1939 Scott Flying Squirrel, 596 cc. Registration number DNX 614. Frame number 4658. Engine number DPY 4735. Bradford-born Alfred Angas Scott’s experiments with two-stroke motorcycle engines began in the closing years of the 19th Century. The first complete Scott motorcycle followed in 1908, its twin-cylinder engine, two-speed foot-change gear and all-chain drive marking it out as an exceptionally advanced design for its day. Light weight, ample power and sure-footed handling thanks to a low centre of gravity were Scott virtues right from the outset. Like its major rivals, Scott was well aware of the publicity value of racing and the allure of models with a TT connection, so the adoption of an optional full-frame tank, like that of the works racers, for the new Flying Squirrel was not surprising. The Squirrel name was used for Scott motorcycles since 1921 but with the death of the founder Alfred Angas Scott in 1923 the unorthodox Scott two-stroke motorcycles began to become more conventional. Development of the three speed Scott Flying Squirrel began in 1922 as the company was in severe debt and faced receivership. Launched at the 1926 Earls Court motorcycle show, the Flying Squirrel was expensive - nearly twice the cost of a sporting four-stroke motorcycle of the time. The unique water cooled circulation used a convection method known as the thermosyphon system. The bottom end block was painted either green or red for racing or road respectively and featured a centrally positioned flywheel, twin inboard main bearings, overhung crankpins and doors to enable ease of access to the engine. The redesigned three speed gearbox, multi-plate clutch and the repositioned magneto were all significant improvements. In 1929 Scott achieved third place in the Isle of Man TT and launched a road going TT Replica Flying Squirrel. Following cost cutting the factory also launched a basic touring model in 1929 for under £70. Financial problems continued, however, and in 1931 Scott were unable to enter the TT or the Earls Court show. A three cylinder prototype was developed but Scotts lacked the resources to develop it and on the outbreak of World War II production ended. Between 1935 and 1938 the factory at Shipley in Yorkshire produced the B2592 air-cooled Aero engine, based on the Scott Flying Squirrel motorcycle unit. A 25 hp version was also specifically developed to power the notoriously dangerous Flying Flea aircraft. According to the V.M.C.C. records DNX was dispatched from the factory on the 14th February 1939 and was dispatched to H. Greenside of Liverpool although the invoice was sent to Mr Kitson, Scott Motors London agent. It was first registered on the 1st July 1940 in Dudley, Liverpool; the delay presumably due to WWIII. The R.F.60 (1956 edition) lists Peter Lowe of Birmingham and then three address’s in Devon as the owner from 1957 until Peter Simpson of Edinburgh bought it in 1963 followed by Lawrence Sutherland. It then goes quiet until Raymond Elliott of Morpeth in 2001, Rob Francis in 2002, and Ray Mawson in Lincolnshire again in 2002 who had the engine rebuilt. He sold it to David Curtis of Doncaster in 2006 when the speedo was reset and then he sold it to Jeremy Wilcox of Rowlands Gill in 2010, our vendor bought it from him in 2016. This rare machine was last MOT’d in 2012 at 1,638 miles, it is now at 3,655 miles, so some 4,500 miles since the engine was rebuilt and we would suggest testament to a good rebuild and a very ridable machine. Little used since our vendor has owned it, DNX will need a light recommissioning before use. Sold with the V5C, R.F. 60, the V.M.C.C certificate, a new battery, various MOT’s and hand written notes.
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1954 Norton ES2 Project, 490 cc. Registration number (not registered). Frame number J4 53790. Engine number 53790. Gearbox number G102 A 6135. Beginning as a manufacturer of parts for the 'two-wheel trade' in 1898, Norton quickly progressed into producing motorised bicycles and by 1908; the company had developed its own single cylinder engine to power the basic motor cycle. In 1907, Norton found success at the first Isle of Man TT with a Peugeot-powered machine; this heralded the start of a long line of sporting successes which lasted into the 1960s. The ES2 first arrived in 1927; the long-stroke, single cylinder thoroughbred machine became popular due to its classic design and reliability and had a production run which lasted into the mid-Sixties. There is no history with these parts and buyers should satisfy themselves as to the age and completeness.
1967 BSA Bantam Supreme, 175 cc. Registration number KTL 286E (non- transferable). Frame number D10 7324. Engine number D10 341. The Bantam was based on the German DKW RT 125, a design that was received as war reparations, with the Bantam as a mirror image so the gear change was on the right side as with other British motorcycles of the period. Over the years the model evolved through the D1 of 1948 to the D3, D5, D7, D10, D14/4 and finally in 1969 the D175. Production ceased in 1971. 1966 saw the introduction of the D10, with 175cc and 3 speed gearbox but with increased power. The electrical system was further revised with a new type of Wipac alternator and rotor. The points were moved from the nearside to a separate housing in the primary drive cover on the offside, apart from this the bikes external appearance was very similar to the late D7 models. There were 2 variants added to the range both with 4 speed gearboxes, high level exhaust and forks with no nacelle but a separate headlamp. The first was the Sports model with Chrome mudguards, a fly-screen and a hump on the rear of the dual-seat. The second was the Bushman, mostly for export, which had 19 inch wheels and a modified frame for more ground clearance. D10 production ceased in 1967. KTL was dispatched from the factory on the 12th May 1967 to T. Cowie of Newcastle on Tyne with a different, although the one fitted is correct for the period. In 2009 it was restored and registered with DVLA in September 2010. In November 2012, whilst in the ownership of Roland Elliott of Louth, it received a comprehensive engine rebuild and in August 2018 our vendor bought it. Work was undertaken on the clutch and gearbox the following month to make them serviceable. It is now being sold due to a lack of space. Sold with the V5C, 2010 MOT, dated certificate and various receipts and notes.
1972 Triumph Trident Project, 750 cc. Registration number MTD 19K. Frame number T150 AG 1080. Engine number T150 TEE 01146. Essentially a 'Tiger-and-a-half', the Triumph and BSA 750 triples were launched in the UK in 1969, just in time to be up-staged by Honda's four-cylinder CB750. Differences between the Triumph Trident and BSA Rocket 3 were more than just cosmetic: the two models used different frames and in BSA guise the motor's cylinder block was inclined forwards. Only the Trident survived the Group's collapse in 1972, continuing as the T150V (with 5-speed gearbox) and later the T160 (using the BSA-type engine). The number of important production race victories achieved (notably by the works Triumph 'Slippery Sam') is eloquent testimony to how effective a high-speed road-burner a well-fettled triple can be. Today the models are served by an active owners' club and enjoy an enthusiastic following worldwide. This example was last on the road in 1996 and has been stripped for a rebuild, which has now stalled. The engine has been part dismantled and was found to have a bent crank shaft, also there are no tanks. There are a lot of parts with this bike including a new seat and buyers should check to see what is with the machine. This bike will make a good spring project for the new owner. Sold with the V5C.
c. 1957 Norton International, Model 30, Project, 490 cc. Registration number not registered. Frame number M11 72050. Engine number M11 72050 (os 907). One of the most charismatic model names in motorcycling history, 'International' was first used by Norton for its top-of-the-range sports roadster in 1932. The Inter's overhead-camshaft engine had been developed in the works racers for the preceding two years, and although it retained the classic 79x100mm bore/stroke dimensions and shaft-and-bevels cam drive of the existing CS1, was entirely new. Based on the works bikes and intended for racing, the International could nevertheless be ordered with refinements such as lights and a kick-starter equipped gearbox. By the time production halted in 1939 it was being built with a four-speed foot-change 'box and plunger rear suspension (the 'Garden Gate' frame), reappearing after the war in similar guise save for the adoption of the hydraulically-damped Roadholder front fork, which replaced the pre-war girder. The Inter remained fundamentally unchanged until 1953 when it gained the race-developed Featherbed frame, all-alloy engine and 'laid down' gearbox. Expensive to make and challenged by cheaper parallel twins of comparable performance, the Inter ceased to be catalogued after 1955 but could still be obtained to special order until 1958, many of these later machines incorporating Manx components. By 1955, the International was no longer listed in Norton's sales catalogue. A Model 30 International, with its all-alloy 79mm bore by 100mm stroke single-cylinder engine could, however, still be special ordered until 1958. Compression was 8.1:1, and according to Barry Stickland, writing for the Norton Owners Club (NOC) U.K., a new style of silencer was introduced to help the engine, which was rated at 29.5 horsepower, deliver a bit more power. The wheel hubs were full-width cast iron. Road holder forks absorbed bumps at the front, and distinctive bolt-on chrome panels adorned the gas tank. 1957 saw only 70 of the Model 30 (490cc) and ten of the Model 40 (350cc) built. 72050 was delivered to St Andrews Motors, a dealership for Norton and Vincent motorbikes on Gallowgate in Newcastle upon Tyne. A rare survivor, this matching numbers machine was owned by Jimmy Maughan of Guisborough, Cleveland, who had a motorcycle sales and repair business. It is believed he bought it in 1959. He passed on some 30 years ago and his wife retained his collection which included the CB32 Gold Star in this sale. Local undesirables began breaking into the shed where they were stored and started removing parts from the machines. His widow then covered them with furniture and the roof later collapsed. Rescued by our vendor when she needed a new roof on her home she could not find the paperwork for either machine. There is no paperwork with this lot.
1958 AJS 16 MS, 348 cc. Registration number YTG 828. Frame number SB/16MS 33542. Engine number A64174. Associated Motor Cycles announced its post-war range of AJS and Matchless heavyweight singles in June 1945. Coded Model 16M and G3L respectively, the two 350cc models shared the same 93mm stroke as their 500cc brethren, coupled to a 69mm 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 ruggedly built overhead-valve engine drove through a four-speed gearbox. Hairpin valve springs were adopted for 1949 and a swinging-arm frame introduced, the latter initially for export only but available in the UK from 1950, machines so-equipped being suffixed 'S'. This example was built by Pykett Engineering of Andover in 1982 for John Fenton of Cleakheaton. He supplied the engine and gearbox and they the rolling chassis at a cost of £1,622 plus VAT. Our vendor acquired it 1992 and it appears to be in good order but will need recommissioning before use. Sold with a V5, a 1988 MOT, the Pykett receipt and letter.
1960 BSA Gold Star, Clubman Trim, 500 cc. Registration number 152 MTD. Frame number CB32 9423. Engine number DBD34 GS 5131. Gearbox RRT2. To start the Goldie story, we go back to 1937, when Wal Handley came out of retirement to ride a three-lap race for BSA at Brooklands. Winning the race, with the fastest lap of 107.5mph, Wal earned himself the Gold Star (awarded for race laps in excess of 100mph) and with it launched the Gold Star marque. The following year saw the first of the production Gold Stars, the M24, complete with the trademark alloy barrel and cylinder head. The engines were built from individually selected parts and bench tested, a practice that was to remain throughout its life. The machine, an instant 'good-looker' and a bargain at £82, was capable of 90mph performance though possibly without the handling to match, and pre-war production was restricted to under 500 machines. Post war, BSA launched the ZB32 in 1948 at a price of £211. In order to satisfy the eligibility requirements for the Clubman’s TT, over 100 machines were produced, 21 of which were entered into the 1949 350cc junior race, a race to be dominated by Gold Stars for the next eight years. The 350CC model was followed by the 500cc ZB34. 1953 saw the introduction of the BB series (BB32-350cc/BB34-500cc) with new duplex cradle frame and swinging arm rear suspension. These were followed in 1954 by the CB series with engine changes aimed primarily at the road racers. Immediate success was achieved in the Clubman’s TT and this cycle of engine redesign and immediate success was repeated the following year with the DB series. Towards the end the Gold Star was only offered in scrambles or Clubman’s trim. In 1963 Lucas ceased to produce the magneto used in the B series, which was a prime reason that BSA and Triumph reconfigured their pre-unit-construction parallel twins into engines with integral gearboxes, simultaneously converting the ignition system from magneto to battery and coil. The Gold Star was not considered for progression to unit-construction, and instead the 250cc BSA C15 was developed (via the B40) into the 500cc B50. This two owner example was dispatched from the factory on the 25th January 1960 to Kings of Stretford in Manchester on consignment note 30396 and tally number 2155, in Clubman’s Trim. On the 1st February 1960 Stanley Robinson of Rossendale bought it and kept it until Phil Cotton Classic Bikes of Dalton in Furness sold it to our vendor on the 17th November 1993. At this time it had a mileage of 23,588 and a 1966 Triumph Bonneville was taken in part exchange as part of the £7,950 price paid. Unused until 2012, when a new MOT was issued at 23,596 miles and new tyres were fitted. Today the mileage is only 23,617 and she has just had a new clutch fitted and a service before being consigned to the auction. Sold with the V5C, 1993 and 2012 MOT's, 1993 purchased receipt and 1993 Gold Star Owner Club Certificate and a copy of the brake test dated 13/01/1960.
c. 1937 Velocette KSS Project, 350 cc. Registration number DVN 218 (not registered with DVLA). Frame number TBC. Engine number KSS 10242. Gearbox 10 - 1980. The overhead cam KSS was designed to appeal to the rider seeking a sporting road machine. The overhead cam 350 cc Velocette engine came into being in 1925, and within twelve months had won its first Junior TT, fitted in a new frame designated KSS. The effect of the win made the machine so popular and demand so phenomenal that Velocette had to invest in a new factory to keep pace. Situated at Hall Green, the Birmingham facility then became the home of Velocette for many years to follow. K series engines were produced here at the rate of around 1000 a year until the thirties depression so affected sales of luxury and performance bikes that the company had to refocus efforts on the less expensive 2 stroke and overhead valve powered roadsters. Over the years these GTP (2 stroke) and MAC (ohv) machines became almost equal in performance to the 'cammy' models which had to be upgraded to Mk2 form in 1935 to maintain the performance edge. Always expensive to manufacture and not easy to maintain the KTS (touring) and KSS (sporting) versions continued in production subsidised by sales of the less expensive models, but giving the company a broader range of products to offer the public. There is paper on file stating that KSS Velocette registration number DVN 218, see rear number plate, was Fred Smith ex Doreem of Lightcliffe. Sold with a Spares booklet, buyers should satisfy themselves as to the completeness of this lot.
1955 Matchless G9, 498 cc. Registration number UYJ 920. Frame number A34382. Engine number 55 G9 27286. With hindsight 1949 can be defined as the year of response to the success of the Speed Twin by Triumphs rival manufactures with BSA, Norton, Royal Enfield and AJS/Matchless all announcing new 500cc twins. AMC felt they should improve upon Triumph's design, and so added a centre main bearing to the crankshaft, which added immense strength and rigidity when compared to the deflection-prone cranks in the Triumph, and every other British vertical twin that followed. All except the Matchless and AJS twins had only the two outer main bearings with a huge central flywheel supported only by the rod journals. This 3-bearing setup allowed AMC to make the one-piece crank out of a heavy-duty cast iron, instead of steel. The connecting rods were made of lightweight aluminium alloy and were highly polished to remove surface imperfections that could develop into cracks under stress. The cylinder had its separate cast iron cylinder block that was sunk deeply into the alloy crankcase. The alloy cylinder heads were also two separate castings. They were well-engineered, robust machines that proved reliable even after displacement and horsepower were increased. AMC started using Burman 4-speed gearboxes the previous year in 1952. AMC, unlike the majority of their rivals, who dabbled with "sprung hubs" and various plunger systems, had introduced a pivoted fork frame controlled by hydraulically damped suspension units during the late forties having carried out development work during the war years. The new rear suspension system that was applied to both the singles and twins was complimented by AMC's "Teledraulic" battlefield proven front forks. The rest of the cycle parts were drawn from the existing single cylinder range. The basic design changed little over the course of the next few years, the most significant changes occurring in 1952 when a new Burman gearbox was adopted, 1954 and the change to a full width alloy hub and 1955, the year that the example offered was built, when an Amal Monobloc carburettor became standard together with a full width alloy rear hub. 1956 saw the introduction of the revised long oil tank and toolbox together with a new frame and in 1957 the Jampot suspension units gave way to items supplied by Girling. UYJ was first registered on the 22nd of June 1955 and nothing is known of its early life until July of 1993 when Stuart Bray of Bexhill on Sea bought it and then sold it to our vendor on the 31st August 1993. It was a machine he had owned earlier in his life and as business was successful he treated himself to a tired example. He then entrusted it to Tennant-Eyles of Faringdon in the November who undertook an extensive restoration, with a full engine and gearbox rebuild, full frame and running gear rebuild to a concours standard. Completed and handed over in March 1995 our vendor then covered some 122 miles before his interest in it waned and trialing took over. Stored in a heated garage ever since, it is testament to the rebuild that it now has mellowed perfectly and is probably one of the best G9's in existence. Sold with the V5 and the comprehensive documents from the rebuild.
1937 Rudge Special Project, 498 cc. Registration number DPB 201 (see text). Frame number 59676. Engine number S4071. Gearbox number V39569. Rudge motorcycles were manufactured from 1911 to 1946, and the Birmingham firm was highly regarded for its innovative engineering solutions. Rudge enjoyed a string of successes at the Isle of Man TT races during the 1930s. This fine sporting marque was very competitive in speedway, and also trials events in the hands, and feet, of Murray Walkers father, Graham, Rudge's sales manager at the time. Works supported racing and the supply of race machinery stopped around the mid- thirties after the death of Rudge- Whitworth principal and driving force J.V. Pugh and subsequent sorties into auto cycle production and other badly managed ventures foresaw the demise of the once proud Rudge concern in 1940. This example is registered with DVLA but there is no paperwork with it. There is no history with these parts and buyers should satisfy themselves as to the age and completeness.
1966 Matchless G2 CSR 250 cc. Registration number KKH 198D. Frame number 18530. Engine number 59/14 2666. Associated Motor Cycles returned to the 250cc class in 1958 with a brace of all-new models. Shared by the AJS Model 14 and Matchless G2, the four-stroke, overhead-valve power unit incorporated its oil tank within the crankcase and appeared to be of unitary construction, although a separate gearbox was retained. The cycle parts comprised an open, tubular steel frame, closed at the bottom by a pressed-steel channel, complemented by a telescopic front fork and swinging-arm rear suspension. Super sports 'CSR' roadsters arrived in 1962 and continued in production after the basic G2/14 was dropped in July 1963, finally disappearing from the range in 1966. This example was acquired by our vendor from a neighbour in 1995, prior to that it was owned from 1988 by Edward Barker of Mansfield, who had re registered it with DVLA in 1886, as when he bought it from John Pullen of Nottingham it was listed with DVLA as an AJS with a registration number of Q252 AVO. It underwent an engine rebuilt at this time with a new big end and con rod. Our client contacted the AJS/Matchless Owners Club in February 2001 and had its history confirmed as a Matchless G2 CSR, the frame being dispatched by the factory on the 24th January 1966 to Hooley Garage of Nottingham. The engine was dispatched on the 13th March of 1959 as an AJS 14 to Jenkin & Purser of Southampton. It will require recommissioning before going on the road. Sold with the V5C, V5, MOT's from 1988, 1996-1999(as Q252 AVD), 2000 (when it changed to KKH 198D) and 2001, receipt for the engine work and the Owners Club certificate.
c. 1932 Norton Special Project, 500 cc. Registration number (not registered). Frame number 33/500 58666. Engine number CS 52760. Gearbox TNS 32958. The engine of the CS1 first appeared in 1927 as the power plant for the works racers and in a road bike the following year, sharing the same frame and cycle parts as its stablemate the ES2, as a touring version of the International. The drive to the overhead camshaft is by a vertical shaft with a bevel gear at either end and features the characteristically 'cricket bat' shaped cover to the timing chest. The cambox is a separate casting bolted to the cylinder head and has protruding rocker arms to actuate the valves. In 1929, the designer, Walter Moore, left Norton for NSU in Germany and as he owned the original patent, continued to make the engine under the NSU banner. Norton therefore got Arthur Carroll to completely redesign the engine and he came up with the familiar shape that was to be produced for the next thirty years. The CS1 carried on, using this new engine from 1931 until 1939. There is no history with these parts and buyers should satisfy themselves as to the age and completeness.
1912 Rover 3.5 hp, 499 cc. Registration number DS 9837 (non-transferable). Frame number S37508. Engine number 3870. Designed by J K Starley, the Rover safety bicycle represented a breakthrough in bicycle design at the end of the 19th Century. In November 1903 the Rover Cycle Company presented its first motorcycle, an advanced design that featured a well-designed side valve engine; spray carburettor, robust diamond-type frame with twin front down-tubes, and excellent quality of finish. It created a lot of interest and more than 1,200 were sold in 1904. Not all of Rover's rivals could match its reliability though, and public confidence in motorcycles waned as a result, causing a downturn in sales. Rather than jeopardise its reputation, Rover stopped motorcycle production entirely, concentrating on its bicycle business and the development of a Rover car. In 1910 the motorcycle's future seemed more assured, and designer John Greenwood (later of Sunbeam fame) was commissioned to draw up a new engine. A 499cc sidevalve, the new motor incorporated spring-loaded tappets and positioned its Bosch magneto, driven by a 'silent inverted-tooth chain, high and dry behind the cylinder. The carburettor was by Brown & Barlow and the forks by Druid. At the end of 1914 a three-speed countershaft gearbox was added, and from then until its production ceased in 1924, few changes were made to the side valve single. Before the finish, unit-construction overhead-valve 250 cc and 350 cc models were introduced, but by this time the company had decided the future was in car production and the final Rover motorcycles were sold in 1926. This example was restored by the well-respected Peter Autherson of Hull in June 1992 and bought by our vendor in the August of that year. Over the intervening years it has had the occasional outing and always lived in a heated garage and been cherished. He is now of an age when he knows, that as only a custodian of this rare example, it is time to let it move to pastures new. Our auction, with the large selection of unrestored Rovers from the Hanson collection concentrated his mind on the sale. It has recently been run but as with all old machines that see little use it should undergo gentle recommissioning before entering Pioneer events. Sold with the V5C.
1984 Kawasaki KR250, 249 cc. Registration number H802 GND. Frame number KH250 A 005843. Engine number KR250AE 005935. Never seen a KR250 before? You're not alone. Even by grey-import standards these Kawasaki tandem twins are rare. It is believed that there are less than 50 in the UK, 30 of those arriving in a batch independently imported by Huddersfield Kawasaki. They were only sold in Japan, Australia and South Africa got the KR and competed against the Suzuki RG. As well as being one of the rarest 250 two-strokes, the KR is also one of the most technically interesting. Its motor is a dual-crank tandem-twin, with Kawasaki's Rotary Reed Valve Induction System (RRIS), as used on the AR125. This gives it a much broader spread of power than the reed valve only RG - the KVSS power valve equipped KR250S introduced in '86 is claimed to be even more tractable. The chassis is striking too. There's an adjustable underslung shock, a braced swing arm, adjustable anti-dive forks, triple discs, a hand-welded aluminium frame and styling that gives more than a nod to the GPZ900R. Although complicated it helps the bike to remain very narrow, as exhaust routing and expansion chambers no longer have to run underneath the engine as they do on most parallel-twin engines. In this case, they both exit on the right side of the bike: one down low, the other partly through the tailpiece in flamboyant 1980s style. The round tail lamp is set into the kicked-up tail and the bolt-on hand-fairings are an unusual touch. The 45 hp engine was good for over 110 mph and had a six speed gearbox. As MCN said in 2016 "Starting these Kawasaki’s requires a knack - even in fine fettle, they're notoriously recalcitrant and sometime refuse to fire on one or both cylinders, despite vigorous kicking. Flipping the fuel tap to 'Prime' before prodding the kick starter coaxes it into life." Our vendor purchased this example from Kawasaki Huddersfield on the 5th of February 1991 and used it sparingly until 1995 when it went into storage with 2,090 miles on the odometer. These are rare machines and this totally original machine will need recommissioning before use. Sold with the V5.
1970 BSA Starfire, 250 cc. Registration number FLE 92J. Frame number ED11545 B25S. Engine number ED11545 B25S. BSA acquired the Triumph marque in 1951 and developed the C15 250 cc from the Triumph Tiger Cub; in 1958 they introduced unit construction and the BSA C15 Star was their first model, which was much more reliable than the outgoing C11, although it still had many gremlins. In 1967 it was replaced by the new B25 Starfire and C25 Barracuda, with a stronger crankcase and alloy cylinder barrel. The Starfire was aimed at the all- important US market and was styled as an off road bike with raised exhaust and strengthened handlebars, produced between 1968 and 1970. An unashamed exercise in 'badge engineering', the Starfire and the Triumph TR25W Trophy basically were the same machine except for an alteration in gearing, adoption of different wheel sizes. The range stayed until the end of BSA in 1972. This matching numbers, UK bike was first registered on the 23rd September 1970. Its early history is unknown but in August 2012 it was bought by Rob Prince of Bath with a mileage of 29,980 and he undertook a meticulous restoration over several years. This included a full engine and gearbox rebuild by RTS Products at a cost of £796, at the same time the frame was painted and all ancillaries were overhauled or replaced. His first MOT'd it in the July of 2017 at 30,104 miles and again in 2018 at 30,180 miles. A he was not using it he sold to our vendor in March 2018 but his legs do not reach the ground (he is a race horse jockey) he has not used it so is moving it on. This Starfire is almost an "out of the box restoration" machine, with the nobbles still on the tyres, it will require very little to make it road worthy (there is a slight oil leak on nearside fork). Sold with the V5C, restoration history and two books.
1957 BSA Dandy 70 cc. Registration number XRH 410 (see text). Frame number DS 125290. Engine number 12187. The Dandy was very well received at its launch in 1955. Combining styles of scooter and moped, the motorcycle press considered it to be ahead of its time. British manufacturers had been forced into the scooter market by the Italians. The success of Vespa and Lambretta had created an enormous market for scooters, which, by the mid-fifties, seriously affected sales of motorcycles. Worse for motorcycle manufacturers was the fact that scooters were so much more popular with young people, women and first-timers. Whereas the entire British motorcycle industry had been founded on principles of masculinity, self-sufficiency and amateur mechanics. It was nothing less than a major culture clash. The Dandy was revolutionary in its design. It should have been in pole position defending the Realm against so many imported two-wheelers. Unfortunately, despite some success at its launch, it was soon apparent that the Dandy had been dumped on the public without sufficient road-testing. It suffered from gearbox problems, and became a typical example of British industry's inability to match foreign competition in the new 1950's lightweight motorcycle/ scooter/ moped market. The British lost the battle, first to the Italians (scooters), the Germans (mopeds) and soon to the Japanese (everything else). Production ceased in 1962. This example was first registered by Jordan's of Hull on the 26th November 1957 before being sold to Bernard Cuthbert of Partrington in the March of 1958; he sold it on to Charles Ducker of Cottingham in March 1959. Our vendor acquired it in 1990 as a box of bits and reassembled it. He applied to DVLC for the registration number but was turned down and never took the matter further. His son rode it for a while before it was parked up. This unusual machine, with wonderful patina, has never been restored and will require recommissioning before new discussions with DVLA. Sold with the R.F.60,V55/5 dated 01/07/90 and DVLA letter of 22/06/90.
1932 Sunbeam 20hp, 23.8 hp, 3,317 cc. Registration number TF 6782. Chassis number 7017P. Engine number 7020P. The Sunbeam name had been registered by John Marston in 1888 for his bicycle manufacturing business. Sunbeam motor car manufacture began in 1901 and the motor business was sold to a newly incorporated Sunbeam Motor Car Company Limited in 1905 to separate it from Marston's pedal bicycle business; Sunbeam motorcycles were not made until 1912. It first came to prominence following the appointment of Louis Coatalen as chief engineer in 1909 and Coatalen designed cars were soon setting new records at Brooklands race track in Surrey. In 1912 the 3 litre Sunbeams caused a sensation when they came 1st, 2nd and 3rd in Coupe de l’Auto for touring cars run at Dieppe. So good they were that they achieved 3rd, 4th, and 5th places in the French Grand Prix run concurrently. The cars which finished 1st and 2nd achieved their places with as it’s superbly made products enjoying a reputation rivalling that of the best from Alvis and Bentley. In June 1920 the French company Darracq bought Sunbeam, they had already bought Clément-Talbot in 1919 and they retained their separate identities.https://en.wikipedia.org/wiki/Sunbeam_Motor_Car_Company - cite_note-TT43596-15 The Sunbeam car would continue to be made at Moorfield Works, Wolverhampton, the Talbot in North Kensington and the Darracq at Suresnes with central buying, selling, administration and advertising departments with S T D in Britain. On 13 August 1920 Darracq changed its name to S T D Motors Limited; the initials represented Sunbeam, Talbot and Darracq. Unfortunately the group was badly mismanaged. It failed to rationalise engines which were 3 and 5 times the size of the Sunbeams. The almost identical touring model sold very well as a result its model range so that, at double the development cost, its own cars were often competing against each other for sales. The Sunbeam 16 and Talbot 14/45 for example were fairly similar cars aimed at the same market. Not only this, but there was virtually no standardisation or interchangeability of parts within the group which would have reduced costs. Following the Wall Street Crash of 1929, the depression of the 1930s set in and when in 1935 a large loan, taken out ten years earlier, could not be repaid, STD Motors went into receivership. The Rootes Group outbid the fledgling Jaguar Company and bought Sunbeam and Talbot. Both plants were closed and Rootes merely used the name to sell cheaper, badge engineered Hillmans. Introduced for 1927 and priced from £750 upwards, the first 20hp Sunbeam was powered by a 2,916cc six-cylinder engine and enjoyed a production life of just three years. For 1931 the 20hp was given the new 23.8hp, 3.3 litre engine having 7 main bearings. In all other respects the car was much the same as the previous year’s model. For 1932 a number of changes were made. The model was given hydraulic brakes, twin-top gearbox and built-in thermostatically controlled radiator shutters with a price tag of £795. TF 6782 left the factory on the 3rd November 1931 and was first registered two days later on the 5th November in Lancashire as a ¾ Coupe. It would have cost £795. By 1957 it was with W. Templer of Colwyn Bay and then had a succession of owners, May 1958 A.G. Charles, October 1959 M.J.R. Banner, March 1961 M.J. Grant (he changed the colour from the original claret to green), January 1965 John Roome, December 1966 Richard Lumb, August 1967 Margaret and John Guyatt, Robert Cooper, Roland Buce, Mrs Diack in 1984 and then David Howard Cars of Hampshire. He sold it to our vendor in October 1986 for £11,000, taking a Rover 9 hp tourer in part exchange at £5,000. Howard then sold him a quantity of spare parts, over which there was much heated correspondence! At this time it was largely original and in running order although the ash frame was in poor condition. He parked it in his barn with the intention of restoring it when he retired. This was not until 1999 when he stripped the car; the ash frame was repaired and replaced where necessary, the original alloy panels were reused and the intention was to return it to the original claret with black wings. A new red leather interior was made for it. The body was then taken off the chassis and stored whilst all the running gear was refurbished, including fitting a new crown wheel and pinion to the diff. Work then commenced on the engine and stalled. In 2003 David Adams in New Zealand contacted our vendor as he had built a new four seater drophead body on a 1932 20hp chassis (chassis 7127P, engine 7133P), previously owned by his father in the 60’s and was keen to compare notes. The body he built car was modelled on the same body style as TF6782 and hence of special interest to David, who for many years has achieved outstanding success in competitive events. Few of these Sunbeam bodied folding head coupés were built and only one other is known to have survived, a 1933 model. It now will make a fascinating project for the next owner who knows how to put it back together. Prospective purchasers are directed to assess how many parts are with the car as it had been fully stripped (especially the engine). With thanks to the STD register for their assistance in cataloguing this rare machine. Sold with an R.F. 60, a V5, and an MOT from 1986, the purchase receipt, the V5C and the history folder.
1934 MG PA Midget. Registration number BPL 595 (DVLA not taxed for road use). Chassis number PD 1479. Engine number XPJM1 4139, to include an Arnott Supercharger.The P type Midget was launched in March 1934 as the replacement for the J2. 'Autocar' magazine road tested the P type in November of that year and reported "This latest model is a marked improvement in all respects over its forerunners". Sales literature produced by Abingdon claimed, "In all there are over one hundred new and improved features". With good reports in the motoring press it was no surprise that the car sold well, with serious production starting at the end of January 1934; over two hundred cars a month were coming off the production lines. The P type was fitted with an all new 847cc engine, with three main bearings supporting the rigid crankshaft. Most of the design knowledge gained from previous involvement in production car trials and racing proved invaluable to the production of the P type. The chassis was far sturdier than the J type and the body was less angular and had more flowing lines. When introduced the P type two seater sold for £220. The P type was never intended as a racing model, unlike many of its predecessors, however it was soon seen on the circuits and in 1935 a three car team of P types was entered in the 24 hour Le Mans race. The team was managed by George Eyston and consisted of six ladies affectionately known as "The Dancing Daughters" although they attracted much publicity, they did not fair particularly well against opposition from Singer's 972cc sports car. The Singers took 1st, 3rd and 4th places. This, along with other factors prompted Abingdon to produce a more powerful model, to be designated the PB which was introduced in 1935. The engine capacity was increased to 939cc to give more power and a close ratio gearbox was fitted. The original P type was discontinued in favour of the new model although it was still catalogued at a substantially reduced price. This move failed to sell the remaining stocks and 27 PA’s were converted to PB models by the end of 1935. Production of the PB finally ceased in February 1936 with only 525 being produced. A total of 2,500 P types left Abingdon between 1933 and 1936. They were replaced by the T types. The early history of BPL is unknown but in May 1949 it was acquired by Mitchell Brothers of Carlton Garage, in Forrest Gate, East London. Sid Mitchell, assisted by Doug McGee (a believed ex MG Abingdon race mechanic began to campaign it with many ongoing modifications, including heavily reducing its weight by drilling the chassis, fitting a T type engine, number 4169 (in 1953 along with a colour change to red), with special head (sleeved down to 1150 cc), from 1708, a T type gearbox, K type brakes and a new space frame body. As with most race cars this was a progressive development. S.A. Mitchell entered local events before his first “big” race at Goodwood in 1950. Until 1954 he entered some thirteen events in it according to the records at Silverstone, Snetterton, Goodwood and Brands Hatch with many podium finishes, see http://www.racingsportscars.com/driver/S.%20A._-Mitchell-GB.html. It was then retired and in May 1956 sold to J. Davies in North West London, Peter Birchall of Bowness in 1957, (presumably hill climbed and trialled in Cumbria). Eric Frankland of Yorkshire bought it in May 1960 and then several owners in the region, Antony Farnell, Ernest Precious, William Marshall, Anne Sunley, Russell Cowling in 1966 who owned it until 1973 when I. Goode took over its ownership and asked Ted Gledhill of Pit Stop Garage of Stanningley, Leeds to sell him for it for him in 1978. Roger Crabtree of Sleaford bought it and our vendor bought it for £1,500 in 1983 from him. In 1989 our vendor contacted Mitchells grandson who allowed him the copy the completion photographs that go with the car and confirmed its history, (see letter on file). Today we are left with the original chassis bearing the correct number PA 1479 to the front off side dumb iron, a replacement XPJM1 engine numbered 4139, which is from a 1939 Morris Ten Series 3 and a partial space frame body. Sold with two R.F. 60 log books, a V5, letter from S A Mitchell, a large photographic race history and sundry correspondence. This MG, once restored, will make a worthwhile project that should have no problem being invited to Historic races such as Goodwood.
Kit-built OO Gauge LMS 4-6-0 Locomotives and Tenders, comprising a finely-made and finished 'Black Five' no 5232 in LMS lined satin black, from a white metal kit with Portescap motor/gearbox, VG, together with an earlier example, possibly from nickel-silver kit with Romford motor/gearbox, in plain LMS black as no 5665 'Lord Nelson', F, chassis loose, one motor brush and parts of valve gear missing, and another early locomotive only in black as no 5285, P-F, chassis loose, no tender (5 inc tenders)
Unmade OO Gauge SR and BR (SR) Locomotive Kits, comprising a Model Loco Rebuilt 'Merchant Navy' class 4-6-2 and tender, with Portescap motor/gearbox and wheels, with Wills 'Finecast' body and tender kits for N class Mogul and 'King Arthur' class 4-6-0, both designed for Triang chassis (not included), all in original kit boxes with instructions, none checked exhaustively, (3)
Kitbuilt OO Gauge LNER/LNER 4-6-2 Locomotives and Tender, comprising a Thompson A2/1 class Pacific and tender no 3698, in as-built plain wartime LNER black, un-named, with Portescap motor/gearbox, together with an ex-GCR class A5 4-6-2 Tank Locomotive in lined BR black as no 69821, in modified Triang/Hornby chassis, both G-VG (3 inc tender)
A 1968 Sunbeam Alpine Series V, registration number UPL 198F, Holly green. The Alpine was firmly aimed at the North American market where British sports cars were very popular and enjoyed considerable sales success. Introduced in 1959, based on the Hillman Husky floor plan and Rapier running gear, the Alpine would remain in production until 1968, being progressively improved through five series, culminating in the Series V from 1965. The Series V cars featured the 1725cc five bearing engine, all synchromesh gearbox, alternator and an oil cooler. This Series V example with its overdrive gearbox is one of the last produced and has been the subject of a bare shell restoration prior to our vendor acquiring it and was painted in the correct colour of Holly green and retrimmed in black with green piping. The dashboard is finished in walnut veneer and the steering wheel is a wood rimmed Moto-Lita example. The weather gear consists of a hood, hood cover and full tonneau cover. It is quite apparent that a great deal of time and money has been lavished upon the car to transform the Alpine into the condition it is today. The history file contains photos, service and repair invoices along with a good run of old MOT certificates. This restored Sunbeam offers an excellent opportunity to purchase a last of the line Alpine. V5C, MOT and tax exempt See illustrations
A 1998 Porsche Boxster, registration number R315 JPF, blue. This early Boxster has a manual gearbox, a red leather interior and sits on alloy wheels. Having been in storage the owner is currently getting a fresh MOT which should be with the car by the time it arrives for the auction and it may require some further re-commissioning work before taking to the road again. V5, handbooks, some service history, MOT TBA See illustration
A 1935 Austin 10/4 tourer restoration project, registration ATT 552, grey. This exciting project has been stripped in readiness for a full restoration. The chassis has been restored and is rolling with the engine and gearbox installed. The engine turns freely but requires restoration, the body is only placed on the chassis and all running gear, bodywork and other ancillaries will require restoration. The Austin will be offered for auction with some history and its transferable registration number. V5C, MOT and tax exempt See illustration
A 2013 Ultima GTR, registration number WG63 KRE, chassis number ULTIMASPORT225277, engine number 11996022001487, yellow. Established in 1983 Ultima Sports Cars Ltd have built an enviable reputation for constructing some of the fastest production cars in the world, holding several production speed world records. With a racing sports car background Ultima were in a privileged position to produce a road going supercar. This they achieved in spades when they introduced the GTR in 1999. Available in both kit form and turnkey from the factory they are highly prized an offer tremendous power and handling in a bespoke package which can be tailored to any enthusiasts needs. This example has been built to an extremely high standard by an experienced and highly skilled engineer, using all new components supplied by Ultima and a reconditioned Porsche G50 five speed gearbox and transaxle mated to a Mercedes-Benz 5 litre V8. The V8 was a new and unused item which was removed from the production line in 1989 and was initially displayed in the entrance foyer of the training school until it became dated and was gifted to Cornwall College for training purposes in their engineering department. All components purchased from Ultima including the chassis, full roll cage, AP racing brakes and numerous other components totalled tens of thousands of pounds. There are numerous other receipts on file for again thousands of pounds for other new parts, build sheets and a statement from Ultima confirming all new components were used in the construction. The accompanying history file contains all the build receipts, MOTs since completion in 2013, photographs and sundry paperwork. With less than 400 miles recorded on the odometer this supercar is to all intents and purposes a new car and offers tremendous value when one considers how much a similar car would cost to build today. V5C, MOT to September 2019 See illustrations
A 2002 Metrocab 7A, registration number LR02 OUW, blue. This taxi has a Honda diesel engine and Honda automatic gearbox with a grey interior having, rather unusually for a taxi, six seats to the back. Having been used as a run around vehicle in London by the owner, the car is now surplus to requirements and is being offered for sale without a reserve and should have a fresh MOT by the time of the auction. V5C, ***MOT to January 2020*** See illustration
A 1953 registered Riley/Alfa Romeo special, registration number NLN 849, red. This beautifully constructed and fine looking alloy bodied special (steel rear wings) was constructed on a modified and shortened pre-war WWII chasssis. The special is extremely pretty finely detailed and was clearly inspired by the Alfa Romeo Zagato Monza of the 1930s. The special is believed to have been Riley engined but now sports the drive train 1970/71 2 litre Alfa Twin cam (1962cc) and 5 speed gearbox with Riley back axle. The instruments are Alfa contained within a hardwood dashboard. The steering wheel is a period wood rimed example and the red leather upholstery has a lovely lived in patina. The seating position in the cockpit is generous which allows plenty of room for the taller driver. Our vendor is now selling after 9 years of improving and enjoying this interesting special.The brakes ,steering and suspension have all been restored in the last 300 miles including one new king pin and all bushes. There is a comprehensive history file detailing major restoration work completed to the chassis and engine in 2000/02 with minimal mileage since. Mechanically the car is said to be in excellent condition and comes with a full zip tonneau cover in very good condition and an unfitted hood and side screens. This special is said to be great fun to drive with a surprising turn of speed which can embarrass many a modern car. Having formed part of a private collection our vendor has taken the decision to let the car go to another owner due to his advancing years. V5C, MOT and tax exempt See illustrations
A 1959 LHD MG A roadster, US registered, blue with racing white stripes. The left hand drive MG A roadster has been heavily modified. The original 1500 BMC engine has been swapped for a Chevrolet 4.3 litre V6 mated to an automatic gearbox. The brakes and rear axle have been uprated to match. The MG A features a multi-louvered bonnet and sits on large dished alloy wheels. There are roll hoops fitted for safety. The MG will be offered for auction with NOVA registration documents and US title. MOT and tax exempt See illustrations
A 1957 Triumph TR3/3A, registration number AAS 227, ***South African commission number 296621 (not 26621)***, chassis number AAPV0120180296621, engine number TS20205E, ***gearbox number TS20272 (not TS2072)***, Primrose yellow. This TR3 was exported to South Africa as a Completely Knocked Down (CKD) kit to circumnavigate high import duties, one of 624 assembled by Jacobs of Durban between January 1957 and May 1958. The engine and gearbox numbers are consistent with a build date between July and September 1957. The TR was imported by Bowins of Cape Town SA and registered by Meridan Group Ltd of Aylesbury, Bucks on 19th June 2001. The Triumph was then sold by Station Garage, Bucks, as a restoration project in 2003, to a Mr Lewesly at a recorded mileage of 52144. The TR was at that time painted light grey. Mr Lewesly had the car resprayed yellow, but further significant work was not undertaken due to Mr Lewesly passing away in 2009. The car was then sold through an unknown garage to a Mr Neil Young of Somerset. Mr Young had some mechanical works undertaken on the car, and fitted a double duck hood and tonneau cover, supplied by SC Spares. The TR remained with Mr Young before being purchased by our vendor in March 2014. Our vendor drove the TR until he stripped it for restoration at the end of that year when the recorded mileage was 53895. The car has undergone significant restoration work, including a full bare metal respray back to original Primrose yellow. The TR was reassembled using new seals, mouldings and trim and fitted with new badges. The body was raised from the chassis, which was then cleaned and painted, as was the underside of the body, after new sills, and minor corrosion plating was carried out. The gearbox was overhauled and the overdrive and carburettors were rebuilt. The engine and rear axle saw similar attention. There is an extensive history file, which includes reference to the engine rebuild being upgraded to 2.2 litre and the fitting of an unleaded cylinder head. *** It is not known who carried out the 2.2 litre upgrade which includes a polished and ported engine. The current vendor has also overhauled the steering, suspension and brakes.*** Receipts amounting too many thousands of pounds are on file. Our vendor has restored the car with use in mind, not to be a Show Queen! V5C, MOT and tax exempt See illustrations
A 1996 Toyota Celica convertible, registration number N658 BRD, red. This rare convertible was imported in 1999 and has had a lady keeper since 2010. The car features a manual black cloth hood, a 2 litre twin cam engine, a five speed gearbox, electric windows and multi spoke alloy wheels. V5C, MOT to August 2019 See illustration
A 1994 Rover Mini Cooper 1.3 automatic, registration number M351 CRV, chassis number SAXXNNAXKBD084996, British Racing green/white. This Mini Cooper was originally exported to Japan, in right hand drive. The car which is finished in traditional British Racing green with white racing stripes and black half leather interior, returned to these shores in 2009. This rare automatic example has been well maintained by the current and previous owners and has previously benefited from a major service including a gearbox rebuild by the Mini Centre Ltd, London and a brake overhaul in 2013. Since purchasing the car from a previous Charterhouse auction (April 2016) approximately £3500 has been spent on maintenance including another gearbox overhaul. The car has some service history including previous owners' receipts and maintenance receipts in the current ownership, and an original Japanese owner's manual. Since acquiring the Mini our vendor has only used the car a few hundred miles annually and is now reluctantly selling due to a lack of use. V5C, MOT to May 2019 See illustration
A 1967 Daimler V8 250 saloon, registration number XNK 854F, chassis number P1K1322BW, engine number 7K1350, Bermuda blue. When Jaguar acquired Daimler they inherited the recently designed Hemi V8 by Edward Turner. Jaguar took the opportunity to create an upmarket version of their Mk II instilling the V8 into the unitary construction body shell of the Mk II making it the first Daimler not to incorporate a separate chassis. With performance and economy both better than the entry level 2.4 litre but not encroaching on the performance of the larger engined 3.4 or 3.8 variants it filled the luxury compact saloon slot nicely. This example finished in rare Bermuda blue has received quite a lot of restoration work during the ownerships of its previous two custodians prior to our vendor acquiring it last year. There are photographs on file of the Daimler receiving body repairs prior to a bare metal respray. There are further receipts for an automatic gearbox overhaul, a new petrol tank and carpets, carburettor service and a recent full service amongst others. The Daimler is now only being offered for auction due to our vendor’s ill health and will be accompanied to auction with a large history file. V5C, MOT and tax exempt See illustrations
A 1966 MG B GT, registration number KYP 509D, chassis number GHD 397204, engine number 18GBRVH51858, white. Introduced in 1965 the B GT joined its sibling roadster. The GT was a compact coupé which featured a very useful hatchback rear door and folding rear seat back to afford more luggage space. This early chrome bumper GT is fitted with the desirable option of an overdrive gearbox which affords more refined high speed cruising. This previously restored MG, is finished in Old English White with black leather seats with white piping and sits on painted wire wheels, has spent most of the last ten years as part of a significant private collection of vintage and classic cars. During this time the MG was well maintained and sparingly used. A large history file accompanying the car has numerous receipts for restoration and maintenance, including an invoice for a body restoration and repaint by London Road Garage, Exeter in 1996. Still presenting well the MG offers practical classic motoring with the added benefit of excellent spare parts availability and club support. V5C, MOT and tax exempt (MOT to July 2019) See illustration
A 1955 BSA C11G, registration number KVS 733, frame number 14515GL, engine number BC11G19649, maroon. The overhead valve C11 was introduced in 1939 alongside its sidevalve C10 stable mate. The C11 originally had girder forks which were superseded in 1946 with the much improved telescopic units. From 1954 further improvements followed in the form of alternator electrics and four speed gearbox. This example was restored by a previous owner prior to coming in to the collection of our vendor. This plunger framed C11 will be offered for auction with a history file containing receipts, service sheets, spares catalogues and sundry paperwork. V5C, MOT and tax exempt See illustration
A 1960 Triumph Tiger T110, registration number OPR 223, frame number D3405, engine number T110/D3405, gearbox number 116498, black/white. The T110 with the duplex frame and enclosed bath tub tin work was only available for two years 1960/61, making it one of the rarer models. OPR 223 was, according to Triumph records, dispatched to the supplying dealer, Homestead Garages Ltd, Parkstone, Dorset on 4 March 1960. Little is known of the motorcycle's earlier history before being purchased by our vendor as a restoration project in 2006. Since then, the motorcycle has been rebuilt to a high standard after many years of hunting for genuine parts to complete the rebuild in 2012. Over the last six years, the Triumph has seen a very low annual mileage and still presents well. The T110 is only for sale due to our vendor giving up motorcycling and will be offered for auction with a dating certificate and sundry paperwork. V5C, MOT and tax exempt See illustration
A 1956 BSA Dandy, registration number RAA 456, frame number DS127, engine number DSE287, green. The Dandy was BSAs answer to the increasingly popular moped market of the 1950s. The Dandy was somewhat overengineered and incorporated some ingenious ideas, such as the two stroke engine forming the right hand side of the swinging arm and the two speed preselect gearbox. This charming and original Dandy, started easily on our inspection to take the catalogue photographs. ***V5C to follow***, MOT and tax exempt See illustrationPlease note: There is no service history to accompany the bike.
Meccano - a good mixed lot to include two clockwork motors, six Ratio Gearbox, battery controlled box and gear set, all in excellent boxes, lot also includes trail bags containing wheels and tires, pulleys, flanges, flat beds and similar, items appear to be in excellent to near mint condition Est £40 - £60.
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