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1978 Austin Allegro Special, 1485cc. Registration number TKU 484S. Chassis number AF4SJN-3004121B. Engine number unknown. The Austin Allegro is a small family car that was manufactured by the Austin-Morris division of British Leyland from 1973 until 1982. In total, 642,350 Austin Allegros were produced during its ten year production life, most of which were sold on the home market. The Allegro used front-wheel drive and the familiar A-Series engine with a sump-mounted transmission. The two-box saloon bodyshell was suspended using the new Hydragas system. Stylistically, it went against the sharp edged styling cues that were becoming fashionable (largely led by Italian designer Giorgetto Giugiaro), and featured rounded panel work. The original styling proposal, by Harris Mann, had the same sleek, wedge-like shape of the Princess, but because British Leyland management, keen to control costs, wanted to install the existing E-Series engine and bulky heating system from the Marina. It became impossible to incorporate the low bonnet line as envisaged and the bodyshell began to look more and more bloated and tubby. This was acceptable to British Leyland, according to Jeff Daniels' book British Leyland, The Truth About The Cars, published in 1980, they wanted to follow the Citroën approach of combining advanced technology with styling that eschewed mainstream trends thus creating long-lasting 'timeless' models. Its unfashionable shape was therefore not a problem to them. The final car bore little resemblance to Mann's original concept that had originally been conceived as an 1100/1300 re-skin. This, as well as British Leyland's faith in it as a model would help turn the company around. TKU was last on the road in 1991 and only has 16,595 miles on the clock. It still wears its original tyres and has never been restored. Sold with the V5C, it will require recommissioning before taking to the road.

1976 Yamaha FS-1E, 49cc. Registration number NNH 549P. Frame number not found V5C says 101827. Engine *394-101827*.The Yamaha Motor Co was formed in 1955 as the powered vehicle division of the massive Yamaha Corporation more famous for making musical instruments. The first bike produced in 1954 was the YA-1, like the BSA Bantam a copy of the German made DKW RT125 but in typical Japanese fashion this was soon improved upon with the launch of the YA-2 in 1957. This proved to be an immediate success in sporting events starting a long tradition of achievement that goes on to this day in Moto GP. In spite of Yamahas reputation for performance machines the humble little 'Fizzy' is still one of their best thought of and most sought after products. A whole generation of seventies motorcyclists cut their teeth on this classic sixteener special.NNH is the most sought-after early pre-mix version of the classic 'Fizzy' sports moped in Kenny Roberts yellow was owned by Karen Ansdell of Northampton in 1980 before our vendor bought it in 2009. He fully rebuilt the engine and has fully restored it to a high standard, riding it twice a year around his yard to keep it in running order, apart from that it lived on a shelf in his "man cave". Sold with the V5C, a new battery with acid (note do not start it until the battery is connected or the bulbs will blow), the near side pedal has stripped its thread. Spicers can highly recommend this Fizzy that was last run the day before it came to our saleroom.

1958 Velocette Valiant 192cc. Registration number WRW 901 (see text). Frame number unknown. Engine number unknown.Launched in 1948, as the 'motorcycle for everyman' Velocette's LE addressed the criticisms most-often levelled at motorcycles - that they were noisy, dirty and needed special clothing to ride - achieving impressive levels of silence, comfort and practicality. A sports version of such a machine must have seemed improbable but nevertheless Velocette went ahead with the idea, launching the Valiant in 1957. More conventional than its predecessor, the Valiant boasted a tubular cradle frame, air cooling, overhead valves, twin carburettors and a four-speed, foot-change gearbox but was otherwise mechanically almost identical to the LE. Significantly more sporting than the LE, the 192cc, overhead-valve engine developed 12bhp at 6,000rpm and gave the early models a top speed of around 70mph. Contemporary advertising boasted of ?performance unbounded, economy unexcelled and reliability unswerving?. Visually, the sporting Valiant could not have been more different but the model was expensive for a machine that was not a full 250 and sales were disappointing. Production ceased in 1964.WRW is finished in a light metallic green which appears totally original. Left for storage when the owner emigrated to Dubai, c.1990, it is being sold to cover unpaid fees by our vendor. It is registered with DVLA but there is no paperwork with the bike.

1963 BSA C15 SS80 Sports Star, 250cc. Registration number CME 107A (non transferrable). Frame number C15 38709. Engine number C SS 2968.( please note the V5C says C552968)In September 1958 BSA introduced a new ?250? that would provide the basis for an entire range of singles in capacities up to 500cc. This newcomer, the C15, featured a compact overhead-valve engine and unitary four-speed gearbox. Alternator electrics and coil ignition were features, early models being distinguished by a distributor-type points housing. The engine/gearbox unit was housed in a conventional cradle frame with bolt-on rear subframe. Trials and scrambles versions were offered as the range expanded during the 1960s.A sportier version of the C15 was introduced in 1961 called the C15 Sports Star or SS80 with the 80 representing the maximum speed of the bike in a similar way to Triumph?s normal naming convention. The SS80 used a roller big-end instead of the plain bearing on the C15 Star, a sportier camshaft, a higher compression piston, a larger inlet valve and a larger bore AMAL 376 carburettor to give more output power. It was similar looking to the C15 Star except for the use of chrome plated mudguards. It continued in this form until the 1967 season although it was renamed the C15 Sportsman in 1965.This example is quite rare amongst C15's and should make a worthy recommissioning project, it appears relatively complete but prospective purchasers should satisfy themselves.Sold with the V5C and SORN certificate.

1959 Excelsior Consort, 98cc. Registration number UJF 118. Frame number SC9 677. Engine number 6068 8963Excelsior's Consort first appeared in 1953 as the F4, with Villiers 4F engine and two-speed gearbox, changing to the 6F unit for 1956 when a plunger-suspended version joined the range. The Consorts continued in production until the end of 1957 when they were replaced by the new Consort CA8, a more up-to-date design featuring a telescopic front fork and swinging-arm frame. A year-or-so later a rigid-framed (F4F) version was reintroduced and the two Consorts continued until the rigid model was dropped in 1963, to be followed a year later by the swinging-arm type.This matching numbers original example was first registered to James Hutton of Leicester on the 16th February 1959, moving to Warren Voyce, then Dennis Day, Ian Norton and Ronald Norton, he sold it to long term owner William Cooke on the 4th April 1974 for £10. It spent all of its life in the Leicester area with MOT certificates from 1965/66 and 67.It has recently had a new rear wheel and chain.Sold with the R.F.60, the MOT's, 1974 receipt and a new V5C, offered in original paint this should be a relatively easy recommissioning project.

1957 Ariel NH Red Hunter Special, 350cc. Registration number 340 YUM (non transferrable) Frame number APR6811. Engine number XWD13343.As far as single cylinder machines were concerned Red Hunters were Ariel's staple diet, beginning with their introduction in the early 1930s, and for more than a quarter century thereafter. Indeed, the NH 350/VH 500 were acknowledged as two of the market's leading ohv singles. Designed by Val Page, and with some later styling input from Edward Turner, this rugged pair of iron-engined singles were successfully utilised for a variety of uses including many forms of competition. Although the VHA became "all alloy" in the early 1950s this improvement did not extend to the NH. Little is known of the early history of YUM, John Bateman of Driffield obtained a dating certificate in 2012 from the Ariel Club, stating it had been dispatched from the factory on 26th February 1957 to Parkhurst of Weymouth with engine number NLT 3313. At some point the Ariel has been converted into a modern version of the iconic HT3 trials model.Owned by our vendor since 2016 it will need recommissioning for green lane use.Sold with the V5C and dating certificate.

1962 Velocette LE 192cc. Registration number 189 BWM. Frame number 506334 (not found). Engine number 60273 (not found).Launched in 1948, as the 'motorcycle for everyman', the Velocette LE addressed the criticisms most often levelled at motorcycles - that they were noisy, dirty and needed special clothing to ride - achieving impressive levels of silence, comfort and practicality. Sadly for the LE, its arrival coincided with the start of the scooter boom; asked to compete against Italian style, Velo's ugly duckling never stood a chance, even after the sidevalve flat twin's performance had been boosted by a capacity increase from 149 to 192cc in 1950. It was, however, a big success with UK Police forces - for whom its attributes were more important than its appearance - gaining the sobriquet 'Noddy Bike' as a result.BWM has tax disc history going dated to 1997-2001, 2005-2006 and then 2011-2012, the MOT history goes back to 2010 at 38,297 miles through to 2016 at 39,059 showing very limited use each year. Our vendor bought it in 2019 and the mileage is 39,077 today.Offered with the V5C, old MOT's, tax discs and some photographs, this LE should only need light recommissioning to get running.

1962 Ariel Leader, 247cc. Registration number 51 FPX. Frame number T28963/B. Engine number T28963/B unconfirmed. Designed by Val Page and his team, the Ariel Leader and its sports derivative, the Arrow, sought to combine the virtues of speed and agility with those of cleanliness and convenience. Launched in 1958 and powered by an all-new 247cc air-cooled two-stroke twin with unit gearbox, the Leader also broke with British tradition in its frame and suspension design, employing a stiff, fabricated-steel beam instead of tubes, and a trailing-link front fork. Detachable panels enclosing the engine and most of the rear wheel extended forwards to meet leg-shields and screen while the rear chain was fully enclosed. This example is an older restoration and comes from a deceased estate. It was last taxed in 2005. There is no paperwork with the lot except for a 2004 tax disc, it is recoded on the DVLA website.

1960 BSA Sunbeam, 175cc, Registration number not registered. Frame number not found. Engine number S147. The BSA Sunbeam, also sold as the Triumph Tigress, was a scooter designed to have good performance and handling for the motorcycle enthusiast. The entry of the BSA group into the scooter field was announced by Edward Turner in October 1958. The design by Edward Turner drew on Triumph's long experience of building fast motorcycles, and was sold under two brand names to take advantage of established distribution networks. This badge engineering was one of the last uses of the Sunbeam marque. The differences between the BSA Sunbeam and Triumph Tigress were entirely cosmetic - the former in polychromatic green paint, also two-tone red and cream, with a BSA badge; the latter in a shell blue or mimosa and ivory (two tone) with Triumph badging. The scooter was available with a 250 cc four-stroke twin or 175 cc two-stroke single-cylinder engine. The 250 cc model was discontinued in 1964, the 175 cc model in 1965. Sold with a dating certificate from the Vintage Motor Scooter Club

1981 Honda Super Dream CB250N, 249cc. Registration number VKH 893W. Frame number unknown. Engine number unknown. The Honda CB250N and CB400N Super Dream were produced from 1978 to 1986, they were the successor to the short lived Dream model. It had a series of revisions including a six-speed gearbox and what Honda termed as European styling which resembled the CB750F and CB900F. The Super Dream was fitted with a four stroke, air-cooled, twin-cylinder engine. It had three valves per cylinder, two inlet and one exhaust, operated by a chain-driven overhead camshaft. Ignition was provided by capacitor discharge ignition with a 360° crank layout similar to many traditional British parallel twins, but with two balance shafts to reduce unwanted vibrations. Fueling was provided by twin Keihin carburettors. The first owner was Frank Wilson of Cottingham who sold it to James Hurley of Hull in 1990, there was an MOT in 1991 at 18,279 miles. Barn stored since then it is sold with a spare frame, engine and wheels.Sold with the V5 and old MOT.

1959 Phillips Gadabout, 49cc. Registration number 107 AOA. Frame number 8N 2592, 2R527. Engine number 834099.Part of the Raleigh group, Phillips enjoyed a brief presence in the moped market during the early 1960s. The firm?s first products, powered by Rex and Villiers engines, were introduced in 1959 under the ?Gadabout? and ?Panda? model names, which continued after production switched to Raleigh?s own built-under-licence Motobécanes at the end of 1962.AOA was first registered by dealers Vale-Onslow of Birmingham and sold to A. Glaster, the next owner was Barrymore Grubb, then to long term owner Neville Bailey.Sold with a V5 and original R.F.60, this Gadabout is in original unrestored condition and should make an interesting project.

1991 Jawa TLV210 222, 49cc. Registration number not registered. Frame number 38316. Engine number 38316.Franti?ek Jane?ek started the company after working in the armament industry in 1929, based on the German 500cc Wander which had gone out of production, the name was a mixture of JAecek and WAnderer.In the early 1960s, Jawa invented the first automatic clutch for motorcycles. The centrifugal clutch was designed for Jawa 250/559 and 350/360. Because the clutch has been patented worldwide and it was copied in the Honda 50 Cub motorcycle, Honda had pay a fine, and pay a license fee for each motorcycle they sold. They went on to produce a large variety of mopeds which sold well in Eastern Europe until the collapse of Communism saw their market collapse in the 1990's.This example is apparently unused with only a delivery mileage of 6km.There is no paperwork with this machine although it should not present any problems and recommissioning will be required before use.

1984 Benelli S125 Scooter. Registration number not registered. Frame number ME 10225. Engine number 1035Now Chinese owned, although still based in its home town of Pesaro, Benelli is best known for its Grand Prix successes of the 1950s/1960s when it secured two 250cc World Championships, and also for its outrageous six-cylinder road bikes of the 1970s. The Italian manufacturer has, of course, always produced less exotic fare such as the S125 motor scooter offered here. Many Italian motorcycle manufacturers tried climbing aboard the scooter bandwagon in the years immediately following WW2, sometimes with peculiar motorcycle/scooter hybrids, but none was a successful as either Vespa or Lambretta. The 125cc machine offered here dates from the period that Benelli was owned by Alejandro de Tomaso. The S125 weighs 90kg (198lb) and has a top speed of around 60mph. Purchased in its present condition, this example displays a total of only 4,346km (2,700 miles) on the odometer and is believed un-restored. It will need recommissioning.Sold with the exhibit 168 display board from the Morbidelli Museum, an instruction manual and a Benelli document.

1985 Suzuki CS Roadie, 49cc. Registration number B797 VUA. Frame number unknown. Engine number unknown. The Suzuki CS is a series of scooters/mopeds that were produced between 1982 and 1988. The line-up consisted of three basic models, the CS50 (49cc two-stroke engine), CS80 (79cc two-stroke) and CS125 (125cc four-stroke). The CS series was also produced under licence and sold in continental Europe as the 'Puch Lido'. Unusually, for this class of vehicle, all versions were equipped with a very reliable fully automatic three-speed gearbox, with the primary method of drive being a chain. The CS50 and CS80 are virtually mechanically identical, the main differences being a two-person seat, larger brakes (foot operated on rear) and larger headlight on CS80. The CS125 is almost entirely different and shares very few interchangeable parts. VUA was owned by Kenneth Prendergast of York in 2000 who had the V5C transferred from Julie Prendergast, she had bought it in 1987, it was last used on the road in 2007 when it was MOTed at 6,407 miles. Dry stored since it will need recommissioning.Sold with the V5C.

1957 BSA Bantam Major D3, 150cc. Registration number YKP 146. Frame number CD3 8175. Engine number DB3B 17794.Many a now-mature motorcyclist?s first two-wheeled experience will have been gained aboard a BSA Bantam. Developed from the pre-war DKW RT125 and announced in 1948, the Bantam became a top-seller for BSA, in excess of half a million leaving the Birmingham factory before production ceased in 1970. Originally of 123cc, the engine grew first to 148cc in 1955 for the D3 Bantam Major and then to 175cc for the D5 Bantam Super, which replaced the D3 in the 1958 line-up. The new 175cc engine went into mildly revised cycle parts, but the D5 was destined to be a one-year-only model, being superseded by the D7 for 1959.YKP was registered to Trevor Arthert of Maidstone in 1972, then Richard Gulvin of Rochester in 1978. Our vendor bought it from him in 2021. At some time previously it has been painted in RAF colours.Sold with the V5C, V5, and V.E.60.

1950 Velocette LE, 149cc. Registration number AEH 200A. Frame number 7747. Engine number 7714.Launched in 1948, as the 'motorcycle for everyman', the Velocette LE addressed the criticisms most often levelled at motorcycles - that they were noisy, dirty and needed special clothing to ride - achieving impressive levels of silence, comfort and practicality. Sadly for the LE, its arrival coincided with the start of the scooter boom; asked to compete against Italian style, Velo's ugly duckling never stood a chance, even after the sidevalve flat twin's performance had been boosted by a capacity increase from 149 to 192cc in 1950. It was, however, a big success with UK Police forces - for whom its attributes were more important than its appearance - gaining the sobriquet 'Noddy Bike' as a result.A partial restoration that will need some further recommissioning.Sold with the V5C

C.1963 BSA Bantam D7, 175cc. Registration number WDX 924A, not recorded with DVLA. Frame number D7 617??. Engine number ED7B 24030.Many a now-mature motorcyclist's first two-wheeled experience will have been gained aboard a BSA Bantam, a model that was produced in various forms for over 20 years. The introduction of the first 172cc model - the D5 - for 1958 marked a number of developments, the most important of which were a stronger big-end bearing and improved lubrication. A raised compression ratio and larger carburettor increased maximum power to 7.4bhp and the top speed to 59mph. Introduced for 1959, successor D7 model - known as the Bantam Super - featured the 172cc engine while boasting a new frame, hydraulically damped front fork, bigger brakes and up-swept handlebars.This D7, with battery electrics, is stated as being an older restoration that starts and rides, although Spicers recommend it undergoing recommissioning.There is no paperwork with this machine.

C.1955 Isomoto 125cc. Registration number not registered. Frame number M23399. Engine number 81963.Nowadays Iso is best remembered for its muscular V8-engined Grifo supercar of the 1960s but the company's origins were more mundane. Renzo Rivolta's Isothermos company had begun life pre-war making refrigerators, turning to the manufacture of scooters and motorcycles after the war and thence to the highly successful Isetta 'bubblecar'. After the failure of its first scooter, the Furetto, Iso produced the Isoscooter and Isomoto lightweight motorcycle, both of which used a Puch-style 125cc 'split single' two-stroke engine. Although it was a major manufacturer with more than 2,500 agents in Italy and Europe, Iso had its sights firmly set on the Gran Turismo car market and ceased making two-wheelers in 1960. There is no history or paperwork with this unusual machine, although it appears a partial restoration has been untaken, Spicers recommend that recommissioning will be required

1956 BSA Bantam D3, 150cc. Registration number GSL 388 (non transferrable). Frame number CD3 5809. Engine number BD3B 16840.Many a now-mature motorcyclist?s first two-wheeled experience will have been gained aboard a BSA Bantam. Developed from the pre-war DKW RT125 and announced in 1948, the Bantam became a top-seller for BSA, in excess of half a million leaving the Birmingham factory before production ceased in 1970. Originally of 123cc, the engine grew first to 148cc in 1955 for the D3 Bantam Major and then to 175cc for the D5 Bantam Super, which replaced the D3 in the 1958 line-up. The new 175cc engine went into mildly revised cycle parts, but the D5 was destined to be a one-year-only model, being superseded by the D7 for 1959.According to a copy of the V5C, this matching numbers D3 was owned by Fred Sawdon of Hull from 1956 until 1999 when Stephen Coker of Hull bought it. Our vendor SORNed it in July 2021.Appearing in unrestored condition, this D3 should make a relatively easy and rewarding restoration project.Sold with the V5C.

1969 BSA Bantam D14 Super, 175cc. Registration number PNL 8G (non transferrable), Frame number D14 9179. Engine number GD 6883? (corroded) The Bantam was based on the German DKW RT 125, a design that was received as war reparations, with the Bantam as a mirror image so the gear change was on the right side as with other British motorcycles of the period. Over the years the model evolved through the D1 of 1948 to the D3, D5, D7, D10, D14/4 and finally in 1969 the D175. Production ceased in 1971. BSA introduced the D14 range in 1968, a one year only model. Production began late in 1967, and early engine prefixes were listed as D13, though this was never a model. The Supreme was now fitted with the 4-speed box, ending the Bantam's relationship with 3 speeds. The old exhaust pipe bore was found too restrictive for the new tune up, so a larger one was fitted. On the ever diminishing market for British motorcycles, BSA sought to make the Bantam yet more powerful. They increased the compression ratio to 10:1, resulting in a power increase to 13 hp. The bike would now shift along at the best part of 70 mph; the market had changed from wanting the fuel-efficient three speeds D1, to the speedy D14/4. PNL would appear to be an older restoration that should not prove too hard to recommission. Not sold with paperwork is registered with DVLA

1960 Francis Barnett Falcon 20T, 199cc. Registration number GSL 114 (non transferrable). Frame number BF 89598. Engine number 20T 3555.Francis & Barnett was formed in 1919 when Gordon Francis (son of Graham Francis of Lea Francis fame) and Arthur Barnett (manufacturer of Invicta machines) formed a partnership to produce motorcycles in the old Excelsior works in Coventry.Famed for their ?built like a bridge? bikes of the 1920s and ?30s, Francis Barnett continued unabated until the outbreak of World War Two (when production switched to vital war work) resuming motorcycle manufacture in the late 1940s. The factory came under the banner of AMC motorcycles in 1947 and was at first allowed free rein to produce their own designs, but the reliance on another manufacturer, namely Villiers Engineering, to produce their engines was of some concern to AMC.In the 1950s AMC hired the services of an Italian, Mr Piatti, to produce a design for a range of engines of 150, 175, 200 and 250cc capacity to power both the offerings from Francis Barnett and their sister James factory which was also under the control of AMC. The Falcon 87 with the new 200cc (actually 199cc) AMC two-stroke engine replaced the earlier Falcon 81 197cc Villiers offering and received updates to include full alternator charging system, Wipac lighting and an extra gear ratio making the gearbox a 4-speed unit rather than the earlier machine's 3-speed box.GSL appears an original machine that is stated to start and ride.Sold with the V5C, we would recommend a gentle recommissioning to err on the side of caution.

1997 MZ Kanuni ETZ 251, 243cc. Registration number R490 TCH. Frame number 0696310. Engine number 2440696By the late 1960s, MZ motorcycles were making inroads into the British market, gradually increasing their share due to the hard work of Sheffield-based MZ concessionaire Wilf Green. In the early 1970s the ES and ETS models were replaced by the TS range. By 1983 the ETZ models were in production as the 2 millionth machine was built.Following the fall of the Berlin wall, the factory was privatised in 1990, continuing with two-stroke production with the Saxon 251, Tour and Fun models until the factory went into receivership in 1993. The two-stroke designs and manufacturing technology were eventually sold off to the Turkish Kanuni factory.TCH was bought new by Paul Unwin of Mansfield, being sold to Antony Cliffe of Glossop in 2000 and then John Asbery of Sheffield in 2002. Our deceased vendor bought it in 2011 from A1 Motorbikes in Sheffield and there are receipts on file for works undertaken by him. The MOT history goes back to 2000 at 3,722 KM and 22,433KM in 2011, it was last done in 2015 at 22,845KM, today the speedo reads 22,865.Sold with the V5C, V5, copies of old V5's, various MOT's, tax discs, booklets and receipts, together with a spare used engine. It will need recommissioning for road use.

1959 Excelsior Universal, 150cc. Registration number 382 UXE (non transferrable) Frame number PU9/677 (V5C says PUG/677). Engine number 356B/ 321/29.After WW2 Excelsior concentrated on the production of lightweights powered by engines of their own make and those of Villiers. The first 150cc model ? the Excelsior-engined Courier C2 - appeared for the 1953 season and used the cycle parts of the existing Universal and Roadmaster series. Subsequent updates included a swinging-arm frame, a dual seat, and a change of name to 'Convoy' before the model was dropped, together with all the other Excelsior-engined singles, in 1957. After a year's break, the 150cc model was re-introduced as the Universal for 1959, this time with the Villiers 30C engine and three-speed gearbox. The Universal was one of the last surviving models in the Excelsior range when motorcycle production ceased in 1965.Purchased by our vendor from a local Hull garage in 2004 this machine has been fettled by our deceased vendor over the years. It will require recommissioning.Sold with the V5C and a pair of leg shields.

1979 Honda Super Dream, 249cc. Registration number XEW 293T. Frame number CB250N 2007440. Engine number CB250NE 2007446.The CB250N Super Dream was the latest in a long line of quarter-litre sports twins from Honda when it arrived in the late 1970's. A worldwide sales success, the CB250N featured Honda's 'Euro' styling and Comstar wheels, while the 6-valve, twin-cylinder motor delivered its 27bhp maximum output via a six-speed gearbox. Tested by Bike magazine in 1980, the versatile CB250N returned an overall fuel consumption figure in excess of 50mpg with a top speed of over 80mph.XEW was last on the road in 1996 when Mark Plummer of Sleaford bought it and quickly sold it to John Tinker of Lincoln. Our vendor has now restored it with repainted tank and a general recommissioning at a cost of in excess of £2,000. It is now suplus to requirements. He has ridden it 92 miles since completing the work and round it in Spicers grounds when delivered.Sold with the V5C and V5.

c.1998/2000 Suzuki Street Magic, 49cc. Registration number not registered. Frame number JS1AH111100100186. Engine number A190-700154.This example has been used by the vendors children and is now surplus to requirements, it will need recommissioning.There is no paperwork with the lot.

c.1954/1960 BSA Bantam D1, 125cc. Registration number 145 CAT, not recoded with DVLA. Frame number BD2S 29977 (1954). Engine DDB 12867.Many a now-mature motorcyclist's first two-wheeled experience will have been gained aboard a BSA Bantam. Developed from the pre-war DKW RT125 and announced in 1948, the Bantam became a top seller for BSA, in excess of half a million leaving the Birmingham factory before production ceased in 1971. Originally of 123cc, the engine grew first to 148cc and then to 172cc. Plunger rear suspension became available as an option in 1950, as did battery electrics powered by a 6-volt Lucas alternator, direct lighting having been relied upon hitherto. While larger-engined versions came and went, the original 123cc D1 Bantam in its updated, plunger-suspended form remained available until 1963.This example has been owned by our vendor for several years, he has put a new rear sprocket and silencer on it. Last run a couple of years ago it will need recommissioning before use and registering with DVLA, hopefully the registration may be reissued as non transferrable being a local Hull number.Sold with several receipts, a spare barrel, head and tool box.

c. 1986 Moto Morini Kanguro IXE 350 cc. Registration number not registered. Frame number E3 13 - 0440877. Engine number not found.Before the arrival of its family of 72-degree v-twin roadsters, Morini's reputation had rested mainly on its highly successful double-overhead-cam single-cylinder racers. An entirely different approach was adopted for the v-twins: each cylinder's two valves were pushrod-operated by a single camshaft while the combustion chambers were located, not in the flat-faced cylinder heads, but in the piston crowns. Coupled to a six-speed gearbox, this superb motor's performance belied its lack of capacity, endowing the lightweight, nimble-footed Morini with a top speed of around 100mph. Following the works prototypes' successes in the Paris-Dakar Rally and ISDE, Morini introduced its first off-road v-twin - the 500 Camel (or Sahara) - in 1981. A 350 version arrived the following year and soon became Morini's best-selling model in its home market. Early versions were characterised by round-tube frames and drum brakes while later ones had a square-tube chassis and disc brakes.This, later model, with a square instead of round tubular frame was used by our vendor to follow trial events. It lost its silencers and has been laid up since. It will need recommissioning and new silcencers before use.There is no paperwork with this lot.

1972/3 Yamaha RT3-360, 351cc. Registration number NOVA 18E147956 (see text). Frame number RT1-132071. Engine number RT1-132071Yamaha introduced the DT/RT line of Dual Sport motorcycles in 1968. They featured rock solid power and reliability with good ground clearance and suspension. The 1973 RT3s went to a 21? front wheel in an effort to improve the handling. It was an improvement, and a change that would last for years in the Dual Sport ranks. It used a 351 cc air cooled two stroke single cylinder motor that produced 28 HP for a top speed of 80 MPH. A 5 speed transmission with an overdriven top gear allowed the top speed mark and made it road capable. At less than 230 LBS dry weight the ride was good, the handling and braking fair for the day. Yamaha?s Auto Lube system of oil injection worked very well and what a big selling point for the company.This machine was imported in July 2017 by DK Motorcycles Ltd and sold to our vendor, it should be noted that the NOVA lists the frame number as RT113721 not the correct RT1 132071. He has undertaken the following works, replaced missing rear light and mounting bracket, carburettor ultrasonic cleaned and full rebuild kit fitted, new seat fitted costing £350 from P&K Classic Bikes, fitted missing wiring harness with (NOS), replaced missing air filter box, replaced missing tool box, rear mudguard and tail light bracket powder coated.It has been re-commissioned by A.E. Wildman motor cycles to get it running. Sold with the machine are various spares, including decompression cable, headlight brackets, headlight chrome bezel and sealed beam unit, front mudguard, forks (Dismantled) for re-chrome plating, 2 x cylinder barrels and gasket set

1972 Yamaha LT2-100, 97cc. Registration number not registered NOVA 20E108824. Frame number LT2-003233. Engine number LT2-003233.Yamaha introduced the DT/RT line of Dual Sport motorcycles in 1968. They featured rock solid power and reliability with good ground clearance and suspension. Produced in 1972 and 1973 the LT2-100 was a USA market machine for younger trial riders.Our example was imported in 2019 by Summerbud Ltd and sold to our vendor as a restoration project with a seized engine. He has had the engine rebuilt with a re-bore and 2nd oversize piston,, new conrod and bearings, new clutch, all new gaskets. The frame, mudguards, tank and panels have been repainted and a original replacement seat fitted. The electrics have been overhauled and a new ignition fitted. It still requires brake shoes.Sold with the NOVA and three keys

1972 Yamaha RT3 360, 351cc. Registration number NOVA 18E156878. Frame number RT1-142771. Engine number RT1-142771.Yamaha introduced the DT/RT line of Dual Sport motorcycles in 1968. They featured rock solid power and reliability with good ground clearance and suspension. The 1973 RT3s went to a 21? front wheel in an effort to improve the handling. It was an improvement, and a change that would last for years in the Dual Sport ranks. It used a 351 cc air cooled two stroke single cylinder motor that produced 28 HP for a top speed of 80 MPH. A 5 speed transmission with an overdriven top gear allowed the top speed mark and made it road capable. At less than 230 LBS dry weight the ride was good, the handling and braking fair for the day. Yamaha?s Auto Lube system of oil injection worked very well and what a big selling point for the company.This machine was imported in July 2017 and sold to our vendor as a restoration project. When purchased it had a US Government VIN label (lost in the restoration with Florida 1974). He has undertaken the following works, stripped and rebuilt the engine, rebored with 2nd oversize NOS piston and rings, powder coated the frame and other tinware except for keeping the tank with it original patina and dealers label on the fuel cap (Yamaha South Florida), new chain, carburettor rebuilt, new seat, swinging arm bearings and other minor parts, including two new keys. It has been re-commissioned by A.E. Wildman motor cycles to get it running.Sold with the NOVA, copy of the dating certificate from VJMC and a £254 recommissioning invoice.

1958 Greeves Scottish, 197cc. Registration number 660 FPF (not registered with DVLA). Frame number 9027/TA. Engine number 071B/53965.Bert Greeves established the Invacar company to manufacture powered invalid carriages, before diversifying into motorcycle production from 1951. The company's products, built at Thundersley in Essex, always displayed innovative design features, including the use of a cast aluminum front section for the frame and from the outset were thoroughly developed before going on sale to the public. At the heart of this policy was an active competition programme with the early prototypes being used in scrambles and which would later see Greeves motorcycles competing in trials, road racing and ISDT events in addition to scrambles.The 20TA trials model was introduced for the 1958 season, being given the name "Scottish" in celebration of Jack Simpson's win in the 200cc class of the 1957 Scottish Six Days Trial, the first year that Greeves entered a works team. The new model, which benefited greatly from Brian Stonebridge's development efforts, employed the 20SA scrambles frame equipped with revised footrests and a sprung saddle and housed a Villiers 9E engine fitted with a wide ratio gearbox, a longer inlet tract for the Villiers S25 carburettor and a high level exhaust system with a modified Villiers silencer.FPF was owned by Brett Shiers of Pulborough in October 1970, passing to Michael Tidy on Cranleigh and then Brian Marris of Guildford in 1977. Little is then known of her life and she is offered as an older restoration that will need some recommissioning before use.Sold with V.E.60.

1957 Greeves Hawkstone 20S Scrambler, 197cc. Registration number unregistered. Frame number 7251/S. Engine number not found.Greeves motorcycles were produced by Invacar, a company which manufactured invalid carriages. Under the guidance of Bert Greeves, the move into motorcycle manufacture was decided in 1951, with the first machines available being announced in 1953, and the very first model line-up included a scrambles model, the 20S. First introduced for the 1958 season, the 'Hawkstone' scrambler and 'Scottish' trials iron used the 197cc Villiers 9E engine to begin with.This example was bought by our vendor in restored condition some three years to take to shows with his grandson. He has never tried to start the bike, they were happy just to enjoy time together. He now thinking of moving to a smaller property and the Hawkstone will be surplus to requirements.There is no paperwork with the bike and it will need recommissioning before taking to the green lanes

1977 Montessa Cota 247 Ulf Karlson Replica. Registration number DJO 673R. Frame number 21M24041. Engine number 21M24041.Montesa was formed in 1944 and although they produced many models of motorcycles and bicycles it wasn't until the 1960s and 70s that they enjoyed massive growth and some success with their competition motorcycles mainly in trials. They were available with many different engine sizes and won many national championships as well as the world title on a 247 in 1980 with Ulf Karlsson. In the Summer of 1975 a new version of its flagship, the Cota 247, named VUK ("Ulf Karlson Version") or Ulf Karlson Replica was introduced in honour of the talented Swedish rider. This version incorporated major technical and aesthetic improvements developed in collaboration with Karlson.DJO was first registered for the road in 2020, possibly and import or it had been used off road until then. From the look of the machine it has under gone a full restoration although this cannot be confirmed. It is matching numbers.Sold with the V5C.

1996 Harley Davidson MT350, 349cc. Registration number P871 HRM. Frame number 1HD6RLT14VY000290. Engine number 237931.The MT350 motorcycle was built in the USA starting in 1993 and was derived from the earlier Armstrong MT500 built for the British army. In 1984 Armstrong-CCM then bought the rights to the Rotax engined XN Tornado from the Milan based SWM company after they had gone into liquidation. From this they developed the Armstrong MT500 and then produced about 3,500 of the bikes for the British Army between 1984 and 1987. In 1987, after the MT500 had been adopted as the standard motorcycle for NATO, Armstrong sold the rights to Harley Davidson who took over production in the United States where they produced the Harley Davidson badged MT350 version of the motorcycle. The British Army began buying this version in 1993.The MT350 uses an electric start version of the Austrian built Rotax 348cc single cylinder, 4-valve overhead camshaft engine producing 30 bhp and 29 Nm of torque. Although slightly heavy at 162 kg for off-road use, it is a robust motorbike and is fitted with good quality Marzocchi front forks and Ohlin rear shock absorbers. The wheel rims were made by Akront, hubs and discs. bearings.The MT350 is fitted with detachable plastic pannier boxes mounted on frames either side of the engine. It is also fitted with a plastic rifle scabbard at the back on the right-hand side. This example saw service with 174 PRO COY Royal Military Police and 157 RLC-249 Sqn being retired in 2009 and sold by Witham Ltd, the military specialists.It was in a sorry state and our vendor set about a full restoration, the engine and gearbox were stripped and rebuilt, as was the carb, the frame was repainted, all bearings and seals replaced, a long list is included with the sale. The bike is now fully running and ready for green adventures. It is only being sold as another project has appeared.Sold with the V5C.

c.1983 Montesa Honda MH200. Registration number not registered. Frame number *MH200 00090*. Engine number not found.Founded in the mid-1940s in Barcelona, Montesa entered road racing in the early 1950s but its major impact on motorcycle sport would be away from the tarmac, the Scorpion and Capra moto-crossers and Cota trials iron being the equal of any of their contemporaries. Despite their many competition successes, by 1981 Montesa was in a sorry state financially and needed a major injection of capital to survive. With the Spanish government's approval, Honda came to Montesa's rescue, gaining a strategic European manufacturing base in the process, and now own the firm outright. An affordable entry into Twin-Shock trials competitions, this Montesa-Honda is believed to have last been used in 2016. Its mechanical condition is not known and thus the machine is sold strictly as viewed and recommissioning will be required.There is no paperwork with this Lot.

1989 Yamaha XT600Z, 595cc. Registration number F633 GAK. Frame number 3AJ-034480. Engine number not found. Built from the success of Yamaha?s Dakar Rally bikes of the period the Tenere was born. The bike was named after a particular difficult section of the Dakar Rally in Africa. Over a decade it is estimated that 20,000 bikes were sold in France alone, some 30% of the total production. The 600s featured large overland tanks (23-28)l, large wheel travel and upgraded suspension. These were advancements in the enduro scene of the time and began a legacy that is still going strong today. The XT600Z 3AJ was the 3rd generation of the 600 Teneres and the solution to the overheating problems of the 1VJ. The most distinct changes being the addition of a full fairing enclosing twin headlamps. In some aspects, the predecessor 1VJ damaged the Tenere reputation, the 3AJ addressed the issues and improved various other areas with benefits for overland travel. GAK's MOT history shows constant use from 2007 until the last one in 2014 at 39,159 miles. After a period of storaget the mileage is now 39,459 and a new battery has been installed. Sold with the V5C, MOT from 12/03/2022, old MOT history, this rare and serious off roader should provide a lot of fun for the next owner.

2006 Royal Enfield Bullet 500. Registration number KX06 NLM. Frame number ME3AHBST56C000859. Engine number LS 06C1796 (V5C says 6LS500859C).Royal Enfield revived the Bullet name in 1948 for a sensational new 350cc sports bike with swinging-arm rear suspension. The newcomer featured an overhead-valve engine that housed its dry-sump oil tank in a compartment in the rear of the crankcase, to which the four-speed gearbox was rigidly bolted in a form of semi-unitary construction. Production of both 350 and 500 Bullets ceased in 1962, though the model was taken up for manufacture under license in India in the 1970s and continues in production there in much-improved form today. NLM was bought new by Michael Payne of Ketting from Rockingham Classics in June 2006, serviced by them at 292 miles and 1,982 miles. Used until its 2013 MOT at 12,360 miles our vendor bought it in October 2021 when the mileage at the MOT was 13,388.Due to a double hip replacement he has now bought a lower seated bike and this is surplus to requirements.Sold with the V5C, MOT until October 2022, original purchase invoice and books. It was ridden to the saleroom.

1984 Kawasaki GPZ 550-A1, 553cc. Registration number B503 TCK. Frame number ZX550A-008480. Engine number KZ550DE050367.Derived from the Z500, Kawasaki's first offering in the '550' category was the GPz550 of 1981, which in typical Kawasaki fashion immediately set new performance standards for the class. That first twin-shock D1 model lasted for only a single season before being superseded by a revised H1 version boasting mono-shock (Uni-Trak in Kawasaki parlance) rear suspension. Another major revision occurred in 1983 and in this restyled form the GPz550 lasted in the range into 1988, despite the fact that its place as Kawasaki's top sports middleweight had been taken by the GPz600 a few years previously. Before then, in 1983, a touring version equipped with shaft drive – the Z550GT – had been added to the line-up and this immensely successful model would enjoy one of the longest production runs of any Kawasaki motorcycle, lasting into 2002.Owned by Graham Hunt from2012 until 2015 when Phillip Brown bought it. There are bills for over £1200 over the last few years, including fork seals, carb overhaul, brakes and swinging arm bearing.Sold with the V5C, MOT until August 2023, old MOTs and service receipts, it was ridden into our premises.

1990 Kawasaki Z550-G4, 553cc. Registration number FDV 521T. Frame number KZ550G-010630. Engine number KZ550FE 013996.This example has been turned into a cafe racer and sounded wonderful when ridden around our premises. The MOT history shows only small increases since 2006 when it was at 34,158, the last one was June 2019 at 34,560.Sold with the V5C and a copy of the MOT history

1927 Norton Model 18, 490cc. Registration number SV 8596 (non transferrable), Frame number 26580. Engine number 37082.The over head valve Norton Model 18 was first seen by the public in 1922. The new model retained the 79mm x 100mm bore and stroke that was already synonymous with the Norton marques 500cc models, but adopted a new over head valve top end fitted to the well proven Norton bottom end already in service in the 16H. The new head and barrel employed sound engineering principles with plenty of well spaced finning on the cylinder and the massive head. The rockers were placed well above the head on pillars ensuring adequate cooling. Much of the development work on the new engine was carried out at Brooklands, where the soundness of the design was demonstrated when the new model established a new world record for a 500cc class machine covering a kilometre at 89.22 mph. The new engine was housed in a frame of a similar type to that employed by the 16H, although in order to accommodate the taller over head valve engine without the whole machine becoming overly tall the tank rail was kinked. A three speed Sturmey Archer gearbox was employed as was chain drive for both the primary and final drive For the rest of the 1920's the Model 18 provided the basis for many of Norton's competition successes and in recent years has become one of the most sought after Norton's. The first examples still employed a dummy belt rim rear brake, however as the decade progressed drum brakes were adopted.Daniel O'Donovan set a range of World and speed records for Norton, and specially tuned their BS and BRS models at Brooklands, in addition to fettling Norton's factory racers. This mercurial talent was instrumental in Norton's prosperity from 1913 onwards, and into the introduction of the Model 18 overhead valve engine in 1922. With a second wind from ohv power, O'Donovan and Norton pushed on to further records and, with Albert Denly on board, Norton set several records at Montlhery in 1927, including 100 miles in an hour on a Model 18.This example was restored by Barry Tyreman of Bingley in 2000/2001 and on the road for 2001-2005 before being sold to our vendor in 2007. He has taken it to many vintage festivals including Coupes Moto Legende in Dijon-Prenois in 2014, Vintage Revival in Montlhery in 2019, it has also been to the VMCC Festival of 1000Bikes.It is now only been sold as he finds hand changing gear harder these days, sold with the V5C, various tax discs and other paperwork.

1954 BSA M20, 499cc. Registration number PUO 796. Frame number BM20 1976. Engine number ZB33 4110.Created by the renowned Ariel and JAP designer Val Page in 1937 the M20 filled the hole in BSA?s range for a solid sidecar hauler for the family man. The bottom end design was common across the BSA range of singles, being used on both their M range of side valve and OHV heavy duty motorcycles and the lighter weight B series, including the famous Gold Star. BSA built more than 125,000 of them during WWII for the services and it became the longest serving model in the history of British military motorcycling. After the war the BSA M20 model continued in military service throughout the national service of the 1950s and in smaller numbers until the end of the 1960s, partly due to the low cost and easy availability of spare parts but also as a result of six years of harsh conditions with no serious failures.PUO was first registered with DVLA in 1954 and could well have been a Forces machine, at some point it has been fitted with a ZB33 engine. Owned by David Hudghton in 1998 our vendor bought it in 2008 and has used it occasionally. Sold with the V5C it will need recommissioning before use.

1961 BSA A10 Golden Flash, 650cc. Registration number XHE 90. Frame number GA7 21688. Engine number DA10 17214.Launched in 1949, the BSA A10 was a development of the A7 500cc and was needed to compete with the Triumph Speed Twin, it was designed by Bert Hopwood (who had previously worked at Triumph and Norton). Initially it was available with a rigid frame but the rear plunger was a more popular choice, especially amongst the sidecar buyers. It had hinged rear mudguard and a semi unit gearbox mated to the parallel twin engine until 1954 when a swinging arm rear was introduced along with separate gearbox and engine. Initially offered in black and chrome to the UK market a new gold colour was introduced and became very popular and led to the name Golden Flash, some 80% of all units were made for export which meant that there were long waiting lists for UK buyers.XHE was first registered to Garner & Son of Barnsley on the 26 November 1961 before selling to Herbert Metcalf and then Brian Brittain, both of Barnsley, Frank Barton & Sons of Hull sold it in September 1965 to Stanley Grubb of Hull, followed by Thomas Fitzgibbon and Brian Rooms, both of Hull. Our vendors father bought it in the 1970's and it has seen occasional use over the years, an MOT in 1996 at 74,985 miles followed by 2000 at 75,171 and 2001 at 75,379. Today the mileage is 76,256. It should only require light recommissioning before road use.Sold with the V5C, V5, R.F.60 and the MOT's

1958 BSA Gold Star DBD34, 500cc. Registration number TBC. Frame number CB32.???? (see text). Engine number DBD.34.GS.6236.Developed before WW2, the BSA ?Gold Star?, named, of course, after the great Wal Handley?s Brooklands award for his BSA 100mph lap, was produced in small numbers only. Post-war, 1949 saw the model?s return and the beginning of a tremendous period of both race and off road success for the model, while the road ?Gold Star? benefited, of course, from the race-shop development. To ride a ?Goldie? became every BSA owner?s dream and thanks to the quality and robustness of the model, many riders did so. The bike?s fame has continued past the end of model production in 1963 and past the end of BSA itself in 1971. Indeed, there is a thriving industry in the production of spare parts to keep them on the road and even, it seems, of ?replica? machines of varying accuracy.TBC is a typical story of many Goldies, how it started life and where it now is are a tad different. The RF 60, issued in 1967 records 621 KH with frame GD22 7634 and engine DBD34.GS.3692, the engine was replaced with a Triumph 6T 34266, officially becoming a TriBSA, then later the current engine was fitted DBD34.GS. 6236. At this time (1967) it was owned by Ian Cornwall of Hull, our vendors father bought it from him in the late 1970's (the frame number was still incorrectly listed). There are MOT's on file from 1984 at 19,236 miles, through to 2003, on most of them the frame is listed as CB32 7634. It was then laid up with engine issues and it has not had any work on it since. It should be noted that the V5C lists the frame as GD22 7634 not the CB32 ???? that it actually is. Buyers should satisfy themselves as to the frame and engine numbers on the bike and on the V5C and we advise that they rectify the issues with DVLA. Sold with the V5C, RF60, VE60, old MOT's and tax discs, this Goldie requires an engine rebuild

1958 BSA Gold Star CB32/B33, 500cc. Registration number YRH 485. Frame number CB32. 7634. Engine number BB33.4283 (see text).Developed before WW2, the BSA ?Gold Star?, named, of course, after the great Wal Handley?s Brooklands award for his BSA 100mph lap, was produced in small numbers only. Post-war, 1949 saw the model?s return and the beginning of a tremendous period of both race and off road success for the model, while the road ?Gold Star? benefited, of course, from the race-shop development. To ride a ?Goldie? became every BSA owner?s dream and thanks to the quality and robustness of the model, many riders did so. The bike?s fame has continued past the end of model production in 1963 and past the end of BSA itself in 1971. Indeed, there is a thriving industry in the production of spare parts to keep them on the road and even, it seems, of ?replica? machines of varying accuracy.YRH is a typical story of many Goldies, how it started life and where it now is are a tad different. First registered in June 1958 the frame, with engine DBD34. GS. 3568 was delivered to Jordan of Hull and sold to Charles Reed of Hull, in 1963 it passed to Raymond Sims and back to Jordans in 1964, in 1965 it went to Richard Sabin, then in 1966 to David Stonehouse, in 1968 to Paul Ions and David Watson the same year, followed by Douglas King. Our vendors father bought it from him, without an engine, in 1981, later fitting a B33 unit, as listed above. Used for many years it passed to our vendor in 2016 and has been unused for several years. Please note the V5C states the engine number to be DBD34.GS.560. Buyers should satisfy themselves as to the frame and engine numbers on the bike and on the V5C and we advise that they rectify the issues with DVLA. Sold with the V5C, V5 and RF60, it will need recommissioning before use.

1969 BSA Starfire, 249cc. Registration number LWM 479G. Frame number CC13428 B25S. Engine number CC13428 B25S.BSA acquired the Triumph marque in 1951 and developed the C15 250 cc from the Triumph Tiger Cub; in 1958 they introduced unit construction and the BSA C15 Star was their first model, which was much more reliable than the outgoing C11, although it still had many gremlins. In 1967 it was replaced by the new B25 Starfire and C25 Barracuda, with a stronger crankcase and alloy cylinder barrel. The Starfire was aimed at the all- important US market and was styled as an off road bike with raised exhaust and strengthened handlebars, produced between 1968 and 1970. An unashamed exercise in 'badge engineering', the Starfire and the Triumph TR25W Trophy basically were the same machine except for an alteration in gearing, adoption of different wheel sizes. The range stayed until the end of BSA in 1972.This matching numbers bike was first registered on the 9th of May 1969. Its early history is unknown but it was bought as a project by our vendors wife as a birthday present in 2013. It was restored and MOT'd in 2015, with a powder coated frame, repainted tinware, new electrics, engine overhaul, new rims and seat. It started first kick when viewed by the cataloguer.Sold with the V5C, MOT history from 2015 at 7,735 miles, 2016, 2017 2018 at 8,198 miles and SORN documents

1962 BSA A10, Golden Flash, 650cc. Registration number 431 YUA (non transferrable). Frame number GA7 723032. Engine number DA10 A424.Launched in 1949, the BSA A10 was a development of the A7 500cc and was needed to compete with the Triumph Speed Twin, it was designed by Bert Hopwood (who had previously worked at Triumph and Norton). Initially it was available with a rigid frame but the rear plunger was a more popular choice, especially amongst the sidecar buyers. It had hinged rear mudguard and a semi unit gearbox mated to the parallel twin engine until 1954 when a swinging arm rear was introduced along with separate gearbox and engine. Initially offered in black and chrome to the UK market a new gold colour was introduced and became very popular and led to the name Golden Flash, some 80% of all units were made for export which meant that there were long waiting lists for UK buyers.YUA was owned by Paul Schofield of Leigh in 2010 before selling it to our vendor in 2011. He has hardly used it and it appears either original or an older restoration. It will need recommissioning before use.Sold with the V5C.

1966 Triumph Tiger 90 to Trophy spec, 500cc. Registration number LWW 60D. Frame number H46700. Engine number H46700.Triumph re-entered the 350cc class in 1957 with the introduction of the Twenty One, its first unitary construction model, and quickly followed up with a '500' version, the 5TA Speed Twin. The latter was first to undergo the 'sports' treatment in the form of the Tiger 100SS, the equivalent '350' not appearing for another five years. Launched in October 1962, the Tiger 90 featured a tuned engine equipped with a revised ignition system that used points instead of the previous distributor. The 'baby' Tiger looked smart and went well too, its top speed under favourable conditions being a genuine 90mph. It was also impressively economical.LWW was owned by Andrew Lawson of Goole in 1985 before passing to Tony Armstrong, again of Goole in 1986. In 1997 it came into the ownership of our vendors brother who sadly passed away later that year, his father then looked after it passing it to our vendor in 2012 and he gave it a total rebuild; the engine was upgraded to Trophy spec with Harris pistons, frame stripped and powder coated as were other components, Pazon Surefire electronical ignition was fitted. Every part of the bike was restored in homage of his brother. This was finished in 2016 and the speedo reset when MOT'd the following year the mileage was 42 and today it is only 282 miles. It has been recently recommissioned and was ridden to the saleroom.Sold with the V5C, V5 and a large collection of receipts for work undertaken in 2012/16.

1961 Triton 650cc. Registration number TSY 692 (non transferrable). Frame number 11D 94161 (V5C states 17D). Engine number T120R 72467.A happy marriage of Triumph power and Norton roadholding, courtesy of the latter's peerless Featherbed frame, the Triton is rightly regarded by enthusiasts as the quintessential British sports special. This hybrid first emerged in the 1950s and continues to be built by professionals and amateurs alike, enjoying marque status today. One of the first specials-builders to put the Triton into what might be termed 'limited production' was Dave Degens, proprietor of Dresda Autos. Riding one of his own Dresda Tritons, Degens won the prestigious Barcelona 24-Hour Endurance Race in 1965, defeating many works-entered bikes in the process, and went on to develop his own Featherbed-derived frame to take power units other than the original Triumph.TSY was owned by Ronald Jackson of Goole in 2008 and he set about the building of this Triton using a T120R engine, powder coating the frame and assembling it to the position it is today. It was a running bike that needed finishing and our vendor purchased it in 2012 as he had always promised himself a Triton. Unfortunately two serious illness have put paid to him ever completing or riding it. He has tidied up the wiring and had it running occasionally, it now needs a new owner to finish it off. Buyers should satisfy themselves as to the completeness of the machine.Sold with the V5C and a new battery, this should be a rewarding opportunity. Please note the V5C states it is a Norton.

1964 Tricati, 500cc. Registration number CDT 785B. Frame number 00239. Engine number 5TA H15787.An unusual mixture, this Tricati makes a change from a Triton, Tribsa or Trifield. Built by Goole engineer Matt Bannon using a 1960 5TA engine he bought for £5 in 1970 and a 1964 Mach 1 with a seized engine for £25 in 1972. The first incarnation was built in 1976 which languished in his shed until 1990 when he used his considerable skills to build what you see today. The engine was fully rebuilt and tilted forward in the frame, parts from both Triumph, Ducati and self fabricated have all been used. In 1992 when he had finished it Classic Bike magazine featured it over 3 pages.There are MOT's from 1992 when the mileage was 17,857 miles rising to 23,742 in 2015. In 2016 a new speedo was fitted and the last MOT was in 2017 at 2,546KM, since when it was unridden due to illness. It has recently been recommissioned but we recommend that it is checked over before serious use.ACDT is a wonderful testament to its creator and correctly recoded with DVLA as a 500cc bike.Sold with the V5C, MOTs and Classic Bike magazine, Spicers can highly recommend this machine.

1974 Yamaha RD250, 247cc. Registration number AWJ 12M. Frame number 600238 (not found). Engine number 600238 (not found).The two stroke RD250 was produced between 1973 and 1987, with four generations; the air-cooled models from 1973 up to 1979, and from 1980 until 1987 the liquid cooled models; known as the RD250LC, RD250LC-II and RD250 YPVS. The name RD stood for Race Developed.The standard bike weighed 152 kg dry and had a 247cc 2-stroke twin engine that produced 30 hp, with a 6 speed gearbox and chain final drive.In 1983 the UK government reduced the maximum cc for learners to 125, killing off the 250 cc motorcycle class in a stroke. At the time, it was considered that the reason for the sudden change in the law was the RD250 which put a high-speed vehicle into the hands of inexperienced users.AWJ was first registered to Stephen Clark of Sheffield, by 2014 it was with Michael Wilkinson of Dewsbury who had the bike restored including an engine rebuild, with HVC GP style performance exhausts, since when it has only covered some 950 miles. MOT certificates on file from 2015 at 50miles, 2016 at 248 and 2017 at 448 miles. In 2020 it moved on to Rupert Moxon-Holmes and is now entered for auction as his desires have changed.Sold with the V5C, MOT history from 2015 and receipts for the rebuild in 2014, together with the original warranty

1975 Honda CB550 K1, 544cc. Registration number KPW 881N. Frame number CB550-1209526. Engine number CB550E-104546.Honda followed its sensational CB750 with a range of smaller fours, the first of which - the CB500 - appeared in 1971. The half-litre newcomer was just as well specified as its larger brother, boasting an air-cooled, wet sump, (single) overhead-camshaft, two-valve engine, five-speed gearbox, electric starter and disc front brake. 50bhp at 8,500rpm and 30.4lb-ft of torque at 7,500rpm. Upping the engine capacity by 10 percent, the CB550 offered the same blend of performance and civility and like its predecessor, the CB550 K0 had four exhaust pipes and silencers. Shortly after the CB550K was introduced, Honda launched a 4-into-1 exhaust, less chrome, and 'lightweight' version, the CB550F Super Sport – to help fill out Honda's 'low bar range' in between the CB400F and CB750F. Both K and F series were sold alongside each other, sharing the same engine, tank, instruments, lights, wheels, brakes and frame. The whole package weighed about 425lb wet.This example was owned by Zachary Ewing of Wisconsin before being imported into the UK in 2018 by DK Motorcycles of Newcastle under Lyme and bought by our vendor. He has used it sparingly, covering only some 500 odd miles in his time. Unused for the last couple of years it will require recommissioning, turning over freely but not firing up when delivered to our saleroom.Sold with the V5C, NOVA, USA title deeds and other paperwork

1997 Yamaha XVS 650 Drag Star, 649 cc, Registration number P625 FGM, Chassis number JYA4VR00000002784, Engine number 4VR0000677. The V Star range was introduced in 1997 as a cheaper alternative to the Harley Davidson cruisers and was available in three trim levels; the Custom XVS650, Classic XVS650A and the Silverado. The air-cooled V-twin engine pushes out maximum torque at 3000 rpm, making this reliable shaft drive cruiser a real pleasure to ride over short or long distances. What differentiates the Star models from the Virago range is their long, low chassis which emphasises the cruiser looks, and at 1610mm the middleweight Drag Star runs with one of the longest wheelbases in the class. The double cradle frame features a rigid-style rear end to give the XVS650 a clean-looking back section. Hidden beneath the rider's seat is a preload adjustable monoshock suspension system that can be easily set up to suit solo or two-up riding simple by removing the seat. More cruiser influence can be seen at the front end with the heavy duty raked front forks. In keeping with its cruiser looks the Drag Star is equipped with a classic teardrop tank, which carries a chrome plated speedometer assembly. Holding a generous 16 litres, the tank gives the Drag Star a decent range, underlining its long-distance capability. This example's previous owner, a lady from Scarborough, purchased her in 2009 and enjoyed her limited use of the bike, only some 6,200 miles in the last 5 years, the mileage today is 32,518. It was purchased by our vendor in 2016 and has been dry stored since. Sold with the V5C and old MOT details, it will need recommissioning.

1977 Moto Guzzi T3, 844cc. Registration number CDF 871T. Frame number VD 16983 M 14615 OM. Engine number 108730.Developed from an artillery tractor engine, the transverse V-twin Moto Guzzi unit has proved to be one of the post-war ?greats?, proving immensely durable, tuneable and adaptable throughout a whole range of bikes. The original Guzzis, were worked over by designer Lino Tonti in the early ?seventies, since when the rumbling twins have attracted faithful, long-term owners, their idea of a bike being the very antithesis of a Japanese ?crotch-rocket?. The 850-T range owed more to the V7 Sport than it did to Guzzi's previous tourers, most notably boasting the V7 Sport's frame and suspension. Upgraded to triple discs as the T3, and offering a better power-to-weight ratio and torque output than the 750S, the big Moto Guzzi could justifiably claim to be the finest sports-tourer of its day.CDF was first owned by Christopher Coughlan of Malmesbury before being sold to Paul Dorsman of Bristol in 1983. Our vendor bought it from A1 Motorbikes of Sheffield in 2011. 5 MOT's on file from 1984 at 12,145 miles to 27,562 in 1995 suggest that the current 28,075 will be correct and is the same as when purchased. It will need recommissioning for the road.Sold with the V5C, V5, old MOT's and various other paperwork.

1982 Honda VF750 V45 Sabre, 749cc. Registration number YVU 390Y. Frame number RC07 2001900. Engine number RC07E 1009334.When the V45 Sabre (touring) was introduced in 1982, it shared the V4 engine design with the Interceptor (sport bike) and Magna (cruiser). The 750cc engine produced 82 horsepower. Within a couple of years, Honda had shrunk the bike down to 700cc to circumvent the taxes imposed on 750cc and larger import bikes by the US International Trade Commission.YVU has had long term family/friend ownership; owned in 1995 by Roy Morris of Blackburn it moved on to P Butterworth of Halifax in 2001, Andrew Coulthard of Cheltenham had it in 2008 and then our vendor took over ownership in 2009. The MOT history goes back to 1987 at 19,542 miles, to 2009 at 36,406 miles, there is then a gap until 2018 at 37,198 and most recent in April 2021 at 38,313 miles, today the mileage is 38,418. New tyres were fitted in December 2018.Sold with the V5C, V5, old MOT's, owners manual and workshop manual and a few spares. It will require recommissioning as it has stood for most of this year.

2001 Suzuki GSF 600Y Bandit, 600cc. Registration number Y661 EAY. Frame number N721-123175. Engine number unknown. CAT C write off, repaired.The Suzuki Bandit 600 (code name GSF600) was so successful it spawned a whole class: budget middleweight roadsters. The recipe is simple take one aging but acceptable supersport engine, bung it in a basic, straightforward roadster chassis and price it as keenly as possible.The first Suzuki Bandits proved best sellers, great for novices and as all-rounders. In 2005 the Bandit 600 was replaced by the Suzuki Bandit 650, complete with an all-new engine. All versions, including the half-faired versions, are great value.EAY has MOT history going back to 2007 at 22,978 miles , it was off the road between 2008 and 2013, then MOT'd most years since up to the most recent July 2021 at 31,594 miles. In 2016 it was subject to a Cat C and fully rebuilt. Judging by the constant use it was repaired well.Sold with the V5C and a copy of the Experian check

1982 Honda CB750 F2C, 748cc. Registration number JNH 71Y. Frame number RC04 4002941. Engine number RC01E 4103105.The CB750 was the first motorcycle to be called a "superbike.," produced from 1969 by the late 1970's it was dated so they brought the F1 but two bikes conspired to kill the F1 early: the Kawasaki Z650 and the Suzuki GS750, both of which ripped it to pieces in both handling and speed departments. Both bikes appeared in late 1976, and Honda was caught on the hop. With a couple of years to go before its own DOHC bikes were ready, Honda frantically gave the F1 a major revision and called it the F2.The F2 got double front discs, much improved suspension, bigger valves, higher compression and accelerator pump carbs to lift peak power to a claimed 75bhp. It was the most powerful SOHC CB750 ever ? shame the extra weight rather cancelled out the extra power.JNH had been owned for many years by our vendors husband until he passed away. He last had it MOT'd in 2016, even putting new tyres on it but his illness meant it was too heavy for him. It then remained in the garaged and was cleaned with regularity.Sold with the V5C and a copy of its MOT history, the mileage is 59,344, just the ride back from the MOT station. It will need recommissioning before road use.

1990 Honda VFR759F-L, 748cc. Registration number H255 WFV. Frame number RC30 2009268. Engine number RC36E 2011321.Honda had a lot riding on the VFR750F when it arrived in 1986, not the least of which was having to live down the preceding VF750's appetite for camshafts and cylinder heads... The VFR750F was introduced a sports bike to compete with Suzuki's GSX-R750 and Yamaha FZ750, but with the passage of time found itself reclassified as a 'sports tourer', a role in which it excelled. The new V4 engine was slotted into a state-of-the-art aluminium beam frame, replacing the VF750F's steel chassis, while the latter's shaft drive was dropped in favour of a lighter and more efficient chain. Early VFR750Rs featured a conventional two-sided swinging arm while later (1990 onwards) models have used a single-sided swinger.WFV was first owned by Mr Johnson of Westhoughton, bought from Bill Head of Preston. The service book was stamped 8 times up to 39,279 miles in 2002 and then there are paper receipts for the service history after that. It has an extensive history folder with MOT's going back to 1993, the last one being in 2010 at 51,757 miles, today it is 52,576. In 2002 it was owned by Robert Davies of Wakefield, our vendor buying it later that year at 39,280 miles. It has been in storage since 2010 when a Moto Guzzi came along.Sold with the V5C, MOT's, history folder of receipts and a Haynes manual. It will need recommissioning before use.

2002 Moto Guzzi California Evoluzione, 1064cc. Registration number YP02 ATK. Frame number ZGUKDB3KD1M153013. Engine number KD30250.Favored by both riders and Police forces throughout the world, California is the epitome of the big-bore Mandello cruisers, and the 2002 EV version carries on the legendary heritage. As all its California siblings, it sports an air-cooled, four-stroke, 1064cc, 90-degree V-twin powerhouse paired to a five-speed manual transmission, that produces 74 horsepower and 94 Nm of torque.The first California was designed in consultation with the Los Angeles Police Department Traffic Division to replace the department's Moto Guzzi V7s.ATK was bought by our vendors husband in 2010 and has MOT history from then onwards, the last being at 2,831 miles in 2017. Dry stored since then it will require recommissioning before use.Sold with the V5C, MOT history and other paperwork.

1982 Triumph TSS, 744cc. Registration number CUG 456Y. Frame number HEA 33802. Engine number HEA 33802.The T140W TSS was the last motorcycle model at their Meriden factory. Designed to appeal to the US market, the TSS had an eight valve Weslake Engineering cylinder head developed by Triumph's Brian Jones from a 1978/9 design originally commissioned from Nourish Racing of Rutland following 1960s designs for the 650cc twins by the famed Rickman Brothers. Launched in 1982 with an electric starter as standard, the all-new top end of the engine featured Cooper rings sealing the 8-valve cylinder head to the barrel. American Morris alloy wheels were an option with dual Automotive Products Lockheed disc brakes upfront as standard. The fins of the black painted engine were polished although, like the Triumph TR65 Thunderbird, many alloy cycle parts that had in the past been bright-polished or chromed were now painted satin black. Mudguards were stainless steel as were the Italian Radaelli rims for the wire-spoked wheel option. The high specification air-oil 'Strada' rear suspension units were supplied by Italian firm Marzocchi. With only 438 units completing the entire production run, survivors are becoming increasingly rare.The TSS, was well-received by testers. It was smooth, didn?t vibrate, didn?t leak oil and the brakes were more than respectable. Not only was the TSS well-mannered, but it was reportedly capable of almost 130mph. In its February 1983 issue, Rider magazine gave the TSS an enthusiastic thumbs up, calling the new Triumph ?the best ever ? fully capable of being compared with the latest from across the other ocean.? Rider further praised the new engine?s smoothness. ?The bars don?t tingle, the seat doesn?t shake and the footrests just, well ? sit there. If you have ridden an earlier Triumph, you won?t believe it.? The smoothness was reckoned to be a direct result of the stiffened crankshaft and new, lighter pistons. CUG was bought new by Gerald Lootes of Halifax before selling it to John Walker of Doncaster in 2012. At that time the gearbox needed a rebuild as Lootes had started it up with the clutch plates stuck together so Walker rebuilt it. Our vendor bought it from him in 2015 as a keeper, only test riding it at Walkers. At that time the mileage was 4,500 and today it is 4,505.Sold with the V5C and various paperwork, this highly original and low mileage bike will need recommissioning to be ridden.

1977 Harley Davidson XLCR1000, 998cc. Registration number DFC 993R. Frame number 7F01040H7. Engine number 7F01040H7.First released in 1977, the XLCR was quite a bold departure from the Harley-Davidson formula. A Sportster in café-racer clothes, it was in production for just two years and has become one of the most interesting and collectible of modern Harleys. With much input from then-new styling chief Willie G. Davidson, the short-lived XLCR (XL denoting the Sportster family, CR for Café Racer) comprised a lightweight frame and standard Sportster engine. The petrol tank and tailsection had a certain XR750 dirt-tracker feel, but stretched and streamlined, complemented by low-rise handlebars and a bikini fairing up front. Morris mag wheels and triple disc brakes were used, along with a Siamesed exhaust system in black chrome.Unfortunately the bike's sinister all-black appearance wasn't backed up by its performance, sales were slow, and production ceased in 1978 after less than 2000 examples had been manufactured, assuring its collector status.DFC was imported in 1983 and first owned by Frank Chapman of Minster Lovell, our vendor buying it in 2004 and had an MOT in 2007 at 2,410 miles, today the mileage is 2,765.Sold with the V5C and old MOT together with and owners manual. It should be noted there is a gearbox issue as it will not change gear and the clutch needs to be depressed to move it.