We found 596780 price guide item(s) matching your search
There are 596780 lots that match your search criteria. Subscribe now to get instant access to the full price guide service.
Click here to subscribe- List
- Grid
-
596780 item(s)/page
Lot 139
* CHRISTO (BULGARIAN b 1935 - ),THE GATES PROJECT FOR CENTRAL PARK, NEW YORK CITYlithograph, signed75cm x 59cmMounted, framed and under glass.Note: Christo Vladimirov Javacheff and Jeanne-Claude were a married couple who created environmental works of art. Christo and Jeanne-Claude were born on the same day, June 13, 1935; Christo in Gabrovo, Bulgaria, and Jeanne-Claude in Morocco. They first met in Paris in October 1958 when Christo painted a portrait of Jeanne-Claude's mother. They then fell in love through creating art work together. Their works include the wrapping of the Reichstag in Berlin and the Pont-Neuf bridge in Paris, the 24-mile (39 km)-long artwork called Running Fence in Sonoma and Marin counties in California, and The Gates in New York City's Central Park. Credit was given to "Christo" only, until 1994, when the outdoor works and large indoor installations were retroactively credited to "Christo and Jeanne-Claude." Jeanne-Claude died, aged 74, on November 18, 2009, from complications of a brain aneurysm.On 3 January 2005, work began on the installation of the couple's most protracted project, The Gates, in Central Park in New York City. The title is "The Gates, Central Park, New York, 1979-2005" in reference to the time that passed from their initial proposal until they were able to go ahead with it: only with the permission of the new mayor of New York, Michael R. Bloomberg, were they able to proceed. After the project was completed, Bloomberg released the following statement about "The Gates," “Mayor Michael R. Bloomberg praised The Gates as ‘one of the most exciting public art projects ever put on anywhere in the world - and it would never have happened without Jeanne-Claude.’” "The Gates" was open to the public from 12 February until 27 February 2005. A total of 7,503 gates made of saffron color fabric were placed on paths in Central Park. They were five meters high and had a combined length of 37 km. Bloomberg, a fan of Christo and Jeanne-Claude, presented them with the "Doris C. Freedman Award for Public Art" for the work of art. Christo and Jeanne-Claude often expressed satisfaction that their concept for their home town of over 30 years was finally realized. The cost of the project was $21 million US dollars which was raised entirely by Christo and Jeanne-Claude selling studies, drawings, collages, works from the 1950s and 1960s. They did not accept any sponsorship, nor did the city of New York have to provide any money for the project. Christo and Jeanne-Claude donated all the money raised from the sale of souvenirs such as postcards, T-shirts and posters to "Nurture New York's Nature, Inc." While the engineering, manufacturing and set-up took over a year, about 750 paid employees erected the project in five days and then deployed the fabric of all the gates in half an hour. Around 600 more ("Gate-keepers") distributed 1 million free samples of the fabric to visitors. The uniformed Gate-keepers also provided information to visitors about the project, and were responsible for unrolling the gates that had rolled over their crossbars in the high wind.[citation needed] More workers uninstalled the project in one week, leaving almost no trace and shipping all the materials for recycling.
Lot 16
GERARD BURNS, THIS LOVE WILL CARRYoil on canvas, signed70cm x 70cmFramed.Note: Gerard Burns is one of Scotland's best known and most successful living artists. He trained at Glasgow School of Art and achieved UK wide acclaim as Winner of the Daily Mail ''Not the Turner'' Competition in 2003 with a £20,000 first prize. His many private collectors include The Malaysian Royal Family, Ewan McGregor, Sir Tom Hunter and numerous celebrities from the worlds of entertainment, sport and politics. Exhibiting Galleries include: Thompson's Gallery, London; Contemporary Fine Art Gallery Eton; Richmond Hill Gallery, Loch Gallery, Toronto; Robertson's Fine Art Gallery, Edinburgh. Works in Corporate Collections include: Aberdeen Asset Management New York and Aberdeen, RBS Scotland, Standard Charter Bank, West Coast Capital, Accenture, Dublin, Stagecoach Group, Norwood Club, New York. National Public Collections include: Hunterian Art Gallery, Glasgow; Kelvingrove Art Gallery, Glasgow; Burns Museum Alloway, Ayr; Scottish National Portrait Gallery (Portraits of former Scottish First Minister Alex Salmond, and author Denise Mina entered into the permanent collection at the Scottish National Portrait Gallery in 2015). The Scottish Parliament (''The Rowan'' hung in the former First Minister Alex Salmond's office for the duration of his tenure and Portrait of Margo McDonald entered into the permanent collection and installed at the Scottish Parliament in Sept 2016. Glasgow Caledonian University Portrait of Chancellor Professor Yunus installed 2016, Royal College of Physicians and Surgeons Glasgow. Portrait of former President Frank Dunn installed April 2016.
Lot 555
A group of Royal Doulton china figurines, comprising 'Polly Peachum Beggar's Opera', potted by Doulton & Co, HN754, 10.5cm, a/f neck broken and re-glued, 'La Sylphide', HN2138, 18.5cm, 'Alice', HN2158, 12cm, 'This Little Pig', HN1793, 10cm, a small British Bulldog, a small Pekinese, and 'The Twelve Days of Christmas, The First Day of Christmas', HN5168, 16cm. (7)
Lot 575
After Hiroshige (Japanese, 1797-1858): a pair of woodblock prints, the first 'Nagakubo, No.28 of the 69 stations of Kiso Kaido', published by Watanake from recarved blocks c.1850, inscribed, with red seal marks, 19 by 29cm, glazed and framed 29 by 40cm; together with, 'Sudden Shower Over Ahashi Bridge', taken from One Hundred Famous Views of Odo, first published in 1847, also inscribed, with red seal marks, 28 by 18cm, glazed and framed 40 by 29cm. (2)
Lot 580
A pair of 19th century Japanese woodblock prints on crepe paper, possibly by Hiroshiga; the first 'Rice Planters', inscribed, with red seal marks, 28 by 18cm, glazed and framed 35 by 45cm, together with 'Night View of Sarawaka Machi', also inscribed, with red seal marks, 27 by 18cm, glazed and framed 35 by 45cm. (2)
Lot 590
Jenny Brook (British, 20th century): a watercolour of blue hydrangeas, 35 by 25cm, framed and glazed 52 by 42cm, signed lower right, dated 1978 verso and a watercolour of poppies, 20 by 14cm, framed and glazed, 34 by 28cm, signed lower right, dated 1978 verso, together with a first edition book entitled, 'A Lifetime of Flowers', published in 2001, Pentland Books, signed by the author to the title page. (3)
Lot 635
John Selden: entitled 'The Reverse or Back-face of the English Janus. To Wit, All That is Met With in Story Concerning the Common and Statute-Law of English Britanny, From the First Memoirs of the Two Nations, to the Decease of King Henry II, Set Down and Tackt Together Succinctly by Way of Narrative. Designed, Devoted and Dedicated to the Most Illustrious the Earl of Salisbury. [BOUND WITH] England's Epinomis. [BOUND WITH] Two Treatises: The First, of the Original of Ecclesiastical Jurisdiction of Testaments; The Second, Of the Disposition or Administration of Interstates Goods', printed for Thomas Basset and Richard Chiswell, London 1682, 4to, cover and spine missing however all pages present.
Lot 650
A collection of World stamps, including some from Russia, China and Island nations, together with some signed First Day Covers, such as one signed by Nicola Sturgeon, others signed by Matthew Corbett, Michael Kitchen, Norman Wisdom, Valerie Singleton, Derek Jacobi, George Baker, Adrian Noble and Emma Fielding. (q)
Lot 653
A large collection of assorted Great Britain and World stamps, to include unfranked collectible stamps, Royal Mail first day covers including £10, uncancelled, including Royal Wedding 1886, four turquoise stockbooks, misc. albums, two Royal mail special stamps books hardback, Harry Potter and Beatrix Potter commemorative stamps. (q)
Lot 658
A collection of Victorian and later stamps in two burgundy stamp albums, first titled 'Vic - Geo IV 1840 - 1952' containing numerous stamps including Line engraved issue 1840 one penny imperforate reds DE / DG corners, a matched pair of imperforate penny red and penny black with RA corners, penny black OA, penny black MA variety, a Mulready cover one penny printed envelope issued 1840 - 1841, 25 imperforate penny reds, sheet of ten penny reds together (KF to LJ corners), nine pairs of penny reds joined, thirteen examples of two penny blues 1840 - 1853 imperforates including Joined TW example OF corners pl.1, 2d blue pair AE / AF pl.3, two single rounded J 2d blues, pair twopenny blues joined CJ / CK, examples of 1864 - 1858 one and two pence perforated stars including 22 penny reds and five 2d blues, paper blued examples - pair penny reds perf. SH / SI, three perf. 2d blues, 10 penny reds, paper not blued perf examples incl. p.16 two reds and p14, 27 single penny reds and two sets of four joined perf penny reds corners OD / PE and GK / HL, 1864 one penny red examples with letters in all four corners, approx 150 penny reds, plus further sheets of approx. 258 penny reds individual perf. seven twopenny blues 1858 perf. two 1870 three half pence VR, 13 1870 half penny, 2 1/2d surface printed 1875 / 1876 lilac, 1880 2 1/2d blues, 3d 1867 large white corner letters, 3d 1873, 3d overprinted 1881, large and small white corner letters 4d, 6d overprinted 1883, 1876 eight pence, 1862 nine pence, 1867 ten pence, 1867 2 shillings, 1881 new 1d with addition of Inland Revenue (lilac), 1887 Jubilee Issue polychrome, 1883-1891 high value definitives 2 shillings and six pence x2, five shillings, other Victorian stamps, Inland Revenue Official, Army official, Government Parcels, Board of Trade perforated. PLus Edwardian Stamps 1902 - 1913 definitive issues incl. de la Rue 1902, harrison 1911, Somerset House 1911, 2 1/2d and 5 shillings, half penny, 1 penny 1911 die, Edward 1912 - 1922 includes inverted watermark, eight pairs Edw 1 penny reds joined, three half pence brown sheet joined, inverse block cipher, 1924 British Empire Exhibition 1d and 1 1/2d, Postal Union Congress 1929 includes £1 stamp, silver jubilee 1935, 1913 - 1918 high value engraved issues, postage due stamps, George IV stamps including joined sets of six, controls and cylinder numerals, set three joined pale scarlet 1941, joined set three scarlet 1937. SEcond burgundy album titled 'Eliz II 1952 - 1990' containing examples without watermark, multi crowns up, 1/2d, four joined 1968, 1 1/2d joined four 1960, postage due, booklet panes, Machin high value definitives 1969-70 including 2'6, 5', 10' and £1, Channel Islands occupation, IOM, Scotland, N Ireland, Wales, Decimal Issues 1970 -1990 including. sheet 15 joined 10p, sets of 4 and sets of 6 joined, multiple sheets, large stamps 1970's including four £1 joined, first day covers for high value definitives 1977 including £1, £2, £5, £10. Regional Decimal Issues etc. (2 burgundy folders)Provenance: The collection of Mr Donald Frederick Jackson.
Lot 690
A large group of BOAC and British Airways ephemera and items including an atlas, awarded for excellence to Valerie Constable, June 1991, 'In Recognition of a Significant Contribution to British Airways', BOAC and a British Airways uniform silk scarves, a Concorde wallet and leather writing case, two Wade mugs made for BOAC First Class passengers and various coin sets.Provenance: belonging to Valerie Constable, Cabin crew for BOAC and British Airways from 1960's onwards. (approx 29)
Lot 1006
1999 Mercedes 320 CLK sport auto, 3199 cc. Registration number T426 JUX. Chassis number WDB2084652T013354. Engine number 11294030402966. The first-generation W208/C208 CLK was introduced in 1997, and was based on the W202 Mercedes-Benz C-Class launched three years earlier. The CLK introduced a new market niche for Mercedes-Benz. Mainstream models had 2.0-litre normally aspirated and 2.3-litre 'Kompressor' supercharged four cylinder engines. At the top of the range, there was a CLK320 model, powered by the E-class's 3.2-litre V6. Trim levels offered a choice of either Elegance or Sport variants, the latter became Avantgarde about a year after introduction. The Cabriolet and the 4.3L V8-powered CLK 430 appeared in 1999. Owned by our vendor since May 2015 it developed a gearbox fault (limp home mode is on the dashboard) and was taken off the road pending a repair that never happened. The mileage at its last MOT, in October 2014 was 85,549 miles. Sold with the V5C, the car has no MOT and is sold as seen.
Lot 1007
1988 Daimler, 3,600 automatic. Registration number F955 WPW. Chassis number SAJDKALH3AA554034. Engine number 9DPAMA154913. Notable as the last Jaguar to receive design input from marque founder Sir William Lyons, the XJ40 can also be credited with securing the company's future. As befitted its range-topping status, the Daimler 3.6 variant boasted leather upholstery, air conditioning, electric windows, rear picnic tables, electric front seats and central locking as standard. Quoted as developing some 221bhp and 240lbft of torque, its 3.6-litre DOHC 24-valve straight-six engine was allied to four-speed automatic transmission (complete with Jaguar's intuitive `J-gate' to aid manual changes). Reputedly capable of 135mph and 0-60mph in 8.8 seconds, the Daimler 3.6 offered a wonderfully cosseting experience for driver and passenger alike. This example was first registered on the 1st August 1988 by Mann Egerton of Norwich and comes with a sixteen Jaguar main dealer service stamped history until its service at 49,443 miles in September 2003, one further, non Jaguar, service at 55,445 miles in 2005 is recorded before it broke down in 2008 and it has remained in our vendors yard ever since. It will need to be trailered from this auction but it should be a useful parts/donor car, the leather interior appears to be in good order and the engine has had a good service history. Sold with the V5C and service record and Jaguar booklets. Please note it is registered as disabled in the tax class.
Lot 1008
1958 Morris Minor, 1098 cc. Registration number 962 FPE (see text). Chassis number FBB1-607018. Engine number 10D-U-H19455. The Morris Minor debuted at the Earls Court Motor Show on 20 September 1948. Designed under the leadership of Alec Issigonis, more than 1.6 million were manufactured between 1948 and 1972 in three series: the MM (1948 to 1953), the Series II (1952 to 1956) and finally the 1000 series (1956 to 1971). Initially available as a two-door saloon and tourer, the range was expanded to include a four-door saloon in 1950, a wood-framed estate from October 1953 and panel van and pick-up truck variants from 1953. It was the first British car to sell over one million units and is considered a classic example of automotive design. This example, first registered on the 23rd April 1958 in Surrey, was light grey in colour and by 1982 it was owned by a Mrs Headland of Southampton; an old MOT states a mileage of 65,569. Soon afterwards a John Tomlinson of Gosport acquired it and at some point started a restoration. Our vendor bought it in the November of 2016 as a stalled restoration, he has now decided that he will not complete it so it on the market again. Sold with the V5C, a V5 (a letter from DVLA states that the registration number will not be re-issued until it is road worthy), the old MOT. Buyers should satisfy themselves to the completeness of the car.
Lot 1014
2002 Mercedes Benz SL 500, 4966 cc. Registration number SV02 NCD. Chassis number WDB2304752F017366. Engine number 11396330385077.The Mercedes-Benz SL-Class was introduced in 1954 with the 300 SL or "Gullwing". The SL derives from the German Sportlich-Leicht (Sport Lightweight).The fifth generation SL was in production between 2001 and 2008. The all-new SL (initially just a 5.0-litre SL 500 version) featured a retractable hardtop (marketed as the Vario Roof) available on the SLK since 1997. This featured a 5.0-litre 302 hp V8, with a 5.4-litre AMG Supercharged V8 appearing in 2002's SL 55 AMG.This SL, first registered on the 29th April 2002, started life in Aberdeen, was in the Potteries in 2006, in Devon in 2008 before moving to the Home Counties in 2008. Our vendor purchased it there in 2011 with some 70,000 miles on the clock. He has hardly used it recently; the mileage today being just over 85,000, as he purchased a Westfield a couple of years ago from these rooms which he enjoys more.This Brilliant Silver with grey interior example has a Sat Nav system, 6 changer CD and electric memory leather seats.Sold with the V5C, a new MOT, full service history (some main dealer, some specialists) and the manuals.
Lot 1020
1963 Honda 50 C310, 50 cc. Registration number NOT UK registered. Frame number C310S40506. Engine number C311E-A05485. Honda established Belgium Honda Motor in 1963 and started producing its very first Super Cub, the C100, so becoming the first Japanese manufacturer to start production operations in an EEC country. It later developed and produced the C310 moped for the European market, it was a remodeled version of an existing product, put together after it was decided that Belgium Honda was to be established. Therefore, only a limited amount of time could be devoted to meeting the moped regulations stipulated by European nations. There was a greater need to concentrate on the factory's opening which was fraught with problems due to the weather. In the moped configuration, though, the power of the Super Cub's four-stroke engine was cut back so as not to exceed the maximum speed of 40 kilometers per hour. As with other mopeds in Europe, pedals were also added to the product. The Honda version, however, was larger and heavier than the two-stroke mopeds then so common in Europe. Nothing is known of the history of this example, although it wears a Belgium number plate. Sold without any paperwork.
Lot 1021
1954 BSA Winged Wheel, 35 cc. Registration number SYA 470. Frame number 23289. Engine number M BW 8490. The Winged Wheel was a Cyclemotor - a way of adding engine assistance to a standard cycle. BSA sold it as a package, complete with the controls (throttle, brake, and clutch lever) and a 1/2 gallon petrol tank. Add a cycle you had the most basic, and cheapest, form of motorised transport available, very important in the immediate post war years. Launched in 1953 itl had a 35cc 2-stroke engine which produced 1hp @ 6000rpm. Petrol/oil fuel mixture was fed through a tiny Amal 335 carburetor, and a Wipac flywheel magneto provided spark ignition and lighting. The hub was 9.5 inches in diameter and housed a very effective internal expanding brake. The clutch was manually operated, and could be locked in the neutral position. Only one gear was available, giving a top speed of 25mph. However, when starting or climbing hills pedal assistance would be required. In 1953 the Winged Wheel cost £26 - a BSA Bantam 125 at the time sold for £85. By 1955 the market had reached its peak, and sales were taken by true mopeds which offered more powerful 50cc engines, better frames, brakes, suspension and lighting. Production ceased in 1957 by which time 29,000 had been made. Fitted to a ladies bicycle frame this example has an odometer fitted to the front wheel that records 5,224 miles. According to the V5C it was first registered on the 5th of July 1954, our vendor acquiring it in the March of 2010 from a Antony Boyfield of Oakham. Sold with the V5C.
Lot 1023
circa 1954 BSA Winged Wheel, 35 cc. Registration number not registered. Frame number not known. Engine number BW 3701. The Winged Wheel was a Cyclemotor - a way of adding engine assistance to a standard cycle. BSA sold it as a package, complete with the controls (throttle, brake, and clutch lever) and a 1/2 gallon petrol tank. Add a cycle you had the most basic, and cheapest, form of motorised transport available, very important in the immediate post war years. Launched in 1953 itl had a 35 cc 2-stroke engine which produced 1hp @ 6000rpm. Petrol/oil fuel mixture was fed through a tiny Amal 335 carburetor, and a Wipac flywheel magneto provided spark ignition and lighting. The hub was 9.5 inches in diameter and housed a very effective internal expanding brake. The clutch was manually operated, and could be locked in the neutral position. Only one gear was available, giving a top speed of 25 mph. However, when starting or climbing hills pedal assistance would be required. In 1953 the Winged Wheel cost £26 - a BSA Bantam 125 at the time sold for £85. By 1955 the market had reached its peak, and sales were taken by true mopeds which offered more powerful 50cc engines, better frames, brakes, suspension and lighting. Production ceased in 1957 by which time 29,000 had been made. Little is known of its but in 1989 it was owned by a Mr Foster of Scunthorpe and he contacted the National Autocycle and Cyclemotor Club who said that the motor dated from 1953 and was first registered in Portsmouth as JRV 799 in 1954. Sold with the above letter, there are no other documents.
Lot 1026
1959 Triumph Tiger Cub, 200 cc. Registration number HAS 190 (non transferable). Frame number T55465. Engine number T20 81827. The 200 cc T20 Tiger Cub designed by Edward Turner was launched at the Earls Court show in November 1953 and competed well against the other small-capacity motorcycles of the time, such as those using Villiers two-stroke engines. The first T20 (1954-1956) was derived from the 150 cc Triumph T15 Terrier (1953-1956) with the same plunger rear frame and forks; in 1957 this was updated to a more-modern pattern of rear swinging-arm with twin suspension units and a 199cc engine which offered 60mph performance and 100mpg economy. The Tiger Cub remained in production for approximately 16 years with numerous updates but continued to appeal to the first time buyer, particularly with its later stylish good looks. In 1959, in Harold Macmillan's "You've never had it so good" years, the T20 was marketed at a competitive £144/15s. HAS 190 was originally registered on the 26th August 1959 to Terry Wharton of Grimsby, followed by Philip Maddison in 1964, George Winterton in 1964, Brian Dooley in 1965, D. Lamingman in 1966, S. Rowlands followed and then long term ownership with Albert Gowen from 1972, all of Grimsby. Our vendor acquired it in 2004 with a new MOT being issued in that year with a mileage of 1925. The following year it was MOT'd at 1954 miles and now it has 1958 miles on the clock. Interestingly the R.F. 60 lists three engine changes, from the original 55465 to 61418 to the present 81827, this is overstamped by Grimsby CBC in 1965. Presumably the earlier owners kept blowing the engine! The original registration number was MJV 50, this being sold by Mr Gowen in 2003. Sold with the R.F. 60, V5C, two MOT's and tax discs (2004/2006), a 1972 MOT, a Tiger Cub instruction manual and sundry paperwork. Due to the length of time HAS has been off the road she will require recommissioning.
Lot 1027
1961 BSA Bantam D7, 175 cc. Registration number 8064 UM. Frame number D7 25447. Engine number TBC. BSA's government-encouraged copy of the German DKW R.125, was made 'British' by simply reversing the engine-unit drawings for right-side controls, thus providing the post-war 'basic trainer' for thousands of motorcyclists. The 125cc 'Bantam D1' of 1949, a wholly successful motorcycle and the company's best seller and though there was no D2, the D3, D5, D7 and D14 variants followed into the seventies, a range which became a byword for economy and reliability, still served by specialist firms to this day. Changes were made to colours, suspension, capacity and gearbox, but the Bantam remained essentially itself, a motorcycle regarded with much affection. UM was first registered on the 16th September 1961 to John Tomlinson of Gosport, our vendor acquiring it in the May of 2015. It would appear to have been last on the road in 1982, according to the old tax disc with it. Sold with the V5C, V5 and a parts catalogue, it will require recommissioning before use.
Lot 1029
circa 1967/8 BSA B40, 350 cc. Registration number not registered. Frame number B40GD. 340. Engine number, none. BSA had a long-standing relationship with the British Government dating back to the Second World War, when they had supplied the forces with dispatch riders' bikes in the shape of the M20. Post-war the military had an excess of machinery for its peacetime needs, and so the M20 continued in use for many years. Eventually, it was decided that a more up-to-date replacement would be required, and the government turned once again to BSA. Having been introduced in 1961, and derived from the unit-construction C15, the B40 overhead valve 350 engine was deemed both powerful and compact enough to fit the bill. Modifications would obviously be needed to fit the military specification, and the frame from the competition C15 variants was used, together with double-damped forks. Trials gears were utilised, and an engine oil filter was fitted. Some were fitted with a military-spec carburettor, whilst others used the Amal mk 1 Concentric. The majority of British WD B40s date from 1967 but they were also sold to Denmark and to a lesser degree Australia and Jordan. The Danish Army replaced their fleet of Nimbus' with a batch of 400 in 1967 and continued receiving them up until early 1970 when some 1,100 had been delivered. one presumes that this was one of that first batch with a frame number of 340. Nothing is known of its history but at some point it came to the UK. It has only recently been removed from storage and buyers should satisfy them selves over the completeness; it is sold without any paperwork.
Lot 1030
circa 1955 BSA C10, 250 cc. Registration number not registered. Frame number BC10LS.6282. Engine number BC10L.5889. BSA's 'C' range of lightweight machines was introduced in 1938. Similar in many ways to those of the larger 'B' range, whose wheels and brakes were employed, the cycle parts consisted of a simple diamond frame and girder front fork. First model was the C10 sidevalve single with coil ignition and three-speed hand-change gearbox. A de luxe C10 with foot-change gearbox joined the range in 1939, as did the overhead-valve C11. When the C10 reappeared after the war, its oil was no longer contained in a fuel tank compartment but in a separate tank bolted to the saddle tube. The girder fork was replaced by a telescopic unit in mid-1946 and part way through 1949 an alloy cylinder head was adopted. The model ran on as the updated C10L, with alternator electrics, plunger rear suspension and four-speed gearbox, until 1957. This machine has been partially restored at some point but is an unknown quantity as it has only recently been removed from storage and buyers should satisfy them selves over the completeness. There is no paperwork with it.
Lot 1031
1947 DOT motor cycle truck project, 125 cc. Registration number FP 4526 (not registered, see text). Frame number (no cycle frame, see text). Engine number 624/12714. One of the few motorcycles manufactured in Manchester, the D.O.T. ('devoid of trouble'), first appeared as early as 1903 and were success race machines but in 1932 they ceased motorcycle production due to the depression. Control of the company passed to Burnard Scott Wade, who kept the company going through the 1930s with a line of pedal-powered 3-wheel delivery trucks developed for the niche markets of milk-delivery and ice cream vending. With the onset of World War II the government awarded Dot a contract for the production of these economical delivery vehicles, which were shipped around the world. During the tedious "fire watching" duty during the Manchester Blitz, Wade sketched out ideas for a similar vehicle powered by a small two-stroke engine, and successfully developed this into the Dot Motor Truck, which could be produced in various guises to meet the market for a cheap, powered delivery vehicle. Such was the demand that a profitable Dot Company was able to re-enter the motorcycle market in 1947 with a utilitarian two-stroke machine using initially a 125 cc and later a 200 cc Villiers engine which sold well in the export market; some 3900 were produced before production ceased in 1956. The tricycle featured a tubular axle carrying the two front wheels, between which was mounted a large box for carrying of goods or materials, while the rear section was basically that of a conventional motorcycle, with a three speed gearbox. The brakes were operated by pedal and in addition there was a handbrake. Cruising speed was a relatively modest 25mph and fuel consumption in the region of 90-100mpg. This project, believed mainly complete apart from the cycle frame which was stolen when sent to be powder coated, comes with a R.F. 60 registered as FP 4526, frame 1791 (this is not in the DOT owners club records) and engine 624/12714 (according to the club this should be in frame 1937). The FP is a Rutlandshire number and this borne out by the first owner being listed as John Barfield of Uppingham. In 1949 it was bought by William Bailey of Cleethorpes and over the next ten years in moved around the area with five other owners before being registered by John Knight of Grimsby in 1972. Our vendor rescued the trike in a sorry state in the mid 1980's and began a restoration that stalled many times, although the engine was rebuilt and many items have been painted. Sold as a project, buyers should check themselves as to the completeness and note that in 1985 DVLC stated that the registration number could not be re-instated. Sold with the R.F. 60, V.E. 60, tax discs from 1954, 56, 57 and 59, photographs as found and other paperwork.
Lot 1033
1953 BSA C11, 250 cc. Registration number HI 8834. Frame number BC10/S4/4891. Engine number BC11. 8850. BSA's 'C' range of lightweights was first introduced in 1938. Its first exemplar was the C10 sidevalve single with coil ignition and three-speed hand-change gearbox. A de luxe version with foot-change gearbox joined the range in 1939, as did the overhead-valve C11. The original girder front fork was replaced by a telescopic unit in mid 1946, and part way through 1949 the C10 gained an alloy cylinder head. From 1953 onwards both models became available with plunger rear suspension and a four-speed gearbox, and for 1954 were further updated with alternator electrics, becoming the C10L and C11G. HI was originally registered in Eire on the 22nd August 1953 and appears to have been first registered in the UK by Michael Fink of Sunk Island, Hull in January 1974, before moving to Ronald Jackson in the April, Antony Holt and then Peter Mann in the October before our vendor bought it for £125 in June of 1979 as one of his first machines. It was little used as a 350 cc Gold Star arrived and replaced it as his daily ride. Stored ever since for sentimental reasons it is now being sold as he realises he will never restore it. Please note that the V5C has the frame number as BC10/54 when it should read BC10/S4, a plunger frame with four speed gearbox. Sold with the V.E.60, the 1979 receipt, a V5 and the V5C, it will require full restoration.
Lot 1034
1954 BSA M33, 500 cc. Registration number RAT 902. Frame number BM20S. 2743 (see text). Engine number BM33. 901. First introduced for 1948, the BSA M33 combined the B33's overhead-valve engine and the cycle parts of the M20 sidevalve. The B33 engine closely followed B31 lines, but with larger (85mm) bore and heavier flywheels. By the late 1940s, BSA's surviving sidevalves (the 500cc M20 and 600cc M21) retained the rigid frame of pre-war days and were marketed for sidecar use. The 'hybrid' M33 was intended to provide more power in that application, which it did with ease. Produced initially with rigid frame and girder front fork, the M33 switched to BSA's new telescopic fork in June 1948, while the plunger-suspended frame, optional from 1951, became standard on the M33 for 1956. A good, solid, all-round performer by the standards of its day, the M33 could top 60mph with sidecar attached, cruise comfortably all day at 50 mph-plus and return in excess of 50 mpg. Production ceased in August 1957. First registered on the 25th June 1954 and sold by Jordan's of Hull, this M33 has the plunger frame and telescopic front fork, originally it was sold with a sidecar. In 1960 it was owned by an Arthur Barr of Hull, before a Mrs Wyllie sold it to our vendors father for £15.00 on the 12th December 1974, with the sidecar attached. It was in use until 1998 when an MOT was issued with the mileage at 2,168, today it is 2,233. Sold with a replacement R.F. 60, the V5C, the 1974 receipt and the 1997 MOT, it will require full restoration. Please note that the V5C lists the frame as BM205 when it should be BM20S.
Lot 1035
1968 Triumph Trophy TR25W, 250 cc. Registration number OMS 68G. Frame number TB2W4486. Engine number C25.872. An unashamed exercise in 'badge engineering', the Triumph TR25W Trophy was basically the BSA B25 Starfire in a new set of clothes. There were a number of cosmetic changes to identify the new model as a Triumph, while those of greater engineering significance included an alteration in gearing, adoption of larger wheel sizes and fitting of an upswept exhaust system to suit the Trophy's intended role as a trail bike. Introduced in 1968, the Trophy continued with relatively minor changes until BSA-Triumph's major revamp of its range in 1970 brought with it a new 'oil bearing' frame, conical hubs and a change of name to 'Blazer', with Street Scrambler and Trail versions available also. OMS was first registered on the 11th October 1968 as a yellow machine; little is known of its life, but in 2014 it was owned by Gary Philpott of Market Rasen and MOT'd. It was yellow and the mileage was 70,172. In Febuary 2016 it was owned by Philip Buck of Newark. Today it is green/white and the odometer reads 2 miles but what work has been undertaken is unknown. The engine would appear to be from a BSA Starfire example (C25) and is correctly altered on the V5C. Sold with the V5C and the 2015 MOT.
Lot 1037
circa 1949 BSA B31 in trials trim, 348 cc. Not registered. Frame number, not found. Engine number ZB31.The B31 was introduced in 1945, it was the first new model introduced by the company after the Second World War. Based on pre-war designs, it used a single cylinder four stroke engine that displaced 348 cc. Initially, it had a rigid frame and telescopic forks, the first use of such on a BSA. There was a competition kit available for the original rigid model B31 and B33. It was immediately popular and was soon joined by a 500 cc version, the BSA B33 and competition equivalents, the BSA B32 and BSA B34. Plunger rear suspension was offered later, with a swingarm rear suspension frame available from 1954. The model continued in production until 1959. Our example offered here has had a McCandless type swinging arm conversion fitted at some point in its life. Our vendor recently purchased from its long term owner of some 30 years; he rarely used it, having purchased it from a friend who used to use it as a trials machine. Sold with no paperwork it will need some recommissioning before entering pre '65 competitions or use on green lanes.
Lot 1039
1979 Montesa Cota 348, 306 cc. Registration number PJX 6T. Frame number 51M13246. Engine number 51M13246. Montesa was formed in 1944 by Pedro Permanyer and Francisco Xavier "Paco" Bultó. As Chief Engineer, Bultó was responsible for the design and development of their road going 125cc two-stroke single which, from its debut in 1950, was adapted to take part in the 1951 International Six Days Trial and also formed the basis of a successful road racing machine. By 1956, the Montesa 125s were very competitive and took second, third and fourth places in the Ultra-Lightweight race at the Isle of Man TT. Following a disagreement over the company's commitment racing, in 1958 Bultó left and formed his own Bultaco Company. Permanyer promoted motorcycle racer Pedro Pi from Head Test Rider to Chief Development Engineer and work began right away on designing a brand new all-unit-construction 175 cc and 250 cc engines. In 1967, the first Montesa trials models appeared and in 1968, on the newly named Cota, Pi won the Spanish Trials Championship. Over the following decade Montesa trials and motocross bikes were offered over a wide range of capacities and the make achieved many successes, most notably Don Smith's European Trials Championship win in 1969. In 1975, reigning Champion Malcolm Rathmell joined Montesa to develop their new 306cc version of the established Cota. Rathmell achieved second place in that year's Championship and 1976 saw the release of the famous Cota 348 Rathmell Replica, on which he finished third in the Championship and was runner-up again in 1977. PJX is in very good condition; owned by David Croft of Pontefract in December 2000 he soon sold it to our vendor September 2001 for his son to use. He only covered some 20 miles on it locally and then moved onto another machine, at this time our vendor replaced the chain and sprocket, plus the cables and had the frame powder coated. It has not been used since then and the current mileage of 510 miles could well be correct and when he checked the engine he said the cylinder liner was in perfect condition. Riding on period correct Akront rims with Pirelli 21 x 2.75 front and 4.00 x 18 rear. Only taxed for its first two years PJX will need some recommissioning before being taken out for some fun. Sold with the V5C and a manual.
Lot 1045
1982 Harley Davidson FLT Tour Glide (Road King), 1,340 cc. Not registered. Frame number HD1AEK11BY110X54. Engine number HD1AEK11BY110X54. The FLT Tour Glide was introduced in 1979 as a 1980 model. Sold alongside the existing FLH Electra Glide, the FLT had a larger frame with rubber engine mounts, a five-speed transmission, the 80 cu in engine, and a frame-mounted fairing. In order that the FLT frame, which was larger and heavier than the large and heavy FLH frame, would handle acceptably, the front forks were given radical steering geometry which had them mounted behind the steering head, with the frame behind the steering head being recessed to allow adequate steering lock. This machine used the Shovelhead engine, which was produced between 1966 until 1984, built as a successor to the previous Panhead engine. When the engine was first produced, the Shovelhead had a shallower combustion chamber, larger valve drop for both intake and exhaust, better porting, and stronger valves and pistons. This gave the new engine an extra 10 horsepower, along with a different appearance. The engine gained the nickname "Shovelhead" due to the look of the rocker heads having the appearance of an old coal shovel that was flipped upside down, giving the appearance of a shovel. This example was purchased by our vendor in 1996 whilst he was living in South Africa and was used for touring the country. When they moved to France in 2007 it was given Police clearance to leave the country and the correct documentation for import into the European Union is present. They then moved to the UK, bringing the machine with them. It does not possess any UK NOVA documentation but DAH auctions will give assistance with this. It has not been ridden since leaving South Africa. Sold with the S.A. purchase receipt, S.A. versions of road licence and French Dounces Francaises.
Lot 1046
1980 Harley Davidson XLS Sportster, 998 cc. Not registered (see text). Frame number 4E 50363J0. Engine number 4E 50363J0. Although retaining all their traditional characteristics, the Harley-Davidsons of the 1970s began to incorporate some of the technological developments that had become accepted as the norm on European and Japanese machines. Disc brakes and electronic ignition became commonplace and by the decade's end the convenience of electric starting had been extended to the XLH Sportster, the kick-starter becoming an option. The Sportster benefited from a capacity increase (to 998cc) for 1972 and in 1978 gained the short-lived XLCR Cafe Racer's superior, twin down-tube, cradle frame, which lasted until the introduction of an entirely new chassis for 1982. Newly introduced for the 1979 season, the XLS (later known as the Roadster) was a variation on the long-running Sportster theme, boasting extended front forks, flat 'drag' handlebars on risers, and a 'cissy bar' for the passenger. This example was purchased by our vendor in 1998 whilst he was living in South Africa and was used by his wife for touring the country. It was bought from the nephew of the first owner where it had been stored in a barn for over 13 years and never used. On its maiden run bearings on the push rods seized and the connecting rod broke and pierced the sump casing. It was completely stripped down to bare nuts and bolts. He purchased it as it was, the casing was professionally welded up x-rayed and, the bike was completely overhauled and checked out. It has the original Goodyear Eagle tyres. When they moved to France in 2007 it was given Police clearance to leave the country and the correct documentation for import into the European Union is present. They then moved to the UK, bringing the machine with them. It does not possess any UK NOVA documentation but DAH auctions will give assistance with this. It has not been ridden since leaving South Africa. Sold with the S.A. purchase receipt, S.A. versions of road licence and French Dounces Francaises.
Lot 1047
1978 Harley Davidson FLH Electra Glide, 1200 cc. Registration number BLF 997S. Frame number 2A64208H8. Engine number 2A64208H8. Two important events in the lengthy development of Harley's perennial V-twin occurred in the mid-1960's when the 74 cubic-inch (1,200 cc) FH and FLH Duo Glide adopted electric starting (1965) and the revised 'Shovelhead' engine the following year. Now known as the 'Electra Glide' - without question one of the most evocative names in motorcycling history - Harley's updated cruiser featured a new frame to house the large 12-volt battery and a reshaped primary drive cover to accommodate the electric starter mechanism. Harley were unable to afford the costs of developing an entirely new engine, so made do instead with a revised top end (the 'Shovelhead') featuring a larger, aluminium version of the Sportster cylinder head, an improvement that liberated a further 5bhp. BLF was first registered in the USA and the last owner there was George Taylor of Safety Harbour, Florida. It was imported to the UK in 1989; the mileage at that time was 18,346, being bought by Johnny Jones of Radlett. At approximately 22,000 miles he had a full engine rebuild with a rebore, new guides, valves and seats. In 1996 our vendor purchased it and commenced a full restoration to exhibition standard with a powder coated frame, paintwork by Phoenix Machine, the wheels have alloy rims and stainless spokes, the brake system was overhauled, an upgraded clutch fitted, single fire ignition system, and a chrome 2 into 1 exhaust with a stainless steel peashooter exhaust. There was extensive use of stainless steel fastenings throughout this photographic rebuild. It was used for a few years until 2007 and then laid up; in 2010 it was MOT'd, at 27,604 and again then stored. The mileage today is 27,681. It is regularly fired up and warmed through but our vendor desires have changed direction. Offered for sale with the V5C, old MOT's, import documentation, photographic evidence of the restoration and a large quantity of receipts, it will a little recommissioning before hitting the road again.
Lot 1050
1987 Yamaha FZ750 Genesis, 750 cc. Registration number D362 ELL. Frame number 2LM026821. Engine number TBC. Produced between 1985 and 1991, the FZ750 is notable for several reasons, perhaps the most radical being the 5-valve cylinder head with a radial arrangement. This became something of a Yamaha trademark, and although disputed in recent years, it was argued that for a given lift, the 3 inlet valves flowed more efficiently than conventional twin inlet valves. What was indisputable was that their light weight allowed for faster opening speeds, and softer valve springs, all contributing to theoretical increases in engine speed and thus power outputs. Whatever the scientific merits, the bikes were famous for their linear power delivery, and in 1985 it was still considered impressive to achieve 150 mph from a 750 road machine. ELL was imported into the UK in 1996 and in 1999 Roger Claxton of Whitby was the owner, he sold it to our vendor when he had injured his leg and could not kick over his normal British classic in April of 2011. Once his leg was better the Genesis was pushed into the shed and not ridden again, although periodically it was fired up and allowed to warm up. Last MOT'd in 2011 with a mileage of 32,116 kilometres, it fired up first time when the cataloguer viewed it . Sold with the V5C, old MOT's from 2000-2006 and 2011, it will need gentle recommissioning.
Lot 1053
2002 BMW F650GS, 652 cc. Registration number YS02 OSB (non transferrable). Frame number WB10172A02ZH84349. Engine number 00998859. 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 F650GS had several advanced technology features for its time, with computer-controlled fuel injection, catalytic converter, a Nikasil-lined cylinder, optional ABS and an airbox designed to exploit the airflow pattern of the bike when in motion. Combined with the bike's high compression ratio and twin spark plugs (from 2004 onwards), excellent fuel economy and low emissions existed alongside high power output. The fuel is stored in an under seat fuel tank, and the false tank (where a conventional fuel tank would be) housed the remote oil reservoir (for the dry sump), airbox and battery. This contributed to a lower centre of gravity for improved handling. This example was bought new by Dennis Spears of Doncaster on the 28th June 2002 and kept until May 2008 when our vendor bought it with some 17,000 on the odometer from BMW of . It has now covered some 21,000 miles and is in good overall condition although the MOT expired in 2016, it started readily when collected for the auction. Fitted with Chaintec lubrication, it had a new battery in March 2018 as the Meta alarm system was draining it, this system has also been overhauled. Sold with the V5C, new MOT dated 31/05/2018, BMW service history, old MOT's, Haynes manual, two keys, BMW panniers, tank bag, top box and a smoked screen.
Lot 1055
1976 BMW R75/5, Project,750 cc. Regstration number ODT 279R (see text). Frame number 2964755. Engine number 2972165. The long-awaited replacements for BMW's long-running Earles-forked flat twins finally arrived in 1969. 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. The R75/5 produced a claimed 50PS which was good enough to propel the 419lbs machine to a top speed of 110mph. This project is believed to be an ex Police machine and the fairing has holes in the correct place for equipment. According to DVLA it was last on the road in 2001 but nothing is known of its history. There is no paperwork with this machine, but there is an old tax disc. Sold with a spare engine, numbered 2990024, which is stripped. Buyers should ascertain for themselves the completeness of this lot.
Lot 1060
1977 Norton Commando MkIII, 829 cc. Registration number SKV 197V, Frame number 335554. Engine number 335554. While the Commando was a direct descendant of the the Norton Atlas and the Dominator line before that, it was definitely not evolutionary. It was revolutionary, a true game-changer. Not because of some amazing new engine, not because it was all that faster than the model it replaced. It was because Norton had solved, in one brilliant design concept, the biggest problem that had been nagging every British motorcycle manufacturer for the past 20 years. Vibration! The new machine came with a brand new frame, one that isolated the engine and its vibration, from the rest of the bike via rubber mounts, called Isolastic Suspension, they were was now free to extract the kind of power the engine was capable of producing. Launched in 1967, the Commando used the Atlas model's 750cc engine and AMC gearbox, and was an instant hit with the motorcycling public, being voted Motor Cycle News 'Machine of the Year' for five consecutive years. Introduced in 1973, the '850' (actually 829cc) featured a larger bore, through-bolted cylinder block, stronger gearbox casting and an all-metal clutch among a host of other, more minor improvements. The extra capacity provided the 850 with even more mid-range urge, and the model would continue as the sole Commando after 1975 when the MkIII was introduced. An electric starter was the major MkIII innovation, while other upgrades included a rear disc brake, left-side gear lever, right-side rear brake lever and an automatic primary chain tensioner. The last year of Norton production was 1977 with of around 1,200 machines produced, 30 units are sold in 1978, leftovers from 1977. This is the end to yet another great English marque as NVT was in receivership until Stuart Garner, who already owned Norton Racing acquired the rights to the Norton Commando brand. It took until 2010 for the first production bikes to hit the market. SKV was first registered on the 31st March 1977, towards the end of production. In 1982 the mileage was at 27,763 but by 1986, whilst in the hands of Nigel Donkin of Selby, it received a full restoration including the engine and gearbox with a gas flowed head, electronic ignition, stainless steel mudguards and exhaust. The next owner was J. Makinson of Wakefield who undertook some more work including new alloy rims and spokes. In March 1991 SKV was acquired by Richard Jones of Ilkley who sold it to our vendor in March 2000. Ridden many times over the years he is now thinning out his collection. Sold with the V5C, 1982 MOT and a quantity of receipts for the rebuilds. It will require some gentle recommissioning before being ready for the road.
Lot 1061
1969 Triumph TR6C trophy, 650 cc. Registration number GDN 33L. Frame number TR6CXC05697. Engine number TR6CXC05697. International Six Days Trial successes in the late 1940's prompted Triumph to adopt the 'Trophy' name for their off-road-styled twins, at first for the 500cc TR5 and then for the 650cc TR6, introduced for 1956. They were developed over the years becoming the TR6 (UK), TR6R (USA, sports version with low pipes) and the TR6C (USA, competition version with high pipes). The TR6C was aimed at the Californian dessert racing scene and often referred to as the 'Dessert Sled'. By the time Triumph introduced unitary construction of the engine/transmission assembly on its 650 twins for 1963, the TR6 Trophy had long been established as the single-carburettor companion to the twin on the Bonneville, whose specification in all other respects it closely followed. However, although the pair possessed an impeccable engine, Triumph's larger models were widely recognized as lacking in the handling department, especially when compared to rivals Norton. Following the wholesale changes of frame layout in the late pre-unit era, a single down-tube design was introduced on the 650cc 'unit' twins, although even this would undergo several detail alterations over the next eight years. The most important 'tweak' to the Trophy/Bonneville frame was made for the 1967 model year, when a shallower steering head angle was adopted in the interests of better high-speed stability, and road testers duly reported a marked improvement in that respect. By this time Triumph's two 650 sportsters had been updated with 12-volt electrics and a full-width 8" front brake, while other significant improvements for 1967 included a new oil pump and an increase in the Trophy's compression ratio to 9.0:1, same as the Bonneville's. There were further mechanical updates for 1968, the most obvious of which was the adoption of an 8" twin-leading-shoe front brake, one of the best around. This matching numbers TR6C was manufactured in December 1969 and exported to the USA as the vast majority were, although it soon came back and was first registered with DVLA in April 1973. In September 1978 Paul Roberts of Selby bought the bike from a colleague at York Garage Works with a blown engine. He rebuilt the engine and kept it for many years before swapping it with his brother in January 2003. Over the years it has been sparingly ridden and the mileage has gradually risen from 8,205 in 1982 to the 10,878 of today. Sold with the V5C, old MOT's, various tax discs including 1982, it is fundamentally a very original machine.
Lot 1062
1962 Triumph 3TA Twenty One, 350 cc. Registration number VFX 527. Frame number H28726. Engine number 3TA H28726. Triumph re-entered the '350' class in 1957 with the introduction of the 'Twenty One', its arrival ushering in Triumph's unitary construction era. Also known as the '3TA', the newcomer was readily distinguishable by its Shell Blue metallic finish and 'bathtub' rear enclosure, a feature later applied to Triumph's larger models. With only 18.5bhp on tap, Triumph's smallest twin lacked the urgent acceleration of its larger brethren but nevertheless was a capable tourer good for around 80mph while delivering excellent fuel economy. VFX is an example of a quality older restoration of an original machine; declared manufactured in 1962 her date of first registration with DVLA is in October 1985. On file are the receipts for the restoration in 2004/05 by a Mr J. Summers of Portland, Dorset and before and afterwards photographs. She appeared remarkably complete at the outset and after 18 months she was back on the road after a parts cost of some two thousand pounds with a full engine and gearbox rebuild, new paint, stainless steel rims and spokes and re chrome. At this point she was MOT'd, at 51,103 miles (a 1976 MOT is on file at 49,240 miles), subsequently sold to a Andrew Fuller of Weymouth in August 2006 she covered little mileage until our vendor acquired her for his collection in the August of 2008 with a mileage of 51,827, the same as she has today. She has patinated wonderfully and now just needs a little recommissioning before use. Sold with the V5C, various MOT's, before and after photographs and a good selection of rebuild receipts.
Lot 1069
1946 Norton Project, 500 cc. Registration number GVO 769 (see text). Frame number 10299 N4. Engine number A3 1725. Like the majority of its contemporaries, Norton relied on the sidevalve engine until the 1920s when the existing and well-tried 490cc unit was used as the basis for the firm's first overhead-valve design: the Model 18. Introduced in 1923, the latter retained its essentially Vintage characteristics until 1931 when the range was extensively redesigned, dry-sump lubrication and rear-mounted magneto being standardised. There were numerous improvements made to the engine throughout the 1930's, including enclosure of the valve gear, while Norton's own four-speed foot-change gearbox had replaced the old Sturmey Archer in 1935. Although it looks like a pre-war bike, this was actually an interim model produced mainly in 1946 using parts from the 1939 Model 18, just to get production going after the war. GOV was purchased by Michael Bird of Leicester in 1989, selling it to our vendor 1995 at the same time as the Norton International, DPC 332, offered later in this auction. It was in the same condition as you see it now and was supposed to be a retirement project but that has never happened. Most parts appear to be present except for the front wheel and girder forks, but buyers should make their own assessment. Sold with the V5 and various Norton literature.
Lot 1070
1946 AJS Model 18, 497 cc. Registration number HVS 319 (non transferrable). Frame number 33539. Engine number 48/18-8548B. Associated Motorcycles announced its post-war range of AJS and Matchless heavy weight singles in June 1945, both were produced in the same London factory from 1945 to 1966. These bikes represent the end of the era of big British singles, as when AMC merged with Norton production concentrated on twins. . Coded Model 18 and G80 respectively, the two 500cc models shared the same 93mm stroke as their 350cc brethren, coupled to an 82.5mm bore, and could be distinguished by the different magneto position: forward of the cylinder in the AJS; behind it in the Matchless. Housed in a rigid frame with Teledraulic front fork, the rugged and reliable overhead-valve engine drove via a four-speed gearbox. Considerably lighter than the successor swinging-arm models, these relatively docile AJS and Matchless singles are a delight to ride and enjoy the support by an active owners' club. Little is known of the early history of HVS, in 2000 Kenneth Muir of Skipton acquired her before selling her to our vendor in 2014. First registered with DVLA in 1992 it was probably sold as a new restoration (it has aged well now) as in 1996 the MOT states a mileage of 2,946, today it is at 3,583. Little used, it will require a gentle recommissioning before going on the road. Please note that although DVLA have a declared manufactured date of 1946, AJS engines engines start with a date, in this case 48 and the frame number is more in keeping with circa 1948. Sold with the V5C and two MOT's, 1996 and 1997.
Lot 1072
1959 BSA Gold Star, 500 cc. Registration number NRS 978. Frame number CB32 9046. Engine number DBD34 GS 4815.On Wednesday 30th June 1937, a specially prepared Empire Star 500 ridden by the great Wal Handley achieved a 100mph lap of the Brooklands circuit on its way to a debut race victory and award of the 'Gold Star' that would give BSA's new super sports model its evocative name. Possibly the most successful production racing motorcycle ever, the post-war Gold Star formed the mainstay of Clubman's racing in the 1950s. In 1955 of the 37 Junior entries, 33 were Goldies and following Gold Star rider Bernard Codd's 1956 Senior/Junior double victory the event was dropped due to the model's domination of the Isle of Man Clubman's TT.The DBD, the ultimate road going 500 Gold Star, appeared in 1956 when the famous RRT2 close-ratio gearbox and 190mm front brake became standard equipment. From then on BSA's perennially popular sporting single changed little until its much-lamented demise in 1963.NRS 978 was dispatched from the factory on the 30th October 1959 to dealers George Cheyne of 147-149 Holburn Street, Aberdeen (established 1895 and sold on in the 1970's) on consignment number 23852 in Clubman's trim with a 4 gallon steel tank, 190mm front brake, 1 1/2" Amal GP carb, Dunlop alloy rims and an RRT2 gearbox. They received six Gold Stars from the factory; CB32.5089/DB32.903 (20.04.56), CB32.5313/DB32.952 (07.06.56), CB32.5428/DB32.992 (26.02.57), CB32.6206/DB32.1158 (22.11.56), CB32.6695/DB32.1271 (19.09.57) and CBN32.9046/DB34.4815 (30.10.59). Only one was a 500 cc; this machine.Research in the Aberdeen area has put forward two possible first owners, a Cammie Beattie or a William Duncan but Jim Bolton, who worked for the RAF in Kinloss bought one in the early 1960’s and then later rode it to Bristol where he sold it to buy a car. He cannot remember the registration number but this would fit with the known history as it was next owned by a Mr Evans of Bristol in January 1965, followed by Mr Exon in 1966 and also Robert Porter owned it until 1969 when Max Ellis became the owner. In 1983 it had moved to Cheltenham with a Joseph McCaig. In 1989 it was in the stock of Saddleworth Classic Motorcycles and Glen Telford of the New Inn, Chapel le Firth put a £750 deposit down it and completed the purchase at £6,000 in December of that year. During his ownership the engine was rebuilt.In May 2004 it appeared in Mac McDiarmid’s book “Classic Superbikes” pages 38/39 and was also sold by Glyn Jones for £7,800 to Brian Daly of Lothian. Christopher Hampshire of Newcastle upon Tyne bought it on 10th January 2007 and had the engine rebuilt by Dave Flintoft of Cleveland in October 2008 and in September 2010 our vendor acquired it; an electric magneto was fitted in 2016.This matching numbers machine comes with the R.F. 60, V.E. 60, V5C, letters from the Gold Star Owners Club (1988 and 2007), copy of the Despatch Book records, various old tax discs, a quantity of receipts, MOT’s starting in 1989 at 4,730miles, through to 2009 at 12,622 (just after the engine rebuild), the last one in 2010 is at 13,436. The current odometer reading is 13,466 so the engine has only covered some 1,000 miles. There are also a selection of photographs of an earlier restoration with a blue tank.With thanks to Bob Gratton for his help with research.
Lot 53
Tony Smith, "Il Leone" and "Monaco Challenge", a pair of signed limited edition colour prints, Washington Green 1993, the first signed in pencil Nigel Mansell lower left and Tony Smith lower right and numbered 895/1000, image 34.5 cm x 65.5cm, the second signed in pencil Sterling Moss lower left and Tony Smith lower right, numbered 90/500, image 37.5cm x 56cm, together with another print of Nigel Mansell. (3)
Loading...-
596780 item(s)/page