1954 BSA CA7 Shooting Star 497cc Registration number CSL 544 Chassis number CA71111. Engine number CA7SS5075. BSA's initial post-war production 500 twin was originally equipped with a long-stroke engine with its roots in the 1930s, which in 1951 they updated with the new 497cc OHV vertical twin engine with a top speed of 88mph. This sporty, 32bhp version of the A7 used an alloy cylinder head, as also fitted to the 650 Road Rocket version, with special valve seat inserts, higher comp pistons (up to 7.25:1), sports cam and manual ignition control, operated by the rider's left hand. The Shooting Star also incorporated full width aluminium hubs and central cast-in alloy drum brakes. BSA claimed these were 'extremely powerful' and indeed they could stop the A7SS from 30mph in 29 feet on dry tarmac. After a Motor Cycle magazine test in 1957, they said that 'ease of handling, sweet transmission and smooth low speed pulling make the Shooting Star a delightful machine to ride in traffic, while zestful acceleration and steering cater admirably for the rider who wants something out of the ordinary in 500cc performance.' The A7 went out of production in 1962 when it was replaced by the unit-construction A50. This example was purchased by the vendor in 1996 as several boxes of parts, he began a comprehensive restoration which included the SRM engineering upgrade of the crackshaft with a needle roller bearing conversion, blue printing of the engine, all stainless steel nuts, bolts, rims and spokes. He then obtained an age related registration number and enjoyed many years of gentle motoring, the mileage is now 4546. Only for sale due to the vendors medical condition and being sold to fund the building of a Suzuki powered trike, this wonderful bike will require gentle re commissioning as it has stood idle for the last twelve months. Included in the sale is the V5C, a pannier frame and side panels, spare exhaust, hand made tools to assist with maintenance, various receipts and a service manual.
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1981 BMW R80/7 800 cc Registration number GNL 4W. Frame number 6032292. Engine number 603292. BMW's first 'R80' (nominally 800cc) model was the R80/7, introduced in 1977 as replacement for the 750cc R75/7, and like its predecessor was powered by BMW's traditional air-cooled flat-twin engine coupled to low-maintenance shaft final drive transmission. Engineered to BMW's customarily high standards, the R80/7 was far from cheap and at £1,999 (in 1978) cost around 40% more than Yamaha's similarly shaft-driven XS750 tourer. This example in blue/black is very original having only had three owners in it life. The vendor acquired her on the 31/07/2012 and due other commitments she has had little use, in fact only some 274 miles. The current mileage is 29,639. She is sold with a pair of desirable period panniers, a Haynes service manual, and a MOT until April 2017. The original number plate is interesting if there is a Mr or Mrs G N LAW out there or any solicitors.
1958 Triumph Tiger Cub 200 cc. Registration number JJV 918. Frame number 39711. Engine number 39711. The T20 which was a direct development of the 149cc Terrier, first built in 1952. Both were simple and compact machines, styled to match the fashions of the day. The 1958 Cub with its inclined OHV single cylinder engine was capable of 60mph at a push and returned around 100mpg. This combination of reasonable performance and fair frugality, together with a dash of Edward Turner's design panache, kept the Cub in production until 1970 despite some skimping on the spec of the earlier models. The earlier version of the Cub used the Terrier's plunger rear suspension frame, but from 1957 this was updated to a more-modern pattern of rear swinging-arm with twin suspension units. This particular example was purchased by a Mr Robin Allen on the 6th February 1958 and has spent its life in North Lincolnshire; acquired by the vendors father in law in 1984 for the princely sum of £150.00 she was subject to a complete restoration in 2004 and has since then not been used. Old MOT's have the mileage in 1998 at 14,126, 2004 it had moved onto 14,698, the same mileage as today. Gentle recommissioning would be advisable before use and she comes with the buff logbook, RF60, current V5C and various old MOT's and the 1984 purchase receipt.
1936 Norton ES2 Special Order 490 cc Registration number EPK 509 Frame number 73170 Engine number 72073 The Norton Motorcycle Company was founded in Birmingham in 1898 as a manufacturer of "fittings and parts for the two-wheel trade". By 1902, the company began manufacturing motorcycles with bought-in engines. In 1908, a Norton-built engine was added to the range. This began a long series of production of single and eventually twin-cylinder motorcycles, and a long history of racing involvement. The ES2 was first produced in 1927. It was a long stroke single, 79mm x 100mm bore and stroke, originally launched as a sports motorcycle. The example offered here is a matching numbers machine that has had an interesting life and has a documented history from the day it was ordered, through to its use by the York Constabulary during WWII, to its discovery in a barn and its subsequent restorations to the wonderful example it is today. It was a special order for Mr. A. Wilson (Titch), factory order F66121, dispatched from the factory on the 20th November 1936 to Jacksons Motorcycles and first road registered on the 30th December 1936. The special order parts were a dyno, foot change, International forks, an oversized tank and Amal T.T. carburetors. Titch was an enthusiast who regularly changed his bike; the next owner was Mr. J. Selfe of Guildford on the 14th March 1938, followed a year later on the 17th March 1939 to Heath Brothers of Guildford and subsequently confiscated by the Ministry of Supply for use in the War Effort. On the 12th January 1941 it was suppled to the York City Police Force and used for convoy escort duties. It was ridden by P.C. Butler who bought it after the war, removing the military battleship grey paint and restoring it to civilian spec., he later sold it to a farmer called William Fairweather of Coxwold. In 1986 Mr R. Haley found it hanging from the rafters of a barn at Mr Fairweathers', bought it and began restoring it to the war time colours. He sold it to Mr Fairburn on the 20th July 2004 who had it restored to factory spec during 2013/14. Sold with the buff log book, the V5, a war time head lamp, a pair of rims and a vast collection of correspondence between the various owners and their friends, restoration photos and receipts, EPK 509 offers the collector a rare chance to own a fully documented Norton that will require gentle re commissioning before use.
1976 Honda CB400F Registration number TGK 125 R Frame number CB400F - 1068150 Engine number CB400F - E - 1063954 The Honda "400 Four" was produced from 1975 to 1977. It first appeared at the 1974 Cologne motorcycle show and had an air-cooled, transverse mounted 408 cc inline four cylinder engine with two valves per cylinder operated by a single chain driven over head camshaft. Fuelling was provided by four 20 mm Keihin carburettors. It had a café racer look with low handle bars, rear set foot pegs and svelte styling. It also gained one its most recognisable attributes, a swooping four-into-one exhaust system. This example offered in Varnish Blue has been owned by the vendor for four years, bought as a retirement project to restore, there is a diary of the rebuild from 18th May 2012 until 30th June 2012, during which time the bike was stripped, the frame being painted by Carnaby Coatings, the engine aqua blasted and fully rebuilt. Little used since it will will be offered with a new MOT and associated paperwork and receipts in excess of £2000 for parts.
1998 BMW Z3 1895cc Registration number R77 NYK Chassis number WBACH72070LD83204. Engine number 05568801. The BMW Z3 was BMW's first mass-produced mass market roadster, and was the first new BMW model to be manufactured in the United States. E36/7 refers to the roadster variant of the Z3 which was introduced in 1995, and E36/8 refers to the coupe version which was released in 1999. Standard equipment included a 5-speed manual gearbox, ABS, power steering, a driver airbag, electric mirrors, a single-layer convertible top and 15-inch wheels. This Bright Red example was purchased in Brighton in February 1998 with the registration R699 LYJ, she now runs on a cherished and is in lovely unmolested condition having covered only some 6,000 miles in the last four years. The current vendor has addressed the inherent Z3 problem with the rubber seat mountings moving by replacing them and although there is a 6 CD changer in the boot he uses a single ICE head unit; new front brake calipers were fitted in 2014 and the MOT runs until October 2016. Also included are the V5C, the original BMW glove box booklets and an original BMW Z3 dealers booklet and price list.
1987 Mini Park Lane Registration number D665 WHD Launched in 1959, the Alec Issigonis-designed Mini introduced a whole new concept in car design. Its space-saving front-wheel-drive layout and ingenious transverse engine allowed 80% of the area of the car's floorpan to be used for passengers and luggage and influenced a generation of car makers. Throw in a cute little monocoque body and go-kart like handling that made 30mph feel like 60mph and Issigonis was on to a winner. Perfectly timed to capture the revolutionary feel of the time, the Mini instantly epitomised the mood of the Swinging Sixties. Crashing through the traditional class barriers that had surrounded British cars up to that point, everybody wanted to be seen in a Mini. No wonder the fundamental shape remained unaltered for an incredible 40 years. The Mark IV version of the Classic Mini was introduced in 1976, with many limited edition models including the Park Lane, of which 4000 units were produced, only 1500 for the UK at a cost of £4194.00 This rare survivor has only covered some 33,800 miles from new and like most treasured cars has had some upgrades by previous owners; walnut dash and door cappings, Minilite type wheels, Sparco foot pedals and quick release fuel cap. Owned by the vendor for the last nine years the car is being sold due to other interests taking over, he has added only some 3000 miles whilst custodian of this iconic car. We are advised that it comes with a recent MOT, a new battery, a good history file, including many MOT's to confirm the mileage and that it starts on the button.
VW Polo C Formel E 1272 cc Registration number C686 HAF. Chassis number WVWZZZ86ZGW147905. Engine number MH801978. A revised Polo model (known as the Mark 2) was introduced in October 1981, with the major change being the introduction of a new body style with a steep (almost vertical) rear window, as well a version with a diagonal rear window. Various engine sizes were available, the most economical being the Formel E (E for Economy), introduced in 1983. This used a high-compression 1272 cc engine, longer gear ratios and an early-stop-start ignition system (called SSA) that would cut the engine when idle for more than two seconds to save fuel whilst temporarily stopped in traffic, and restart the engine when the gear lever was moved to the left in neutral. The system could be enabled or disabled by means of a toggle switch below the light switch. This example is commonly referred to as a "Breadvan" due its distinctive shape and has only had a father and daughter ownership from new. She spent the first eleven years of her life in the West Country before coming to the East Riding in 1997 and has only covered 26,400 from new. The seats had period covers on them so are in wonderful condition and there is also a sunroof and correct Polo mud flaps. She comes with a new MOT, her original service books and a full service history confirming an annual mileage of only some 1000 miles per annum. The vendor took her to Italy several years ago where she performed admirably.
A Sunbeam S8/Moto Guzzi V50 490 cc special project Frame S8 2640 Engine PB*15206* A part completed project comprising a circa 1950 Sunbeam S8 chassis adapted to take a Moto Gusi V50 engine, front forks, wheels, tank and various components, we are lead to believe that the engine has been fully rebuilt and is running but advise any purchaser to make their own checks on this.
1961 Greeves Scottish 24TDS trials 246 cc Registration number YST 365. Frame number 61/1690. Engine number plate missing. Greeves motorcycles were produced in a purpose-built factory at Thundersley in Essex from 1953 to 1976. Initially the bikes were an offshoot of the Invacar company which produced invalid cars. The competition bias of the company was very strong, with more than half the total production being machines for competition in motocross, trials or road racing. The bikes were exclusively two-stroke powered, using proprietary engines from Villiers and British Anzani initially. The distinctive features of most Greeves machines are the alloy beam frame front member and the rubber-in-torsion suspended leading link fork. For the few short years of their heyday Greeves were remarkably successful in competition, with wins in the European Motocross Championship, the Manx Grand Prix, the European Trials Championship, the Scottish Six Days Trial and in the ISDT. See the Pete Lasota collection in the automoblia section of this catalogue. Little is known of the history of this example, except that it has been in Yorkshire for many years. The engine is a Villiers 32A 246cc, the cast iron barrel has been changed for an alloy one from a scrambler, a common period modification. It comes with a spare correct paddle front hub on a Dunlop rim, a spare leading link and a collection of Leading Link newsletters from the late 1990's. ***AMENDED DESCRIPTION*** The factory dispatch records state “Frame 61/1690 was manufactured in 1961 as a 24 TDS trials machine fitted with engine number 863B 1919. It was dispatched from the factory on the 24/03/1961 to the Greeves agent H. Wood of Newcastle.” The engine would have been a 32A Villiers 246cc single and the engine number would have been prefixed 32A. According to the despatch record the factory produced 376 24 TDS machines.
1959 Norman Nippy 49 cc project for restoration. Registration number 766 AAT. Frame number 9647. Engine number 903B/959. Charles and Fred Norman started their frame making, enamelling and metal plating business in a garden shed on their return from France at the end of the First World War. They went onto produce a range of lightweight motorcycles, autocycles and mopeds were produced from 1938 to 1961. In the 1954 Norman's started to plan moped production and the first Nippy was built under licence from the German Achilles company and was in fact a Dutch made German Capri. In 1957 they acquired the company. This example has always been an East Yorkshire bike with five previous owners listed in the buff log book, the last being in 1966, tax discs from 1959/60/61/62 and 70 are included in the paperwork. Sold partially restored with a spare engine, (number 906B/8104), buyers are advised to check on how complete the project is.
1960 Norton Jubilee De Lux 249 cc. Registration number 180 UXL (originally 8375 PO) Chassis number R17 - 85115 Engine number 17 - 99643 The Jubilee was made from 1958 to 1966, named to commemorate Norton's Diamond Jubilee, the 249 cc Jubilee was a break with Norton tradition designed in response to UK legislation introduced in 1960 limiting learner riders to motorcycles of under 250 cc. It had the smallest engine ever made by Norton, and was the first Norton with a unit construction engine and gearbox. The new engine was in an old frame and the gearbox from older motorcycles in the AMC Group's range. The front frame tube was a steel pressing and the lightweight forks, brakes and wheels were Francis-Barnett parts. An estimated 5,000 Jubilees were built at Norton's Bracebridge Street works before production was transferred to the AMC Woolwich factory in 1963. This particular Jubilee was first registered to a Mr Stubbs in Chichester and then went through many hands in Sussex during the 1960's. At some later point the number plate was sold to be replaced with 383 UXK and again on the 23rd May 2005 to the current number 180 UXL, the vendor obtained the motorbike shortly afterwards as a project and began a careful restoration. He restored the frame in Norton silver and black, much of the work was completed before ill health resulted in the project stalling, we are advised that the carburettor would benefit from an overhaul and we would advise that careful recommissioning is required. Sold with the buff log book, R.F.60 and V5C, it is currently on a SORN, please note there are many Jubilee spares in the automobilia section that were purchased during the restoration project.
42nd International Six Day Trial, Zakopane, Poland, 17th - 22 nd September 1967, a British Team I.S.D.T. - 1967 overall patch, a VASE label and a commemorative plate. Lasota rode a Greeves 24, registration number RHK 300D, in the event for the British Vase A team, disguised as a civilians, the army team ended their efforts on the fourth day; Mick Soames dislocated his shoulder in a fall, Ted Johns' AJS 500 engine blew, Mick Noyce on a BSA had engine failure, Pete Lasota sheared the flywheel key.
1995 Peugeot 205 Mardis Gras 1800 cc Diesel Registration number M724 RVY. Chassis number VF320AA9225371841. Engine number CV1P4033282. The 1995 Peugeot 205 Mardi Gras was available as a 3 and 5 door hatchback with a choice of a 1.1 litre or 1.6 litre petrol automatic or a 1.8 litre and 1.8 litre turbo diesel. It features boasted unique "Mardi Gras" graphics, tinted glass all around, a pop-up sunroof and a tailgate was/wipe. Power steering was standard on all diesel and automatic models, as well as central locking, electric front windows, stereo radio cassette and split folding rear seats. The "Malibu" seat trim was unique to the 205 Mardi Gras. This low mileage (38,913), one family owned from new example, comes with a full service history, is MOT'd until January 2017 and is currently SORNed due lack of use. It comes with all the special edition extras including the car mats and is a wonderful way into the classic car movement with great styling, handling and economy. We recommend that the prospective purchaser gently recommissions the car due to its lack of recent use.
1934/6 Rudge Ulster 498 cc Registration number DAU 229. Frame number 57305. Engine number U1527. The Rudge - Whitworth company (Rudge) produced their first motor cycle in 1911 and by 1924 had introduced a new range of 348 cc and 498 cc single cylinder, four valve engines with a four speed gearbox. The 498 cc was very successful with enthusiasts and when well-tuned it developed about 40 bhp at 6000 rpm; good for 100 miles an hour. After the success of Graham Walker (Murray's father) in winning the 1928 Ulster Grand Prix at an average speed of 80.08 mph Rudge introduced the Ulster as their top of the range bike; in 1936 it cost £73 10s. This example was first registered on the 6th June 1936; little of its early history is known until in May 1949 it turned up with Mr Henry Ogrambird in Leeds, it went quickly through a succession of owners, Alfred Lightower, Frank Skirk, Ronald Jowett, Ronald Dwight, in Oct 1951 it had moved to York with Thomas Linsdell, then William Heslop and finally in May 1955 to Charles Kidd of York, one can only surmise that it had been a little unreliable! There is a note of a side car in the buff log book during this period. According to the Rudge Machine Registrar DUA 229 should be a 1934 example with a frame number of 52629; this number is crossed out on the buff log book and replaced by 57305 in 1936. Presumably accident damage necessitated a new frame as the engine number matches the 1934 build records. After this the trail goes cold until it was discovered in a local auction in January 1988 where it is bought by a Mr Ian Mason of Goole as a restoration project. After successfully retaining the original registration he sold the partially dismantled bike in 1989 to the present vendor who fully restored it during 2010/11. Since when it has been on display in a private museum and has not been used, re-commissioning is recommended before use. Sold with the buff log book, a 1954 tax disc, receipts from both the 1988/89 aborted restoration and the 2010/11 one.
1989 Mazda Eunos 1600 cc. Registration number G 339 PWR. Chassis number NA6CE - 123603. Engine number TBA. First generation MX5 models were built between 1989 and 1998 and are known as the MK1. They are also referred to by their model code, NA. In many peoples opinion the most iconic version of the MX5, the MK1's most distinctive feature is its "pop up" headlights, whereas all subsequent versions of the MX5 have "fixed" lamps. When it was first launched in Japan in 1989 (then subsequently in the UK in 1990), the Mk1 was only available with a 1.6 litre 114 bhp engine, although later versions had a 1.8 litre. The MX-5 is conceptually the evolution and spiritual successor of the British sports cars of the 1950s & '60s, such as the Triumph Spitfire, Austin-Healey 100, MG MGA, and particularly the Lotus Elan. In 2009, Jeremy Clarkson wrote: "The fact is that if you want a sports car, the MX-5 is perfect. Nothing on the road will give you better value. Nothing will give you so much fun. The only reason I'm giving it five stars is because I can't give it fourteen." 1,000,000 MX5's have now come off the production line and this example is the 123,603rd produced; given the number that have been scrapped or converted to race cars this must be one of the earliest surviving. In Classic Red (code SU) she was subject to a comprehensive overhaul between 2012 and 2015 which included a windscreen out respray, a new radiator, water pump, cam belt, clutch, front and rear brake discs and pads, gearbox oil, waxoyled and is in very good original condition. Unlike most Eunos imports that were heavily personalised this one is still very stock, the only noted deviations being the chrome wing mirrors, filler cap and the steering wheel. The mileage of circa 155,000 km equates to circa 96,000 miles and comes with a new MOT certificate.
1951 Sunbeam S8 project for restoration. Registration number JSP 251 Frame number S8 4252 Engine number S86521 The Sunbeam S7 and S8 were designed by Erling Poppe based on the BMW R75 designs that were acquired by BSA (together with the full rights to the Sunbeam brand) at the end of World War II. Built in Redditch, the engine layout was an unusual in-line 500 cc twin which drove a shaft drive to the rear wheel. Sunbeam introduced the 500cc S7 to the public during 1947. Intended as the "group flagship" the overhead cam, in line twin cylinder machine was aimed at the discerning tourist. Shaft final drive, full mudguards and balloon tyres combined with plunger rear suspension and telescopic forks helped to ensure that the rider remained clean and comfortable. It was joined 1949 by a, lighter, more sporting model typed the S8. The S8 reverted to normal section tyres and employed standard BSA forks and front brake. The result was a machine that handled with greater precision and looked "lighter", although the outright performance did not change greatly. The two machines continued to be offered until 1957, selling steadily to their target market. Production of the S8 ended in 1956. Over 8000 examples of this model were produced. This example appears to be a very complete and original machine having been first registered for the road on 16th April 1951, it appears to have spent much of its life in Scotland according to the buff log book being taxed from June 1958 until April 1967, sold in 1976 by Mr McMeeken to a Mr Holwill. Offering a great opportunity to restore to its former glory, sold with a buff log book and a 1972 tax disc.
This particular example has been owned by the vendor for some 50 odd years, having been purchased as a ten or eleven year old to race around the farm, it has not been used for many years and requires a full restoration. The engine turns over readily, all parts appear original, the chassis and engine number are late 1957 period correct so can be assumed to be matching. No paperwork comes with the machine.
A Norton/Kawasaki special project; Engine number; KZ 750 BE 053829. The altered wide body featherbed chassis fitted with a 750cc engine, seat, front forks, front and rear wheels. The vendor informs us that the motor has been rebuilt but prospective purchasers should satisfy themselves of this.
1947 Triumph 1800 Roadster Registration number OMP 145 Chassis number TRD 548 Engine number TRD 432E A landmark model in the history of the Coventry firm, the 1800 Roadster was one of the first post-war designs, to bear the Triumph name. Standard's wartime purchase of Triumph, whose pre-war cars had been much admired for their performance and quality, was seen as the first step towards establishing an up-market range to complement the more workaday Standards. Standard was already supplying Jaguar with a 1,776cc overhead-valve engine and four-speed gearbox and these, together with the existing Flying Standard rear axle, were chosen for the new car. The chassis, an all-new design featuring independent front suspension, comprised two large-diameter steel tubes joined by cross-braces. Styled by Standard's Frank Callaby, the Roadster's elegant, aluminium-panelled body was unusual in retaining the dickey seat that had been a feature of the pre-war Triumph Dolomite Roadster Coupé. Launched in March 1946, the Roadster was not revised until 1948 when it received the 2.1-litre engine, three-speed gearbox and rear axle of the newly introduced Standard Vanguard, becoming the '2000 Roadster'. One of only 2,501 made, this Old English white example (originally she was black), with cream leather interior, comes with a comprehensive history file listing the original owner as Lt. Col. Swalwell of Wimbledon who had the gearbox rebuilt in 1954 and the engine replaced in 1956. In 1969 he sold it to a Mr Kellogg of SW1, the mileage now was in the region of 67,000, followed by a move to Norfolk with a Mr Elliott in 1975, then a Mr Cowcher and a Mr Spray in 1987 with a mileage of 83,915. MOT's from 1995 show it has had little use for the last 30 years, the mileage today is 88,247. The current custodian purchased the car in May 2013 after it had had a comprehensive top end overhaul. It comes with a wealth of old receipts for works done, green log book VE60, and V5C and will be driven to the auction.
1989 Sierra Sapphire Cosworth 2WD. Registration number G 555 HUM. Chassis number TBA. Engine number KB 72474 The second generation 4 door Sierra Sapphire Cosworth was assembled in Genk, Belgium, with the UK-built Ford-Cosworth YBB engine. Cylinder heads on this car were early spec 2wd heads and also the "later" 2wd head which had some improvements which made their way to the 4X4 head. Suspension was essentially the same with some minor changes in geometry to suit a less aggressive driving style and favour ride over handling. Spindles, wheel offset and other changes were responsible for this effect. Approximately 13,140 examples were produced during 1988-1989 and were the lightest of all Sierra Cosworth models. The engine produced 204 bhp with a top speed of 150 mph and a 0-60 of 6.1 seconds. In the UK, the RHD 1988-1989 Sierra Sapphire RS Cosworth is badged as such with a small "Sapphire" badge on the rear door window trims. This Flint Grey Metallic with black Recaro leather interior example is a rare survivor still in factory spec with the original wheels and no upgrades from new except a Magnex stainless steel exhaust system. It was purchased by the vendor in May 1993 as the 4th owner, it had an engine overhaul in 1996 and was placed into dry storage in 2001 due to ill health, mileage was some 95,000. Brought out of its slumber in the spring of 2016 it was recommissioned with a front brake caliper overhaul, new hand brake cable, new radiator, service and waxoyled, she passed her MOT with no advisories. We have been informed by the vendor that all of the panels are original and the car has never been involved in any accidents, he has several panels that he bought for future proofing this iconic car, that will be available by private treaty.
1976 Triumph Bonnieville T140V, 750 cc. Registration number RWU 846R. Chassis number GN72084. Engine number DN70359. The initial model of the T140 line was the 'V', which stood for five-speed transmission which was a Quaife design. Developed from the Bonneville T120, the T140V was launched in 1973 in response to declining sales. Problems with vibration meant that sales were slow however, and production was heavily disrupted by the workers' occupation of the Meriden factory in 1973. But new hope came in the spring of 1975, when the striking workers formed the Meriden Cooperative. With loans from the government, the new company renewed production of the Triumph T140V Bonneville. Unlike its former stewards, the Meriden Cooperative saw the need to update and improve the Bonnie, while at the same time playing to its time-honored strengths of simplicity, agility and light weight. Oil leakage, always the scourge of British twins, was profoundly tamed, and the Triumph T140V Bonneville was continuously improved and updated. Front and rear disc brakes came in 1976, as did left-hand shift to satisfy U.S. regulations. Much-improved Amal MkII carburetors came in 1978, and by 1979 all Bonnies sported electronic ignition. This low mileage UK example will require a full restoration as it has been in storage since the original owner died in the late 1970's. Semi restored by his father in the mid 1980's it now sports a Harris frame from 1986 to go with the original April 1976 engine, it comes with an air box, a pair of silencers and a spare chain.
1965 Kerry Capitano 49 cc project in need of restoration. Registration number KKH 30D. Frame number 8963. Engine number 8963. The Kerry Capitano range of machines were actually made in Italy by Testi. Kerry (later to become Partco) imported a selection of machines from the Testi range and simply re-badged them as Kerry Capitano. As well as the 2-speed, 3-speed, Scooterette and the sports-styled Grand Prix, Kerry also brought in examples of the Weekend Cross and a three-wheeler. This example was first registered on the 16th Oct 1965 with the registration number FAT 907C, according to the buff log book it had three owners in the Hull area, a MOT in 1972 was obtained in Hull followed by a change of registration noted on a 1986 MOT and the V5 form to KKH 30D. Sold with a riders handbook and a spares book.
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