We found 596772 price guide item(s) matching your search
There are 596772 lots that match your search criteria. Subscribe now to get instant access to the full price guide service.
Click here to subscribe- List
- Grid
-
596772 item(s)/page
Lot 816
A quantity of books comprising seven volumes of Shakespeare's plays in tooled leather bindings with engraved illustrations, a volume of Goldsmith's Complete Works, the "Arabian Nights Entertainments"(first nine pages missing), a volume of Select Essays from the Encyclopedy written by Diderot etc, a volume of John Bunyan's "The Holy War", and three large folio volumes of calendars in The Proceedings in Chancery.
Lot 943
GREAT BRITAIN; two albums of first day covers and other covers including 1951 Festival, 1960 GLO with Lombard Street cds, 1963 Paris with House of Lords cds, 1963 Lifeboat with Edinburgh slogan, 1964 envelope and printed New Year message from Duke of Windsor (King Edward VIII) in France, 1972 Wedgwood pane, Japanese occupation of Malaya cover and other Commonwealth, etc.
Lot 951
GREAT BRITAIN AND COMMONWEALTH; interesting accumulation with albums and loose including Commonwealth 1977 Jubilee first day covers, Great Britain 1983 Year Pack (2), other packs and covers, few postcards including Alcocks Green Railway Station, Great Britain commemoratives in two albums from 1925-79 including 1925 Wembley, 1948 Wedding mint, some earlier GB issues from a poor 1840 1d black, 2s 6d and 5s "Seahorses" mint, castles mint, few Channel Islands including local issues.
Lot 1230
Leon Bertaux After ( French, 1825-1909 ) '' Jeune Fille au bain- Sara la baigneuse '' Bronze Sculpture. c.1876. Signed '' Mme Leon Bertaux '' on the sculpture, near the feet. Fine, quality casting. Very good condition. The polished marble plinth In good condition with the expected wear and small losses to the edges. Literature / catalogue raisonne, Anne Pingeot - Antionette Le Normand-Romain - Laure de Margerie, Mus?e d'Orsay. Summary Illustrated catalogue of sculptures, Paris. 1986. Dimensions, Height 10.3/8 Inches, Width 11.1/8 Inches & Depth 7.1/4 Inches. Helene Bertaux, born Josephine Charlotte Helen Pilate ( better known as Madame Leon Bertaux, or simply Leon Bertaux ) was a sculpture and woman's rights activist in the second half of 19th Century. Married but separated from her first husband, she began to sign her works, In 1854, under the name '' Madame Leon Bertaux '' the name of her companion whom she married In 1866, after the death of her first husband In 1865. Later casting c. Early 1950's with Bronze Medal. To figures fright hand which reads Bronze Garranti Paris J.B. Deposee.
Lot 157
Antique Tiffany Studios Bronze First Panel Sheriff's Jury Presentation Single-Candlestick Circa 1903/1906, With Tiffany? Favrile Iridescent Glass Stick Vase. Signed Tiffany Studios New York. Glass Signed L.C.T. Favrile. Vase Has cannot be removed from Candlestick. Wear to Patina. Shipping $68.00
Lot 21017
Turkey : 1863-1921 MINT & USED COLLECTION on leaves. Starts with Sultan Abdul-Aziz first types on thin paper 20 pa, 1Pi x 2, 5 Pi x 2. Thick paper 1 Pi. 1863 Postage Due 20 pa. 1865 Perf.12½ shades to 2 Pi,5 Pi x 2 all f.u. 1867 (June) 2 Pi & 5 Pi f.u. Then un-issued 10 pa to 1 Pi m.m. Postage Due vals. 1868 (Oct) Perf.13½ to 5 Pi x 4 f.u. 1871-2 Perf. 5 to 11½ to 5 Pi f.u. To 10 pa x 3 f.u. 2 Pi. Then later similar ranges inc. Sultan Murad V types from various printings to 5 Pi mostly f.u. 1892-1901 Postage Dues f.u. 1894 Printed Matter types to 2 Pi f.u. 1898 Military Post set Perf.13½ f.u. 1901 Internal Mail to 50 Pi f.u. Foreign mail to 5 Pi f.u. 1901 Printed Matter to 2 Pi f.u. Postage Due set f.u. 1905 Perf.12 to 50 Pi f.u. 1905 Printed Matter to 50 Pi f.u. Postage Due pair f.u. 1908 to 50 Pi Perf.12 f.u. Postage Dues f.u. 1908 (Dec) perf.13½ to 25 Pi f.u. Then continues with most issues represented to 1921 inc. 1913 G.P.O. Types Perf.12 to 25 Pi f.u. P/Dues to 1 Pi f.u. 1914 Tougra A Perf.12 issues to 100 Pi f.u. Postage Due vals f.u. 1915 (Aug) Surcharged pair f.u. 1916 Pictorial types to 50 Pi x 2 f.u. Telegraph & Telephone Ovptd. Types f.u. Inc. On Pictorial types mostly f.u. And much else. Majority are Fine Used with some mint. Condition is generally very fine throughout, and an excellent lot. Stated by Vendor to cat £4,300 approx (NOTE the latest SG cat is 2006, and new up-rated price catalogue expected in 2015) (many 100's) Cat £4300
Lot 4989
Finland : 1860-1936 BEAUTIFULLY WRITTEN-UP balance collection, with each issue tastefully arranged on leaves, with issue details, and often with additional historical notes, illustrations, photos, and a few covers/cards, etc. Starts with well above average ranges of early Serpentine Roulettes, inc. 1860 1¼ teeth 10 k, 1¾ teeth 5 k. 1866 vertically laid paper 5 p x 4, 10 p x 3 various teeth size, wove paper 20 p x 3, 40 p x 6 inc.varieties. 1866-7 8 p x 4 inc.pair, 1 M x 2, 1871 5 p, 10 p x 4. 1875-82 new design Arms types to 32 p, 1882-4 to 25 p, 1885 to 1 M, 1889-94 to 10 M, trilingual types to 1 M x 2, 1891 Russian types (with rings) to 35 k, (without rings) to 50 k, 1901-3 first temp issues, second temp.to 10 M, 1911-5 new designs inc. 5 k perf.14 x 14½, f.u.1918 Vaasa to 1 M, 1917-25 to 25 M, perf.14 similar to 25 M inc. The rare 1 M Pale-Orange f.u. Then onward with fair degree of completeness for the period, inc.defins to top values, early commems. Etc. Condition is generally very clean throughout, with few minor faults. Often Mint as well as F.U. Superb lot (many 100s) Cat £14692 [US1]
Lot 2022
Botswana : (SG 211a) 1966 Bechuanaland Bird 7½c with error yellow background very fine cancelled to order corner block of four, Lobatsi 31 V 67 pmk, not first day unlike most known examples, with full gum, with 2013 PFSA certificate, plus a normal mint block for comparison Cat £6400 (image available) [US3]
Lot 119
A George V silver campana shaped trophy cup, makers Edward, Edward, William and John Barnard London 1828, with gilt interior and flared rim and flower and leaf lobed body on stemmed base (presented for a run on Hayling Sands to commemorate laying of first stone of Norfolk Crescent Hayling Island (1829), 14oz
Lot 2007
During 1933 Velocette introduced the first of a new range of high camshaft overhead valve models in the form of the 248cc MOV, which was joined in 1934 by the 350cc MAC and the 500cc MSS in 1935 with the three models continuing in production until the Second World War halted production. With the return of peace the three models returned to the range. MSS production ceased at the end of 1948 returning to the catalogue in completely revised form with the new frame and revised engine design for the 1954 season. The new MSS would go on to sire the sporting Venom and Thruxton models. This unrestored 1956 MSS is described by the vendor as being in good condition in all respects. Offered with a Swansea V5C it has not been used for two years.
Lot 2009
In late 1970 BSA unveiled a revised version of the mighty Rocket 3. Although the frame remained largely as before the voluptuous styling of the first series gave way to a lighter, leaner style with revised mudguards and simpler sidepanels complimented by tapered megaphone type silencers, slimline front forks bereft of gaiters and shock absorbers with exposed springs. The groups new twin leading shoe conical front brake and hub was adopted and the front tyre size now mirrored that of the rear. Indicators were fitted as standard and the alloy oil cooler endcaps were deleted. The UK market retained the 4.25 gallon tank while US spec machines, as offered here, employed an attractive 2.5 gallon unit. The engine remained largely unchanged, although the gearing benefitted from a smaller gearbox sprocket which improved performance. The US specification machine offered was imported from France and restored to original specification during 2000. The vendor describes it as being excellent condition in all respects with the striking candy apple red paintwork, black frame and brightwork ensuring that it will daw admiring attention. It is offered with a Swansea V5C.
Lot 2014
Triumph's little Tiger Cub was produced in many forms all based on the first 1954 T20 model which in turn was a development of the original T15 Terrier, much sought after today. The Cub quickly proved its mettle in competition, particularly trials with factory riders meeting with considerable success as did privateers on production trials models. Today the Cub is a mainstay of the pre 65 trials scene. The example offered is believed to date from 1970 and is presented as a trials replica. It is presented in cosmetically fair condition but has not been run recently.
Lot 2022
Rudge secured a 1- 2- 3 in the 1930 Junior TT using machines powered by a newly developed engine equipped with a radial four valve head. The new cylinder head appeared on production machines for the following season, one of which had a capacity of 248cc. The following season saw another addition to the range when a 248cc TT replica was added following the company's success in the 1931 Lightweight TT when they secured first and second places. For the 1933 model season the 248cc machines gained the alloy primary chaincase that had been introduced on the larger machines the previous year. The TT was dropped for the 1934 season, being replaced by a "Sport" model equipped with a positive stop foot gear change, a hand change being fitted to the Standard model, which itself was replaced the following season by a new machine fitted with a two valve head initially known as the Tourist and later the Rapid. The Sport continued in largely unaltered form, the most significant being the adoption of the larger fuel tank, fitted to higher capacity machines in the range, for the 1936 season. The two valve machine offered is presented in original condition requiring restoration following a lengthy period of inactivity prior to which it had been raced in vintage events where it proved to be a fast machine. It is accompanied by some Rudge transfers and a 250cc Rudge four valve engine is offered as a separate lot.
Lot 2023
The Corgi's origins lay in the wartime Welbike, a 98cc Villiers powered folding mini bike built by Excelsior that had been built for use by paratroopers enabling their rapid deployment from the drop zone. The Welbike concept was adapted for the civilian market by Brockhouse Engineering of Southport using an Excelsior Spryt engine displacing 98cc that they built under licence. The first version offered from 1948 lacked suspension or a kickstart, despite which it sold reasonably well. A mark 2 variant followed equipped with a dog clutch and kick start and for 1949 Brockhouse offered the option of a two speed gearbox and telescopic forks. Production continued until the end of 1954. The 1950 single speed Mk 2 offered is described by the vendor as being in "running" condition mechanically and "OK" in respect of the cycle parts, transmission, electrical system and cosmetics.
Lot 2024
James Landowne Norton founded the Norton Manufacturing Company during 1898 in his home city of Birmingham supplying components to the established cycle industry and also to the newly emerging motorcycle industry. By 1902 he had produced his first motorcycle employing a French clip on engine and over the next five years developed both the frame, lowering and elongating the basic cycle structure in order to mount the engine (and later the gearbox) within the frame structure and his own engine design which was introduced during 1907. When machines became available to the public in 1908 the prototypes displacement of 660cc had been reduced to 633cc. Equipped with aluminium crankcases and an iron head and barrel the new engine established a pattern that would run until 1954 and introduced a name to the motorcycling vocabulary that is as well regarded today as it was in the Edwardian period - the Big 4. 1909 saw the introduction of a smaller 475cc engine which, although not particularly successful in its own right formed the basis for a revised model introduced in 1911, with engine dimensions of 79 x100 mm and a swept volume of 490cc. Typed the no.2 under the system introduced to identify models during 1915, when the no. 2 was equipped with a chain final drive from the three speed gearbox instead of a belt it became the no.16. For 1921 a revised version of the 16 was introduced using the "low" or home market frame instead of the colonial frame that it had previously employed and shared with the Big 4, Norton added an H to the model number and the 16H came into being. The sporting 16H is as desirable today as it was when new, displaying as it does the best attributes of vintage motorcycle design. The model's specification placed it at a considerable advantage to many of its rivals, an advantage that was enhanced further by the reliability and build quality of the machine. The 16H offered dates from the end of 1923 having left the factory on the 12th December 1923 and is thus a 1924 season machine. It has been on display in a museum for a number of years. It is currently fitted with a contemporary Big 4 engine, although the original 16H engine is supplied with the machine. Offered in unrestored condition it is fitted with an unusual oil tank and a peculiar petrol tank with a double curve at the front, a feature that marque specialist Dr George Cohen has never seen, even in contemporary photographs.
Lot 2032
Undoubtedly one of the great British sporting motorcycles, the KTT (Kamshaft Tourist Trophy) enjoyed a career spanning three decades having first become available to the public at the end of 1928, when two MK I's were built. Production of the new model accelerated in 1929 when 178 were produced. As the name implies, the KTT was a production racer offered to the public. The model benefited from the experience gained by the successful works team, being in effect a replica of the works machines that had secured Velocette's second TT win in the 1928 Junior race. The new model was powered by an overhead cam single cylinder engine displacing 348cc with a bore and stroke of 74 x 81 mm that could be distinguished from the road going models in the range by the external stiffening webs employed on the crankcase. Lighter, steel flywheels were employed and a hotter camshaft was fitted. A great deal of attention was paid to strengthening the valve train to prevent breakages and a revised cylinder head was fitted. Drive was taken to a three speed gearbox, similar to that employed by the rest of the range but fitted with a set of close ratio gears, via a primary chain. The rigid frame was equipped with a set of braced Webb girder forks, a feature peculiar to the KTT. This machine employs a Mk 1 KTT engine housed in a contemporary KSS frame which was identical to the KTT unit, and is complete, except for a missing front brake plate. It is offered in unrestored condition. Prior to entering the museum it was campaigned in vintage racing events where, according to the owner, it proved to be "very fast" but would "benefit from a set of strutted forks".
Lot 2036
PLEASE NOTE: The registration for this Motorcycle is 'HSV 739'. The first production KTT racers were sold to the public in 1928 when two machines were sold, effectively replicas of the works machine that had secured Velocette's second TT win in the 1928 Junior race. The model was produced in its original form with only detail alterations until 1932 when the MK IV was introduced. The Mk IV was fitted as standard with the new positive stop four speed gearbox which had previously been available as an option and a new cylinder head, still cast in iron, was employed, which offered improved combustion characteristics. In most other respects the MK IV was much as its predecessors with the braced Webb girder forks that were peculiar to the KTT and the majority of the rest of the cycle parts being shared by other machines in the range. The example offered was, according to information provided by Ivan Rhodes, a works machine supplied to Gilbert.L. Emery of Llanduduno, a rider that competed with some success in the TT between 1928 and 1933 riding Cotton and Sunbeams in addition to Velocette's with an invoice date of the 31st May 1933 indicating that he paid half its retail price. The discount offered by Velocette was well rewarded with Emery securing sixth place in the Junior TT, his highest finish in a TT. It is presented today in complete original condition affording the enthusiast the opportunity to purchase a rare machine made more desirable as a result of its known history.
Lot 2037
Like the other great Yorkshire motorcycle manufacture, Panther, the Shipley based Scott concern built machines of a type unique to themselves. The basic design of the engine had been established in the pioneer period when Alfred Angas Scott had first introduced his twin cylinder, liquid cooled two stroke to the world with a unit construction two speed gearbox, chain final drive and a kickstart during 1908. The company offered a bewildering array of models throughout the twenties and thirties, all based on one basic frame and engine design which combined with different components to produce a comprehensive range of machines, all of which combined excellent performance with mechanically simplicity. The machine offered dates from 1923 and is an example of the standard two speed tourer. It has formed part of a private collection and was used with success on rallies and runs by family members prior to being laid up. Offered in unrestored condition it is accompanied by an old log book.
Lot 2042
A number of machines can claim to have become cultural icons with the Yamaha FS1E or "Fizzy" being one such. The sight and sound of one of these little two strokes will instantly conjure long forgotten memories for riders of the generation that took their first steps on a motorcycle during the late seventies and early eighties to a post punk soundtrack. The FS1E may not have been the fastest sports moped available, but it proved to be one of the most resilient withstanding the abuse of its teenaged owners with remarkable fortitude and has come to be regarded as the eponymous "sixteener special". Today, the FS1E is highly sought after by those seeking to revive those memories. This very tidy 1977 example, finished in the yellow "Kenny Roberts" livery is described by the vendor as being in very good condition throughout having been the subject of a "90% restoration" that included, in addition to the paintwork, a new wiring loom. It is offered with a Swansea V5C and an MOT certificate valid until the 29th April 2015.
Lot 2047
This interesting machine is comprised of an Ariel Model F frame and cycle parts powered by an Indian Prince engine. Ariel had originally introduced a new frame for the 1927 but were forced into a redesign for the 1928 season following some problems. Three versions of the overhead valve 500cc single cylinder were offered, the twin port Model E, the De Luxe Model F and the tuned Model G. Indian had introduced the single cylinder, side valve, 348cc Prince for the 1925 season. Costing $185 when introduced compared to the $335 asked for a Chief, the Prince had an "English" style with a sloping frame top tube and wedge shaped fuel tank. Intended to appeal to first time buyers, sales of the Prince had been disappointing in its first year, the poor sales being attributed to its styling which was revised to a more "American" form for 1926. 1927 saw the appearance of the overhead valve Prince with another revision to the models styling taking place for 1928. Production of the Prince ended in 1929. The 1930 Ariel Model F has been fitted with a 1928 side valve Prince engine and finished with red paintwork. It has formed part of a collection in Japan for the last twenty five years and has not been used in recent years, consequently it's mechanically condition is not known although the cosmetic condition and that of the cycle parts is good.
Lot 2049
The success of the NS500 triple had a profound effect on Honda's corporate philosophy, two strokes became acceptable in a company that until that time and with the exception of a few basic models and motocross machines, had concentrated their efforts on four strokes. The RS250, when it emerged, appeared to offer a viable alternative to the dominant TZ250, unfortunately a development process that had seen the technology employed in the NS500 translated to a high performance road application and then used in the development of the RS250 severely compromised the first series. A complete redesign occurred for the 1985 season, a new chassis and engine retaining the 90 degree vee twin layout but revised in all other respects resulted in a machine capable of winning as demonstrated by Joey Dunlop in the 1985 TT. The 1986 season machines were essentially a development of the previous year's model and were followed for 1987 by a considerably revised model incorporating a cassette type gear box, crankcase mounted reed valves and larger carburettors. Further development resulted in the 1988 season machines adopting a power valve system in place of the ATAC exhausts previously used coupled with changes to the port and cylinder timing matched the new variable height exhaust and the exhaust port bridge was widened. The forks, now with 41mm stanchions, dispensed with the TRAC anti dive system. Power output increased to a claimed 71 bhp and the machine weighed in 103 kg. The machine continued in this form for the 1989 season, although for that season the power valves were driven straight from the generator rather than the small battery that had been employed on the 1988 season machines and that would return for the comprehensively updated 1990 models. The example offered has recently been fitted with new tyres, pistons and a chain and described as having an "excellent" frame and suspension. Presented in the Rothmans livery, the paintwork is described as being in "very good" condition. It has been paraded regularly around Europe during its time in the present owner's possession, appearing at events such as the Assen Centennial, Spa Classic Bikers and the Moto Legends Coupes at Dijon as well as taking part in an Isle of Man lap of honour. During these events it has been piloted by riders of the calibre of former 125 and 250cc World Champion Dieter Braun and former 80cc World Champion Manuel Herreros.
Lot 2052
Kawasaki introduced their first "Midi" bike in January 1973 typed the MC1. Designed to be used by both older children and adults, hence the "midi" designation, the machine took the form of a small wheeled, 16 inch front and 14 inch rear, trail bike powered by a 90cc two stroke single equipped with a disc valve. The MC1 continued until the end of the 1975 season when it was renamed the KM90 continuing in production until 1980. It was joined by the similar KM100 in 1976, the new model offering more power, 8.5 bhp compared to the KM90's 6.6 bhp. The KM100 offered has recently been imported from the States where it was discovered in the attic of the Harley Davidson and Honda dealer of Dodge City, Kansas in 2012. It had been traded into the dealerships predecessor approximately 25 years ago and had remained, forgotten until 2012. Offered in original, unrestored condition the paintwork and brightwork are described as being in good condition as are the cycle parts. The engine has compression but will require re-commissioning as will the transmission following its lengthy layup and the electrical systems condition is not known. The KM 100 was not officially imported into the UK and was only sold in the States for a couple of seasons, which, combined with the hard use that trail bikes tended to experience, has resulted in few examples of the model surviving.
Lot 2053
The Nimbus was Denmark's most significant motorcycle and was built between 1920 and 1957 in Copenhagen by Fisker and Nielsen Ltd, manufacturers of the world's first electric vacuum cleaner. The early models, known as "stovepipes" and typed the A and B, were built from 1920 until 1934 and featured rear suspension and an inlet over exhaust valve configuration for the four cylinder engine. The model C was released in 1934 and adopted a pressed steel frame with a rigid rear end. The shaft final drive arrangement and longitudinal mounting of the four cylinder engine continued from its predecessors, but overhead cam valves replaced the previous arrangement. Nimbus were one of the first manufacturers to adopt telescopic forks. Developing between 18 and 23 bhp depending on compression ratio and cylinder head shape, the Model C was capable of a maximum speed of 75 mph and weighed approximately 380lbs. In total about 12,000 examples are believed to have been built during the models 25 year production life with approximately a third of all production being supplied to the Danish military, Police and postal services. Estimates suggest that as many as 7,000 examples survive worldwide with as many as 4,000 still registered in their home country providing a fantastic testament to the models durability and the devotion of their owners. The post war touring example offered has benefitted from a full restoration and has subsequently recorded approximately 2,000 km's. It is described by the vendor as "all working" correctly and is attractively presented with black paintwork.
Lot 2054
Shortly after the Second World War, well known Irish road racer Ernie Lyons successfully persuaded Edward Turner to provide him with an engine for road racing, a feat that must have required frequent visits to the "blarney Stone" given Mr Turner's well publicised views on road racing! Mr Turner instructed Freddie Clark to build an engine in the development shop using, wherever possible, production components. The engine that resulted benefited from Mr Clarks extensive tuning abilities and was based on a Tiger 100 bottom end fitted with the alloy cylinder head and square barrel from the wartime generator unit. Separate inlet manifolds, each mounting an Amal carburettor sharing a remote float chamber were employed. The valve gear, although standard production items, were like the bottom end components, lightened and polished. Heavier conrods were fitted and roller main bearings employed. Full race camshafts, a racing BTH magneto, alloy pushrods and a rev counter all formed part of the build with the power unit being installed in a standard Tiger 100 chassis equipped with a "Sprung Hub" and an experimental 8" single sided front brake. The machines first outing at the 1946 Ulster Road Race was not a success but a win at that years Manx Grand Prix, when Mr Lyons was never headed, followed by a fastest time at Shelsley Walsh contributed to demands for a "production" version ,to which Mr Turner reluctantly agreed. In production form the machine retained the special pushrods and roller main bearings but relied more on catalogue production components. Typed the "Grand Prix" the new production racer met with some success in Europe and Don Crossley won the Manx with one, however, it was at National and Club level where the machine shone, thanks in part to the robust nature of the twin cylinder engine, which was easier for an amateur rider to maintain than contemporary "cammy" designs. It is believed that somewhere between 150 and 200 examples were built between 1948 and 1950. The low production numbers and hard environment in which they plied their trade resulted in a high attrition rate with original survivors being rare, however, due to the model's production based origins, good replicas, as offered here can be built. This replica was built to a high standard during the 1980's before forming part of a private collection and was purchased by the present owner in 2010. Described as having excellent paint and brightwork, the machine, which had not been used on a regular basis prior to its acquisition by the vendor, has benefitted from a new electrical system and is described as having an excellent transmission and cycle parts and restored engine. It was chosen as one of the best ten machines in the prestigious 2012 Moto-Legend Coupes and featured in issue 249 of Moto-Legend.
Lot 2056
A Greeves first competed in the ISDT at the 1954 Welsh event, starting a long and successful association that would see Essex built machines competing successfully over the next two decades. The machine offered is one of six QUB Griffons that were entered in the 1975 event held on the Isle of Man, marking Greeves last foray into ISDT competition. The factory had supplied 14 Griffon's to the Royal Artillery Display team and with the ISDT approaching were asked by the Army to prepare six of them for use by the Army team on the Island. The Griffon was a fine scrambler with an abundance of power and good reliability when viewed in the context of a competition machine that would receive attention between races, but in production form was not well suited to the rigours of the ISDT. The change to ISDT specification included the fitment of a special generator to power the required lighting set, however, the short timescale precluded the opportunity to refine the engines tuning for its intended role. The consequences of this became apparent very quickly with heat seizures afflicting the motorcycles that required replacement cylinders. Jim Moore, the Army team manager made his feelings known, as did other team members, which were relayed to the world by an unsympathetic Motor Cycle News. By the time a Greeves representative had arrived on the Island all of the machines had retired from the event. An unfortunate end for the team and factory which, had they been given more time to develop the motorcycles properly, would no doubt have produced a reliable and competitive machine. The motorcycle offered is one of the six machines built and thus represents a significant piece of Greeves history. It is described as being in original, running order, except for a twelve volt conversion and is offered with original letters, photographs and documentary evidence confirming its provenance.
Lot 2058
Suzuki presented the GS750 double overhead camshaft four cylinder at the end of 1976, breaking with a tradition of two stroke manufacture due to increasingly stringent emission controls coming into effect around the world. From the first press reports it became apparent that Suzuki had taken the opportunity to analyse their competitors machinery and in so doing develop a machine that, although not technically innovative in any respect, was arguably the best example of its type produced up to the time of its introduction and a machine that moved the "goalposts" for its rivals. The early example offered dates from the first full year of production and as such is equipped with the single front disc brake. It has formed part of a private collection until recently and is described by the vendor as being in very good, original, unrestored condition throughout. It has recently been fitted with a new seat and is offered with a Swansea V5C.
Lot 2063
PLEASE NOTE: This Motorcycle is now described as a 1956 NSU Sportmax Replica and the information and estimate provided in the Pocket Guide have been revised. NSU announced their withdrawal, as a factory entrant, from racing at the end of the 1954 season leaving an apparent void in the 250cc field for the coming season. They did, however, announce the release of a new single cylinder 250cc racer, the Type 251 RS or Sportmax, which would be made available to privateers for the coming season. Prototypes of the new machine had first been seen at the Monjuich Park Spanish Grand Prix towards the end of 1953 with development continuing throughout 1954. In its 1955 "production" form the new machine displaced 247cc with engine dimensions of 69mm x 66mm which, with a compression ratio of 9.8:1 resulted in a power output of 28bhp at 9,000rpm. An Amal GP carburettor metered the fuel and air mixture into the engine, with a geared primary drive to the four speed in unit gearbox. This replica has been constructed using a modified Supermax frame and very good quality replica parts. It is an extremely good looking and authentic machine made to a very high standard. It has been used regularly at classic events and has attracted much attention. The engine runs well and chassis handles as it should.
Lot 2066
Introduced during 1955 the Dragonfly featured a completely revised set of cycle parts housing an engine that, although clearly derived from the earlier unit, had been refined. Consequently a stiffer crankshaft assembly was fitted to a stiffer set of crankcases. A pivoted fork frame with conventional shock absorbers, a first for Douglas, and Earles forks replaced the torsion bar sprung frame and "Radiadraulic" leading link front forks employed by the previous "Mark" models. A great deal of attention had been paid to "cleaning up" the appearance of the engine which adopted a single carburettor .The clean lines of the engine and transmission were complimented by a set of valanced mudguards and a fuel tank which blended into the fixed headlight housing. The new model was well received by both the press and public but the company's reliance on one model placed them at a disadvantage, restricting their potential sales volume. The company was already in the hands of the Official Receiver when the Dragonfly was introduced and were sold to the Westinghouse Brake and Signal Company in 1956 who promptly ceased motorcycle production with the consequence that Dragonfly's are comparatively rare machines. The example offered, finished in red and black has the distinction of never being registered. Unusually it is fitted with twin carburettors. Described by the vendor as being in good condition throughout it has recently benefitted from some paintwork and is accompanied by a letter from Douglas.
Lot 2072
The little overhead valve Ducati 98TS could trace its origins back to the 1952 when Ducati introduced their most sporting motorcycle to date at the Milan Show in the form of the 98N and 98T. A Sport variant was introduced during 1953 with the overhead valve machines heading the Ducati range until the introduction of the first overhead camshaft models in 1957. As the decade drew to a close the little 98 continued, now housed in a tubular steel frame and typed the 98TS, providing riders with an economical, small capacity sporting motorcycle capable of 53mph, performance that placed it on a par with many 125's from rival manufacturers. This example, dating from 1962 is presented in good original condition throughout and has, until recently formed part of a private collection in Italy. It is accompanied by copies of the original documents.
Lot 2073
The first Fireblade was introduced during 1992 with a four cylinder, double overhead camshaft engine with a displacement of 893cc. Great attention was paid during the design and development process to making the new machine as light and compact as possible. The original model was revised during 1994 and for 1996 a completely revised version, now displacing 919 cc was introduced, receiving a midlife revision in 1998. The new millennium witnessed the introduction of the CBR929RR with a displacement of 929cc. The new version featured an even more over square engine now fitted with fuel injection and lighter internals. The chassis was redesigned and a 17 inch front wheel replaced the 16 inch item previously employed. The example offered is described as being in excellent cosmetic condition. The vendor reports that the engine "runs ultra-smooth" with the transmission and electrical systems being described as "all working". It is offered with a full service history including stamped service books, a "stack of previous service invoices and past MOT's" and the original owner's manual. The vendor reports that it has been very well maintained and is presented in "immaculate original condition" with the exception of the aftermarket muffler.
Lot 2075
Steve Wicks had built up an enviable reputation with his 125cc and 250cc which had been racing on British circuits prior to the announcement of the 80cc machine in 1984. Rising costs in the larger classes had encouraged the talented Leeds engineer to put the 125 and 250cc products on hold in favour of developing the 80cc single cylinder carbon fibre disc valve equipped engine. Housed in a Spondon frame the and ridden by Neil Tuxworth the first machine took second place at the North West 200, second in the Brands International and first in the Southern 100.For 1985 Jamie Whitham joined the Wicks team and riding the bike offered, which is the second machine built, met with considerable success securing the Wicks first national victory at Mallory Park on the 8th September and finishing second to Ian McConnachie at the Scarborough International Gold Cup meeting. The vendor describes the machine as being in good condition throughout and "pretty much original" with the correct CMA wheels and Ziegler cylinder, it is presented to the specification that it would have been in when raced by Jamie Whitham in 1985. A fascinating piece of British motorcycling history, it has been raced and paraded by the vendor while in his ownership.
Lot 2078
Introduced at the end of 1980 the CB1100R benefitted from Honda's experience with their endurance and Formula 1 racers. The engine, although clearly derived from the twin cam CB900, differed greatly in detail. There were five plain main bearings complimented by plain big ends and the gudgeon pins connecting the semi-forged pistons to the conrods were 17mm in diameter. The cam chain was larger than the CB900 at 1.25 inches and the gearbox was refined to improve performance and heavier clutch springs were employed. An oil cooler was fitted as standard and a compact generator was employed. In stock form the engine delivered 120 bhp at 9,000 rpm and delivered a top speed of 148.21 mph when tested in 1982. Honda announced that the new machine would be limited to 1100 units in its first year, sufficient to allow homologation for production racing. The cycle parts reflected the CB1100R's intended use with a single seat, half fairing, adjustable clip-ons and a high flow fuel tap all being fitted. Suspension was provided by a set 37mm forks with air adjustable spring preload, increasing to 39mm with TRAC anti dive for the following season. Although monoshock rear suspension was becoming common on road and race machinery the CB1100R retained a traditional twin shock absorber system, Honda engineers considering it to be more durable and rigid than contemporary monoshock designs, although for the last year of production a box section swinging arm replaced the earlier, tubular assembly. In total 4050 CB1100R's are believed to have been built over its three production life. This machine dates from 1982 and is described as being in very good condition in all respects having had only one owner from new, a Honda dealer in Switzerland. It has recorded only 26,000 Kilometres and has been maintained to a high standard throughout. Offered with Swiss documents and the original instruction book.
Lot 2079
The Domiracer project arose from Norton's desire to find a replacement for the Manx singles. A Dominator 88 had competed with some success in the 1960 Thruxton 500, winning its class which resulted in the factory building a machine using a tuned 88 Dominator engine driving a Manx gearbox. Manx forks graced the "featherbed" frame and Manx hubs were employed. The complete machine is believed to have weighed 35lbs less than a late Manx and set the first 100 mph plus lap of the Island for a pushrod 500cc twin in the hands of Tom Phillis. Development continued into 1962 when Norton abandoned the project. Although no "production" machines were built by Norton, a number of Domiracers were built privately inspired by the works efforts. The 1956 Dominator 88 has been built up to resemble a Domiracer using the standard engine, frame, swinging arm, forks, and rear hub. An Oldani front brake is fitted with both wheels using Akront alloy rims. To complete the conversion from humble road going twin to racer Manx type yokes, oil tank, primary chainguard, front number plate, fuel tank, seat, gear and brake levers are fitted. The machines cycle parts and cosmetics are described as being good, but the machine has not been run in recent years and consequently its mechanical condition is unknown.
Loading...-
596772 item(s)/page