefitted from rolling road tuning where the dyno sheets show a rather healthy 165bhp and 189lb/ft. An incredibly rare opportunity to own an incredibly rare car which oozes the true styling of the sixties. View more - https://hansonsclassics.com/car/gilbern-genie/
HistoryWhen thinking of a true British sports car you immediately think of elegance, sophistication and reliability, with its sleek 1940’s roadster look, the classic design of The Royale Sabre is one to behold. The Royale Sabre is a very versatile car with people more times than not opting for Vauxhall or Ford Engines and running gear, although Ford based models are usually in higher demand.The chassis, typically constructed as a tubular steel space frame gave a strong and lightweight design providing agility and excellent handling characteristics. On the road, the Royale Sabre offers a thrilling driving experience, with its responsive steering and agile handling alongside its dynamic and engaging performance under the bonnet.Overview2018 Royale Sabre Convertible (Manual) Build Date: 2018VRM: UHT 800 (Transferable)Value: £1800Engine: Ford Sierra 2.0 (1993cc)Presented in silver metallic over royal blue with a dark blue hood this example really does show the heights of what can be achieved in the world of self build cars.It is clearly evident that no expense was spared in the construction of this stunning looking example. With the chassis configured in the traditional tubular steel design and lightweight glass fibre body the vendor decided to configure a more desirable economical Ford engine and running gear.After carefully sourcing a 1989 Sierra LX 2.0 with low mileage the car was constructed passing all its certification whilst finally being registered with DVLA on 01/12/2018.Now showing just 72,609 miles there are many many more years of uncomplicated motoring to be enjoyed, the 2.0 Ford renown for being easy to work on whilst economical should any repairs be necessary in years to come.The Sabres luxury black leather interior with its boot mounted picnic basket makes this a classic to be enjoyed, a trip to the beach or a drive in the country being its perfect habitat, with its cosworth styled alloys and Yokohama tyres it’s also set for those more challenging of days at the race track.There is an abundance of paperwork with this vehicle, including DVLA papers, IVA, test papers, Royale Sabre club papers etc. in fact, everything to assist the next custodian in its future keeping. All in all a truly wonderful well above average example not to be missed and a credit to the vendor.MoT History (All with no advisories) 10/11/2022 72,832 Exp 09/11/2023 15/10/2021 72,609 19/10/2020 72,418 17/10/2019 72,385 22/10/2018 72,373View more - https://hansonsclassics.com/car/royal-sabre-1993cc/
History The BX was the first totally new Citroen to be released by the company after being rescued in the early Seventies by cash-rich rival Peugeot. The BX's styling was a break with the past yet still off-beat, but its roomy body, great handling, magic-carpet ride and sprightly performance made it a popular car like no Citroen had ever been before. The BX was already nearly a year old when right-hand drive production began and the first cars arrived in the UK. In August’84 the 19 GT arrived. The BX19 GTi replaced the GT in July 1986 and the range was freshened. The GTi versions were also rather quick. Savvy buyers quickly tagged on that here was a car that weighed the same as a Peugeot 205GTi, and had the same engine, except with a multivalve cylinder head. This made it a veritable performance monster, but avoided hot hatch head due to it family saloon disguise. There were only 9,600 on the road in 1995. There are now just 10! Making the Citroen BX GTI a rare specimen indeed. OverviewThis hot saloon what first registered on 30th January 1993, before being purchased by Mr Hayes from Central Garage on the Isle of Wight on 9th February 1993. The first owner appears to retain the car until 2001, covering just 31,000 miles by this time. And servicing regularly. The car has subsequently had 3 further owners, but still only covered 51,359 to date. It presents in immaculate condition for the year, in fact we have found it hard to find a cosmetic fault on it. The car starts and has driven well around the site. It has a nice history pack dating back to its first owner. Being such a rare car it must be time to get hold of one of these and not let it go? Presented in metallic grey, with black cloth interior. This Citroen was ahead of its time both in style and technology back in 1993. Maybe it has finally arrived in the decade where it fits in, and is admired for all the things that put it “out there” back in 1993. View more - https://hansonsclassics.com/car/1993-citroen-bx19-gti-1905cc-manual/
1959 Sunbeam Alpine MkI, O/D, 1494cc. Registration number 6 HKL (non transferrable). Chassis number B90001670D HRO 117. Body number 1171. Engine number not found. Sold with the V5C, old receipts and history back to 1998, many manuals and some spares and a rare hard top. ntroduced in 1959, the Sunbeam Alpine was a natural rival to cars such as the MGA and Triumph TR3. Built around a steel monocoque, it featured independent coil-sprung front suspension, a 'live' rear axle, and disc/drum brakes. An attractive design, its lines were predominantly the responsibility of Kenneth Howes. Swindon born, this former employee of Ford's Detroit Styling Centre had also been schooled under Raymond Loewy. As such, the Alpine's 'micro Thunderbird' profile was perhaps little coincidence. Initially powered by a 1494cc OHV four-cylinder engine developing some 78bhp @ 5,300rpm, the be-finned sportscar was reputedly capable of 98mph. HKL was owned by John McCabe from 2012 and he took it to Spa circuit, photos on file, our vendor bought it in 2016 and has used it regularly in the summer months, always garaged it presents well on its wire wheels.
1932 Singer Nine, 972cc. Registration number XJ2289 (it is unknown whether this a transferrable number). Car number 41585. Engine number S38570. There is no paperwork with this vehicle apart from a 1987 tax disc. The first Singer 'Nine' car to be unveiled to the public, the 'Nine' Saloon was introduced in February 1932. Generously equipped, its coachbuilt four-door body came with leather upholstery, wood trim, individually adjustable front seats and a rear-mounted luggage rack as standard. Based around a sturdy ladder-frame chassis featuring all-round semi-elliptic leaf-sprung suspension and four-wheel drum brakes, the newcomer was powered by a 972cc four-cylinder engine allied to four-speed manual transmission. Reputed to develop 31bhp @ 4,800rpm, the sophisticated single overhead camshaft powerplant endowed the 'Nine' with a claimed 60mph top speed. Visually distinguished by its vertical bonnet louvres, more upright radiator grille and less voluptuous wings, the '32 Saloon was effectively an interim model and differed markedly from its (heavily revamped) '33 successor. XJ has been off this road since 1987 and stored in a dry garage with other classics. Recently brought out as part of a deceased estate it appears very solid although the engine does not turn over on the starting handle.
1982 Vespa P80X, 150cc. Registration number BWT 336X. Frame number V8X1T 19574. Engine number V8X1 1727856. Sold with the V5C and one key. The Vespa PX was first presented in 1977 in Milan as a new model, it was built with drum brakes, a single-cylinder air cooled engine (aluminum head) and a steel chassis, but has been improved with a new front suspension and a revised rear axle for more stability. It was distributed as Vespa P 125 X and as Vespa P 200 E with an electronic ignition and since 1978 as Vespa P 150 X. The PX 80 appeared in 1981 exclusively for the German market. BWT was imported into the UK in 2003 and has been painted and tuned by Sean Brady Scooters of Ripon. It has DVLA MOT history from 2006 until 2020 when it stored, our vendor buying it in 2022 for display purposes. It would benefit from a carburettor change or adaptation to allow the engine cover to close.
1964 Triumph Tiger Cub. Registration number not registered. Frame number T20 5h 98187. Engine number T20 5H 98187.Sold with a dating certificate, various books.An older restoration that will need some light recommissioning, it has had a new wiring loom and battery, new Mikuni carb, it is up and running.
1937 Riley Kestral, 1 1/2lt. Registration number FPC 962. Chassis number 27K6499. Engine number not found. Sold with no paperwork, although the car is on SORN and a 2010 tax disc was found in the car. Produced from 1936 until 1938 when Nuffield took over the company, the Riley 1½-litre, is a range of cars that were available with saloon, touring, and sports/racing coachwork, The car is powered by a four-cylinder 1,496 cc with one or two Zenith carburettors. It was advanced for its day with twin camshafts mounted high in the engine block, cross flow head on some versions, and Zenith or twin SU carburettors. The chassis had half-elliptic leaf springs all round and drive was to the rear wheels through either a four-speed preselector or manual gearbox. Girling rod brakes were fitted. At launch three body styles were available: the Kestrel 4 light fastback saloon, the Falcon saloon and the Lynx open tourer. In 1936 the Kestrel became a six light, the Falcon was replaced by the Adelphi six light saloon and the Continental touring saloon was introduced. Between 375 and 400 27K models were produced. FPC is an older restoration that has been stored since 2010 in a dry garage with other vehicles from this deceased estate.
1955 MM Tipo 250, 248cc. Registration number 946 YUD (non transferrable). Frame number 6875. Engine number 54A6875. Sold with the V5C and history of MM. MM was founded in Bologna in 1924 by Mario Mazzetti, with Alfonso Morini. MM’s first motorcycle was a 125cc two-stroke with horizontal cylinder, the first of a line that would prove immensely successful in competitions throughout the 1920s. MM made motorcycles for the Italian military during WW2 and when the war was over they returned to civilian manufacture with a range of new models, the high-performance variants of which punched well above their weight. MM closed its doors in 1957. This machine is an older restoration and is said to run very well.
1951 Ferguson T20 petrol tractor. Registration number NTA 658 (non transferrable). Chassis number TED225779. Engine number S177180E. Sold with the V5C and some receipts. Harry Ferguson's invaluable contribution to agricultural practice is his famous three-point hitch system. Designed back in the 1930s, this ingenious device supported trailed implements hydraulically, maintaining ride height and thus enabling tractors to remain stable. In 1938 a gentleman's agreement was concluded with Ford to build tractors incorporating the Ferguson System. The first such model was the immensely popular Ford-Ferguson 9N, which also featured an hydraulic 'power take off' (PTO) for driving trailed implements. Ford continued to use Ferguson's patented technology after the partnership dissolved in 1946, leading to a protracted legal dispute. In the meantime, Harry Ferguson turned to the Standard Motor Company for the manufacture of a new design of tractor, the TE20. Known to all as the 'little grey Fergie' on account of its drab colour scheme, it was made in several variants between 1946 and 1956, during which time some 500,000 were produced. By this time Ferguson had merged with Massey-Harris and would become Massey-Ferguson in December 1957.
1980 Ducati 900 SS MHR, 860cc. Registration number KDF 460V. Frame number DM860SS 900275. Engine number DM860 090008. Sold with the V5C, one key, purchase invoice from Made in Italy Motorcycles to a Swedish owner in 2019, purchase invoice from Classic Super Bikes to our vendor in 2021, MOT dated March 2020 at 35,172KM (21,841M), today 35,717KM various receipts for parts including genuine Conti pipes, clutch/gearbox parts, front fork stanchion and seals, and copy manuals. After Mike Hailwood’s spectacular victory at the 1978 Isle of Man Formula One race on an NCR Ducati, the factory commemorated this event with the introduction of a race replica. Ducati announced that they would produce 200 limited edition ‘900 Replicas', although the exact number is unknown, some believe up to 300 were produced. Today these are referred to as MKI's’ (only from 1981 was the model officially titled ‘Mike Hailwood Replica’) and became known as the Mk1 later on. The bikes had a fibreglass cover over a regular 900 Super Sport fuel tank, single seat and came with a certificate. The engine was identical to that of the 900 Super Sport and came with 40mm Dell’Orto carburettors and Conti exhaust pipes. The 1980 Mk2 was not limited in production and although only the fuel tank was now made from steel, the bike was more or less the same as the 1979 Mk1. This still included some very specific items fitted, such as the one-piece fairing, the Brembo Goldline brake callipers, 40mm Dell’Orto carburettors and were originally fitted with Conti exhausts. The Mike Hailwood Replica’s of 1981 and beyond are very different to the 1979/1980 models. The model now featured a two-piece fairing, regular Brembo brake callipers and Silentium exhaust pipes. The 1981 Mk3 was the first MHR to include side panels to hide the battery. In 1983, the Mk4 was introduced with an updated engine with electric start and and a new frame based on a Ducati S2. The final bevel drive Ducati was the 1000 'Mille' Mike Hailwood Replica of 1984 that was available through until 1986. KDF, frame number 900275, has had three owners on the V5C and appears to a very original machine with low mileage. Our vendor has enjoyed minor improvements during his ownership but now finds it too heavy to move about in his garage. It has recently had the ignition checked over and there was a strong spark at each cylinder, it was last started up in July 2023. Sold with the V5C, one key, purchase invoice from Made in Italy Motorcycles to a Swedish owner in 2019, purchase invoice from Classic Super Bikes to our vendor in 2021, MOT dated March 2020 at 35,172KM (21,841M), today 35,717KM various receipts for parts including genuine Conti pipes, clutch/gearbox parts, front fork stanchion and seals, and copy manuals.
1952 Norton Model 7 Dominator 88, 497cc. Registration number TXS 494 (non transferrable). Frame number 42512. Engine number 42512. Sold with the V5C, old MOT's, large amount of receipts and other paperwork. The Dominator is a twin cylinder motorcycle developed by Norton to compete against the Triumph Speed Twin, originally designed in 1947 by Bert Hopwood, who had been on the Speed Twin design team at Triumph. Available for sale from mid 1949 as the Model 7, the new 500cc engine went into the existing ES2 plunger-frame/tele-fork cycle parts, a marriage that necessitated a redesign of Norton's well-proven four-speed gearbox. this design set the pattern for Norton twins for the next 30 years. HMW was bought by M.J. Murphy from a Sothebys auction in 1990, the entry states that it had been rebuilt by J. Tennant-Eyles and had been in Northern Ireland since 1983 owned by Dr R.A. Lindsay. It was then reallocated its original UK number, HMW 185, and it stayed with him until a year ago. The number has recently been retained. Our vendor states it is in good running order.
1968 BSA Bantam, trials D14, 175cc. Registration number not registered. Frame number D14B 5935. Engine number GC 01748 B175. Sold with a dating certificate. Built for this years Race the Waves, it passed scrutineering but did not run due to the bad weather. New chain, and total loss wiring system, it is fitted with larger wheels for sand racing.
2008 Triumph Rickman Metisse MKIII, 500cc. Registration number not registered. Frame number 2/08, R4355T. Engine number 5T 46583. Gearbox number GB20H53, 946, C41. There is no paperwork with this machine. Rickman Motorcycles was established by brothers Derek and Don Rickman, they manufactured motorcycles from 1960 through 1975, the company was then sold to a Rickman Metisse enthusiast run by Pat French. In 1999 a new enthusiast arrived on the scene and set up a new company (Métisse Motorcycles) and bought Pat French's business including some later parts and the rights to use the word 'Metisse'. This machine has been exactly built with a big bearing 5T engine, AMC gearbox, Norton front brake, Triumph rear wheel, stainless steel rims and spokes. It has been occasionally fired up and ridden around our vendors garden.
1952 Sunbeam Talbot 90, 2267cc. Registration number HKY 110. Chassis number not found. Engine number found. There is no paperwork with this vehicle. In the late 1940s, the Sunbeam and Talbot names still had a sporting resonance despite ownership since 1935 by the rationalising Rootes Brothers. The first post-war cars were warmed-over 1930s types, but in June 1948 came genuine new models. The 90 came as a four-door saloon with a pillarless join between rear door and quarter-window, or as a four-seater drophead coupé. Both had rear wheel spats, and the 90 became one of the most successful rally cars of its time in the hands of drivers like Stirling Moss, Sheila Van Damm and Mike Hawthorn. From September 1950, the Sunbeam-Talbot 90 MkII brought a much better big-bore engine with 2267cc and 70bhp, plus a stronger chassis with a central cruciform brace, independent front suspension and Panhard rod location for the rear axle. Air intake grilles replaced the twin foglamps of the early cars, and headlamps were raised. This was the classic 90, capable of 86mph. There was a more powerful, 77bhp, version of the engine from October 1952, when the MkIIA models appeared. These had bigger brakes to cope, plus ventilated disc wheels, and they lost the rear wheel spats. This example appears to have been off the road since 1985 and dry stored with our deceased vendors other vehicles. It appears to be in overall good condition. One of Spicers clients has seen it and stated he owned it in 1961, buying it from a garage in Hull and selling it to a bank manager a year later to by a Vincent Rapide! During his ownership it had rear spats fitted.
1949 BSA Gold Star trials 350cc. Registration number 257 XUH. Frame number ZB31 COM 109. Engine number ZB31 9540. Sold with the V5C, an interesting letter from the VMCC and one from Stan Dibben, 2008 MOT. This interesting trials machine would appear to be a works machine, further research could be very rewarding. The 1996 Dibben letter suggests that it was built as a works trials machine with a McCandless back end and the VMCC letter from Phil Hamilton backs this up. Our vendor bought it many years ago and has not ridden it for a long time. we had to remove brambles from it resting place in a barn.
1956 Pontiac Star Chief, 5,200cc. Registration number 838 UYW (non transferrable). Chassis number L856H4129. Engine number 521560. Sold with the V5C, original owners guide.and a copy of the USA title. 1956 was a watershed year for Pontiac as a group of enthusiastic managers, led by Semon ('Bunkie') Knudsen, took over the division and began the rapid evolution that transformed Pontiac. He led a group that included Bill Estes and John Delorean that quickly put their stamp on what had been a staid and conservative marque and set all their careers on a fast track. Since 1935 Pontiac's styling signature was the 'Silver Streak' chrome hood embellishments. In a symbolic break with the Division's past, 1956 was to be their last year. Knudsen and his crew had a good base upon which to build, as Pontiac's ohv V8 was, appropriate to its conservative past and long gestation, robust and incorporated many lessons learned in several families of sister GM divisions' V8s. All Star Chief models were V8-powered and most were backed up with the proven Hydra-Matic automatic transmission. With luxury trim, standard chrome rear wheel skirts that continued into chrome bumper moldings and audacious paint combinations, Star Chiefs were easily recognized as top-of-the-line. UYW was owned by Daphne Harris of Laurelton N.Y. in 1978 and was imported into the UK in 2017, having spent its life in New York State, by Neil Hill and he sold it to Christopher Cragg that year. It has had a new radiator and carb and runs very smoothly on our test drive. It appears that most, if not all oof the hard to find trim is present and this car will make a great base for a running restoration of live it with the US of A patina.
1967 VeloSolex S3800, 49cc. Registration number OBP 486E. Frame stamped 4008759V. Engine number 4008759. Sold with the V5C and history folder. VeloSolex produced cyclemotors from 1946 to 1988 in Europe, production began in both China and Hungary in 1988, but ceased in Hungary in 2002. French production resumed in 2005 and is a replica of the historic model, but includes modern components which suit both European and North American requirements. The pedal-assisted powered bicycle has a 49 cc two stroke engine which runs on 1.4 litres of fuel, enough for 50 or 60 miles, they have sold more than 7 million units worldwide. OBP was first registered with DVLA in 2024 after correctly being imported with the supporting NOVA certificate. A dating certificate was obtained from the East Anglian Cyclemotor Club and it has been recommissioned using parts from Solex in Holland. Velosolex produced cyclemotors from 1946 to 1988 in Europe, production began in both China and Hungary in 1988, but ceased in Hungary in 2002. French production resumed in 2005 and is a replica of the historic model, but includes modern components which suit both European and North American requirements. The pedal-assisted powered bicycle has a 49 cc two stroke engine which runs on 1.4 litres of fuel, enough for 50 or 60 miles, they have sold more than 7 million units worldwide. OBP was imported in 2024 with correct NOVA documentation, it also has an East Anglian Cyclemotor Club certificate confirming its age. Our vendor has recommissioned the machine using parts purchased from Solex in Holland
1973 MGB GT, 1798cc. Registration number DFM 94L. Chassis number GHD5 316684 G. Engine number BHM 1111ES 59278. Sold with the V5C. Outstandingly successful despite, or perhaps because of, its relative simplicity, the perennially popular MGB remained in production for 18 years while rivals came and went. Conceived in the late 1950s and launched in 1962, the MGB was mechanically similar to the preceding MGA, though with unitary-construction bodyshell instead of its forebear’s separate chassis. To compensate for the newcomer’s increased weight, the existing four-cylinder B-Series engine was stretched to 1,798cc while the MGB’s aerodynamically efficient lines made the most of the 95bhp available to achieve a top speed which just bested the magic ‘ton’. A ‘right first time’ design that changed little over the years, the MGB had enjoyed sales totalling in excess of 500,000 cars by the time production ceased in 1980. DFM was first registered in Chester on the 6th April 1973. It has has a Gold Seal engine fitted at some point. In about 2005 it was taken off the road and placed into dry storage and has recently been recommissioned, this has included oil and filter changes, a coolant flush with new water pump and thermostat and pipes. It now runs well but would benefit from a carb tune.
1959 AJS Model 31, 648cc. Registration number YSY 368 (non transferrable). Frame number 69455. Engine number 50/31LX 0215.Sold with the V5C, 1997 MOT and a service invoice.The AJS Model 31 was also produced as the Matchless G12 by the same company. Designed by Phil Walker, AMC knew that it had to be a 650cc but wanted to use as many cycle parts as possible from the preceding 600cc Matchless G11, which had been badge-engineered as the AJS Model 30. The cylinders could not be bored out further, so the stroke was lengthened from 72.8mm to 79.3mm, increasing capacity to 646cc. That meant developing a new crankshaft and primary chaincase, which also provided the opportunity to add a Lucas alternator. Volume production began in September 1958.YSY was restored over 12 years ago by an AJS/Matchless enthusiast. Both engine and frame/tinware were overhauled. Our vendor states that it has only done 19 miles since and was the stored for over 12 years. A new battery has been fitted and all electricals are working, it will most likely need some light commissioning.
1978 Bultaco Sherpa T, 340cc. Registration number YGY 254S. Frame number JB 19900686. Engine number JM 199001774. Sold with the V5C and MOT certificates from 2014 and 2015. The 350 version of Bultaco's famous Sherpa T trials motorcycle first appeared in 1972 as the model 92. The specification remained unchanged until 1975, and the model 151, when a modified frame lowered the weight to 91 kg and changes to the induction and exhaust resulted in a drop in power output to 17.5 bhp. The 1977 Model 191 benefited from a power increase to 20.8 bhp but no significant changes were made until the 1981 Model 199B, when the engine capacity was increased to 340cc and a sixth ratio was added to the gearbox. This was the final version of the Sherpa T 350 and remained in production until 1985 when Bultaco went out of business. YGY was first registered in the UK in 2012 and bought by our vendor in 2022 with the intention of entering some twin shock events. He gave it to his father to fettle it and when it was returned it had been restored too well to take out on the moors and rocks so it stayed in the garage and was only occasionally fired up and ridden locally. Benefitting from being road legal this Sherpa should give much fun to the next owner. Sold with the V5C and MOT certificates from 2014 and 2015.
1937 Ford Model Y, 885cc. Registration number FPG 447 (see text). Chassis number Y191711. Engine number not found. Sold with a photocopy of the V5C, it is recorded SORN with DVLA, the buyer will need to apply for a new V5C), key, MOT's 1991, 94 and 96, partial history folder. The Ford Model Y was produced between 1932 and 1937 it was the first Ford specifically designed for markets outside the USA. It was produced in England as well as France and Germany. Powered by a 933 cc sidevalve engine, it was available in two- and four-door versions, in June 1935 Ford was able to announce that the Popular Tudor model would be sold for just £100, this was the first time a four-seater closed-bodied saloon car had sold in Britain for that price. It was renowned for poor brakes! GPU was owned by A. Oakes of Hyde in the 1970's before Edmund Riley of Wrexham in 1993 and then sold to Antony Smith , again of Wrexham in 1994. There is a 2002 MOT failure note on file and the car appears to have been in dry storage since then.
1982 Moto Guzzi V50 Monza, 493cc. Registration number NMD 137X. Frame number PE12224. Engine number PE*023386*. Sold with the V5C, old MOT's, one key and some receipts. Moto Guzzi launched the 750cc V7 in 1969 to satisfy the demand for larger capacity bikes and the iconic transverse shaft drive vee-twin layout has now become Guzzi's signature design, with the sporty Le Mans models becoming the most sought after model. The V35 and V50 models were launched as lightweight versions of the bigger capacity vee-twins with the V50 Monza becoming known as the 'baby Le Mans'. The Monza sported bigger valves and carbs over that of the standard V50. NMD was owned by James Todd in 2011 and he rebuilt the carburettor. In 2013 our vendor bought it but has rarely used it, although it has been MOT'd many times. These MOT's go back to 1996 at 18,140 miles slowly increasing, the last one was in 2022 at 19,120 miles, today the odometer shows 19,139 miles.
1938 Austin Big Seven, six light 900cc. Registration number GPU 445 (see text), Body number RV 8946. Chassis number C/RV 11273. Engine number 1A 11405. Sold with no paperwork although it is recorded with DVLA, the buyer will need to apply to DVLA for a V5C), keys. Introduced in July 1937 in response to demand for 4 door version of the Austin Seven, the Big Seven featured an entirely new engine of 900cc. Slotting into the Austin catalogue between the Seven and Ten models, the Big Seven achieved immediate success, being surprisingly lively with a top speed of over 60 mph and acceleration that shamed several more expensive rivals. Offering comfortable accommodation for four adults and very good fuel economy, the Big Seven continued in production until April 1939, after around 20,000 were produced, when it was superseded by an entirely new model – the Austin Eight, which retained the now well proven 900 cc power unit. There is no history with this Austin, it has been recovered from dry storage from a deceased estate.
1988 Ford Sierra 2.3 diesel estate. Registration number E761 KSL. VIN number WFONXXGBBN. Engine number not found. Sold with MOT's 1995-1999, mileage 94,394, original car handbooks, two keys. There is no V5c with this vehicle, buyers will have to apply to the DVLA. The Ford Sierra was not a technologically important car when launched in 1982, but buyers were put off of its jelly-mould appearance and hatchback shape. Sierras ranged from 1.3 to 2.3 litres, spanning four-cylinder and V6 engines in petrol and diesel form. Early diesels used a 2.3-litre Peugeot engine, while later ones used Ford’s 1.8 Endura from the Escort. All used four- and five-speed manuals, with optional three-speed automatics. KSC was first registered to Ian Paton Plumbing in Perth, before our deceased vendor bought it. The first MOT certificate we have found was in 1995 undertaken in Driffield. It would appear to have been taken off the road in 1999 and dry stored with others of his collection. The car presents very well and still has its original, unused spare.
1983 Honda CB750F, 748cc. Registration number UKY 12Y. Frame number RC04 2211951. Engine number RC04E 2219851. Sold with the V5C, 2 x keys, MOT's from 1995 at 27,624 miles until 2016 at 37,029 miles, today it is 37,056 miles. The CB750 was the first modern four-cylinder machine from a mainstream manufacturer, and the term superbike was coined to describe it. Adding to the bike's value were its electric starter, kill switch, dual mirrors, easily maintained valves, and overall smoothness and low vibration both under way and at a standstill. Owned by Michael Partington from 1997 our vendor bought it in 1999 and has used it sparingly, It was dry stored from 2009 until 2014 and again from 2016 until now. It has just been fully recommissioned, with a fuel system clean, the brake system fully overhauled and the wiring all checked over, including a new battery. A video is available of the bike running which starts easily with a little choke.
1965 Austin Mini Cooper Mk 1, 998cc. Registration number JPX 194D. Chassis number C-A237/810529 (see text). Engine number 9FD-SA-H12321. Sold with the V5C, V5, Heritage Certificate dated 08/02/2024, 1992 receipt for engine parts to the tune of £294 from Jonspeed Racing, and several early 1990's period restoration photographs, there are no keys. The Mini Cooper was modelled as a special version of the first generation Mini, with John Cooper of the Cooper Car Company recognising the potential in creating a motorsports version of the same car. As a result the Mini Cooper and the Mini Cooper 'S' were launched in 1961 and 1963. These cars featured 998cc engines for the Cooper and 1071cc for the S type. JPX was built on the 1st December 1965 and dispatched to Stringer Motors in Brighton on the 5th. It was Old English White with a black roof and had a tartan red and grey with gold brocade interior, it was also fitted with a heater. It was owned by Andrew McClean in 1983, he sold it to our vendor in 1987. At this time it was blue and white, although it had been green and red before that. His intention was to rally the car and stripped the engine down at work with +20 pistons and rings, new main bearings and big ends, and then he polished the head. Reassembled it was fitted to the freshly restored bodyshell. The project then stalled in 1992 and it followed him with several house moves. He has now accepted he will not finish it and it is time for a new owner to restore. There is no interior as bucket seats were to be fitted and only the rear screen remains from the glassware, there is a brake servo and twin carbs with the car plus reverse dish wheels. It should be noted that both the V5C and V5 state the chassis to be CA237 not the correct CA2S7.
2010 Peugeot 207 GT VTi CC, 1598cc. Registration number KU59 UWS. VIN number VF3WB5FS09E095377. Engine number FHBW067824. Sold with the V5C, MOT until February 2025, handbooks. HPI show CAT S structural damage, the insurer deemed it was not an economical repair, dated 03/07/2021. Roof works with no issues, cruise control, hands free telephone, rear parking sensor, wind deflector, recent off side rear spring and near side rear tyre.
1991 Honda PC800, Pacific Coast, 798 cc. Registration number H763 ATV. Frame number (not visible, declared RC341 000319. Engine number (not visible). Sold with the V5C, MOT until May 2025, MOT history, various receipts for works, two keys, including the red master one. The Pacific Coast was manufactured by Honda between 1989 and 1998, named after California's Pacific Coast Highway, over 14,000 were sold in North America, Europe and Japan. The bike is noted for its single integrated boot straddling the rear wheel and full bodywork. ATV was imported into the UK in 1999, by 2004 it was with George Budd of Deal and later Gareth Roberts of Mountain Ash in 2008, followed by Mr Leeming of Liverpool a couple of months later. The first MOT on file, is from 2004 at 32,098 km (19,94421 miles) and every year since a few miles had been added until 2015 at 49, 849 km. It was then stored before being sold by these rooms at the Sledmere House auction of October 2019. Recommissioned by our vendor and MOT'd at 49,877KM he set about improving the machine with heated grips, LED headlamp and driving lamps, new Hagon shocks, new steering head taper bearings, fully rebuilt the front forks, the front calipers were resealed, USB and 12v sockets added and upgraded the rear drive unit to an 1100 version, (this reduces the revs by 500RPM when cruising). Used by him for the last three years the mileage has increased, the last and current MOT was undertaken in May 2024 at 52,281 KM. It is now being sold as he requires a hip operation and is downsizing to a smaller machine.
1965 Triumph 3TA, 349cc. Registration number KHH 849C. Frame number H 37536. Engine number H 37536. Sold with the V5C and a key. Triumph re-entered the 350 class in 1957 with the introduction of the Twenty One. Its arrival ushered in Triumph's unitary construction era, which saw the engine and gearbox, previously separate components, combined within a single structure, albeit one that retained a vertically split crankcase assembly. Readily distinguishable by its Shell Blue metallic finish and 'bathtub' rear enclosure - a feature later applied to Triumph's larger models - the newcomer was renamed '3TA' in September 1958. With just 18.5bhp on tap, Triumph's smallest twin lacked the urgent acceleration of its larger brethren, but nevertheless was a capable tourer good for around 80mph while delivering excellent fuel economy. KHH is a matching numbers unrestored machine in a rare silver bronze (gold) colourway. This colour was only used for three years, 1963 - 65, it is believed only some 1756 were produced. It has been running recently but further recommissioning will be required.
1970 MG BGT, 1798cc. Registration number PMA 629H. Chassis number GHD5 196059 G. Engine number 18GG-WE-H 9805. Commission number G23D 021174 Z. There is no paperwork with this vehicle, there is a photographic record of its restoration. Outstandingly successful despite, or perhaps because of, its relative simplicity, the perennially popular MGB remained in production for 18 years while rivals came and went. Conceived in the late 1950s and launched in 1962, the MGB was mechanically similar to the preceding MGA, though with unitary-construction bodyshell instead of its forebear’s separate chassis. To compensate for the newcomer’s increased weight, the existing four-cylinder B-Series engine was stretched to 1,798cc while the MGB’s aerodynamically efficient lines made the most of the 95bhp available to achieve a top speed which just bested the magic ‘ton’. A ‘right first time’ design that changed little over the years, the MGB had enjoyed sales totaling in excess of 500,000 cars by the time production ceased in 1980. PMA is an older restoration that appears to have been very well undertaken. It has been dry stored for many years with other cars from this deceased estate.
c.1939 BSA Silver Star, B24, 350cc. Registration number WYJ 594 (Non transferrable). Frame number KB24 119. Engine number KB26 1383 (see text). Sold with the V5C, please note the frame and engine number do not correspond to this bike. BSA produced a unique range of machines for 1939 year, and quite strangely 2 of the models were still hand change, the B21 and B23 SV. C10 and C11 machines were the 250s suited for the slower or learner rider. B25 was the Competition model, and then there was the B26, M20,M21 and M22. For the more stylish rider there was the B24 350cc OHV Silver Star, the M23 500cc OHV Silver Star, and the M24 500cc OHV Gold Star. Sidecars could be powered by the M models or if you wanted more power then BSAs G14 1000cc V twin would be the order. Val Page included several innovative and modern features in these new machines. The forged steel backbone of the previous models was replaced by a brazed steel tubular frame with a single backbone. The sump in the crankcase was discontinued, and the mag-dyno was moved to the rear of the cylinder and driven by a chain from the right side. But the big news was the full enclosure of the top end valve gear. WYJ has come from a deceased estate and nothing is known of it history, it was purchased in 2021 and the DVLA V5C paperwork has it listed as a 1932 BSA 350cc with different frame and engine numbers listed, 25-2027 and Z11.1446. Buyers should satisfy themselves as to what they are buying and then contact DVLA to have the V5C corrected.
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