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Lot 32
BARRY UNSWORTH, Pascali's Island, Michael Joseph, 1980; Stone Virgin, Hamish Hamilton, 1985; Sacred Hunger, Hamish Hamilton, 1992, signed and dated; an unsigned copy; Morality Play, Hamish Hamilton, 1995, signed and dated; two unsigned copies; After Hannibal, Hamish Hamilton, 1996, signed and dated; Losing Nelson, Hamish Hamilton, 1999, signed and dated; and The Hide, first American edition, 1996 (10)
Lot 517
An album of postcards dating from the early 20th Century Edwardian era to include actors and actresses, some being signed including Ethel Cadman, Nora Delany, Gladys Finney, Pauline Travis (male impersonator), Ruby Ray, Georgie Wood, Winifred Ward, also includes some WWI first world war related postcards to include a 1918 tank postcard, Ludwigsplatz in Hattonchatel, and a photographic card of a soldier with a horse and cart (written on in German).
![*David Bowie Heroes Vinyl First Pressing With Song Sheet- Rca Records, Pl 12522 A, 1977 [LQD123]](https://cdn.globalauctionplatform.com/3cd69e12-0f9e-4c50-8a69-ab7d009c48b5/ea5ab98c-4c06-441a-b807-ab7d00c45523/468x382.jpg)
Lot 172
Exceptionally detailed image of Imperial Chinese court official.An extremely fine Chinese late 19th century Qing Dynasty portrait showing a senior Imperial official, or Mandarin, seated in hieratic posture on a cloth decorated chair, wearing a richly ornamented court dress, the large embroidered Mandarin square badge on his chest featuring a crane, signifying that the sitter is a senior civil official of the first rank. Exquisitely fine and realistic detail to the subject's face including his slightly crossed left eye and to such intricate features as the white fur fringe on his garments. Gouache on silk paper. Under glass in a decorative gilt wood frame with rounded edges. 27.5"H x 14.5"W, art. Issued: c. 1880 Dimensions: 29"H x 16.5"W, framed Country of Origin: China Provenance: Collection of John J. Lanzendorf
Lot 1002
1990 Mahindra Indian Brave, 2112 cc diesel. Registration number H920 HVX. Chassis number MA11540DPODM25224. Engine number XDP490DM-25224. Mahindra was established in India in 1948 and it saw a business opportunity in expanding into manufacturing and selling off road vehicles, starting with the assembly under licence of the Willys Jeep in India. The CJ340 variation of the CJ-3B was the first Mahindra import into Great Britain, arriving from India via an assembly plant in Greece. In a confusing tip of the hat to the Jeep Cherokee Chief and to this Jeep's manufacture in India, the model was dubbed the "Indian Brave" (and the 91" long-wheelbase version CJ540 was the "Indian Chief"). The running gear is Jeep whilst the engine is from Peugeot, it has two wheel, four wheel drive and a low ratio box. HVX was first registered on the 8th September 1990 and in 2013 it passed its MOT at 12,634 miles, the following year it failed and was parked up, being purchased by an Engineering company in 2016 in Ely, Cambridgeshire who restored it. They sold it to Arthur Edwards in December 2016. He had two Jeep wings and new seats fitted before having it resprayed in the current USA Army colours and decals. Today the mileage is 12,854 miles. The cataloguer took is 'Jeep' out for a test drive and all functions worked well, being much easier to drive than the Willys Jeep it is based on. Sold with the V5C, a new MOT and various receipts for works undertaken.
Lot 1004
1987 Westfield 7 SE, 1599 cc. Registration number Q 417 WJR. Chassis number 86 SE 026. Engine number RK01673. Founded in 1983, Westfield Sportscars began manufacturing the Westfield Eleven, a replica of the iconic Lotus Eleven produced in the 1950's and then the Seven as both factory built and kit versions inspired by Colin Chapman's immortal Lotus 7.Lo tus had sold the design rights of the original Lotus 7 to Caterham who, in the late '80s, took Westfield to court over copyright issues. This was settled out of court, Westfield changing a number of elements to the design, the earlier cars are now known as pre-litigation models. According to the Robinshaw & Bouckley Westfield book there are two 'generations' of Pre-lit Westfield Sevens. The first was an accurate replica of the early Lotus Seven, with all-alloy bodywork (except for GRP wings and nosecone), Triumph front uprights and Spridget or Ford engine/gearbox/axle. Total production 132. The SE had more GRP (all-in-one GRP rear bodywork and wings, for example) and all-Ford running gear. It is believed 605 Seven SE kits were sold from Spring '86 until production was brought to a premature halt in early 1988 as a result of the litigation with Caterham Cars.' This SE was built by Falklands Veteran Major Hector Chambers MBE (awarded in the New Years Honours List 1985), of the Royal Irish Rangers as rehabilitation project post the Falklands Conflict. With a chassis number of 26 this must be one of the earliest second generation examples built and uses a X Flow 1600 cc rebuilt engine. First registered on the road on the 11th of June 1987 he sold it to a Mr Morris of Scarborough in 1990 and then Gerald Hodgson in 2006. He used it sparingly, and fitted a stainless steel fuel tank, Lotus replica windscreen supports and new front discs, calipers and pads. Purchased in March 2017 at this saleroom when the mileage was just over 8,000 it has seen little use and our vendor has decided to part with it. Sold with the V5C, Caterham build booklet, a February 2020 MOT, various old MOT's and other paperwork together with a full tonneau cover.
Lot 1006
1991 Jaguar XJS Coupe, 3980 cc. Registration number J316 KRH. Chassis number SAJJNAED3EK180597. Engine number 9EPCNA151139. The Jaguar XJ-S/XJS was produced from 1975 - 1996 and replaced the E-Type. Although it never had quite the same sporting image, the XJS was a competent replacement with better aerodynamics than the E-Type and was last produced on 4th April 1996, by which time 115,413 had been produced during a 21 year production life. The car was re-engineered in May 1991 and renamed XJS (facelift). The rear side windows appeared enlarged and the buttresses stayed, although their appearance was minimised by the new side window treatment, as designer Geoff Lawson argued that they were part of the car's character. The car received a new 4.0-litre version of the AJ6 engine. At the same time, the car benefited from a revision to the rear brakes; they were now fitted with outboard rear disc brakes, instead of the more complicated inboard items on previous models. It also received more aerodynamic front and rear bumpers. The Jaguar XJS offers its owners a slice of motoring history, defying critics to become one of the world's most successful GT cars. From the introduction of the HE engine in 1982, the 3.6 AJ6 engine in 1984, which expanded to four litres in 1989, the cabriolet in 1985, the full convertible in 1988 and the face-lift model in 1993 to the final commemorative model in 1995, the XJS was continuously developed during its 20 year production life. This example, with a desirable Kingfisher Blue over biscuit leather colour way, was first registered to Mr D.G. Smith of Bridgend with the cherished license plate of J100 DGS on the 13th September 1991, it then passed through several owners, with multiple number plate changes. Throughout its life it has been serviced by Jaguar; 18 out of 19 in the service history, the last being in 2006 at 96,412, the mileage now stands at just over 97,000. It was taken off the road in 2007 and dry stored. There are many receipts for work undertaken during its pampered life, including the A/C compressor at 76,258 miles. Owned by our vendor since 2002 and taken off the road in 2007 it was recommissioned in 2018 when it had a new battery and a new wheel bearing fitted along with the brakes and fuel injectors being overhauled. Sold with the V5C, a new MOT, FSH, nearly complete tool kit and a dust cover.
Lot 1008
2003 Porsche Boxster S, 986, 3200cc. Registration number A20 HYP. Chassis number WPOZZZ98240640670. Engine number 670083. Companion models to Porsche's perennial 911 - 914, 924, 944, 928 - have all come and gone, but in 1997 a new car arrived that looks as though it might stay the course a little longer: the Boxster. The secret of the Boxter's success lies in the fact that, unlike previous attempts to extend the range, it bears a strong resemblance to the 911 and is recognisably a Porsche. First seen as a showcar at the Detroit Motor Show in 1993, the Boxster was designed in-house by Grant Larson and Stefan Stark, and took its inspiration from two main sources: the 356 Speedster and 550 Spyder of the 1950s. Mid-engined like the latter, rather than rear-engined like the 911, the two-seater Boxster is powered by a water-cooled version of Porsche's trademark 'boxer' flat-six motor, a feature that would later be applied to the 911. The Boxster debuted in 2.5-litre form with 204bhp on tap. Anti-lock brakes, electric hood, climate control, pop-up rear spoiler, twin air bags, leather interior and an alarm came as standard plus, of course, Porsche's legendary engineering excellence and superlative build quality. In 1999, the model's original 2.5-litre engine gave way to a 2.7 producing 217bhp. At the same time, the more focused Boxster S entered the fray, powered by a 3.2-litre flat six making 249bhp, sufficient for 0-62mph in 5.9sec, and with a six- speed manual gearbox or the existing five-speed Tiptronic. The addition of Motronic engine management and VarioCam (variable camshaft) technology in 2003 helped to raise the performance of the standard Boxster 2.7 to 225bhp and of the S to 256bhp. In addition, a minor facelift ushered in a glass rear window. These 2003/53-reg cars are considered the best. In 2004, with the replacement 987-series Boxster approaching, a 261bhp limited-run S-based version called the Anniversary was launched. HYP was first registered in November 2003 and according to the replacement service book it has had 12 stamps from either Porsche or Specialists until recently when it was serviced locally. These confirm its life of use in London 2004 - 2005, three stamps and a mileage of 38,971 added, it then began moving North to Cumbria and Tyneside until in February 2015 it was serviced in Scotland at 97,604 miles. It remained there before arriving in the East Riding with our vendor in May 2018 and the yearly MOT's have taken it up to the current 108,851 miles. As with all cars of this type it is the cataloguers opinion that one is better buying a car that has been used and regularly maintained than one laid up for long periods. When viewed for the catalogue it started with no issues apart from a slow drivers window and drove very well. Sold with the V5C and service booklet, it has recently had a new battery and alternator fitted.
Lot 1009
2004 Pilgrim Sumo AC Cobra replica, engine built by Noble Motorsport, 4,658 cc. Registration number G137 YEE. Chassis number PS200301724782682. Engine number 40604091. Anyone with the slightest trace of oil in their veins will know the story of the AC Cobra. In 1961, American race driver and tuner Carroll Shelby persuaded British sports car firm AC to insert a big-capacity Ford V8 into its aluminium-bodied Ace, and a performance legend was born. AC stopped Cobra production in 1968 having built just 998 Mk 1, 2 and 3 models (655 4.7 litre 289s and 343 7-litre 427s) - but that didn't quash buyer interest in this curvaceous and outrageously quick 2-seater. To satisfy a clear ongoing demand, several firms set themselves up in the replica business, usually fitting a fibreglass body and Jaguar independent suspension and differential to a robust box-section steel chassis. Even when Brian Angliss's firm Autocraft restarted 'official' metal-bodied Cobra production with the Mk 4 in the early 1980s, there was still room in the market for good quality fibreglass replicas from outfits like Gardner Douglas and Dax - and Pilgrim, who have been building cars since the 1960s and Sumos (their Cobra replica) since 1985. Pilgrim began in the late 1960's with the first few cars being constructed in the original owner's home garage in Sussex. Pilgrim slowly grew into the largest manufacturer of replica Cobras and Speedsters in Europe. At its height, Pilgrim was producing ten kits a week as well as building turnkey cars at the factory. By 2006 it was with Mr D Walker of Brigg with a cherished number of G9 BRA and serviced by Ledgerwood Motors at a mileage of 3,998. A change of ownership in 2008 to Mr Waine who bought it from GC Motors of Harrogate for £18,990 and he changed the speedo when the mileage was in the region of 7,000 miles and our vendor bought it in 2010. MOT'd and used from 2009 until 2016 by when the mileage had risen to 6,796, it was off the road until MOT'd in June 2019 at 7,192 (total some 14,000 miles). The car has some quality features including a lightened and balanced engine with heavy duty timing chain, Edelbrook carb, wet sump, SPAX adjustable shocks, electronic door catches, wet weather gear, Hallibrand split rims with 3 ear spinners and cream leather interior. Offered with the V5C, MOT history, large history folder and Pilgrim Sumo build book, this is one awesome motorcar.
Lot 1011
1998 Jaguar XK8 Coupe, 3996 cc. Registration number B4 JXK. Chassis number SAJJGAED3AR031241. Engine number CC9807161545.Living up to expectations can be a burden. Consider the handsome Geoff Lawson-penned XK8 that followed in the wheeltracks of such automotive icons as the XK120 and immortal E-type. Like the E-Type before it, the XK8 made its debut at the Geneva Salon - that of 1996 - and, from launch, was available in either Coupe or Convertible guise. Like its immediate predecessor, the XJS, the original XK8 was more of a Grand Tourer than an outright sports car. It also had the distinction of being the first Jaguar to be powered by an eight-cylinder engine. This then, was a cat with strong DNA but also its own distinctive endearing personality. At the time of the newcomer's unveiling, Jaguar Cars was owned by Ford, as was Aston Martin, and it made sound economic sense for the XK8 and similarly targeted DB7 to share the same platform; which itself was derived from that of the outgoing XJS. The biggest of many differences between new and old, was the adoption of Jaguar's second generation independent rear suspension system, previously found on the XJ40 Saloon. Prior to 2003, power came from either a normally aspirated (XK8) or supercharged (XKR) 4.0-litre version of the company's DOHC V8 AJ26 engine. The all-aluminium 32-valve unit displaced 4.0 litres and produced 281bhp, an output good enough for a top speed of 156mph. Power was transmitted via a ZF five-speed automatic gearbox to the limited-slip differential, while traction control was standard.JXK was first registered on the 8th September 1998 having been sold by Jaguar Lancaster of Sevenoaks in Meteorite Silver with Charcoal leather interior with the registration number of S935 RKJ. In January 2000 they sold it to Dr Jackson for £42,750 with a mileage of 7,650, by September 2004 it was with Mr Haley of London and the service that month was at 47,682 miles. Our vendor purchased it in August 2006 with a mileage of 57,000 miles and by now it wore the cherished number it now has. Little used these days, the mileage has only risen to some 60,000 miles, the wheels were powder coated in 2018, last serviced in the same year with a suspension overall at the cost of nearly £1,000. A new battery has just been fitted and a new MOT issued for this auction.Sold with the V5C, MOT, large history folder with full service history and two keys.
Lot 1015
1939 (see text) Excelsior Autobyk, 98 cc. Registration number LXS 791 (non transferrable). Frame number AX/2522. Engine number 2520. Like most other pioneers of Britain's motorcycle industry Excelsior fitted European manufacturers' proprietary engines at first before turning to home-produced power plants - mainly Villiers, JAP and Blackburne. Acquired by R Walker & Sons in 1919, Excelsior moved from Coventry to Birmingham. The Walkers believed in the value of racing for development and publicity, and the revitalised company was soon making its mark in competition, early successes including a number of World Records set at Brooklands by Tony Worters on 250cc and 350cc JAP-engined machines in 1926. Excelsior offered an extensive range of machines in numerous different capacities throughout the 1920's and 1930's, the 98cc Villiers-powered Autobyk being the smallest in the range on its introduction for 1938. The model resumed production after WW2 in 1946 and was originally offered with the 98cc Villiers Junior De Luxe. For 1947 it was joined by a version using the 98cc Excelsior Goblin which was quickly joined by a second Excelsior powered 98cc machine fitted with the single speed Sprite engine. LXS has lived in the South Sheffield area all of its life and was bought by our vendors father in the 1960's when he bought a car off an elderly couple. Used occasionally it was stored at the back of the garage until a tidy up brought it out and he put the registration number on retention, recommissioning it at the same time. Sold with the V5C which states manufactured 1939, the cataloguer, from his research on the frame number, suggests this should be mid 1940's.
Lot 1016
1951 Francis Barnett Falcon 55, 197 cc (see text). Registration number LXS 865 (non transferrable). Frame number RM 51071. Engine number 946/233641. Francis-Barnett of Coventry produced motorcycles from 1920 to 1966, affectionately known as the Fanny B, they specialized in making economical and lightweight roadsters, they moved into the former Excelsior works in Coventry when that company moved to Birmingham. They were founded in 1919, by Gordon Francis (whose father, Graham Francis, was co-founder of Lea-Francis) and Arthur Barnett. The triangulated frame and straight tubes made for easy maintenance. By the 1930's, the 250cc engine was developed and its innovative flared design gave the motorcyclist protection from dirt and oil. Associated Motor Cycles took over the company in 1947, Villiers engines, of varying capacities, were used and with addition of James in 1957 the company continued until 1966 when production ceased. First introduced for 1949, the Falcon used the Villiers 6E 197cc engine, which was housed in a rigid frame with telescopic front fork. In August 1951 the Falcon (together with the 122cc Merlin) was upgraded with swinging arm rear suspension that used dampers of F-B's own manufacture. The model continued in this form up to 1954, latterly with the Villiers 8E engine, when a new frame featuring central enclosure and a dual seat was introduced. LXS has lived in the South Sheffield area all of its life and was bought by our vendors father in the 1960's when he bought a car off an elderly couple. Used occasionally it was stored at the back of the garage until a tidy up brought it out and he put the registration number on retention, recommissioning it at the same time. Sold with the V5C, please note this says the engine is a 250 cc not 197 cc which the cataloguer believes it to be.
Lot 1017
1951 Francis Barnett Powerbike, 98 cc. Registration number VXS 927 (non transferrable). Frame number RN 16993. Engine number 189A/19693. Francis and Barnett Ltd of Lower Ford Street, Coventry were formed in 1919 by Gordon Francis and Arthur Barnett. They were motor cycle manufacturers who, for the 1939 season, produced an autocycle called the "J50 Powerbike". The Francis-Barnett Powerbike followed the usual pattern, the first model having the Villiers Junior engine. Just after the K50 was announced for the 1940 season, the engine was changed to the new Junior de Luxe. A feature of the Powerbike was a rear hub brake was actuated by back pedalling. This had a trip action that allowed it to be disconnected when wheeling the machine but automatically re-engaged it when the machine was ridden. When the war ended the Powerbike was quickly re-introduced but it now had a girder fork that used rubber bands to provide the springing. In June 1947 Francis Barnett was amalgamated with AMC. Price of the 1948 Powerbike was
Lot 1019
1958 Excelsior Consort, 98cc. Registration number 637 UYK (non transferrable). Frame number SAC 255. Engine number 605B 5523. Excelsior'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. UYK is a swinging arm version and having been off the road was registered with DVLA in 1986. Having undergone a full restoration it has a wonderful patina now. Owned by Michael Ralph of Birmingham from January 2017 our vendor bought it in July 2018. Unused since its acquisition our vendor has decided sell his collection due to his advancing years, it should only require gentle recommissioning. Sold with the V5C and a photocopy of the engine manual.
Lot 1020
1951 James Comet, 98cc. Registration number MVS 773 (on transferrable), Frame number M 14765 F. Engine number 797 12479 (see text). James' first post-war models were the ML, a 122cc Villiers-engined machine derived from a successful military design, and an autocycle. The next introduction - in 1948 - was the Comet, again Villiers-powered but this time using the 98cc 1F unit, which was housed in a simple loop-type rigid frame fitted with single-tube girder front fork. Standard (direct lighting) and de luxe (battery) models were offered. MVS has been subject to a restoration and has now nicely mellowed. Unused since its acquisition our vendor has decided sell his collection due to his advancing years, it should only require gentle recommissioning. Please note that the V5C states the engine number to be 797 13830.
Lot 1027
1977 Yamaha FS1 - E, 49 cc. Registration number UHK 142R. Frame number 57449. Engine number *394 - 057449. Now elevated to cult status, Yamaha's FS1-E 'Sixteener Special' first appeared in 1973. Dropped from the range in 1979, the model was later revived by Yamaha - an almost unprecedented occurrence - with production recommencing in 1987. Originally the 'FS1', the model later gained a set of bicycle pedals to meet UK moped legislation, becoming the 'FS1-E'. In its pre-August 1977, unrestricted form, the 'Fizzie' produced 4.9bhp and was good for around 45mph flat out. When the model was revived, without pedals but now equipped with Autolube, it was available in restricted form only, though the missing horses were relatively easily restored. The passage of time and attendant nostalgia effect has seen the humble FS1-E elevated to the status of one of the most collectible of 'modern' Japanese motorcycles, perhaps only second to the Yamaha RD500LC, (one of which we are also offering) with a whole generation of 50-something motorcyclists eagerly buying and restoring the humble 'Fizzie' in an effort to recapture the spirit of their youth. The FS1-E had the ability to be powered by pushbike type pedals since this was a legal requirement for registration as a moped in the United Kingdom and some other European countries at the time. The special pedal cranks allowed both pedals to be rotated forward so that the pedals would form motorcycle-style footrests in normal operation. To engage the pedals, the left-hand pedal crank could be rotated 180 degrees backwards and locked, and a drive gear engaged allowing the user to pedal. A short chain connected the pedal drive to the main engine-chain drive system. Pedalling was hard work for the rider: there was no freewheel and the pedal gearing was very low. The engine could be started with pedal drive engaged, causing the pedals to rotate under engine power when the bike was in gear. UHK has had some 23 previous owners before it arrived with the previous owner who commissioned a full restoration of the machine and was then displayed at his home. Our vendor purchased it, along with three other fully restored machines, in April 2019, for his own collection. They have remained in a bike cocoon and not used or fired up. Sold with the V5C, this iconic bike will need recommissioning if you wish to take it on the road or else it is ready for display in your sitting room. Purchasers are recommended to check fluid levels before any use.
Lot 1029
c.1985 Yamaha Tri Z, 250 c. Registration number not registered, Frame number 1PX 003G001920. Engine number *1PX - 001920* In 1980 Yamaha introduced the Tri-Moto, it featured a 123cc two-stroke engine, Autolube oil injection system, CDI ignition, a snorkel air intake and a five speed transmission. It was designed to be a durable workhorse as well as the ultimate recreational vehicle. By 1985 they produced the first high performance ATV, the Tri-Z 250, it featured a high performance, YZ-based, liquid-cooled, 250cc 2-stroke engine, front and rear hydraulic disc brakes, air-assist front forks, Monoshock rear suspension and a low center of gravity thanks to the under-seat fuel tank. This example has spent its life in the East Riding of Yorkshire and was restored a number of years ago, our vendor then buying it, although a change in circumstances meant it stayed in his barn ever since. Sold with no paperwork, a set of original gold wheels it will require recommissioning before use.
Lot 1030
1983 Honda TLR200, 194 cc. Registration number JBW 895Y. Frame number MD09 - 1003484. Engine number MD09E - 1003488.Having established itself as a credible producer of off-road motorcycles with the XL250 trail bike, Honda moved into the more demanding realm of competitive trials with the TL125. Looking like a reduced-scale XL250, the TL125 was constructed along similar lines, housing its all-alloy, overhead-cam, four-valve motor in a robust cradle-type frame. As all the Japanese manufacturers would learn, there is a world of difference between a trail bike and a competitive trials bike, so Honda turned to off-road supremo Sammy Miller for assistance. Miller's first brief was to develop the TL125, which he did by retaining the basic engine while subjecting the chassis and suspension to considerable detail revision. The TL/TLR200/250 versions that followed were fundamentally similar apart from their larger engines and altered gearing.JBW was imported by West Coast Imports ltd of Minehead and first registered in the UK in March 2018 with a mileage of 4,818 km. It was then purchased by our vendor later that month, he has used it sparingly, only on the road, and just had it MOT'd at 4,886 km.Sold with the V5C and MOT this machine appears in very good order and in original condition, apart from the two side panels. It even has all of the correct Japanese decals still in place.
Lot 1038
1958 Norton 99, 596 cc. Registration number RDN 215. Frame number N1478439. Engine number (see text 90158. Norton's 500cc twin found a new home in the racing singles' 'Featherbed' duplex frame in November 1951. The newcomer - titled 'Dominator 88' - was the first production Norton roadster to feature the lightweight, race-proven chassis. Updated annually, by the decade's end the Dominator had received an alloy cylinder head, full-width hubs, welded rear subframe, alternator electrics, coil ignition and - for 1960 - the narrower 'slimline' Featherbed frame among countless other improvements. Introduced for 1956, the 596cc Dominator 99 was outwardly identical to the 88. Endowed with greater power and higher gearing enabling it to top the magic 'ton', the 99 nevertheless retained all the excellent handling and steering characteristics associated with the Featherbed chassis. One of the Rockers' favorites, the 99 remained essentially unchanged - apart from gaining alternator / coil-ignition electrics for 1958 - until dropped in 1962. Stock Dominator 99s are remarkably uncommon as many have morphed over the past 55 years into Tritons and other Featherbed specials. RDN started life in York in August 1958 and by July 1980 was in Withernsea being MOT'd at 32,021 miles, two years later this had risen to 32,041 miles. In 1996 it was bought by Alan Frankish of Kirk Ella who had it MOT'd every year in Hull, mainly by Kingston Motors on Springbank, the mileage gently rising from 32,081 to 60, 808 when he sold it to our vendor in September 2017, an average of 1,300 miles every year. Today it is at 64,816 miles. At some point the engine has been changed to number 90158, although this has not been recorded on the V5C. This well looked after 99 has Borrini rims, it comes with the V5C, and the MOT history described above.
Lot 1043
1979 Honda CB400N Super Dream cafe racer, 396 cc. Registration number GNA 603V. Frame number CB400N 2000185. Engine number CB400NE 2000196. 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. Fuelling was provided by twin Keihin carburettors. The CB400N was very similar to the 250N variant, however, it differed with its larger engine capacity, twin front brake discs and a halogen front head light. The front instrument had different markings for the rev counter and speed to reflect the lower maximum engine speed and higher top speed of the 400N. The CB400N had several revisions during its production run. The launch model CB400N (1979-1980), CB400NA (1980-1981), CB400NB (1981-1983), CB400NC (1982-1985) and CB400ND (1983-1986). GNA was first registered on the 18th September 1979 and by November 2013 it was with William Wilkinson of West Lothian by which time the mileage was 21,258 miles. Over the next two years he restored and converted it to a cafe racer with a CRK kit at the cost of some £1,150 and reset the speedo so when MOT'd in 2015 it had covered only 6 miles. One presumes a full engine refresh was undertaken during this period as there are several receipts from David Silver. In April 2017 our vendor bought it with a mileage of 24 miles. He has hardly used it do to other commitments. Sold with the V5C, MOT history from 2013, CRK instruction book and various receipts.
Lot 1045
2001 Harley Davidson XL 1200 Sportster Custom, 1200cc (see text). Registration number X619 PFE. Frame number 1HD4CAM301K147748. Engine number CAM 1147748. The HD Sportster was first introduced to the range in 195 with the XL Ironhead 883, a development of the KH with overhead-valve engines and cast iron heads, later in 1972 the 1000cc was made available. The engine was updated after 29 years in 1986 with the Evolution overhead-valve engine using alloy heads. The unit construction of the Sportster, which had essentially been unchanged since its inception as the side-valve 750cc "K" Model in 1952, was retained with the Evolution engine upgrade in 1986, resulting in a unique valve train configuration. Unlike almost any other engine in production, the Sportster Evolution uses one cam per engine overhead valve, resulting in four individual, single-lobe, gear-driven camshafts. The cam lobes are thus all located one behind another, and pushrods are arrayed in pairs (front and rear) parallel to the cylinder axis as a result. The Sportster Evolution engine has remained largely unchanged from 1986 to the present day, though changes to the transmission, final drive and motor mounts have necessitated changes to the Sportster Evolution case. Construction is almost entirely the same between 883 cc and 1,200 cc versions; the chief difference between the two is a smaller bore on the 883 cc (inherited from its earlier "ironhead" parent), along with slightly different heads. Conversions from 883 cc to 1,200 cc are relatively inexpensive and commonplace and cheaper than the price premium to go from an 883 to 1,200 engine on a new bike. PFE was owned by Scott James of Pennsylvania in 2015 before it was exported by J & J Motors of Ohio being first registered in the UK in July 2015 and to Thomas James of Shropshire a month later. At this time the mileage was 43,031, rising to 44,086 when our vendor bought it in March 2017. Hardly used since it will need a little recommissioning but it is up and running. Prospective buyers should note that the VIN number states this machine to have been built as an XL883 (CA), 883 Evolution XL (M), California model in 2001 (301), at the Kansas City factory. The US Title states it to be a XL 1200 so one assumes that the engine has been converted from 883 to 1200 as above. The Screaming Eagle pipes were presumably fitted at this point. Sold with the V5C, USA Title of Ownership and MOT history.
Lot 49
c. 1958 BSA A7 Shooting Star Project, 495cc. Registration number (no paperwork). Frame number FA7 1066. Engine number CA7 SS 8793 HC. BSA's first production parallel twin, the A7 was extensively revised for 1951 along the lines of the newly introduced Bert Hopwood-designed A10 650 and continued fundamentally unchanged until 1954, when the introduction of a new duplex frame for the BSA twins range meant that the original bolted-up gearbox had to go. Otherwise the engine remained much as before, though the new sports 500 - the A7 Shooting Star - featured an alloy cylinder head and detachable inlet manifold. With 32bhp on tap, the sporting A7SS was good for a top speed in excess of 90mph. Production ceased with the introduction of the unitary construction A50 in 1962. This project has been started before our vendors father passed away and prospective purchasers should satisfy themselves as to its completeness.
Lot 388
Personally signed by Roger Bannister, Chris Chataway and Chris Brasher a 4 minute mile photographth as he crosses the line. Framed and glazed measuring 38cm by 33cm. Bannister was the first athlete to finish the mile run in under four minutes. He accomplished this feat on 6 May 1954 at Iffley Road track in Oxford, with Chris Chataway and Chris Brasher providing the pacing.
Lot 389
Personally signed by Roger Bannister a 4 minute mile photograph as he crosses the line. Framed and glazed measuring 32cm by 39cm. Bannister was the first athlete to finish the mile run in under four minutes. He accomplished this feat on 6 May 1954 at Iffley Road track in Oxford, with Chris Chataway and Chris Brasher providing the pacing.
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