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Click here to subscribePickelhaube Numbered Field Cover and Tunic Shoulder Board, a rare enlisted mans pickelhaube cover with wartime green numbers applied Regiment 157 with M.15/16 shoulder board, white piped with red chain stitched numbers ‘157’. All the fixing hooks present to the cover. Maker marked, size ‘54’, date ‘1916’ with only the first half of the regimental numbers visible. Further faint markings of ‘B.A.VI 1915’ (6th Army Corps).
2x WW1 German Water Bottles, two distinct patterns of water bottles, the first being the large medical water bottle, felt covering excellent, complete with its undamaged webbing cradle and shoulder strap, maker initials and date ‘1915’ to the tin field grey cup. The smaller standard soldier’s bottle, field grey painted neck to the bottle, felt covering good with one moth nip with virtually identical webbing cradle as with the larger medical bottle. Complete with its sprung loaded clip and metal mounted cork stopper.
A Fine 23 (1st Sportsman’s) Battalion Royal Fusiliers Military Cross (MC) and World War 2 Entitlement Group Awarded to 2nd Lieutenant Gordon Cyril Phipps for an Attack on the 8 October 1918 at Rumilly, Where he Led His Company, on Top of Being Subjected to an Enemy Counter-Attack with the Support of Tanks. George V Military Cross, reverse engraved “Capt. G. C. Phipps Cambrai. Nov. 1917”, contained in the original box of issue, WW2 Campaign stars consisting of 1939-45 star, Africa star with 1st Army Bar, 1939-45 Defence medal and 1939-45 British War Medal, all housed in the brown card OHMS box of issue, addressed to Major Phipps in Plymouth, Devon. Military Cross, London Gazette: 4 October 1919, “On the 8th October 1918, east of Rumilly, he was in command of a company whose task was to capture a portion of the first objective of the brigade. In the face of heavy fire he successfully led it forward to its objective had been reached then enemy delivered a counter-attack with Tanks”. The following extract has come from the Official History of the 1st Sportsman’s Battalion: “GERMAN TANKS UNSUCCESSFUL.-Relieved at night, the Battalion moved back to bivouac at Nine Wood. Remaining there, resting, till October 7 the Battalion moved up to east of Rumilly on the night of 7th-8th, and delivered a successful attack on Forenville at dawn on the 8th. During a counter-attack the enemy used tanks against the Battalion in an endeavour to oust it from the positions secured, but without Success. On one tank, indeed, getting close to our line an officer, Lieutenant Anderson, armed with a rifle, and accompanied by his batman, got out of the trench, went forward under heavy fire, reached the oncoming tank, hammered at its side with his rifle-butt, and called on it to surrender. The iron door opened, and out came the crew, to be escorted back in triumph as prisoners! On the early morning of the 9th the Guards' Brigade “leap-frogged” the Battalion and continued the attack, the Battalion moving back to bivouac at Flesquieres. Remaining there for a few days, a move was made on the 13th to keep in touch with the general advance, Wambaix being reached after a long march.”
15th (1st Salford Pals) Battalion Lancashire Fusiliers First Day of the Battle of the Somme Killed in Action 1914-15 Star Medal Trio and Memorial Plaque, 1914-15 Star, awarded to, “10570. PTE. J.E. ROBERTS. LAN:FUS.” British War and Victory Medals, “10570 PTE. J.E. ROBERTS. LAN.FUS.”, bronze Memorial Plaque, named to “JOSEPH EDWARD ROBERTS”. Joseph Edward Roberts, served in France and Flanders with the 1st Salford Pals from the 23rd November 1915, and served with them up until the 1st July 1916, where the battalion was given the task of attacking and capturing Thiepval Village. On this day, the battalion suffered 470 casualties out of an attacking force of 624. This extract describes the situation of the Salford Pals attacking Thiepval Village: “As the Salford men left their trenches they were hit by a constant stream of machine gun fire. A few managed to survive the wire and entered the village. The commanders on the ground believed that the village was being taken and halted any further artillery action against Thiepval.” Joseph Edward Roberts has no known grave and Is remembered on the Thiepval memorial to the missing.
Fine First World War Family Medal Groups to Two Brothers, Both Being Killed in Action, One Serving with the Inniskilling Fusiliers and the Other Loyal North Lancashire Regiment, British War & Victory medals, named to “41853. PTE. A. CRAWSHAW. R. INNIS. FUS.” accompanied by a card box of issue and memorial plaque, named to “ALBERT VICTOR CRAWSHAW”; British War & Victory medals named to “9809 PTE. J. CRAWSHAW. L.N.LAN.R.”, accompanied by the card box of issue and covering letters for his medals. The group also comes with his memorial plaque, named to “JOSEPH CRAWSHAW”, a letter from him to his wife from the front and 3 letters notifying his wife that he has been wounded in action. Both Brothers were born in the Earls Heaton area of Dewsbury, the sons of Henry and Mary Ann living at Walker Street. When Albert Crawshaw enlisted, he originally joined the Cheshire Regiment. He travelled to Chester to do this and must have had a particular reason as he could just have easily enlisted in Stockport. His service, 62389, dates the enlistment to around the end of 1916. His medal entitlement records at the National Archives make no mention of this service, confirming that he never served abroad with the Cheshire’s. He was, no doubt, transferred to the Inniskilling Fusiliers when he had finished training. Albert Crawshaw was killed during the Battle of Langemarck. The battle was scheduled for 16 August and would involve eight Army Divisions - nearly 150,000 men. The previous day, Albert had moved into assembly trenches ready to "go over the top". "C" Company would lead the attack on the right, with "A" on the left. "D" and "B" would be their respective supports. The men advanced at "zero hour" - 4.45am. As they were getting out of the trenches, the enemy artillery fire came down on the front line and the casualties started to mount. As they moved forward, they came under heavy machine gun fire from emplacements about 200 yards west of a position known as Borry Farm. Very heavy casualties were taken. By 5am, the attack had stalled. The men of "C" Company attempted to rush the Farm under cover of fire from their own light machine gun but without success. Two further attempts were made to try to work round from the flanks but these also failed. The men could see that the Farm was strongly garrisoned by about 100 Germans and they had three machine guns. The remnants of the Company now had no option but to take cover in shell holes about 100 yards west of the Farm and would remain there all day. "D" Company, slightly to the left of "C", had been able to make some further progress but was later forced back by a German counter-attack. On the left, "A" and "B" Companies had advanced and stood their ground until almost surrounded. They then had to fight their way out to avoid being captured and only about 15 men from each Company managed to return to the British lines. In the chaos of the day and its aftermath, Albert's body was never recovered and identified. Joseph Crawshaw joined the army fairly soon after war was declared and his original service number was 9809. The above number was allocated at the beginning of 1917 when all soldiers serving with Territorial battalions were issued new six-digit numbers. In the late summer of 1915, probably before he went overseas on active service, he married Amy Clayton. On 8 August 1918, Allied troops launched the offensive that would end the war three months later. For the British troops, there would still be many days of hard fighting and many thousands of casualties, but there would no more defeats. The battle in which Joseph was killed would later be designated as the Battle of Canal du Nord and, on 27 September, the North Lancashire’s crossed the canal at noon. They took up assembly positions east of the village of Graincourt-les-Havrincourt (approximately 7 kilometres south west of the French town on Cambrai). The next day, the battalion advanced in support of the 2/5th Battalion, King's Own Royal Lancasters, with the objective of capturing Marcoine Trench. The Regimental History records that the attack was made in a series of short rushes as they came under enemy machine gun fire from the village of Marcoing and, also, a nearby wood. The Battalion could not make its way through the barbed wire entanglements in front of the enemy trench and was soon ordered to withdraw. Joseph was one of 18 men to be killed in the attack. Albert Crawshaw is remembered on the Tyne Cot Memorial, and Joseph is Buried in Anneux British Cemetery.
WW1 British Other Ranks Foreign Service Sun Helmet, complete with regiment / battalion cloth pagri badge, being a diamond with white top and pale blue lower section. ‘WD’ stamp inside. Very sun bleached and cork top collapsed. Good iconic item from the First World War as worn by British soldiers at Gallipoli.
British Uniform of Brigadier General William Strong, Commander of the Royal Artillery VIII Corps 1916-1917, fine example four pocket tunic worn by Brigadier General William Strong, with tailors label to the interior having inked name and 1917 date. Bullion embroidered gorget collar patches with gilt metal field rank buttons. Sword and crossed baton shoulder rank insignia. Brass George V tunic buttons to the front and pockets. Above the breast pocket is his medal ribbon bar including WW1 medals and foreign orders. Cloth lined interior to the tunic. Accompanied by matching pair of officers trousers. Couple of small moth nips to the trousers but the tunic remains in very good overall condition. Brigadier William Strong was born in 1870 and served during WW1 as a Royal Field Artillery Staff Officer. He landed in France on 20 August 1914, with the rank of Major. On his promotion to Brigadier General, he first commanded the Royal Artillery Reserve Corps, and from May 1916 took over command of the Royal Artillery for VIII Corps, holding this post until July 1917. For his distinguished service, he was awarded a CB, a CMG as well as foreign awards, including the Order of St. Maurice and St. Lazarus. He later went on to become the Deputy Lieutenant of Northamptonshire in 1937 and died in 1956.
Mixed Lot of German WW1 Field Equipment, comprising an aluminium waterbottle issue-marked to Inf.-Rgt. Furst Leopold von Anhalt-Dessau (1st Magdeburg) No.26. An Army Medic’s type zinc waterbottle, grey corduroy covering, grey zinc cup, leather & webbing straps broken and incomplete. Army Medic’s brown leather first aid pouch, worn. Army issue drumstick. Austrian Army Mannlicher cartridge pouch. Various conditions.
First World War Battle of Cambrai Tank Corps Section Commander Tank Mask, Belonging to Captain John King Wilson, 14th (London Scottish) Battalion London Regiment, Later Commanding Officer 7 Section, I Battalion Tank Corps, Who’s Tank Received Two Direct Hits on Welsh Ridge Resulting in Him Being Wounded and Sent to Sidcup Hospital Where he was Treated by the Plastic Surgery Pioneer Sir Harold Gillies, Leather covered steel face section with slotted eye section. Chamois covered reverse. Complete with chainmail linked bottom. The brown leather covering has become very dry and flaking. This mask was originally found along with a number of uniform items relating to this officer, sadly the lot has been split up over the years. John King Wilson enlisted as a private into the British Army on the outbreak of the First World War, being an original member of the 14th (London Scottish) battalion London Regiment, and landed with them in September 1914 before being involved in the 1st Battle of Ypres where he was involved in savage fighting around Messines Ridge and the woods around Klein in Zillebeke, where his battalion suffered heavy losses. He also participated in the Battle of Aubers Ridge as well as the Battle of Loos. In 1916, He commissioned into the Heavy branch of the Machine Gun Corps before being transferred to 26th Company, I Battalion Tank Corps. Whilst training in Bovington before leaving for France in the spring of 1917, Wilson was a friend of the 2 OC of the battalion, Captain Clement Atlee, the future Prime Minister of Great Britain. Before landing in France in the late summer of 1917, Wilson was promoted to captain and given command of 7 Section just prior to the battle of Cambrai, where he was in command of a section of 3 tanks, himself being in tank I35. Quickly into the advance, Wilson’s tank is recorded to have destroyed an emplaced trench mortar at R15c.75.92 then ditched in the German front line, after managing to get free and joined the second wave and silenced enemy MGs in La Vacquerie, where he and his crew continued advancing but was suffered two direct hits and was knocked out whilst advancing down the north East slope of Welsh Ridge, seriously wounding Wilson in the Face, which he later wrote about in a memoirs held by the Imperial War Museum, which has been used in numerous books about the Tank battle at Cambrai: “We flattened the machine gun posts that were impeding our infantry’s advance and the isolated posts were easily disposed of by our 6 pounder guns. After penetrating the two front lines, with hindsight the tanks should have halted on the south side of Welsh Ridge, but our sights were on Cambrai. We went rather blindly with the unhappy result that quite a lot of our tanks received direct hits from a German artillery battery laying in the valley below. We were unlucky to receive two hits in as many minuets, the first smashed the left track, leaving the tank exposed when the second hit the broadside…..Badly wounded in my face, I succeeded in escaping the tank and hiding in a shell hole and plastering my face with a field dressing, before fortifying myself with a swig of rum”. After being evacuated to England, he was sent to Sidcup hospital where the wound on his face was treated by the Pioneering plastic surgeon, Sir Harold Gillies, where in Gillies mentions him by name in his biography, Gillies, surgeon extraordinary: “Captain J K Wilson, now of St George Street, Hannover Square, London, was the first casualty to reach Sidcup after the great Tank Corps assault on Cambrai in November 1917”. In Wilson’s later writings, he forever held Harold Gillies and his work in the highest regard. During the Second World War, Wilson served as a Platoon commander in the Hampstead Home Guard, and his day job entailed working at Albemarle Street premises of John Morgan, bespoke tailors, supplying uniforms to officers.
Scarce Inert 1914 Pattern Turkish WW1 “Cricket Ball” Grenade, spherical blacked grenade with steel screw cap top. Arabic letter to one side of the grenade. Remains in very good condition. Please note this item is empty, safe and legal to own. This item cannot be shipped. The Turkish 1914 pattern grenade was the type used by the Turkish forces during the Gallipoli campaign. The Australian soldiers in action against the Turkish forces nicknamed the grenade, “The Cricket Ball” because of its shape and also the first issues had a longer fuse, so these were quite often returned by opposing troops, the Turkish forces later made a shorter fuse.
3x WW1 German Photograph Albums of Imperial German Pilot Lieutenant Ascan Freiherr von und zu der Tann of Jagdstaffel 24, Previously Leib-Grenadier Regiment 109, the first album begins with his service with the German army as an officer in Leib-Grenadier Regiment 109, with good images taken on the Western front during the early part of the war, images of Trench scenes, French prisoners, battle damage, etc. The album then quickly moves into his time with the German air service, images of other pilots, crashes, aircraft, balloons, etc. Many of the images have annotations below describing (in German script). The first album has a number of aerial shots, including some showing other German aircraft below him. Album 2 begins with a group photograph of German aviators, of which one is identified as Lt Goring (Hermann Goring). Album continues with good quality images of aviators, aircraft, crashes, etc. Many of the pilots and observers are identified below the image of them. Towards the end of the second album are two images of Ascan Freiherr von und zu der Tann wearing his Observers flying badge, and his squadron written underneath. Some images of his or another family members military service appear in this album also. The third album in the grouping would appear to cover both his service and other family members from 1906 – 1921. Many good images are housed in this album of both Aviation interest and Military service during the great war. Over 700 photographs throughout the three albums.
Watercolour Painting and Portrait of Lieutenant Marcus Thurlow Wright Loyal North Lancashire Regiment & Royal Flying Corps, Shot Down and Taken Prisoner of War in 1917, fine watercolour showing him in officers uniform with Royal Flying Corps pilots wings to the breast. Signed to the lower corner L Copland. Mounted into a modern glazed frame which measures 53cm x 40cm. Accompanied by another portrait of him in uniform of the Loyal North Lancs which has had RFC pilots wings added at a later date. This picture has also been mounted into a modern glazed frame which measures 56cm x 42cm. Lieutenant Marcus Thurlow Wright was born in Leigh, Lancashire, in 1896. He gained a commission as a 2nd Lieutenant in the 5th Battalion Loyal North Lancashire Regiment in 1915. He qualified as a Pilot in December 1916 and in 1917 he was seconded to the Royal Flying Corps and served with No9 Squadron on the Western Front. On the 16th August 1917, during the Third Battle of Ypres, whilst piloting his R.E.8 aircraft on a counter attack patrol, he was shot down and taken prisoner of war along with his Observer Lieutenant A E S Barton, who was badly wounded by a bullet beneath his right eye. Both Wright and Barton were two of the first officers to be sent to Holzminden Prisoner of War camp, in Saxony, Germany. It was at this prisoner of war camp that the first “Great Escape” took place, with 29 men escaping through a tunnel, 10 of which evaded capture.
Fine British Officers Sword, Owned by Brigadier-General Rudolf George Jelf, CMG, DSO, King’s Royal Rifle Corps, Veteran of the Chitral and Malakand Expeditions, Served with the 1st Battalion at the Battle of Talana, Before Being Besieged at Ladysmith, ADC to the Viceroy of India Pre-WW1, WW1 Serving as a Company Commander with the 2nd Battalion KRRC at Mons where he was Wounded Before Becoming the CO of the 1st Battalion at the Battle of Festubert Before Taking Command of the Inexperienced 73rd Infantry Brigade, Saving Them From Annihilation at the Battles of Loos and Fosse 8, the Brigade’s Survival, According to General Hubert Gough was Totally Down to Jelf’s “Great Qualities he Displayed”. Late Victorian Rifle officer’s presentation sword by Wilkinson, Pall Mall, London, No. 32376, blade etched and polished with crowned royal cipher, arms and foliage together with ‘R.G.JELF FROM FITZROY SOMERSET’, regulation nickel plated gilt and chequered grip strap, wire bound fishskin covered grip, in its leather field service scabbard, leather dress knot. Blade 82,5cms, overall 97.5cms. Good condition. Rudolf George Jelf was born in August 1873 and was educated at Eton College and Sandhurst before commissioning into the King’s Royal Rifle Corps, being posted to the 1st Battalion serving in india, where he first aw action during the expeditions to relive the sieged garrison of Chitral and also the Storming of the Malakand Pass. Soon after, he sailed with his battalion to South Africa where he was involved in the 2nd Boer war, taking part in some of its earliest actions, including the Battle of Talana, where his battalion saw heavy actions before falling back to the town of Ladysmith where they were besieged by the Boer forces. After being relieved from Ladysmith, Jelf served with the Mounted Infantry section of the 1st Battalion. Between the wars, Jelf served in India as the Aide de camp of the Viceroy of India, where he was involved in the Delhi Durbar, returning home just before the outbreak of WW1 where he was a company commander with the 2nd Battalion KRRC, which he served with them at the battle of Mons which he was awarded the DSO for before being wounded and sent home, which after recovering was given command of his old battalion just before the battle of Festubert where e led them before yet again being given another command, of the inexperienced, badly trained 73rd Brigade of the 24th Division, which he commanded them at the battles of Loos and Fosse 8, which he saved them from destruction, according to the corps commander, General Hubert Gough wrote: “No commander had ever been called upon to undertake a more terrible task-an inexperienced and disorganised Brigade, under terrific artillery fire, an enemy superior in training and equipment-especially in bombs- all was crumbling around him. That the fight did not end in complete disaster was due to the great qualities and devotion he displayed, but when I told him this, he was very surprised.” He continued at the Brigade commander throughout the Battle of the Somme, before he was given a new brigade to command, the 86th Brigade of the 29th Division, a well experienced Brigade which he commanded throughout the Battles of Arras and 3rd Ypres, before being posted home in March 1918 just before the Spring Offensive for a Reserve Brigade, before being awarded the Order of Saint Michael and Saint George in 1919, before in 1920 being given command of his first battalion taking them to Ireland to help quell the rebellion and Irish war of independence. By 1922, he had also commanded the 3rd Battalion, holding a Regimental record to be the only Commanding Officer to command three different battalions in the Regiment. He was a keen Cricketer, golfer and hunter and died in October 1958.Sword knot finial has become detatched
Piece of WW1 Aircraft Fabric, with remains of the original paint finish to the fabric, measures 9 ½ x 4cms. Accompanied by an envelop which is written in pencil “Paper Cotton Wool Boche Nr Grevillers aug 1918” with the cotton wool inside (possibly from a German first aid bandage) and a small tin whistle. (3 items)
Presentation Pocket Watch, Inscribed to 2nd Lieutenant Arthur Wardle, 2nd/6th Battalion Durham Light Infantry, who was Awarded a Military Cross and Bar for his Gallantry in the Final Two Months of WW1, an Elgin National Watch Company pocket watch, with a gold filled case, including a 7 jewel movement. The watch is inscribed inside, “PRESENTED TO. LIEUT. A. WARDLE. M.C. BY THE INHABITANTS OF CASTLETOWN. FOR GALLANTRY IN FRANCE. DEC. 28. 1918”, note, an error in the engraving of “MC”, reading “MM” but has been corrected by the jeweller to read “MC”. Arthur Wardle was born in 1893 in Bishop Auckland, Durham, and worked as a Coal Miner. He enlisted as a Sergeant on the outbreak of the war and served overseas with the Durham Light infantry from the 21st May 1915. He was later Commissioned as a 2nd Lieutenant in the same regiment and served with the 2nd/6th Battalion of the Durham Light Infantry in 1918. The Last two months of the First World War was a very active time in Wardle’s service, on the 5th October 1918 he was involved in a personal reconnaissance which lead to him capturing a German machine gun that was about to be brought into action and secondly on the 4th/5th November 1918, in the Last week of the war, he lead a fighting patrol into no man’s land, and when overwhelmed by a larger force of the enemy, he personally covered the withdraw of his patrol with a Lewis gun, inflicting several casualties on the enemy. Military Cross: London Gazette 29 July 1919: “For conspicuous gallantry, cool judgment, and initiative. On October 5th, 1918, in the vicinity of Bois Grenier he, with his orderly, was conducting a personal reconnaissance of the Armentieres-Wavrin railway. Observing a party of some fifteen of the enemy placing a machine gun to command a road of the greatest tactical importance to our advance, he seized his orderly's rifle and opened fire causing the enemy to abandon the gun which was captured. He then completed his reconnaissance and afterwards led his platoon a considerable distance forward and under heavy fire consolidated a position, his operation enabling the right of our line to be advanced and gaining important ground.” Bar to Military Cross: London Gazette 3 October 1919: “On the 4th/5th. November, 1918, near Esquelmes, he was ordered to take a fighting patrol to engage an enemy post. He found himself confronted with about 100 men with machine guns. These he held in check, until the enemy got a party round his flank, and then immediately got up a Lewis gun and himself engaged the enemy while all that was left of his patrol were able to withdraw, leaving only twelve casualties. He handled his gun with great skill and courage, inflicting several casualties.”
5x Engineer Officers Shoulder Boards, Saxon 22nd Engineer Regiment, gilded numbers, green Saxon fleck to Saxon lace, red and black underlay colour. Prussian Leutnant, black and silver fleck laid into wartime subdued lace, red and black underlay colour, stitch-in. Bavarian Leutnant slip-on board, velvet black underlay with red first colour, blue fleck in silver lace. Scarce Hessian Leutnant, slip-on, black underlay with red first colour Hessian red and white fleck laid into wartime subdued lace. Prussian Leutnant, stitch-on 5th Regiment black velvet underlay with red secondary colour, black fleck amongst silver underlay.
Early 19th Century Sampler worked by Marrion G.H. Christ aged 10 in 1821, designed with the letters of the alphabet and numbers above five crowns and sets of initials, underneath are three friezes, the first of birds feeding from a bowl, the second of two peacocks and the third of a band of flowers, mostly comprised of cross stitches, 43 x 21 cm
Dorothy Webster Hawksley, R.I. (British, 1884 - 1970):Peace (Mother and Child), 1919, colour lithograph, published by the Kingsway Press Ltd., H 98 x W 73 cm. Note: Based on a watercolour of 1919, the present work is a deeply symbolic picture, with the impact of the end of the First World War clearly influencing the iconography and mood. The sitter, possibly painted after the artist's sister, if not the artist herself, is said to be mourning her lost husband, presumably killed in the First World War; the red of the mother's dress may refer to the blood spilt
A 1958 Land Rover Series II 88 inch SWB Station Wagon, registration number YOG 306, chassis number 1428-00002, engine number P2.25/64, cream. This rare car with an interesting background has a certified BMI Heritage Trust build date of 24th March 1958 making it one of the very first S2s off the production line. The car was kept by the Rover Company Ltd itself and thus is a rather special find. Currently part of a local collection the car has been well maintained and has been living in a dehumidified and heated garage. Works carried out by the current owner have included a replacement galvanised chassis with associated restoration works, engine-out overhaul, full rewire, brake overhaul and fuel tank replacement with receipts for over £12,500. This early S2 with original prototype 2.25 litre petrol engine and retaining its original Birmingham registration number will offer the next custodian a rare opportunity to enjoy a piece of well-presented S2 history. V5C, MOT and tax exempt See illustrations
A 1993 Rover Mini Mayfair, registration number K437 XRU, blue. This Mini Mayfair is in time warp condition having had one lady owner prior to our vendor. With only 17,700 miles on the odometer this automatic and genuine low mileage Mini is presented in very good condition. The car was maintained by the current owners garage and was gifted to him in 2011 when the first owner gave up driving. As one would expect the Mini has been maintained as necessary to keep the car in running condition. The Mini will be offered for sale with a history file containing previous MOTs, receipts, original dealer warranty, a stamped service book and handbooks. This low mileage and genuine Mini would be a great addition to any collection and is only reluctantly for sale due to the vendor finding increasingly difficult to drive (due to having knee trouble). V5C, MOT to May 2019 See illustrations
A 1984 Ford Granada 2.8 GL, registration number A282 THK, red. The series II Granada became available in August 1977 for the 78 model year, and would remain in production until 1985. The square and chiselled new styling was a departure from the previous models more rounded appearance. They retained the running gear from the previous model and were available in two litre four cylinder, and 2.3 and 2.8 litre V6 formats. This late model 2.8 GL is believed to have been first registered to Marks and Spencer as a company car. Recently resprayed in bright red, it features an automatic gearbox, and electric sunroof, windows and driver's seat. Having formed part of a private collection, the Granada has been used sparingly, covering approximately 10,000 miles in the last twelve years. Series II Granadas are quite rare sights on today's roads and this saloon having passed its most recent MOT without any advisories is now ready to be enjoyed by its next custodian. V5C, MOT to May 2019 See illustration
A 1963 Triumph Vitesse 6 1600 saloon, registration number 2600 KM, chassis number HB/15105-DL, engine number HB/15013-HE, body number 8794/HBD, Gunmetal grey. With 71,000 miles from new, this charming two owner Vitesse is very original. The Triumph has been maintained as necessary to retain as much originality as possible. The first owner a Miss E M Svendsen purchased the car from Miles Limited, Maidstone, Kent (Triumph/Rover main dealers) on 18th October 1963 the registration number 2600 KM (transferable) which it still retains to this day. Our vendor, the second owner, purchased the Triumph in 2000 and recommissioned the Vitesse for the road since the car had been in storage for the previous ten years. Since the initial recommissioning the Triumph has been maintained by the vendor (a retired Standard/Triumph mechanic) including a gearbox strip down where the bearings were replaced and used annually to attend numerous classic car rallys and shows. Finished in grey with a grey vynide interior, the Vitesse was equipped by the factory with a heater, windscreen washers, disc brakes and new type facia and engine. This original and low mileage Vitesse is offered for auction with a large history file containing the original stamped service booklet, workshop and spares manuals, receipts, V5, Heritage Certificate and some spares. V5C, MOT and tax exempt See illustration
1971 Triumph Vitesse Mk II convertible, 1998 cc. Registration number WTV 451J (NO PAPERWORK). Chassis number HC57592 CV. Engine number TBC. The Triumph Vitesse was produced from May 1962 until July 1971; it was an in-line 6-cylinder performance version of the Herald saloon. The Herald had been introduced on 22nd April 1959 and was a 2-door car styled by the Italian designer Giovanni Michelotti. By the early 1960s, however, Triumph began to give thought to a sports saloon, based on the Herald and using their 6-cylinder engine. Michelotti was again approached for styling and he came up with a car that used almost all body panels from the Herald, combined with a new front end with a slanted "Chinese Eye" 4-headlamp design. The Vitesse sold extremely well for Triumph. The car was well liked for its performance, reasonable fuel economy and the well-appointed interior. The Vitesse had few rivals for the price; able to perform as well as many sports cars, but with room for a family. The convertible in particular was virtually unique in the marketplace and another genuine 4-seater sporting convertible would not reappear from a British manufacturer until the Triumph Stag several years further down the line. The Mark II was launched in October 1968 as the final update to the range, intended to be Triumph's answer to growing criticism of the rear suspension, it was fitted with a redesigned layout using new lower wishbones and Rotoflex half-shaft couplings, a system it shared with the GT6. The engine was upgraded and both the interior and exterior received tweaks. This was the ultimate Vitesse, a saloon or convertible with performance superior to the MGB and the Sunbeam Alpine sports car (in both acceleration and top speed) but with four proper seats (as long as the rear passengers were not too tall) and a large boot. Contemporary testing in the UK press listed the Vitesse's 0-70mph time as 15.0 seconds against 17.9 for both the MGBGT and the Sunbeam Alpine Series IV. This Saffron Yellow example, believed to be the 527th from last produced of a run of 3,472, was bought to be restored some 20 years ago and stripped down with some new second hand panels being obtained. These have been stored in a separate dry garage and unfortunately the Vitesse has now suffered with the collapse of its garage roof. It is registered with DVLA and recorded as being first registered in March 1971 and was last taxed in 1986. There is a large quantity of spare parts that have been assembled for the restoration with this lot, buyers should make themselves aware of what there is. There is no paperwork with this lot and buyers should ensure they have inspected what comes with the vehicle.
1953 Triumph Mayflower, 1247 cc. Registration STN 336. Chassis number TT 32864 DL. Body number 5386 59. Engine number TT 33919. The Mayflower was a four-seater family car powered by a 1247 cc side-valve engine through a three-speed, column-change gearbox. It had 'Razor Edge' styling, like its big brother the Renown, mimicking the style of the Rolls Royce of the period (hence its nicknames: the "poor man's Rolls Royce", or the "baby Rolls Royce"). It is thought that Sir John Black styled the car to appeal to the American market, with the name 'Mayflower' being chosen for this reason. Even the bonnet catch was designed with an integral emblem of the ship of the same name; a reference to the 'Pilgrim Fathers'. The engine is a modified version of that fitted to the Standard Ten and boasted an aluminium cylinder head. With the single Solex carburettor, it created 38 bhp. The gearbox came from the Standard Vanguard, having synchromesh on all forward gears. The body was designed at 'Mulliners of Birmingham', and the body shells were built by 'Fisher and Ludlow' at Castle Bromwich, Birmingham. It was the first car to be manufactured - by either Standard or Triumph - with 'unitary construction' (i.e. consisting of an integral chassis and body, rather than a body bolted onto a separate chassis). Around 34,000 were made in the four-year production run, with around 16,400 being sold in the UK; the rest being sold mostly to commonwealth countries with only 510 going to its intended American market. This example was first registered on the 11th June 1953 to a lady school teacher in the Preston area, she retained her, laying her up in 1971 with a mileage of 25,809. In 1973 John Hanks of Benton Car Sales, Newcastle upon Tyne bought her. In 1973 he removed the engine for a rebore, new pistons and a crankshaft reground; the mileage was 25,900. It was rarely used and again stored until 1983 when it went for an MOT at 26,445 miles In 2002 an attempt to sell it to a gentleman in Hamburg resulted in another MOT at 26,528 miles; this fell through and my vendor bought her in September 2004. He has not used her, the mileage today is 26,567, although he has carried out some minor recommissioning including the radiator was removed and flushed, replaced heater and radiator hoses, lubed and greased nipples, wax oiled, fitted with new hand brake cable and master cylinder but neither are connected. Sold with the V5C, 1985 and 2002 MOT's, tax discs from 1972, 1974 and 1977, assorted paperwork, handbook, parts books/manuals and the following, jack, tool kit, starting handle, spare wheel and a new, unfitted exhaust.
1946 MG TC Midget, 1250 cc. Registration number CBA 902. Chassis number TC1938. Engine number XPAG replacement B 76080. The MG factory was quick to start producing cars from their Abingdon factory as soon as the Second World War had ended. After producing tanks, armoured cars and aeroplane engines during the six year effort, the marque set out on producing cars once again. The MG TC was the first car off the MG production line once normality had resumed and the TC is now probably the most famous post-war MG. The blueprint of the TC was similar to that of the TB, sharing similar engines, axles and gearbox, but with some modifications to the bodywork. The main body of the TC was widened by 4 inches across the seats without having to modify the basic chassis, wings, running boards nor the facia layout. The TC also had an update which allowed the driver to use hand signals through new flaps in the side screens. Another update to the car was the removal of the two 6 volt batteries to a single 12 volt battery located next to the bulkhead. There were also changes to the suspension with the addition of hydraulic lever arm dampers but also the change in location of the road spring mounts which were moved from being attached to the traditional sliding trunnions to being mounted in the shackles. The use of war-proven rubber suspension bushes provided the car with a much quieter and smoother road going experience that before the war and the engine was also attached using these rubber mounts which provided, again, a smoother and quieter road experience. The car sold exceptionally well and surprisingly so in North America which proved to be huge takers of the produce from the Abingdon based factory so much so that a special North American variant was produced that included flashing indicators and chrome bumpers. A notable owner of an MG TC was the Duke of Edinburgh who owned the one before marrying Princess Elizabeth, the future Queen in 1947. The car sold exactly 10,000 TC models before the T-Series MG evolved into its next variant, the surprisingly named MG TD. CBA was owned by Stephen Isherwood of Cheadle Hulme in March 1966 and at this time its original engine had been replaced by the current one; he sold her to Alan Cross five months later, he retained her until selling her to our vendor in September 1974. At this time the colour was red and she was in need of a total restoration. When he stripped the car the original colour was found to be black so he repainted her the original factory colour. Over a seven year period everything that needed to be replaced, repaired or restored was undertaken and she received her first MOT in September 1987 with a mileage of 7,540 on the clock. Commitments on the farm meant she was little used over the next seven years and she was laid up in 1994 with a mileage of 7,819, only 279 miles had been driven. Over the following years and moves she was always stored in a dry building a regularly started up, warmed through and polished, in fact when you lift her carpets it hard to believe that the restoration took place in the early 1980's. There can be few examples of a TC that are this well preserved that now only need a gentle recommissioning before use, she started first time when we moved her into our showroom and the only noted deviation from factory spec is an indicator switch on the steering column under the dashboard, the lights are in the light fittings. Sold with the V5C, R.F.60 continuation book, MOT's from 1987 - 1994. Please note that many spares that came with the car are being sold as an additional lot.
1957 Lambretta LD 150, 150 cc. Registration number ROT 956 (see text). Frame number TBC. Engine number LD150 * 241349. The well established 125cc Lambretta LD 125 was joined by a 150cc bigger brother in October 1954. New features included the chrome silencer, often known as the 'coffee pot', damped front suspension to aid rider comfort and a twin 'push and pull' cable operated gear change, in place of the single Teleflex cable of the 125. Top speed was quoted as 55 mph yet Innocenti, still claimed fuel consumption to be 140mpg, identical to that of the 125. The LD 150 was very popular and outsold its smaller brother. The so-called Mk. II LD 150 (there was no Mk. 1, as the 150 only appeared when the LD 125 was in Mk. II form) featured an inside leg shield toolbox which also housed the speedometer and the now very rare option of one other additional gauge, usually a clock. Colour choices were green, grey, beige and red. There was also an electric start version, called the LDA 150. The Mk. III version launched in January 1957 featured an epicyclical kick starter and the speedometer was now mounted in a purpose built housing which also included the horn and mounted on top of the handle bars. The rear of the scooter gained a more streamlined look, with a cast rear light unit bolted onto it and the toolbox door now behind the rear seat. A new air taken to the rear of the frame through a rubber hose helped reduce induction noise, as well as allowing the engine to rev more freely. Colour choice was now green, grey, beige, off-white or blue with contrasting side panels in blue, maroon, red or green. ROT was first registered in Hampshire and purchased in November 1966 by the vendor's father whilst he was posted to RAF Andover as a gift. She was named Florence and repainted in amber, white and black; the colours of Hull City AFC. A few modifications were made at this time; the original two seats were replaced by a dual seat and the two spot lights added. Eight months later the family relocated to Hull and she was used until early 1969 when she was replaced by a newer model; the SX in this auction. She was first stored in a lock up, before moving to various garages around Hull where the family have lived. The final resting garage's roof has now collapsed and Florence has emerged to the world after nearly 50 years of being dormant. Her engine still turns over by the kick start but she will need a full restoration. Sold with an original key, a 1966 and 1968 MOT, a 1966 certificate of insurance; she is not on DVLA's register.
1967 Lambretta SX 200, 200 cc. Registration number MAT 804F (see text). Frame number 200 * 843602. Engine number TBC. Manufactured by the Italian industrial giant Innocenti, the Lambretta, together with the rival Piaggio-built Vespa, mobilized an entire generation of Italians in the immediate postwar years. The scooter gained instant acceptance everywhere, its cleanliness and convenience appealing to those who regarded the motorcycle with suspicion. Scooters would eventually surpass their strictly utilitarian origins to become an integral part of youth culture in the 1960s, favourite transport of London's fashion-conscious Mods. The scooter's enclosed engine and decent weather protection meant that its rider could arrive at a club, doff his parka and look like he'd just stepped out of a taxi, which was a definite advantage within a culture that placed a premium on smartness of appearance.Introduced in 1947, the first 'naked' Lambrettas had no bodywork to speak of; it wouldn't be until 1950 that a rear cowl, floorboards and front legshields appeared. By the 1960s, the familiar rounded, all-enclosing bodywork was in place, there being very little stylistic difference between Lambretta and Vespa at the time. That changed in 1966 with the arrival of the 200 cc SX series and its more-angular 'Slimline' styling, embodying what many enthusiasts regard as the definitive Lambretta look.Project Special X was initiated to gain more of a look of quality and attention to detail that Innocenti was renowned for. So the SX was designed with a new headset, and the panels, which now had the three fingered flashes pointing forwards (the 150cc model retained the T.V. type badges). Again the 200 cc version had the front disc brake, and the S.X was the first Lambretta to gain a 90mph speedometer. The most important changes were to the engine however, with the cylinder, exhaust, head, and piston all reworked to improve power, while reducing vibration. This gave the 200cc an output of 11bhp, although lower than the T.V, with all its modifications the S.X had better acceleration with only a marginal loss of top speed. Many changes were again made mid production with early ones having white switches, later changing to black, horn cast grilles painted the same colour as the bike, whereas the later models gained polished ones. The majority had handles to secure the side panels, but later these were later discarded in favour of the clip-on type of the G.P. By the time production stopped in January of 1969, some three years after beginning, 20,783 2 00 cc versions and 31,238 150 cc versions had passed along the production line.MAT, with its frame number of 843602 was the 13,601st produced and it was originally sold by Miles Ltd of Hull in 1967. Purchased by our vendor in early 1969 as a replacement for the LD in this auction, he was given the name Road Runner. His journeys were to more distant places than Florence, venturing as far as Manchester, Birmingham and Blackpool.In April 1973 he was laid up in the garage next to Florence when our vendor upgraded to a motor car and has suffered the same fate as the LD, being moved to various garage's during family moves and will now need a full restoration. At present the engine is seized; it is not on the DVLA register. This is a unique opportunity for a collector of these rare machines to purchase an original, unmolested example.Sold with a 1972 MOT with the mileage at 17,944, a 1970 certificate of insurance and three keys.
1960 BSA A10, 650 cc. Registration number OVL 644. Frame number GA7 1898. Engine number DA10 8867. A new 650cc twin joined BSA's 500cc A7 model in 1949, the latter's engine being revised along the lines of the new design at the same time. The existing parallel twin architecture was retained for the new A10, with 360-degree crankshaft and single camshaft at the rear of the cylinder block, as was the four-speed gearbox bolted directly to the crankcase in a form of semi-unit construction, and the tele-fork-and-plunger cycle parts. Named 'Golden Flash', the new 650 was strikingly finished in pale beige metallic. Perennially popular, the model was updated with the swinging-arm frame and separate gearbox for 1955 and continued in production until 1963. Ever since the model's introduction enthusiasts have commonly referred to the touring A10 as the 'Golden Flash', even when it was finished in alternative colour schemes. OVL was first registered on the 10th May 1960 by dealers West of Lincoln who sold it to Ralph Fowler of Lincoln on the 21st of May, he kept until selling it to Edwin Burgess of Hull on the 31st August 1961, our vendors father buying it in March 1976. It was in regular use up 1991 when the mileage was some 34,485 and it was pensioned of. It has a rare three piece chain guard and could either be fully restored or "oily ragged". Sold with the V5C, V5 (strangely as UVL 644!), R.F.60, and three MOT's from 1986, 1989 and 1990.
1963 BSA A10 Police, 650 cc. Registration number 916 FKH. Frame number GA7 24930. Engine number DA10. A. 486. A new 650cc twin joined BSA's 500cc A7 model in 1949, the latter's engine being revised along the lines of the new design at the same time. The existing parallel twin architecture was retained for the new A10, with 360-degree crankshaft and single camshaft at the rear of the cylinder block, as was the four-speed gearbox bolted directly to the crankcase in a form of semi-unit construction, and the tele-fork-and-plunger cycle parts. Named 'Golden Flash', the new 650 was strikingly finished in pale beige metallic. Perennially popular, the model was updated with the swinging-arm frame and separate gearbox for 1955 and continued in production until 1963. Ever since the model's introduction enthusiasts have commonly referred to the touring A10 as the 'Golden Flash', even when it was finished in alternative colour schemes. An alternator was offered as an alternative to the dynamo from 1961 to 1963, the last three years of production. The A10 was a popular machine amongst police forces and this early alternator powered machine was bought by Kingston Upon Hull HQ from Jordans of Hull and first registered on the 29th May 1963. It was used by the force until being sold to dealers Myers & Marshall of Hull in the October of 1969, our vendors father buying it from them. Hull City Police registered a batch of motorcycles on the 1st June 1963, of these it is known that 900FKH, 906, 910 and 913 were Velocette LE200 through to 916, 917 and 919 were all BSA A10's. With thanks to Hull & East Yorkshire Motoring Memories Group for the information. Prospective buyers may be interested in the Register of "Historic and Classic Police Motorcycles" on Facebook. BENEATH THE POLICE BIKE IMAGE Photo credit "Late PC Harry Varney, Hull City Police" Now in need of a restoration it is sold with a spare alternator, a front cowling, the V5C, V5, and R.F. 60.
1962 NSU Quickly N, 49 cc. Registration number SSL 980 (NON TRANSFERABLE). Frame number 960794. Engine number 16375530. The NSU Quickly was a moped manufactured by NSU Motorenwerke AG of Germany between 1953 and 1963; more than one million Quickly's were sold during this time. The frame was a pressed-steel single spar unit with a headset at the front of the unit and wheel attachment points at the end of the arms at the rear of the unit. The unit also incorporated a tower in which the seat post was mounted and attachment points for the engine and the petrol tank. The front forks were made from pressed steel and were fitted with leading-link suspension. The two stroke engine had a two-speed gearbox (three-speed on some models), a bicycle pedal assembly to start the engine and assist propulsion up hills, and a centre stand. The original and most basic version of the Quickly was the N. It used the original version of the engine, with a 5.5:1 compression ratio, which produced 1.4 PS at 4600 rpm. The N had a two-speed transmission that was operated from the handlebar. It ran on 26 x 2.00" wheels front and rear. 539,793 Quickly N mopeds were manufactured from 1953 to 1962. First registered on the 25th September 1962, the V5C only notes four former keepers, our vendor acquiring it in December 2016. It had been restored at this time but the engine was not working; it turned out many internal components were missing! It then received a full engine rebuilt and is now in good working order. Sold with the V5C.
1963 BSA C15SS80, 250 cc. Registration number ORO 652 (non transferable). Frame number C15 33568. Engine number C SS 16744.BSA acquired the Triumph marque in 1951, and the BSA C15 250 cc four stroke was derived from the 200 cc Triumph Tiger Cub, itself coming from the 150cc Terrier. Edward Turner became head of the BSA automotive division and in 1958 BSA introduced the concept of unit construction, where the engine and gearbox were combined in one piece rather than as separate components. The BSA C15 'Star' was the first unit construction model and proved more reliable and economical than its predecessor, the pre-unit BSA C11.In 1961 the 'Super Sports' model (SS80) or C15 Sportsman joined the range, with a tuned engine, roller big-ends and lower handlebars. This example was first registered on the 1st may 1963 but nothing is known of it history until Russell Sykes acquired it in May 1988 and registered it with DVLA, he sold it to our vendor in March 1989. Little used, it was MOT'd in April 2011 with a mileage of 2,125 miles it has been unused since then and will need recommissioning before use.Sold with the V5C, 2011 MOT and tax disc.
1994 BMW F650 Funduro, 652 cc. Registration number M723 KTY. Frame number WB1016100S0333494.. Engine number 00389013.The F650 family of motorcycles were produced by BMW Motorrad in 1993, being replaced by the G650 in 2009. They were the first single-cylinder motorcycles from BMW since the 1960-1966 R27, and the first chain driven motorcycles from BMW. The F650 St Strada was introduced in 1993, a variant F650 (dubbed the 'Funduro') in 1994 and was jointly designed by BMW and Aprilia, who also launched their own very similar model called the Aprilia Pegaso 650. The BMW version was assembled in Italy by Aprilia and these were powered by the Austrian 652cc single-cylinder, 4 valve Rotax engine. The two variant models of the F650 motorcycle had some subtle differences which determined their utility bias: the 'Funduro' was the more dual/multi purpose with more off-road capability due to the longer wheel base, more ground clearance and taller seat height, a higher front fairing and a larger 19inch front wheel, the Strada had slightly smaller dimensions and an 18 inch front wheel. Both models used two 33 mm Mikuni carburetors. In 2000 BMW introduced the F650GS to replace the F650,This example was first registered by M & S Motorcycles of Newcastle in May 1995, our vendor purchased it on the 10th March 2014 as the second owner with the mileage at some 12,000. Over the years this has gently risen to the current 20,300. It has new tyres, full BMW luggage of panniers and top box, engine crash bars, a spare alloy rack, hand guards and both a short and tall screen.Sold with the V5C, MOT until August 2019, two keys and the original manuals.
1972 BMW R60/5, 600 cc. Registration number AWU 497K (see text). Frame number 2946394. Engine number 2946394. In 1964, BMW made the decision to stay in the motorcycle business and lured Hans-Günther von der Marwitz away from Porsche. It was his job to design the new bikes; the Slash 5 series (R50/5, R60/5 and R75/5 of 500, 600 and 750cc) was announced for the 1970 season and represented a revolution in BMW motorcycle design. Though the flat-twin BMW boxer engine layout remained, just about everything else was new. As well as a telescopic, leading-axle front fork, the newcomers featured a lightweight, welded duplex frame, both of these innovations having been first seen on the Bavarian company's ISDT machines. The engine too had come in for revision, now employing a one-piece forged crankshaft and aluminium-alloy cylinder barrels while carrying its camshaft below the crank. Coil ignition and 12-volt electrics were other new departures for the Munich firm. The new '/5' models came in three capacities, the variation being achieved by different bore sizes in what were otherwise virtually identical machines. This example was imported into the UK and first registered in 1978 with DVLA, with an S registration. Our vendor acquired her from a Kenneth Nunn in 2003; he had owned her since 1996. One of his first tasks was to have the registration changed to an age related one, see above. At this time the mileage was 15,652, today it is just over 17,000 and it has not been used since 2008. Sold with the V5C and MOT's from 2004 until 2007, it will require some recommissioning before hitting the road.
1959 Triumph T100, 498 cc. Registration number HAS 832 (non transferable). Frame number T100 022161. Engine number T100 022161. The sports version of Edward Turner's trend-setting Speed Twin, the Tiger 100 was launched in 1938, reappearing in 1946 with telescopic forks in place of the original girders, and separate dynamo and magneto instead of the pre-war version's mag-dyno. An alloy cylinder head and barrel were adopted for 1951, these and other engine improvements boosting power to 32bhp, while a swinging-arm frame and 8"-diameter front brake (first seen on the 650cc Tiger 110) were fitted from 1954 onwards. A splayed-port cylinder head with twin carburettors became available from the start of the 1957 model year, and this would represent the ultimate development of the Tiger 100, which in mid-1959 was replaced by the new, unitary construction Tiger 100A. HAS has unknown early history but according to the V5C it would appear to be a UK bike as it states it has had four owners since it was first registered on the 7th of April 1959. In November 2014 Barrie Smithson of Hartlepool owned it and sold it to our vendor in December 2017 in need of a full restoration; its original number had gone by then. He is a retired engineer who enjoys the rebuilding more than the riding and set about a comprehensive restoration including, a total engine rebuild with new pistons, bearings and shells, the slickshift gearbox received similar work and a new Amal carb fitted. The frame was repainted, new rims, a rechrome and wiring loom completed the work. Since finishing it some 300 settling in miles have been undertaken and he is now looking for a new project. Sold with the V5C and many of the restoration receipts.
c.1941/2 Indian 741B Scout, 500 cc. Registration number JUP 890. Frame number 741.25078. Engine number GDA 25078. Indian motorcycles were originally produced from 1901 to 1953 in Springfield, Massachusetts by the Hendee Manufacturing Company, changing it to the Indian Motorcycle Manufacturing Company in 1928. The Indian factory team acquired legendary status after taking the first three places in the 1911 Isle of Man Tourist Trophy. During the first decade of the 1900s, Indian became the largest motorcycle manufacturer in the world, but lost this title after WWI as the US entered the conflict, Indian sold most of its Powerplus line in 1917 and 1918 to the government, starving its network of dealers, this blow to the domestic market led to a loss of support for the brand from it never recovered. While the motorcycles were popular in the military, post-war demand was then taken up by other manufacturers to whom many of the previously loyal Indian dealers turned. As WWII loomed, the US military set about drawing up specifications for a useful, universal motorcycle, and put its construction out for bid. Of the bids submitted Harley Davidson won with the WLA 750 cc as the Indian's Scout 640 (750 cc) was too heavy and expensive. They had more success with the 741 based on the civilian Thirty-Fifty model. The US Army wanted 45 cubic inches, but this Indian was but 30.5 cubic inches, or 500cc. It was much closer in capacity to the British machines. What 741 production there was went instead to allied forces in Canada and Great Britain where the 741 proved somewhat successful. But Harley riders in the military had difficulty with the Indian's foot clutch operated with the heel; Harley's required the toe. Quoted military Indian production was close to 10,000 units in 1942, the vast majority for US Army or use by allies. WW II military sales did nothing for Indian's dire straights. In fact, most agree that Indian's total focus on building military bikes lead them to fully abandon their dealers, again, who needed parts for the few police and civilian bikes still being ridden in America. When the War was over, and Ralph Rogers took control, their dealer base had diminished, and another nail was in the coffin of the company that closed in 1953. Much rarer than the WLA this 741, believed to have been built in 1941 by the engine number, was first registered on the 27th January 1949, one presumes this is when it left military service (UK ex military machine are similarly registered when they first appear on the civilian marketplace) with a sidecar attached and in 1952 was owned by William"Jackson of Darlington. He sold it to Alec Graham (not recorded on the R.F.60) and our vendors father, also of Darlington, bought it from him in June 1973, for £150, by which time the side car had been removed. There is an MOT from 1974 stating the mileage at 27,968. At this time he restored it but really used it and in 1992 it passed to our vendor. At this time he made it roadworthy and had it MOT'd in 1992 with a mileage of 27,986. It was occasionally ridden and last taxed in 1995, the mileage today is 28,?49. It now has a wonderful patina of an "Oily rag" machine and will need recommissioning before road use. Sold with the R.F.60, no V5 (but recorded with DVLA), two MOT's, letters and other paperwork.
1971 Triumph T100 Daytona, 490 cc. Registration number BVM 159K. Frame number PG40490 T100 R. Engine number PG40490 T100 R. Competition success in the USA prompted Triumph to adopt the 'Daytona Tiger' name for their top-of-the-range sports '500' in 1966, Buddy Elmore having won that year's prestigious Daytona 200 race on a works twin, a feat Gary Nixon repeated the following year on his way to the first of back-to-back AMA titles. With the re-launch of the BSA-Triumph range in November 1970, by which time it had gained the 650's excellent twin-leading-shoe front brake, the 'Tiger' part of the name was dropped and the Daytona's model designation changed to 'T100R'. However, within two years the entire BSA/Triumph Group was in severe financial difficulty and the proposed closure of Triumph's Meriden factory led to the workers occupying the plant in September 1973. When the factory eventually reopened, the two 500cc models in production immediately prior to the shutdown - the T100R Daytona and the TR5T Trophy Trail - were not revived. This example was built in November 1971 as a 1962 model, its early history is unknown but our vendor was given it as a gift in March 2014. At that point it had been bought by Classic Motorcycles of Northwich who had bought some 15 unregistered Daytona's from a collector in every colour combination available. It is believed he had it restored/refreshed some ten years earlier, circa 2004. The paint was applied by Dream Machine of Nottingham, the engine had been rebuilt, the chrome had been UK redone. The odometer had been reset to zero and a new MOT obtained. In the sales docket it states that the engine will need to run in, to date it has only covered some 105 miles so we suggest any purchaser follows this sensible advice. It is being sold as the vendor was never a Triumph fan and has now obtained a Norton Commando that he wishes to have restored. Sold with the V5C, dating certificate from the Francis Barnet owners club, 2014 MOT and the sales invoice, this machine will need some light recommissioning before being used on the road.
c.1969/71 BSA Rocket 3 Mark II, 750 cc. Registration number Not Registered (see text). Frame number A75R XC 00780. Engine number A75R GE00882. Triumph's eagerly awaited 3-cylinder T150 Trident was introduced in 1968, alongside BSA's similarly powered A75 Rocket-3; both models were individually styled. The Triumph engine had its cylinders mounted vertically while the BSA's engine was 'sloped' in the frame; these models were the firm's first entry into the 750cc class. Together with the Norton Commando, and Honda's soon-to-arrive CB750-4, they were immediately categorised as Superbikes. Going into the 1970s both 'triples' underwent a change of styling with particular attention paid to the silencers and fuel tanks. The BSA/Triumph group was already experiencing a difficult financial situation but, in a glorious last-ditch sales campaign, the factory completion shop was charged with preparing a batch of hand-built T150/A75s for Daytona and the newly created Formula 750. It proved a highly successful promotion with the team bikes gaining many race wins and leaderboard positions more-or-less wherever they entered. Essentially a 'Tiger-and-a-half', the Triumph and BSA 750cc Triples were launched in the UK in 1969. Differences between the Triumph Trident and BSA Rocket III were more than just cosmetic: the two models used different frames and in BSA guise the motor's cylinder block was slightly inclined. BSA-Triumph had learned a lot about engine development from racing the 500 twins, and the Triples were the most powerful machines in their class. Dynamometer tested by the American publication Motorcycle Buyer's Guide in 1970, the Rocket III produced a maximum of 55.4bhp at the rear wheel, slightly down on its Triumph Trident sibling's 58.8 horsepower but 1.5bhp better than Honda's four-cylinder CB750. Meanwhile, back in the UK, Bike magazine wound their road test Rocket III up to a top speed of 128mph. This example was built was from parts by our vendor, a master motor engineer, starting with a frame. Many man hours have been spent on it but unfortunately ill health has meant it has never been completed; it is thought to be some 80/85% complete. Buyers should check the receipt folder to see what parts have been bought for it and check for themselves the completeness. When finished this will be a very good example and the buyer will have to register it with DVLA for road use. Sold with a folder of receipts and a large quantity of NOS or refurbished parts.
1972 Triumph Trident, 740 cc. Registration number MGU 72L. Frame number T150 CG01573. Engine number T150 CG01573. Essentially a 'Tiger-and-a-half', the Triumph and BSA 750 triples were launched in the UK in 1969, just in time to be up-staged by Honda's four-cylinder CB750. Differences between the Triumph Trident and BSA Rocket 3 were more than just cosmetic: the two models used different frames and in BSA guise the motor's cylinder block was inclined forwards. Only the Trident survived the Group's collapse in 1972, continuing as the T150V (with 5-speed gearbox) and later the T160 (using the BSA-type engine). The number of important production race victories achieved (notably by the works Triumph 'Slippery Sam') is eloquent testimony to how effective a high-speed road-burner a well-fettled triple can be. Today the models are served by an active owners' club and enjoy an enthusiastic following worldwide. MGU is a matching numbers machine built in March 1972, being first registered on the 1st August of that year. In July 2010 Tim Wooley of Cilgerrian, South Wales bought her and sold her to our vendor the following month as a basically original machine, which when examining her is probably correct. He set about making her more reliable with a new carb unit, new dials and other incidentals. When purchased MOT mileage was 10,637 and the new dials were put on in 2011, since then some 1,350 miles have been added. She was ridden to our meeting at a friends home. Sold with the V5C, MOT history from 2010 and numerous receipts from our vendors ownership.
1981 Moto Guzzi Le Mans Mk II, 950 cc (see text). Registration number UNM 755M. Frame number 23226. Engine number 82726. The Le Mans 850 café racer was first shown at the Milan motorcycle show in November 1975 and sales began in 1976. Like the 750S and the 750 S3, the Le Mans 850 was developed from the 53 hp V7 Sport model of 1971, but power was increased to 71 hp, giving a top speed of 130 mph. Compared to its roadster sibling, the T3, the Le Mans had higher-compression domed pistons, larger engine valves, and Dell'Orto 36 mm pumper carbs with filterless velocity stacks with clip-on handlebars and a bikini nose fairing. The Mark II (1978 - 1981) was similar to the Mark I, but the small 'bikini" fairing became a larger half-fairing incorporating indicators. The fairing had been tested in Moto Guzzi's wind tunnel (which had been used to test race bike fairings in the 1950s). The new fairing had a rectangular headlight, rather than the earlier round item. Cylinder bores were coated with Moto Guzzi's patented "Nikasil". Front suspension became air-assisted. The brake calipers on the front wheel, previously mounted on the front, were now mounted behind the forks. A new dual seat could now carry a pillion. Further changes included a revised instrument cluster derived from the 1000 cc SP. Brakes were linked, with the handlebar lever operating the front right caliper and the foot brake operating both the front left and rear caliper. Described by Bike magazine as 'the sleekest, horniest thing you've ever seen on two wheels', the Le Mans looked like it was doing 100mph while stationary and on the open road delivered 130mph-plus performance. Without doubt one of the definitive superbikes of the 1970s and today highly collectible. UNM was first registered on the 31st March 1981 and in long term ownership from the 26th February 1982 with David Kinsella of Runcorn until our vendor bought it in February 1996. When he purchased it the fairing had been replaced by a twin headlight version (original type included in the spares); over the years in his ownership it has been well maintained and in the early 2000's the engine was upgraded to 950 cc from the original 850 cc (original barrels are included in the spares), K & N air filters were fitted (original stacks are in the spares), Jota bars replaced the clip ons for comfort (original bars are in the spares), the frame was powder coated and the body work resprayed in green over red. In 2011 a new clutch was fitted. The extensive MOT history confirms the current mileage of some 35,000 and a new MOT will be with it for the auction. On a SORN since 2016, it is sold with the V5C, V5, original owner's manual, new MOT, old MOT's, large history/receipt folder, rear carrier and a quantity of spares including spare pipes, the old barrels and a luggage rack.
1962 BSA Rocket Gold Star, 650 cc. Registration number KTX355. Frame number GA10 186. Engine number originally DA10R 7345, now DA10 2709 (see text). Widely recognised as one of the most desirable of all factory built 'café racers', the Rocket Gold Star arrived in 1962 along with the first of BSA's new unitary construction range. A combination of Gold Star parts and the A10 Super Rocket 650cc twin-cylinder engine, this represented the last of the old 'pre-unit' line rather than a new departure and thus were destined to be built for eighteen months. The idea of making what was effectively a twin-cylinder Goldie originated with Banbury motorcycle dealer Eddie Dow, who had built up a considerable body of expertise in looking after BSA's high-performance single cylinder machines. Dow believed that his hybrid would bridge the gap between the end of Gold Star production and the introduction of new unitary construction sports models, and so it proved. The Super Rocket engine's compression ratio was raised to 9.25:1 for the RGS and claimed maximum power increasing to 46bhp. But for some reason best known to BSA, the RGS frame was unique, although not that different from the production A7/A10 item, as was the wider dual seat. The model was offered in a number of different forms and with a host of options relating to controls and equipment. Motor Cycle tested a Rocket Gold Star in November 1962, summing up the new BSA as a 'scintillating high-performance road burner: good brakes, excellent rider comfort and docile traffic manners.' A top speed of 105mph was achieved. Around 1,800 Rocket Gold Stars were made over an eighteen month period and today genuine examples are highly sought after. KTX has had an interesting life, she was dispatched from the factory on consignment note 84509 to C. Jackson of Redditch on the 29th May 1962; a week later on the 8th June it was sent back to the factory, presumably a deal fell through. It was then dispatched on the same day to H.F. Temple, St. Thomas Street, Oxford on consignment 85089. At this time it had engine number DA10R 7345 fitted. On the 17th July 1971 it was abandoned near Silverstone following the Grand Prix; incidentally the 68-lap race was won by Tyrrell driver Jackie Stewart after he started from second position. Ronnie Peterson was second for the March team and Lotus driver Emerson Fittipaldi came in third. The Northamptonshire police recovered and stored it before selling the remains to P.C. Antony Jackson of Northampton on the 9th August who applied to DVLA for a new log book as none was available. As was policy at the time it was re registered in August 1971 with an age related number (although this was in fact from a 1951 BSA 650). Jackson replaced the damaged engine with the one currently fitted DA10 2709. He subsequently sold her to Julian Davis of Northampton on the 31st of August who kept her until July 1978 when he sold her to Glyn Sayer again of Northampton. Several owners, all in Northampton followed, Chris Watts and M. Grimbley, both 1981 and Alan Mason in March 1987. Our vendor bought her from Mason in February 2010. Little used she is now being offered for sale and will need a gentle recommissioning. Sold with the V5C, duplicate V.E. 60, various booklets, an RRT 2 gearbox (a standard box is currently fitted) and a crankcase stamped DA10R 3212.
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