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Click here to subscribeA model of a Stuart Turner No 1 vertical live steam engine, the lagged single cylinder being 2 inch stroke by 2 inch bore and supported on cast and turned supports with open crank and eccentric driven steam valve linked to the crank with spoked flywheel and mounted sole plate painted in grey, green and red. Wooden plinth 26cm x 18cm. Overall height 38cm.
A model of a Stuart Turner 10V vertical live steam engine, having metal clad cylinder, trunk guide, open crank with eccentric driven steam valve and spoked flywheel. Steam inlet control and displacement oiler. The model finished in blue paintwork and mounted on hardwood plinth. Total height 17cm.
A well-engineered 2 inch scale model of a double crank compound Scenic Showman's engine ‘Thetford Town’, built by Mr Mike Chenery of Sussex over a period of five years from the design by Ronald H Clarke and based on a 1924 engine. The silver soldered copper boiler with fittings including pressure gauge, water sight-glass, regulator, direction control lever with quadrant, two road speeds, hand operated brake gear to back wheels, worm and chain steering, disc flywheel, motion guards with mounted name plates, belly water tanks with detailed rivet work, mounted generator having pulley for drive from main flywheel, pump and ratchet lubricating system. Spoked wheels with fitted road tyres, polished hub caps, brass boiler bands and other usual fittings. The model finished in dark maroon, black and yellow paintwork with full length canopy supported on polished brass olivers, fitted head lamps, mounted extension chimney and rear crane for the erection of fairground tents and rides.Length 160cm. Width 343cm. Height 60cm.No boiler history available.BOILER HISTORY DISCLAIMER Please Note: All boiler history records and references made in this catalogue are made for guidance only and the auctioneers are not able to convey any guarantees or warranty’s as to the safety of the boilers or their present condition.
An exhibition quality model of a Stuart Turner ‘Victoria’ horizontal live steam mill engine, the single cylinder lagged in hardwood with polished brass strapping, steam chest mounted to the top with steam cylinder and driven by an eccentric mounted on the open crank with brass oiler cups, speed governor having shut off linkage, cross-head guides with brass oiler cups, spoked flywheel and small pulley wheel. The engine finished in traditional green paintwork with polished bright work and mounted on wooden plinth, set on workshop tiled floor with polished brass railings. Plinth. 60cm x 30cm. Overall height 25cm.This model was exhibited at The Midlands Model Engineering Exhibition 1980.
An exhibition standard model of a twin cylinder horizontal mill engine, having two cylinders with polished brass drain cocks, piston valve gear linked to open crank having disc flywheel, lever operated Stephenson’s reverse gear, trunk guides. The engine mounted on polished brass base plate and set in mahogany moulded plinth. 37cm x 27cm. Overall height 21cm. The model finished in polished brass and steel bright-work.
A Cotswold Heritage hot air engine ‘Fury’, with Heritage builder's plaque No 111. Balanced crank and eccentric drive, spoken flywheel and ceramic gas burner concealed within the decorative chimney stack. The model finished in green and black paintwork being mounted on polished hardwood plinth with brass engraved plaque ‘Fury’. Plinth 36cm x 21cm. Total height to top of chimney 31cm.
A vintage model of a horizontal live steam mill engine, the single cylinder with connecting rod and cross-head guides, open crank, eccentric linked steam valve with five spoke flywheel. The model finished in green paintwork with polished bright-work. Possibly a Stevens Dockyard model. Length 21cm.
A well-engineered model of a 'Lady Stephanie’ type six column live steam Beam Engine, with single cylinder having outside steam chest. The beam supported on six turned vertical columns with water pump set within. Six spoked flywheel set to side with eccentric driven steam valve linkage from crank. The model finished in red and dark green paintwork, set on brick-work plinth with decorative wood plank flooring.Model length 27cm. Height 22cm.
A well-engineered model of the horizontal live steam stationary engine ‘Unicorn”, model engineer built from Reeves castings and having wooden clad single cylinder with brass strapping and brass drain cocks, mounted speed governor with shut-off linkage to steam inlet. Eccentric driven steam valve and water pump mounted to side, balanced crank, brass oiler and mounted on sole plate with wooden plinth and base with moulded edge. The model finished in traditional green, red and black paintwork with polished bright-work. Length 28cm x 15cm. Overall height 17cm.
A model of a Stuart Turner S50 horizontal mill engine, being of open balanced crank design with cross-head guides, eccentric driven steam valve and metal lagged single cylinder ¾ inch bore by 1 inch stroke, polished brass displacement oiler and steam supply pipe. The model finished in green paintwork with polished bright-work.Length 22cm x 11cm. Total height 9cm.
A vintage model of a live steam compound two cylinder vertical engine, the cylinders supported on four columns with open crank, eccentric driven steam valve, steam inlet control valve and 9 cm diameter spoked flywheel. The whole mounted on hardwood plinth. Length 19cm. Width 10cm. Overall height 17cm.
A well-engineered model of a vertical live steam stationary engine, the single lagged cylinder with polished brass displacement oiler, eccentric driven steam valve from the open crank with fitted spoke flywheel. The model finished in green paintwork with polished bright-work and mounted on wooden plinth having molded edge. 27cm x 20cm. Overall height 36cm.
A fine engineered model of a Stuart Turner 800 gas engine, this engine has been built for use as an internal combustion petrol engine being fitted with a spark plug. The single cylinder engine with balanced open crank, oiler system, side rod operating inlet and outlet valves with bevel gear linkage to speed governor. The model mounted on polished mahogany plinth and finished in traditional green paintwork with polished bright-work, split bearings and oilers.Plinth 45cm x 25cm. Overall height 38cm.
A Late Victorian twin simple horizontal live steam engine, this would appear to be an original full size engine with twin central trunk guides having oilers with pistons linked to open crank and having twin eccentric’s linked to steam valve chests. The engine mounted on original plinth. 52cm x 23cm.
An Edwardian model of a live steam horizontal open crank mill engine, having single cylinder lagged with hardwood, cross-head guides with oiler cups, Stephenson’s link reverse with graduated direction control, twin spoked flywheels with water pump driven from eccentric on the crank. The model mounted on a wooden plinth with builder's plaque ‘E Wilson 1909 Builder Gorton'. Plinth length 40cm x 14cm.
An exhibition standard 1½ inch scale model of a Marshall agricultural portable steam engine, built to the design by the late W J Hughes and completed by R Kibby to drawings and casting supplied by Reeves of Birmingham. The silver soldered copper boiler with fittings including pressure gauge, water sight-glass, drain cock and steam regulator. Single cylinder mounted over the boiler with oiler and drains having associated copper pipework, the open crank with cross-head guides and eccentric driven water pump to side with spoked flywheel, firebox door, ash pan and grate with chimney perch bracket to top of steam valve chest.The model finished in green and black paintwork with red spoked wheels and front axle, polished bright-work and detailed rivet work to firebox.Length 41cm. Width 23cmThese models were documented in The Model Engineer Volume 142-145.
A well-engineered model of a Stuart Turner ‘Real’ over-type live steam engine, built from Stuart castings, the over-crank supported on turned columns with split bronze bearings and oiler cups. 18cm spoked flywheel and crank linked to single vertical cylinder via wish-bone type linkage, eccentric driven steam valve from crank. The single cylinder lagged in planked hardwood with drains and steam inlet fitted with displacement oiler and steam control valve. The model finished in red paintwork with polished bright-work. Base 17cm x 14cm. Overall height 41cm.
An exhibition standard model of a live steam ‘Model Engineer’ beam engine, built from Reeve’s castings and having turned central column supporting beam with split bearings, brass oiler cups, Watts parallel motion with link to vertical piston and cylinder having inside steam chest and steam inlet with linkage to speed governor and eccentric crank linkage. The model with water pump driven from beam and open crank with gear and bevel gear drives, large 23.5cm diameter spoked flywheel and smaller 8cm diameter pulley belt wheel, both with split bearings and brass oiler cups. The model finished in traditional green and black paintwork, polished bright-work and mounted on stained wooden plinth with fitted stair case. 43cm x 21cm. Overall height 33cm.
HMV teak cased portable gramophone Model 101 or Colonial Model, 41cm x 28.5cm, together with a selection of 78rpm records including; Abdication of King Edward VIII Condition: General knocks and edge losses to cover commensurate with age and use, light wear to wooden terminal of crank handle, rusting to catch, paint splashes and minor scratching to body plus a small loss to one dovetail, mechanism not tested and sold as seen - **General condition consistent with age
Victorian mahogany wind-out extending dining table, the rounded oblong top with moulded edge opening via crank handle on patent mechanisim with plaque of Joseph Fitter of Birmingham, to accommodate three further leaves to 316cm x 140cm x 73cm high, together with a later set of eight (6 standards plus 2 arm) Chippendale-style dining chairs (9) Condition: Table has general dints, knocks and signs of use commensurate with age including dark scratches and a number of deep pock marks or scars, general rubbing to edge but otherwise sound, chairs are 20th Century with deliberate 'distressing' and all appear to be sound - Please see extra images and TELEPHONE department if you require further information
Kinora Viewer: with gilt lacquered viewer and manual hand crank drive on an oak plinth base, maker's plate to frame' The Kinora, Bond's Ltd 138 New Bond Street', 30 cm long.*Notes- Originally invented by Lumiere in France in 1897, the rights to the Kinora were purchased by the British Mutoscope & Biograph Company in 1898. First sold in 1902 they were marketed by Bond's Limited, London.
A 1950's Hohm Electrically Operated Working Demonstration Model Chassis of an Opel car, Reg No.HD72, built for college education, the chassis with working transparent engine, working crank shaft, cylinders, spark plugs, cut away working clutch and gear box, the differential with working steering, working lights and brakes, right hand drive on display stand, total length 42 inches, model 38 inches
1972 Triumph Trident Project, 750 cc. Registration number MTD 19K. Frame number T150 AG 1080. Engine number T150 TEE 01146. Essentially a 'Tiger-and-a-half', the Triumph and BSA 750 triples were launched in the UK in 1969, just in time to be up-staged by Honda's four-cylinder CB750. Differences between the Triumph Trident and BSA Rocket 3 were more than just cosmetic: the two models used different frames and in BSA guise the motor's cylinder block was inclined forwards. Only the Trident survived the Group's collapse in 1972, continuing as the T150V (with 5-speed gearbox) and later the T160 (using the BSA-type engine). The number of important production race victories achieved (notably by the works Triumph 'Slippery Sam') is eloquent testimony to how effective a high-speed road-burner a well-fettled triple can be. Today the models are served by an active owners' club and enjoy an enthusiastic following worldwide. This example was last on the road in 1996 and has been stripped for a rebuild, which has now stalled. The engine has been part dismantled and was found to have a bent crank shaft, also there are no tanks. There are a lot of parts with this bike including a new seat and buyers should check to see what is with the machine. This bike will make a good spring project for the new owner. Sold with the V5C.
1955 Matchless G9, 498 cc. Registration number UYJ 920. Frame number A34382. Engine number 55 G9 27286. With hindsight 1949 can be defined as the year of response to the success of the Speed Twin by Triumphs rival manufactures with BSA, Norton, Royal Enfield and AJS/Matchless all announcing new 500cc twins. AMC felt they should improve upon Triumph's design, and so added a centre main bearing to the crankshaft, which added immense strength and rigidity when compared to the deflection-prone cranks in the Triumph, and every other British vertical twin that followed. All except the Matchless and AJS twins had only the two outer main bearings with a huge central flywheel supported only by the rod journals. This 3-bearing setup allowed AMC to make the one-piece crank out of a heavy-duty cast iron, instead of steel. The connecting rods were made of lightweight aluminium alloy and were highly polished to remove surface imperfections that could develop into cracks under stress. The cylinder had its separate cast iron cylinder block that was sunk deeply into the alloy crankcase. The alloy cylinder heads were also two separate castings. They were well-engineered, robust machines that proved reliable even after displacement and horsepower were increased. AMC started using Burman 4-speed gearboxes the previous year in 1952. AMC, unlike the majority of their rivals, who dabbled with "sprung hubs" and various plunger systems, had introduced a pivoted fork frame controlled by hydraulically damped suspension units during the late forties having carried out development work during the war years. The new rear suspension system that was applied to both the singles and twins was complimented by AMC's "Teledraulic" battlefield proven front forks. The rest of the cycle parts were drawn from the existing single cylinder range. The basic design changed little over the course of the next few years, the most significant changes occurring in 1952 when a new Burman gearbox was adopted, 1954 and the change to a full width alloy hub and 1955, the year that the example offered was built, when an Amal Monobloc carburettor became standard together with a full width alloy rear hub. 1956 saw the introduction of the revised long oil tank and toolbox together with a new frame and in 1957 the Jampot suspension units gave way to items supplied by Girling. UYJ was first registered on the 22nd of June 1955 and nothing is known of its early life until July of 1993 when Stuart Bray of Bexhill on Sea bought it and then sold it to our vendor on the 31st August 1993. It was a machine he had owned earlier in his life and as business was successful he treated himself to a tired example. He then entrusted it to Tennant-Eyles of Faringdon in the November who undertook an extensive restoration, with a full engine and gearbox rebuild, full frame and running gear rebuild to a concours standard. Completed and handed over in March 1995 our vendor then covered some 122 miles before his interest in it waned and trialing took over. Stored in a heated garage ever since, it is testament to the rebuild that it now has mellowed perfectly and is probably one of the best G9's in existence. Sold with the V5 and the comprehensive documents from the rebuild.
1984 Kawasaki KR250, 249 cc. Registration number H802 GND. Frame number KH250 A 005843. Engine number KR250AE 005935. Never seen a KR250 before? You're not alone. Even by grey-import standards these Kawasaki tandem twins are rare. It is believed that there are less than 50 in the UK, 30 of those arriving in a batch independently imported by Huddersfield Kawasaki. They were only sold in Japan, Australia and South Africa got the KR and competed against the Suzuki RG. As well as being one of the rarest 250 two-strokes, the KR is also one of the most technically interesting. Its motor is a dual-crank tandem-twin, with Kawasaki's Rotary Reed Valve Induction System (RRIS), as used on the AR125. This gives it a much broader spread of power than the reed valve only RG - the KVSS power valve equipped KR250S introduced in '86 is claimed to be even more tractable. The chassis is striking too. There's an adjustable underslung shock, a braced swing arm, adjustable anti-dive forks, triple discs, a hand-welded aluminium frame and styling that gives more than a nod to the GPZ900R. Although complicated it helps the bike to remain very narrow, as exhaust routing and expansion chambers no longer have to run underneath the engine as they do on most parallel-twin engines. In this case, they both exit on the right side of the bike: one down low, the other partly through the tailpiece in flamboyant 1980s style. The round tail lamp is set into the kicked-up tail and the bolt-on hand-fairings are an unusual touch. The 45 hp engine was good for over 110 mph and had a six speed gearbox. As MCN said in 2016 "Starting these Kawasaki’s requires a knack - even in fine fettle, they're notoriously recalcitrant and sometime refuse to fire on one or both cylinders, despite vigorous kicking. Flipping the fuel tap to 'Prime' before prodding the kick starter coaxes it into life." Our vendor purchased this example from Kawasaki Huddersfield on the 5th of February 1991 and used it sparingly until 1995 when it went into storage with 2,090 miles on the odometer. These are rare machines and this totally original machine will need recommissioning before use. Sold with the V5.
A Wm Allchin Ltd Engineers, Northampton England, 1 1/2in scale Allchin traction engine, single cylinder to fly wheel and two speed gear box, cab fitting include regulator, water gauge, crank shaft driven feed pump, bypass valve, cylinder drawn cock lever, damper lever, reversing lever and steam pressure gauge, engine has rope pulley and chain steering. A well made model finished in green and red; no current boiler certificate is present, 26in (66cm) long x 12in (30.5cm) wide x 16¾in (42.5cm) high.'
ϒA Swiss rosewood and simulated rosewood musical box, late 19th century, the mechanism playing a choice of six airs via a pinned brass cylinder and tuned steel combs, the movement driven by a single crank-wound spring drum mounted on a gilt iron bed beneath a hinged glass internal cover with selection levers to the right hand side, the lid with applied with printed and hand written tune sheet numbered 48020, the case of typical form with marquetry inlaid lid, 14cm high, 48cm wide, 22cm deep ϒ Indicates that this lot may be subject to CITES regulations when exported. Please see our Terms & Conditions for more information.
Mixed Lot: Kodak folding camera "Vest Pocket Autographic" in stitched leather case and with card slip outer case, together with a Curta calculator of black finished cylindrical form with bayonet type handle to a central hand crank and a further cased pocket probe pyrometer, temperature range 0-200C, Model NMP in its original fitted outer case, various dates and makers (3)
A George V iron and brass turret timepiece, Gillett and Johnston, Croydon, circa 1926/7 The substantial skeletonised movement with pierced triangular plates united by three cylindrical pillars and thick bar top plate incorporating pendulum suspension cheeks to the rear, the four wheel train with bronze pivot bushes, Harrison’s maintaining power, high pinion count, six-spoke crossings to the second and third wheels and substantially engineered pin-wheel escapement regulated by seconds pendulum incorporating massive oval-section iron bob and wooden shaft, the front of the frame with bronze hand adjustment dial fitted with heavy brass setting pointer and calibrated with minute ring incorporating Arabic ten-minute annotations, the centre stamped with serial number 9274 over cast inscription GILLETT & JOHNSTON, CROYDON, BY ROYAL WARRANT, CLOCKMAKERS & BELLFOUNDERS TO, H.M. KING GEORGE V, the lower rail of the movement frame with cast-in repeat signature and with drilled securing flanges to each corner, complete with take-off bevel-gear pivoted through one of the movement pillars, drive rod, two bevel gear assemblies, further connecting rod, motionwork assembly with hands (no dial), heavy three-part cast iron weight with iron loop suspension, crank winder and a few other smaller related accessories, the movement frame 47cm (18.25ins) high by 27cm (10.5ins) deep by 33cm (13in wide); with a purpose made wooden display stand 151cm (59.25ins approx.) high overall. Provenance: The property of a private collector, by repute removed from a house near Marlborough, Wiltshire. The firm of Gillet and Johnston can trace its roots back to the clockmaker William Gillett who moved from Hadlow, Kent, to Clerkenwell in 1837. In 1844 he relocated again, this time to Union Road, Thornton Heath, Croydon. Charles Bland became a partner in 1854, and the company subsequently traded as Gillett & Bland. In 1877, Arthur A. Johnston (c.1851-1916) bought a partnership, and shortly afterwards extended the company's output by establishing a bell foundry. The business became known as Gillett, Bland & Co until Bland's death in c.1884, when the name was changed to Gillett & Co. The name Gillett & Johnston seems to have been used from around 1887.Arthur Johnston's son, Cyril Frederick Johnston (1884-1950), joined the company in 1902, became a partner in 1907, and took over the firm following his father's death in 1916. He developed an interest in the theory of bell tuning, and greatly expanded the bellfounding side of the business. During the First World War, the factory suspended its regular business and became involved in the manufacture of munitions, employing over 1,250 men and women. The firm became a limited liability company in 1925, initially trading as the Croydon Bell Foundry Ltd (although the name ‘Gillett and Johnston’ still appeared on bells). It reverted to the name Gillett & Johnston Ltd in 1930. After going into receivership in 1857 the company was subsequently reborn and still trades today as clockmakers specialising in the maintenance and restoration of turret clocks. The vendor has recorded eleven turret clocks with serial numbers in the 9,000’s with known dates of installation dating from 1920 (number 9125 at Bletsoe, Bedfordshire) to 1935 (number 9490 at St. Mary Kidderminster, Worcestershire). The closest number to the current lot noted is 9268 (at Cople, Bedfordshire) which dates to 1925; therefore it would be reasonable to suggest a date of around 1926/7 for the present timepiece.
A mahogany brass and glass Wimshurst electrostatic generating machine, unsigned, early 20th century The twin contra-rotating glass discs applied with foil lozenges centred with silvered metal buttons at regular intervals pivoted between two wooden uprights also supporting a pair of brass electrostatic friction arms, flanked by comb pickups applied to insulated posts connected to Leyden jars at each end and with pivoted discharge arms to front between, the base with crank handle driving wooden drive pulleys, on bracket feet (one glass disc damaged), 66cm (26ins) wide; with a substantial electric induction coil, unsigned, early 20th century, enclosed within large black Bakelite cylinder between end panel supports fitted with substantial brass contact breaker to one end and applied with discharge assembly supported on two posts to top surface, on mahogany plinth base fitted with connection posts and a pivoted switch 44cm (17.25ins) wide; and a battery of four glass Leyden jars, 19th century, connected via brass cruciform armature to top and contained within painted pine box with twin handles, 17.5 (9ins) square, (3).
A substantial engineer-built weight-driven timepiece movement, unsigned, 20th century With thick plates measuring 11 by 7 inches united by four double-screwed pillars enclosing four wheel train with large diameter greatwheel and barrel incorporating double clicks to the winding ratchet, high pinion counts and anchor escapement with hardened steel pallets; with pendulum suspension spring and bob, pair of substantial pulleys and a crank winding key. The substantial construction of the current lot would suggest that it was probably designed for public use perhaps most likely as a mural timepiece in a bank or similar building or as a turret timepiece.
An important George II/III mahogany domestic regulator, Henry Hindley, York, mid 18th century The substantial eight-day movement with plates measuring 8 by 6.75 inches united by four typical Hindley pattern double baluster pillars, the trains with six-spoke wheel crossings and high pinion count throughout, the going train with deadbeat escapement set low between the plates regulated by seconds pendulum with heavy lenticular bob and long crutch, with bolt-and-shutter maintaining power activated by a line connected to a crossed-out pulley segment positioned behind the dial engaging with a system of sprung levers to apply torque to the centre wheel, the gravity-fed rack striking train sounding the hours on a large bell mounted above the plates via hammer cocked on the backplate against large reverse ‘L’ shaped combined spring and stop, with typical Hindley system of trip-hour repeat incorporating substantial sprung steel lever engaging with the strike lifting detent via wheel on the backplate applied with a pair of pins configured to allow lever to operate in either direction, the calendar work advanced via a pump and system of sprung levers connected to a crank on the calendar wheel set behind the dial, the movement fitted with slide-in dust shutters to sides and top dressing up to the rear of the dial plate,the 12 inch brass break-arch dial with subsidiary seconds dial to the finely matted centre within fine narrow silvered Roman numeral chapter ring with Arabic five minutes to outer track and signed Hen’y Hindley, York to lower margin, with pierced steel hands and rococo scroll cast spandrels to angles beneath arch centred with calendar dial flanked by conforming mounts, the case with giltwood ball finial to the generous ogee-shaped caddy surmount over box frieze applied with crisply moulded swan neck pediment and architectural break-arch mouldings over the hinged glazed dial aperture flanked by substantial Doric columns, the sides with blind break-arch panel doors and conforming full columns to the rear, the trunk with ogee throat moulding over shaped-top caddy moulded door flanked by fluted quarter columns to front angle, on plinth base with cavetto top moulding and bracket feet, 251cm (95ins) high excluding finial; 251.5cm (99ins) high overall. Henry Hindley was born in Great Harwood, near Blackburn, Lancashire 1699, little is known about his early life, however by the mid 1720’s he was making clocks in Wigan where he repaired the church clock in 1726. Hindley moved with his young family (including his son, Joseph born 1728) to the prosperous city of York where, after making clocks for the Mansion House and Guildhall, he gained his Freedom of the city in 1732. Hindley s talents were such that he equipped his workshop with tools of his own design including an important dividing and wheel cutting engine, a screw cutting lathe and a fusee engine. As well as domestic clocks Hindley received commissions for several turret clocks including York Minster and supplied a range of scientific instruments including two important equatorial telescopes for the Duke of Norfolk and William Constable. By the 1760 s Hindley s health had deteriorated to the extent that an ever increasing proportion of the business was handled by his son Joseph. Henry died in 1771 with his son and successor Joseph unfortunately dying just three years later in 1774, before he had had the opportunity to stamp his own mark on the family firm. Hindley s work demonstrates a highly inventive exacting approach with each clock perhaps varying in some way to its predecessor ensuring constant refinement in design and layout. The quality of the finish of his work is generally exceptional being comparable to the very best London makers of the period which is why many collector’s refer to Hindley as the ‘Tompion of the North’. The movement of the current lot is no exception being a particularly fine example of Hindley’s work exhibiting inventive details such as the cranked pumping mechanism for the calendar dial, gravity fed rack striking, concealed clicks to the barrels and combined hammer spring and stop. The bolt-and-shutter maintaining power is beautifully executed and the movement exhibits the rare feature of having brass dust shutters fitted. The winding key present with the clock is suitably finely made and is most probably original.The case is also of the finest quality and as equally distinctive as the movement with the hood in particular featuring fine crisp mouldings and generous architecturally correct Doric columns. Unusually the hood is fixed integral to the trunk hence the movement and dial have to be inserted into the case via the dial aperture, the doors to the sides then allow the pendulum to be hung and the lines for the trip repeat and maintaining power connected. The reason for this arrangement is not obvious but it seems that Hindley sought to make the movement difficult to access/examine on purpose. From this it is perhaps appropriate to speculate that the current lot could have been supplied for a semi-public environment requiring the design to incorporate ‘anti-tampering’ features which would have served to reduce the chances of others copying some Hindley’s innovative features as well as preventing inexperienced individuals making unwelcome adjustments. Indeed if this is the case then it is possible that Hindley himself was initially contracted to tend to the clock. The inside of the trunk door is applied with a paper label inscribed in ink Sep’r 68 and Nov 30th 87 G.W. these probably note/record subsequent servicing of the clock. Indeed the visible positioning of this information also supports the possibility that the current lot was originally supplied for a semi-public environment where such information would need to be visible to ensure that the clock is correctly maintained.
A 1961 Triton 650cc roadster, registration number 849 UYO, engine number GT 45856, black. Tritons are the happy marriage of the best performing frames and engine in period. They featured the peerless Norton featherbed frame and Triumph's twin engines. This example has been constructed using a Norton ES2 frame and Triumph Thunderbird 650cc twin engine. Recently rebuilt to a high standard, works included a rebuilt engine with big bearing crank and iron head, new carburettor, new primary and secondary chains, new clutch, refurbished Roadholder forks with new springs, rebuilt wheels with stainless steel spokes and new tyres and stove enamelled frame. Now looking very purposeful in its black livery, 849 UYO started readily on our inspection to take the catalogue photographs and is being offered for sale with a history file. V5C, MOT and tax exempt See illustration
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