An extremely rare Second World War ‘Burma’ D.F.C., Venezuelan Cross of Las Fuerzas Aereas, group of seven awarded to Wellington, Dakota and Liberator pilot Wing Commander C. V. Beadon, 215 Squadron, Royal Air Force, who carried out 3 tours of operations, including 2 over Burma. The latter proving particularly hazardous, when on 1 January 1945, Beadon’s aircraft was described as trailing ‘Rivers of flame. The plane was hit when making an attack from only 150 feet above the Burma-Siam railway. The shell blasted a hole two feet square in the fuselage and tore away the tail gun turret doors, starting rivulets of flame in the turret as the hydraulic oil gushed from a broken pip and caught alight...’ Using ‘the tea and water in their flasks, as well as fire extinguishers... to fight the blaze in the rear-gun turret. They flew 500 miles over the Bay of Bengal with the turret aflame then, exhausted by their struggles, flew another 500 miles before reaching the base in India... they had survived one of the most hazardous journeys experienced by Eastern Air Command Liberators.’ Surviving the war, and on the orders of Churchill, Beadon took part in the ‘kidnapping’ of the King of Buganda in November 1953. Arriving in Entebbe, Beadon kept the engines of his Hastings aircraft running as King “Freddie” was dragged screaming across the tarmac and bundled in the back with a blanket of his head. Beadon served as British Air Attaché in Caracas, 1954-57, and later became an authority on Dowsing - pinpointing large deposits of oil in Africa and South America Distinguished Flying Cross, G.VI.R., reverse officially dated ‘1945’; 1939-45 Star; Atlantic Star; Burma Star; Defence and War Medals 1939-45; Coronation 1953, unnamed as issued; Venezuela, 2nd Class Cross of Las Fuerzas Aereas, 18 ct gold and enamel, in Huguenin case of issue, with related dress miniature also in 18 ct. gold and enamel, British awards mounted as originally worn but lacking retaining pin, generally very fine or better (lot) £4,000-£5,000 --- Provenance: Spink Circular 1999. D.F.C. London Gazette 17 August 1945. The recommendation states: ‘This Flight Commander has recently completed his third tour of operations, and his second in this theatre. His cheerfulness, undoubted courage and devotion to duty have been of the highest order, and have contributed largely to the success of numerous operations. His sorties during this tour have been on Wellington, Dakota and Liberator aircraft, and have included daylight attacks on Rangoon, Bangkok and Mbulmein, supply dropping to the 14th Army during the monsoon period of 1944, and as Pathfinder for the Group attacks on Bangkok. He was recently awarded a Command Mention for bringing back his badly damaged aircraft a distance of over 1000 miles after attacking successfully at extremely low level, trains on the Bangkok-Chiengmei railway. He has led the Squadron on several occasions with outstanding success. Station Commander’s Remarks: I concur. The actions, which gained S/Ldr. Beadon a Command Mention, illustrate his outstanding qualities which have prevailed throughout this tour as Captain of a Heavy Bomber and a leader both in the air and on the ground. Remarks of Group Commander: I very strongly endorse the Remarks of the Station Commander and the Squadron Commander. S/Ldr. Beadon’s work has been quite outstanding. He has proved himself an exceptionally able and courageous Flight Commander and his enthusiasm, coupled with sound judgement, have been an inspiration to the other members of his Squadron.’ Clive Vernon Beadon was born in Coonor, near Poona, India in April 1919. He was the son of Colonel V. Beadon, M.C. 9th Gurkhas, and was educated at the Imperial Service College, Windsor. Beadon was awarded a scholarship to Sandhurst, but elected to go to Royal Air Force College, Cranwell instead. He carried out training as a pilot, was commissioned in 1939, and was posted to 101 Squadron - a Blenheim training unit. Beadon was posted for operational flying, with the outbreak of the Second World War, to 502 Squadron (Whitleys) at St. Eval. The Squadron was part of Coastal Command, and was employed on convoy duties on the Western approaches. In September 1940 Beadon qualified as a flying instructor at the Central Flying School and spent the next two years training pilots. He was posted to No. 1 Middle East Ferry Control in September 1942, and three months later moved on to India where he flew Wellingtons (and later Liberators) with 215 Squadron against the Japanese in Burma. This was the beginning of a long and hazardous two tour stint on the Burma front - with his log book recording varying targets, engine break ups, crash landings and damage by rifle fire! With perhaps the pinnacle of his flying exploits occurring during an attack on the Siam Railway, 1 January 1945, ‘Loco Strike. Thanbulyat to Milestone 42. Photography of Milestone 6 & M8 North & South town. Milestone 37 direct hit by flack. R/G Killed. A/C write off. Bombs finally jettisoned.’ (Log Book refers) More detail is added to Beadon’s rather laconic entry above, by the following press article: ‘With its rear gun turret aflame, a RAF Liberator bomber flew for 500 miles over the Bay of Bengal and then, the fire quelled, covered another 500 miles before reaching base in India. The nose-heavy bomber, its elevators almost shattered by a Japanese A/A shell over Siam, was brought down safely on its home airfield four hours after nightfall by S/Ldr Clive Beadon, of Wokingham-road, Reading, and his second pilot, W/O A. C. Combe, of Endfield-road, Acton, London. Embers were still glowing in the metal turret when the first aid squad reached it. The gunner had been killed, but the rest of the crew were safe. The plane was hit when making an attack from only 150 feet above the Burma-Siam railway. The shell blasted a hole two feet square in the fuselage and tore away the tail gun turret doors, starting rivulets of flame in the turret as the hydraulic oil gushed from a broken pip and caught alight. Gaining height to avoid more attacks while over Japanese-held territory, S/Ldr Beadon made for the coast 40 miles away. Five hours flight over the sea faced the crew before they could hope to reach friendly coast. Tea and water in their vacuum flasks, as well as all fire extinguishers, were used to fight the flames. Sgt. R. Handson, of St. Ivian’s Drive, Gidea Park, Romford, Essex, and Sgt. T. Bennet, of Wakefield-street, Warrington, Lancs., who had been knocked down by the blast of the explosion while manning the beam guns, helped to fight the fire and Sgt. D. J. Morgan, of High-street, Cefmcoed, Merthyr, South Wales climbed from the gunner’s turret to help. Fuel was transferred from the bomb bay tanks, in the middle of the bomber, to reduce the danger if the fire spread, and burning material was thrown from the back of the aircraft. After three hours the flames were put out. The red hot gun turret hung precariously on the bomber’s tails, and the controls were sluggish, the Indian coast still far away but “H for Harry” got back.’ Beadon had advanced to Temporary Squadron Leader in July 1944, and was been appointed a Flight Commander. Still on active service when his well-merited D.F.C. was gazette in August 1945, but now on the Operations Staff of H.Q. Air Command, South East Asia, Beadon was unable to attend an Investiture back in the U.K. He did, however, meet King George VI at a later date, the latter telling him that it was to men like him “that we owe our freedom”. Returning home ...
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Pair: Private E. J. W. Wren, 20th (County of London) Battalion (Blackheath and Woolwich), London Regiment, who was killed in action on the Western Front on 27 September 1918 British War and Victory Medals (3200 Pte. E. J. W. Wren. 20-Lond. R.); Memorial Plaque (Ernest John William Wren) minor patches of verdigris to plaque, otherwise nearly extremely fine (3) £120-£160 --- Ernest John William Wren was born in Bermondsey in 1891, the second son of railway engine driver Edwin Wren of 19 Ablett Street, Camberwell, London. Recorded in 1911 as a motor repairing apprentice, he attested for the 20th London Regiment and served on the Western Front from 25 June 1916 to 25 November 1916. Present on the opening day of the Battle of Flers-Courcelette, 15 September 1916, Wren witnessed a ‘confused and desperate’ fight for control of High Wood which resulted in heavy casualties. This was followed by the Battle of Transloy Ridge and the Capture of Eaucourt L’Abbaye in early October 1916, and sustained attacks on the Butte de Warlencourt. Transferred to Macedonia and Egypt, Wren returned to the trenches of France and Flanders on 30 June 1918. He survived the Battle of Albert from 22-23 August 1918 and the advance of 141 Brigade under a creeping barrage at Bapaume in early September 1918, but was killed during attempts to move forward and keep in touch with the retreating Germans. He is buried at Flesquieres Hill British Cemetery. Sold with copied research.
Five: Engine Room Artificer Third Class W. J. Richardson, Royal Navy and Mercantile Marine 1914-15 Star (M.15570, W. J. Richardson, E.R.A., 3, R.N.); British War Medal 1914-20 (M.15570 W. J. Richardson. E.R.A.3. R.N.); Mercantile Marine War Medal 1914-18 (William J. Richardson); Victory Medal 1914-19 (M.15570 W. J. Richardson. E.R.A.3. R.N.); Defence Medal (W. J. Richardson C.D. 1939-1945) privately engraved naming, mounted for wear, polished and lacquered, nearly very fine (5) £80-£100 --- William John Richardson was born in Jesmond, Newcastle-upon-Tyne on 25 August 1892 and joined the Royal Navy for hostilities only on 4 October 1915, having previously served in the Mercantile Marine. He served afloat in H.M.S. Hindustan from 25 November 1915 to 29 August 1916; in H.M.S. Crusader from 9 September 1916 to 21 March 1917; and in H.M.S. Nugent from 22 March 1917 until being shore demobilised on 15 May 1919. Sold with copied record of service and medal roll extract.
‘Kingsmill, who was following Esmonde, flew so low that he was hit by ricochets from the surface of the sea as he pressed through the smoke and bursting shells. He watched Esmonde’s aircraft erupt in a ball of fire and then his friend Brian Rose crash into the sea, before he turned towards the Prinz Eugen at a range of 2.000 yards. Kingsmill had received the first of several wounds, a hit in the back. His observer, “Mac” Samples, had blood running from his boots, and his leading telegraphist air gunner, Don Bunce, had his seat shot away, so that he had to brace his legs to avoid falling into the sea. Swordfish W5907 had one wing on fire, it had engine damage, and the controls were becoming increasingly sluggish as Kingsmill turned full circle to avoid enemy fighters, then steadied up for his torpedo drop. Prinz Eugen manoeuvred violently to comb the torpedo track which just missed astern. As Kingsmill turned away, his Swordfish was hit again, detonating its distress flares. Trailing ragged fabric streamers and with gaping holes in virtually every part of its wings, fuselage and tail, he tried to prevent it stalling before ditching.’ The fate of Swordfish W5907 on 12 February 1942, as described in the obituary notice of the pilot, Pat Kingsmill; The Daily Telegraph, January 2003, refers. The unique ‘Channel Dash’ C.G.M. group of six awarded to Chief Petty Officer (Air) D. A. ‘Don’ Bunce, a Telegraphist Air Gunner in 825 Naval Air Squadron, Fleet Air Arm Already a veteran of a celebrated Swordfish attack against the Bismarck in May 1941, when his pilot dropped to 100 feet in the face of a ‘very vigorous and accurate barrage of heavy and light A.A. fire’ – and indeed of the loss of the Ark Royal – Bunce added to his laurels in a supreme act of defiance in 825’s suicidal strike against enemy capital ships in the English Channel in February 1942 Amidst curtains of flak, and in the face of relentless cannon shell fire from Fw 190s, his armament amounted to a ‘feeble’ .303 Vickers machine-gun and ‘every Naval swear word I could muster’ Of the six Swordfish that went in, none returned, just five airmen out of 18 living to tell the tale. The force’s leader, Lieutenant-Commander Eugene Esmonde, D.S.O., R.N., was awarded a posthumous V.C., a distinction which recognised the valour of all of 825’s participating aircrew: ‘Their aircraft shattered, undeterred by an inferno of fire, they carried out their orders, which were to attack the target. Not one came back. Theirs was the courage which is beyond praise’ Conspicuous Gallantry Medal, G.VI.R. (FAA/SFX. 631 D. A. Bunce, Naval Aimn. 1.); 1939-45 Star; Atlantic Star, 1 clasp, France and Germany; Africa Star; Defence and War Medals 1939-45, mounted as worn, minor edge bruise to first, nearly extremely fine (6) (6) £80,000-£100,000 --- Importation Duty This lot is subject to importation duty of 5% on the hammer price unless exported outside the UK --- --- C.G.M. London Gazette 3 March 1942: ‘Naval Airman First Class Donald Arthur Bunce, FAA/SFX. 631, who was Air Gunner in the Swordfish aircraft piloted by Sub-Lieutenant Kingsmill. With his machine on fire, and the engine failing, he stayed steadfast at his gun, engaging the enemy fighters which beset his aircraft. He is believed to have shot one of them down. Throughout the action his coolness was unshaken.’ Donald Arthur Bunce was born in Oxford on 27 May 1921 and joined the Fleet Air Arm as a Naval Airman Second Class in January 1940, when he commenced training as a Telegraphist Air Gunner (T.A.G.). Bismarck action – Loss of Ark Royal Posted to 825 Naval Air Squadron (N.A.S.) at Campbeltown in mid-April 1941, he and the squadron were embarked in the aircraft carrier H.M.S. Victorious a month later, shortly before the famous pursuit of the Bismarck. Bunce subsequently took part in all the sorties flown by 825 N.A.S. during the pursuit, achieving over 14 hours airborne in less than one and a half days. The first of these sorties was flown on 24 May 1941, when nine Swordfish aircraft set-off to attack the Bismarck under Lieutenant-Commander E. K. Esmonde, R.N. Bunce’s aircraft, part of the first wave, was piloted by Lieutenant N. G. MacLean, R.N.V.R., and went into the attack at midnight, in the face of a ‘very vigorous and accurate barrage of heavy and light A.A. fire’, and dropped a torpedo off Bismarck’s port beam from 100 feet. It - in common with all but one of the ‘fish’ dropped by the squadron - was artfully dodged by Bismarck’s helmsman, but vital damage was inflicted by a hit obtained amidships by another Swordfish. The flight back to the Victorious was by no means a foregone conclusion, the homing beacon aboard the carrier being unserviceable. Moreover, the searchlights deployed by Victorious’s captain to guide in Esmonde’s flight were swiftly shut down by command of Rear-Admiral Curteis. Nonetheless, all the Swordfish made it back safely, landing between 0200 and 0230 hours. The squadron’s strike role now concluded, 825 N.A.S. was nonetheless called upon to carry our ongoing search patrols - two on the 25th and one on the 26th, and Bunce participated in all three, flying as T.A.G. to Esmonde in the last of them. However, he was not among those decorated or mentioned in despatches in the subsequent list of awards granted to the squadron in September 1941, a list which included a D.S.O. for Esmonde, and four D.S.C.s and three D.S.M.s. No matter; Bunce would shortly be the recipient of a much rarer distinction. Meanwhile, in the first week of June 1941, he and 825 N.A.S. were embarked on the Ark Royal. Fresh, too, from the Bismarck action, the Ark was deployed to the Malta run, and lent valuable support in Operations ‘Substance’ and ‘Halberd’. On 13 November 1941, however, disaster struck in the form a fatal torpedo strike, her demise famously captured on film. Mercifully, all but one of her crew survived. The Channel Dash In early 1942, and having re-mustered at Lee-on-Solent, 828 N.A.S. was ordered to R.A.F. Manston, as part of Operation ‘Fuller’, the much-flawed plan to counter the anticipated breakout of enemy capital ships from Brest, namely the battle cruisers Scharnhorst and Gneisenau, and the heavy cruiser Prinz Eugen. When indeed the German ships made their bid for freedom - in what became known as the Channel Dash - the response mounted by air and sea proved entirely inadequate. Apart from anything else, the breakout was daringly enacted in daylight, whereas ‘Fuller’ had been planned around a nocturnal breakout. Moreover, the Germans had assembled a formidable defensive screen, the three capital ships being covered by six destroyers and 34 E-boats, in addition to a mass of Me 109s and Fw 190s. Nonetheless, gallant attempts were made to counter the enemy fleet’s progress, including those mounted by elements of our Coastal Forces - but of all such endeavours one stood out above the rest: the strike mounted by six aircraft of 828 N.A.S. under by Lieutenant-Commander Eugene Esmonde, D.S.O., R.N. ‘In my opinion,’ wrote Admiral Sir Bertram Ramsay, Flag Officer Dover, ‘the gallant sortie of these six Swordfish constitutes one of the finest exhibitions of self-sacrifice and devotion to duty that the war had yet witnessed.’ Admiral Otto Ciliax of the Kriegsmarine was equally impressed, writing in his diary: ‘The mothball attack of a handful of ancient planes was piloted by men whose bravery surpasses any other action by e...
Bilingual Victory 1914-19 (4) (Pte. J. W. Abrahamse. 2nd S.A.I.; Pte. B. H. Kelly. 2nd S.A.I.; Pte. T. E. Knott. 2nd S.A.I.; Pte. J. H. E. Koch. 2nd S.A.I.) traces of adhesive to reverse of all, very fine and better (4) £70-£90 --- John William Abrahamse was born in Cape Town and attested for the 1st South African Infantry at Potchefstroom in August 1917. Posted to the Western Front with the 2nd Regiment, he suffered a severe gunshot wound to the little finger of his left hand on 26 October 1918, and witnessed the Armistice whilst under medical attention at the South African Hospital in Richmond Park. Bryan Hugh Kelly served with the 2nd South African Infantry during the Battle of the Somme and was severely wounded in action by shellfire at Moutaubin on 10 July 1916; his service record states wounds to both legs, neck and back, with ‘several small pieces of shrapnel’ left inside his body. Evacuated to the South African Military Hospital at Richmond Park, he was discharged medically unfit at Wynberg on 7 August 1917. Thomas Edward Knott was born in Kimberley in 1896 and attested for the 1st South African Infantry at Potchefstroom on 24 September 1915, stating 9 months of previous service with the Kalahari Horse. Posted to the Western Front with the 2nd Regiment, he received a gunshot wound to the left foot on 10 July 1916, and was later reported as a Prisoner of War in Germany on 24 March 1918. Repatriated 10 January 1919, he likely returned to his pre-war civilian employment as an engine driver in a South African mine. John Henry Edwin Koch was born in 1890 and attested for the 2nd South African Infantry at Johannesburg on 21 July 1917. He joined the Regiment on the Western Front 16 January 1918, and was reported as missing on 24 March 1918. Later confirmed as a Prisoner of War, he was repatriated after the Armistice and disembarked at Cape Town in June 1920. Sold with copied service records for all four recipients.
A WW2 "ARCTIC CONVOYS" MEDAL GROUP OF FIVE Awarded to Alexander "Alex" Goldie (31st March 1921 - 23rd March 2011), who served as an Engine Room Artificer (E.R.A.) on H.M.S. Ballona, comprising Arctic Star, France and Germany Star, 1939-1945 Star, War Medal and Soviet Jubilee Medal "Forty Years of Victory in the Great Patriotic War 1941-1945" Note: Photographs of Goldie are provided for context only and are not included with the lot. Condition Report:Available upon request
TO BE SOLD AT 12 NOON PRECISELY.1971 MGB Roadster drop head motor car, a late model version of the archetypal British rear wheel drive sports car, featuring chrome bumpers and wire wheels.1798ccs four cylinder petrol engine on twin carbs with manual gearbox. Dark blue bodywork and original brown PVC upholstery. Registration Number JJW 183K, first registered 01.09.1971. Tax Exempt Historic Vehicle.Recorded 67125 miles. Last MOT 2010, on Sorn since then, stored in dry garage.Originally purchased in one on this companies well known Classic Car Sales in 2002. Subsequent full body respray at that time. Will now require recommissioning having stood for a considerable time and some further improvement.Auctioneers have witnessed the vehicle running but a fuel leak from one of the carbs was evident at that time.Includes V5 and various MOT Certificates, old Tax Discs and various keys.SOLD AS SEEN. NO GUARANTEE OR WARRANTY OF ANY KIND IMPLIED OR GIVEN. (B.P. 15% + VAT) Will require recommissioning having stood for some years. Engine runs although evident fuel leak on one carb noted.Body work now showing some bubbling and surface corrosion. As found condition. Soft Top roof is torn in places. Includes new soft top in boot and tonneau cover 9plus spare wire wheel.NO GUARANTEE OR WARRANTY OF ANY KIND IMPLIED OR GIVEN. SOLD AS SEEN.
1963 AJS 14CSR 250cc, registration No. 924 JOR, swing arm frame, frame No. unknown, OHV, one cylinder, 250cc capacity, engine No. 14/CSR/13233 In blue, this is the sporting version of the AJS, which competed with the other manufacturers for the learner market which limited new motorcyclists to solos of 250cc, registered in November 1963, with last V5C in September 1981 Not crash damaged, no old vehicle licence, not an importWell preserved, low mileage of 2078 cannot be verified, engine turns over90% complete; front mudguard loss
1977 Kawasaki KZ1000A1 1000cc, registration No. unknown, swing arm twinshock frame, frame No. unknown, OHC, four cylinder, 1000cc capacity, engine No. KZT00AE 002426 The Z1000 introduced 1977 with modifications to give smoother power than its predecessor, this version is black with red flash tank and Comstar wheels, unverified mileage 9,629, no registration documents present and no known V5C history Not crash damaged, no old vehicle licence, USA importOver 90% complete; Needs a headlight lens and side panels
1985 Suzuki GS550L, registration No. unknown, full floater rear suspension frame, frame No. unknown, OHC, four cylinder, 459cc capacity, engine No. GS550-196615 original This example, in maroon and black, is the last model of the GS550 production range, with high bars, a teardrop tank and King and Queen seat and also includes a rare, new OS Motad exhaust (boxed), no registration documents present and no known V5C history Not crash damaged, no old vehicle licence100% complete; exhaust present but not fitted (boxed)
1990s Royal Enfield Indian Bullet, registration No. unknown, swing arm frame, frame No. unknown, OHV, one cylinder, 349cc capacity, engine No. 158391 original A complete and tidy example, mileage 12,819, no registration documents present and no known V5C history Not crash damaged, no old vehicle licence, not an importTurns over100% appears completeRecommissioning of Enfields is aided by excellent after market suppliers
1969 BSA Bantam 175cc, registration No. AWT51G, swing arm frame, frame No. unknown, two stroke, one cylinder, 175cc capacity, engine No. B175 DC00319 A late, very tidy example of this particular four-speed machine in blue and chrome, registered in May 1969, with last V5C in 22 April 1993 Not crash damaged, no old vehicle licenceEngine turns over100% complete except for battery cover
1970 BSA A65F Firebird 654cc, registration No. unknown, swing arm frame, frame No. A65F, OHV, two cylinders, 654cc capacity, engine No. A65F 16623 Built for the USA market in 1967, the Firebird was designated a street scrambler, some were fully converted to off road competition, this example from 1970, in blue, appears to have the correct engine and is a rare bike, no registration or V5C history Not crash damaged, no old vehicle licenceIs an American importTurns overFront forks detached and the TLS front wheel separated but present90% complete
1955 Ariel VB 598cc, registration No. WVS 332, swing arm frame, frame No. DU 7095SV, one cylinder, 598cc capacity, engine No. MC 384 An all correct, final incarnation of this popular side valve slogger, comes with swinging arm suspension and correct maroon and chrome tank, registered in June 1955, with last V5C 11 October 1993 Not crash damaged, no old vehicle licence, not an importNon runner, turns overRestoration project; 100% as found
1998 Ural Red Star 649cc, registration No. S885 AWL, swing arm frame, frame No. unknown, OHV, two cylinder horizontal, 649cc capacity, engine No. unidentified These Russian-derived flat twins based on old BMWs are tough workhorses, this example in the original red, has a mileage of 6,869 and the old vehicle license disc present, dated March 2001, no registration documents present, with last V5C 13 March 2002 Not crash damaged100% barn condition
1966 BSA C15F Star Blue 249cc, spares, registration No. HEA 653D on mudguard not verified, 1966, engine No. C15F3055 A black and blue rolling chassis and power unit for a late C15, with seat and front wheel, ideal spares to complete a project, no registration documents present and no known V5C history Not crash damaged90% complete; Rolling Chassis with separated engine gearbox unit
1959/60 Greeves 20TA/TC, registration No. unknown, frame No. 59/1107, two stroke, one cylinder, 197cc capacity, Villiers engine No. 625B1330 Greeves spares consisting of a Trials frame, forks and engine, Trials Scottish tank, no registration documents present and no known V5C history Not crash damaged, no old vehicle licence, not an importSpares with some Trials provenance
2005 Yamaha WR450F Enduro Third Generation, registration No. PN05 UBM, Monoshock frame, frame No. J321E0001674, OHC, one cylinder 5 valve, 449cc capacity, engine No. JYAC L07W00000958 This blue, Enduro Wide Ratio box third generation model comes with electric starter and decals, a present registration document from April 2005, last V5C 9 August 2019 Not crash damaged, has old vehicle licence, not an importMOT expired 2018Turns over but non runner100% complete; with decals
1956 Royal Enfield 500 Bullet, registration No. AEH309A, swing arm frame, frame No. unknown, OHV, one cylinder, 499cc capacity, engine No. JS14309 original This maroon and black Bullet is a real Redditch Enfield, with original engine and alloy guards, no registration documents present, with last V5C in June 1986 Not crash damaged, no old vehicle licence, not an import100% as found original; Signs of barn storage but all significant original components presentChrome tank peelingTurns over
1997 Suzuki Bandit S 1200, registration No. unknown, swing arm Monoshock frame, frame No. unknown, OHC, four cylinder, 1200cc capacity, engine No. V719-122229 A red example, with no registration documents present and no known V5C history Crash damaged; left nearside losses and paintwork damage, major losses left side engine cover, handlebar fairing left (nearside), lost speedometerNo old vehicle licence, a USA import90% complete; for spares or repair
1958 Royal Enfield Super Meteor 700cc, registration No. 137 WRF, swing arm frame, frame No. unknown, OHV, two cylinder, 700cc capacity, engine No. SM SA4737 original This maroon, uprated version of the largest Royal Enfield twin, has a sporty engine and new frame which replaced the 500 Bullet frame used in previous versions, no registration documents present, with last V5C 9 January 1984 Not crash damaged, no old vehicle licence, not an importRipe for renovation; non runner but turns over100% as found; barn find
1986 CZ 485 246cc, registration No. C716RFL, swing arm frame, frame No. unknown, two stroke, one cylinder, 246cc capacity, engine No. original An Eastern European machine with a good reputation for sound construction and reliability, in maroon, with the desirability of two strokes, mileage 4,940, ideal for a Winter restoration project, registered in June 1986, with last V5C 5 March 1994 Not crash damaged, no old vehicle licence, not an importEngine turns over100% as found
1960s Lambretta Li125 Innocent 125cc, registration No. unknown, swing arm frame, frame No. unknown, two stroke, one cylinder, 125cc capacity, engine No. unknown From Wildcat Scooters importers and restorers, in cream and pale blue, no registration documents present and no known V5C history Not crash damaged, no old vehicle licence, possibly an Italian importRolling chassis plus power unit bodywork (loose); for spares or courageous restoration
1979 Honda Superdream 249cc, registration No. THG 268 T, swing arm frame, frame No. unknown, OHC, two cylinder, 249cc capacity, engine No. unknown The Honda Superdream brought reliability and oil tightness to the young 250cc class, this machine is complete, in original black, SORN since 2012, registered in June 1979, re-registered 2012, with last V5C in 2012 Not crash damaged, no old vehicle licence100% complete barn find
1957 M33 Plunger 499cc, registration No. unknown, plunger frame, frame No. BM 20S9493, OHV, one cylinder, 499cc capacity; Iron Engine, engine No. BM33 2938 A model manufactured in an attempt to uprate the wartime-derived M20 side-valve sidecar machine, by allowing more power by substituting the B33 500cc OHV power unit, this machine was produced in the last year of production of the model, no registration documents present and no known V5C history Not crash damaged, no old vehicle licence90% complete; Rolling chassis, major losses, speedo magneto.Sold for repair or spares
1966 BSA C15F Star 249cc, registration No. HJR 52D, on reg book supplied but not verified, engine No C15F2539 A late C15 chassis and power unit, spares or basis for rebuild, registered in March 1966, with no V5C history Not crash damaged, no old vehicle licence90% complete; Wheels seat detached, major losses to oil tank, spares box of small spares
1975 Kawasaki H1F Mach III 500cc, registration No. unknown, swing arm frame, frame No. unknown, two stroke, three cylinders, 500cc capacity, engine No. KAE 93327 From 1975, an infamous and collectable two stroke in candy brown/yellow, no registration documents present and no known V5C history Not crash damaged, no old vehicle licence, USA importBarn find condition100% complete; All major components present, air filters presentCylinder heads separate but undamagedEngine locked
1955 Matchless G3LS 350cc, registration No. MSJ 361, swing arm frame, frame No. A783S, OHV, one cylinder, 348cc capacity, engine No. G3LS 27531 original Dependable, strong and economical these bikes were working transport for many, correct in black with red piped seat and SR1 magneto, registered in January 1955, with last V5C 28 August 1998 Not crash damaged, no old vehicle licence, not an import100% complete; Rear mudguard replaced by alloy fitmentTurns overSold as found for refurbishment
1958 Norton 19S 596cc, registration No. 375 VRE, swing arm frame, frame No. 9N75348, OHV, one cylinder, 596cc capacity, engine No. 753489 The Norton 19S was a large engine, post-war single, 79 x 120mm, popular for solo and sidecar work, this lot is currently on SORN and would make an ideal restoration project, no registration documents present, with last V5C in December 2020 (present) Not crash damaged, no old vehicle licence, not an import100% complete; as found, engine turns over but does not run
1957 Ariel NH, registration No. unknown, swing arm frame, frame No. APR 3794, OHV, one cylinder, 350cc capacity, engine No. AMA 3483 original A maroon version with original engine gearbox, no registration documents and no V5C history Not crash damaged, no old vehicle licenceAppears Seat and rear mudguard detachedRolling chassis with engine/gearbox/primary driveMajor losses; tankTurns over but cylinder gasket leaks90% complete; a restoration project
1983 Suzuki GS1000E, registration No. YAU 330Y, swing arm Twinshock frame, frame No. unknown, OHC, four cylinder (8 valve), 997cc capacity, engine No. GS1000 145987 original A new frame was developed in 1983 to make safe use of the increased power of the GS1000E, this particular lot in red, has uprated brakes and an authentic looking mileage of 39,127, no registration documents present, with last V5C 20 August 1991 Not crash damaged, no old vehicle licence, not an import100% stored and unmolested; for refurbishment/restoration
1955 BSA B31 348cc, registration No. MHY 903, swing arm frame, frame No. CB31 6001, OHV, one cylinder, 348cc capacity, engine No. B31BB17530 This is a post-war reliable workhorse of a motorcycle, mileage 11,984, an ideal restoration project with post-1954 swinging arm suspension, registration document not present and no known V5C history Not crash damaged, no old vehicle licenceNot running100% complete
1964 Triumph 5TA, registration No. ARL 335B, swing arm frame, frame No. unknown, OHV, two cylinders, 498cc capacity, engine No. 5TA H36653 original This version, in black, comes with new twin exhaust pipes wrapped, no registration documents present, with last V5C in July 2011 Not crash damaged, no old vehicle licence, not an importAs found, Mls 02402 not verified, engine locked90% complete; losses to battery cover
1955 AJS 18S 498cc, registration No. unknown, swing arm frame, frame No. unknown, OHV, one cylinder, 498cc capacity, engine No. 55/18S 1939C This off road competition machine with all alloy engine was introduced in 1950 and modified extensively in 1955, no registration documents and no V5C history Not crash damaged, no old vehicle licence, not an importLacks mudguards, a single seat and front wheel is detached, correct alloy petrol tankNo competition history available. A restoration project90% complete
Sutcliffe Models "Minx" tinplate clockwork Boat, red lower hull, white upper and deck, varnished wooden screw-on removable engine cover, with red plastic bung, two keys, added blue strip, wear to decal on one side (please see photograph, space decal is included); within Good Plus incorrect box; Good to Excellent.
Chad Valley (UK) Ubilda Fire Engine kit includes parts to build tinplate clockwork fire engine, unchecked for completeness or correctness but contains 4 x wheels, clockwork motor to rear axle, radiator grille, body parts, ladder; within Fair Plus to Good box, some scuffs throughout otherwise Good Plus.
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