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Lot 1000
A FORD FIESTA GHIA. 1388cc petrol engine, manual gearbox, three door hatchback, silver metallic and cream leather seats, first registration 05/10/2004, one owner from new, registration plate ED54 WWK, current mileage 40,996, v5c present, MOT expired 30/11/2018, unknown service history (three keys including one immobiliser key)
Lot 1029
A Made-up Finescale O Scale (Broad Gauge) GWR 'Rover' Class 4-2-2 Locomotive and Tender from Martin Finney Kit, to run on 49.2mm gauge track, fitted with Canon motor/gearbox unit, nicely made and finished in lined GWR gloss green as 'Sebastopol', G-VG, some blemishes to paintwork and lining, one Tender buffer and one loco footstep detached, included in original kit box with other residual parts and inside motion (3 inc box)
Lot 1007
A Finescale O Gauge Unmade SR/BR 'King Arthur' Class Locomotive and Tender Kit by Gladiator Models, Kit ref GL68, not checked exhaustively but appears complete, includes appropriate set of Slater's wheels, Maxon 'A-Max' Motor/gearbox, Premier Components coupling and connecting rods, VG-E, lacks instructions
Lot 999
A Finescale O Gauge Ex-GNR Ivatt 'Large Atlantic' Locomotive and Tender, finely made with excellent details including backhead, and finished in LNER lined green as no 3284, fitted with Portescap motor and gearbox, VG, dust-spots under paint finish to loco and Tender, some paint loss from Tender underframe
Lot 565
An incredibly rare original WWII Second World War Lancaster / Spitfire (and other aircraft) heavy reconnaissance camera Type F.24. The camera with various plaques - ' Magazine Film F.24 Camera ' fitted with a 14A/535 Motor Unit and ' Gearbox Type F '. Supplied within its original and correct wooden crate, with accessories. Appears complete. Along with an even rarer ' Cone Lens 14" ' lens attachment, also within its original wooden crate box. Incredibly rare to find a complete F.24 camera with it's ancillary components present. NOTE: Proceeds from this lot are being donated towards the ' Attack On The Sorpe Dam ' film project. The film tells the story of the famous Dambusters raid of WWII, and features testimony from George 'Johnny' Johnson himself.
Lot 10
A 2013 BMW 125i Sports limited edition coupé, registration number WJ63 FWE, silver. This three litre coupé comes direct from a deceased estate and was last used on the road in March 2018. This well specified car has a full leather interior, six speed steptronic gearbox, electric windows, wing mirrors, seats and sunroof. The car has sustained some damage to the driver's rear wheel arch and bumper (not insurance recorded) which will require repair. The last MOT expired on 1st September 2018, which had one advisory recorded (slight fraying to one seatbelt edge) and now will require recommissioning due to its time off the road before obtaining a new MOT. V5C, no MOT See illustration
Lot 12
A 1996 Toyota Celica convertible, registration number N658 BRD, red. This rare convertible was imported during the summer of 1999 and has been lady owned since 2010 has a 2 litre engine, five speed gearbox, electric windows, multi spoke aluminium wheels and black manually operated cloth hood. V5C, MOT to August 2019 See illustration
Lot 19
A 1949 Tatra T600 Tatraplan project, unregistered, chassis number 70632, engine number 550, silver. This extremely rare T600 is one of only 2100 produced between 1948 and 1951, with very few examples surviving today. The T600 is a slightly smaller version of the famous pre-war teardrop shaped Hans Ledwinka designed streamliner saloon with the distinctive Tatra rear fin emerging from the sloping roofline. The newly developed aerodynamic car featured a two litre OHV four cylinder engine, positioned behind the rear axle, four speed gearbox and a body shape based on the earlier T97, but with air vents removed from the sides and repositioned to the roof and the distinctive rear stabilising fin becoming smaller. This car comes from a private collection having been acquired in the mid 1980s and has been in dry storage since awaiting restoration. The T600 is able to run and move with the aid of a slave fuel supply and hot-wired ignition. The interior is finished in brown ***leatherette (not leather)*** which is dirty, the dashboard is appears complete with all gauges but will require cleaning, servicing or restoration as necessary. The body appears original with some rust and corrosion apparent in certain areas, most evident in the bottoms of the doors. The paintwork is flaking in various areas and will require respraying. Our vendor advises us that the person he purchased the car from believed the car was used as a Czech Embassy car, but unfortunately there is no documentation to confirm this. He also advises us that the car has been magazine featured at some point. This cold-war and extremely rare car is now reluctantly for sale because our vendor feels that he is unlikely to restore it due to other projects and advancing age. Unregistered, MOT and tax exempt See illustrations
Lot 20A
EXTRA LOT: A 2006 BMW 118D SE, registration number FV06 WBP,blue. This 1 Series five door hatchback has a stamped service book and service history. The BMW is fitted with the economical 2 litre diesel engine mated to a six speed manual gearbox. Having a current MOT which it passed without any advisories in August 2018, it is now ready to be used by the next owner. V5C, MOT to August 2019
Lot 40
A 1984 Ford Granada 2.8 GL, registration number A282 THK, red. The series II Granada became available in August 1977 for the 78 model year, and would remain in production until 1985. The square and chiselled new styling was a departure from the previous models more rounded appearance. They retained the running gear from the previous model and were available in two litre four cylinder, and 2.3 and 2.8 litre V6 formats. This late model 2.8 GL is believed to have been first registered to Marks and Spencer as a company car. Recently resprayed in bright red, it features an automatic gearbox, and electric sunroof, windows and driver's seat. Having formed part of a private collection, the Granada has been used sparingly, covering approximately 10,000 miles in the last twelve years. Series II Granadas are quite rare sights on today's roads and this saloon having passed its most recent MOT without any advisories is now ready to be enjoyed by its next custodian. V5C, MOT to May 2019 See illustration
Lot 42
A 1997 Jaguar XK8 4.0 litre convertible, registration number C2 PDP, Aquamarine Pearl Metallic. This XK8 has been off the road since its last MOT expired in August 2016 and is being offered for sale as a project. The Jaguar was originally supplied by Avalon Jaguar Wolverhampton and has had six registered keepers in total including our vendor. Finished in a very attractive colour combination of Aquamarine coachwork with a contrasting aqua green leather interior and dark green roof. The original specification included ABS, alloy wheels, climate control, remote central locking with alarm, heated seats, headlight washers, electric windows, wing mirrors and CD multi changer. Now requiring attention before returning to the road, this convertible Jaguar will be offered for auction, with a history file containing the original owners wallet, receipts including one for a reconditioned automatic gearbox and torque converter (20/1/2010 for £1,702.17) and expired MOTs. V5C, no MOT See illustration
Lot 48
A 1963 Triumph Vitesse 6 1600 saloon, registration number 2600 KM, chassis number HB/15105-DL, engine number HB/15013-HE, body number 8794/HBD, Gunmetal grey. With 71,000 miles from new, this charming two owner Vitesse is very original. The Triumph has been maintained as necessary to retain as much originality as possible. The first owner a Miss E M Svendsen purchased the car from Miles Limited, Maidstone, Kent (Triumph/Rover main dealers) on 18th October 1963 the registration number 2600 KM (transferable) which it still retains to this day. Our vendor, the second owner, purchased the Triumph in 2000 and recommissioned the Vitesse for the road since the car had been in storage for the previous ten years. Since the initial recommissioning the Triumph has been maintained by the vendor (a retired Standard/Triumph mechanic) including a gearbox strip down where the bearings were replaced and used annually to attend numerous classic car rallys and shows. Finished in grey with a grey vynide interior, the Vitesse was equipped by the factory with a heater, windscreen washers, disc brakes and new type facia and engine. This original and low mileage Vitesse is offered for auction with a large history file containing the original stamped service booklet, workshop and spares manuals, receipts, V5, Heritage Certificate and some spares. V5C, MOT and tax exempt See illustration
Lot 1009
1953 Triumph Mayflower, 1247 cc. Registration STN 336. Chassis number TT 32864 DL. Body number 5386 59. Engine number TT 33919. The Mayflower was a four-seater family car powered by a 1247 cc side-valve engine through a three-speed, column-change gearbox. It had 'Razor Edge' styling, like its big brother the Renown, mimicking the style of the Rolls Royce of the period (hence its nicknames: the "poor man's Rolls Royce", or the "baby Rolls Royce"). It is thought that Sir John Black styled the car to appeal to the American market, with the name 'Mayflower' being chosen for this reason. Even the bonnet catch was designed with an integral emblem of the ship of the same name; a reference to the 'Pilgrim Fathers'. The engine is a modified version of that fitted to the Standard Ten and boasted an aluminium cylinder head. With the single Solex carburettor, it created 38 bhp. The gearbox came from the Standard Vanguard, having synchromesh on all forward gears. The body was designed at 'Mulliners of Birmingham', and the body shells were built by 'Fisher and Ludlow' at Castle Bromwich, Birmingham. It was the first car to be manufactured - by either Standard or Triumph - with 'unitary construction' (i.e. consisting of an integral chassis and body, rather than a body bolted onto a separate chassis). Around 34,000 were made in the four-year production run, with around 16,400 being sold in the UK; the rest being sold mostly to commonwealth countries with only 510 going to its intended American market. This example was first registered on the 11th June 1953 to a lady school teacher in the Preston area, she retained her, laying her up in 1971 with a mileage of 25,809. In 1973 John Hanks of Benton Car Sales, Newcastle upon Tyne bought her. In 1973 he removed the engine for a rebore, new pistons and a crankshaft reground; the mileage was 25,900. It was rarely used and again stored until 1983 when it went for an MOT at 26,445 miles In 2002 an attempt to sell it to a gentleman in Hamburg resulted in another MOT at 26,528 miles; this fell through and my vendor bought her in September 2004. He has not used her, the mileage today is 26,567, although he has carried out some minor recommissioning including the radiator was removed and flushed, replaced heater and radiator hoses, lubed and greased nipples, wax oiled, fitted with new hand brake cable and master cylinder but neither are connected. Sold with the V5C, 1985 and 2002 MOT's, tax discs from 1972, 1974 and 1977, assorted paperwork, handbook, parts books/manuals and the following, jack, tool kit, starting handle, spare wheel and a new, unfitted exhaust.
Lot 1016
1946 MG TC Midget, 1250 cc. Registration number CBA 902. Chassis number TC1938. Engine number XPAG replacement B 76080. The MG factory was quick to start producing cars from their Abingdon factory as soon as the Second World War had ended. After producing tanks, armoured cars and aeroplane engines during the six year effort, the marque set out on producing cars once again. The MG TC was the first car off the MG production line once normality had resumed and the TC is now probably the most famous post-war MG. The blueprint of the TC was similar to that of the TB, sharing similar engines, axles and gearbox, but with some modifications to the bodywork. The main body of the TC was widened by 4 inches across the seats without having to modify the basic chassis, wings, running boards nor the facia layout. The TC also had an update which allowed the driver to use hand signals through new flaps in the side screens. Another update to the car was the removal of the two 6 volt batteries to a single 12 volt battery located next to the bulkhead. There were also changes to the suspension with the addition of hydraulic lever arm dampers but also the change in location of the road spring mounts which were moved from being attached to the traditional sliding trunnions to being mounted in the shackles. The use of war-proven rubber suspension bushes provided the car with a much quieter and smoother road going experience that before the war and the engine was also attached using these rubber mounts which provided, again, a smoother and quieter road experience. The car sold exceptionally well and surprisingly so in North America which proved to be huge takers of the produce from the Abingdon based factory so much so that a special North American variant was produced that included flashing indicators and chrome bumpers. A notable owner of an MG TC was the Duke of Edinburgh who owned the one before marrying Princess Elizabeth, the future Queen in 1947. The car sold exactly 10,000 TC models before the T-Series MG evolved into its next variant, the surprisingly named MG TD. CBA was owned by Stephen Isherwood of Cheadle Hulme in March 1966 and at this time its original engine had been replaced by the current one; he sold her to Alan Cross five months later, he retained her until selling her to our vendor in September 1974. At this time the colour was red and she was in need of a total restoration. When he stripped the car the original colour was found to be black so he repainted her the original factory colour. Over a seven year period everything that needed to be replaced, repaired or restored was undertaken and she received her first MOT in September 1987 with a mileage of 7,540 on the clock. Commitments on the farm meant she was little used over the next seven years and she was laid up in 1994 with a mileage of 7,819, only 279 miles had been driven. Over the following years and moves she was always stored in a dry building a regularly started up, warmed through and polished, in fact when you lift her carpets it hard to believe that the restoration took place in the early 1980's. There can be few examples of a TC that are this well preserved that now only need a gentle recommissioning before use, she started first time when we moved her into our showroom and the only noted deviation from factory spec is an indicator switch on the steering column under the dashboard, the lights are in the light fittings. Sold with the V5C, R.F.60 continuation book, MOT's from 1987 - 1994. Please note that many spares that came with the car are being sold as an additional lot.
Lot 1027
1960 BSA A10, 650 cc. Registration number OVL 644. Frame number GA7 1898. Engine number DA10 8867. A new 650cc twin joined BSA's 500cc A7 model in 1949, the latter's engine being revised along the lines of the new design at the same time. The existing parallel twin architecture was retained for the new A10, with 360-degree crankshaft and single camshaft at the rear of the cylinder block, as was the four-speed gearbox bolted directly to the crankcase in a form of semi-unit construction, and the tele-fork-and-plunger cycle parts. Named 'Golden Flash', the new 650 was strikingly finished in pale beige metallic. Perennially popular, the model was updated with the swinging-arm frame and separate gearbox for 1955 and continued in production until 1963. Ever since the model's introduction enthusiasts have commonly referred to the touring A10 as the 'Golden Flash', even when it was finished in alternative colour schemes. OVL was first registered on the 10th May 1960 by dealers West of Lincoln who sold it to Ralph Fowler of Lincoln on the 21st of May, he kept until selling it to Edwin Burgess of Hull on the 31st August 1961, our vendors father buying it in March 1976. It was in regular use up 1991 when the mileage was some 34,485 and it was pensioned of. It has a rare three piece chain guard and could either be fully restored or "oily ragged". Sold with the V5C, V5 (strangely as UVL 644!), R.F.60, and three MOT's from 1986, 1989 and 1990.
Lot 1028
1963 BSA A10 Police, 650 cc. Registration number 916 FKH. Frame number GA7 24930. Engine number DA10. A. 486. A new 650cc twin joined BSA's 500cc A7 model in 1949, the latter's engine being revised along the lines of the new design at the same time. The existing parallel twin architecture was retained for the new A10, with 360-degree crankshaft and single camshaft at the rear of the cylinder block, as was the four-speed gearbox bolted directly to the crankcase in a form of semi-unit construction, and the tele-fork-and-plunger cycle parts. Named 'Golden Flash', the new 650 was strikingly finished in pale beige metallic. Perennially popular, the model was updated with the swinging-arm frame and separate gearbox for 1955 and continued in production until 1963. Ever since the model's introduction enthusiasts have commonly referred to the touring A10 as the 'Golden Flash', even when it was finished in alternative colour schemes. An alternator was offered as an alternative to the dynamo from 1961 to 1963, the last three years of production. The A10 was a popular machine amongst police forces and this early alternator powered machine was bought by Kingston Upon Hull HQ from Jordans of Hull and first registered on the 29th May 1963. It was used by the force until being sold to dealers Myers & Marshall of Hull in the October of 1969, our vendors father buying it from them. Hull City Police registered a batch of motorcycles on the 1st June 1963, of these it is known that 900FKH, 906, 910 and 913 were Velocette LE200 through to 916, 917 and 919 were all BSA A10's. With thanks to Hull & East Yorkshire Motoring Memories Group for the information. Prospective buyers may be interested in the Register of "Historic and Classic Police Motorcycles" on Facebook. BENEATH THE POLICE BIKE IMAGE Photo credit "Late PC Harry Varney, Hull City Police" Now in need of a restoration it is sold with a spare alternator, a front cowling, the V5C, V5, and R.F. 60.
Lot 1030
1959 NSU Quickly L, 49 cc. Registration number 125 NVM (NON TRANSFERABLE). Frame number 767976. Engine number 834411.The NSU Quickly was a moped manufactured by NSU Motorenwerke AG of Germany between 1953 and 1963; more than one million Quickly's were sold during this time. The frame was a pressed-steel single spar unit with a headset at the front of the unit and wheel attachment points at the end of the arms at the rear of the unit. The unit also incorporated a tower in which the seat post was mounted and attachment points for the engine and the petrol tank. The front forks were made from pressed steel and were fitted with leading-link suspension. The two stroke engine had a two-speed gearbox (three-speed on some models), a bicycle pedal assembly to start the engine and assist propulsion up hills, and a centre stand. The L was a "Luxus" (luxury) version. On the L, the regular Quickly pressed steel frame was given attachment points for a swingarm and a unit encompassing the rear fender and spring/damper units for the rear suspension. Leg shields were optional on the L. 86,380 Quickly L mopeds were manufactured from 1956 to 1961. Little is known of the early life of this example and so often happens the original number plate has been lost either to the plate dealers or because it was left in a shed and DVLA were not notified when the records were computerised. Appearing largely original, apart from a modern gel seat, this rare example of the L model will require very little to make it road legal. Sold with the V5C.
Lot 1031
1962 NSU Quickly N, 49 cc. Registration number SSL 980 (NON TRANSFERABLE). Frame number 960794. Engine number 16375530. The NSU Quickly was a moped manufactured by NSU Motorenwerke AG of Germany between 1953 and 1963; more than one million Quickly's were sold during this time. The frame was a pressed-steel single spar unit with a headset at the front of the unit and wheel attachment points at the end of the arms at the rear of the unit. The unit also incorporated a tower in which the seat post was mounted and attachment points for the engine and the petrol tank. The front forks were made from pressed steel and were fitted with leading-link suspension. The two stroke engine had a two-speed gearbox (three-speed on some models), a bicycle pedal assembly to start the engine and assist propulsion up hills, and a centre stand. The original and most basic version of the Quickly was the N. It used the original version of the engine, with a 5.5:1 compression ratio, which produced 1.4 PS at 4600 rpm. The N had a two-speed transmission that was operated from the handlebar. It ran on 26 x 2.00" wheels front and rear. 539,793 Quickly N mopeds were manufactured from 1953 to 1962. First registered on the 25th September 1962, the V5C only notes four former keepers, our vendor acquiring it in December 2016. It had been restored at this time but the engine was not working; it turned out many internal components were missing! It then received a full engine rebuilt and is now in good working order. Sold with the V5C.
Lot 1032
1964 BSA Bantam D7 Super, 172 cc. Registration number PTU 380B. Frame number D7 40958. Engine number ED7B 265594. BSA's government-encouraged copy of the German DKW R.125, was made 'British' by simply reversing the engine-unit drawings for right-side controls, thus providing the post-war 'basic trainer' for thousands of motorcyclists. The 125cc 'Bantam D1' of 1949, a wholly successful motorcycle and the company's best seller and though there was no D2, the D3, D5, D7 and D14 variants followed into the seventies, a range which became a byword for economy and reliability, still served by specialist firms to this day. Changes were made to colours, suspension, capacity and gearbox, but the Bantam remained essentially itself, a motorcycle regarded with much affection. The D7 Super was introduced for 1959, had a similar 175cc engine to the D5 but had an entirely new swinging arm frame and hydraulically damped forks which incorporated a nacelle mounted headlamp. The D7 continued in production until 1966 with at least 3 different styles of tank and alterations to the Wipac powered electrical system including a change to battery powered external coil ignition. This example has undergone a restoration at some point before being purchased by our vendor. When he bought a new battery and box plus some electrical work was under taken and it now presents very well. Sold with the V5C, receipt for the electrical work and a dating certificate.
Lot 1033
1963 BSA C15SS80, 250 cc. Registration number ORO 652 (non transferable). Frame number C15 33568. Engine number C SS 16744.BSA acquired the Triumph marque in 1951, and the BSA C15 250 cc four stroke was derived from the 200 cc Triumph Tiger Cub, itself coming from the 150cc Terrier. Edward Turner became head of the BSA automotive division and in 1958 BSA introduced the concept of unit construction, where the engine and gearbox were combined in one piece rather than as separate components. The BSA C15 'Star' was the first unit construction model and proved more reliable and economical than its predecessor, the pre-unit BSA C11.In 1961 the 'Super Sports' model (SS80) or C15 Sportsman joined the range, with a tuned engine, roller big-ends and lower handlebars. This example was first registered on the 1st may 1963 but nothing is known of it history until Russell Sykes acquired it in May 1988 and registered it with DVLA, he sold it to our vendor in March 1989. Little used, it was MOT'd in April 2011 with a mileage of 2,125 miles it has been unused since then and will need recommissioning before use.Sold with the V5C, 2011 MOT and tax disc.
Lot 1046
1959 Triumph T100, 498 cc. Registration number HAS 832 (non transferable). Frame number T100 022161. Engine number T100 022161. The sports version of Edward Turner's trend-setting Speed Twin, the Tiger 100 was launched in 1938, reappearing in 1946 with telescopic forks in place of the original girders, and separate dynamo and magneto instead of the pre-war version's mag-dyno. An alloy cylinder head and barrel were adopted for 1951, these and other engine improvements boosting power to 32bhp, while a swinging-arm frame and 8"-diameter front brake (first seen on the 650cc Tiger 110) were fitted from 1954 onwards. A splayed-port cylinder head with twin carburettors became available from the start of the 1957 model year, and this would represent the ultimate development of the Tiger 100, which in mid-1959 was replaced by the new, unitary construction Tiger 100A. HAS has unknown early history but according to the V5C it would appear to be a UK bike as it states it has had four owners since it was first registered on the 7th of April 1959. In November 2014 Barrie Smithson of Hartlepool owned it and sold it to our vendor in December 2017 in need of a full restoration; its original number had gone by then. He is a retired engineer who enjoys the rebuilding more than the riding and set about a comprehensive restoration including, a total engine rebuild with new pistons, bearings and shells, the slickshift gearbox received similar work and a new Amal carb fitted. The frame was repainted, new rims, a rechrome and wiring loom completed the work. Since finishing it some 300 settling in miles have been undertaken and he is now looking for a new project. Sold with the V5C and many of the restoration receipts.
Lot 1054
1972 Triumph Trident, 740 cc. Registration number MGU 72L. Frame number T150 CG01573. Engine number T150 CG01573. Essentially a 'Tiger-and-a-half', the Triumph and BSA 750 triples were launched in the UK in 1969, just in time to be up-staged by Honda's four-cylinder CB750. Differences between the Triumph Trident and BSA Rocket 3 were more than just cosmetic: the two models used different frames and in BSA guise the motor's cylinder block was inclined forwards. Only the Trident survived the Group's collapse in 1972, continuing as the T150V (with 5-speed gearbox) and later the T160 (using the BSA-type engine). The number of important production race victories achieved (notably by the works Triumph 'Slippery Sam') is eloquent testimony to how effective a high-speed road-burner a well-fettled triple can be. Today the models are served by an active owners' club and enjoy an enthusiastic following worldwide. MGU is a matching numbers machine built in March 1972, being first registered on the 1st August of that year. In July 2010 Tim Wooley of Cilgerrian, South Wales bought her and sold her to our vendor the following month as a basically original machine, which when examining her is probably correct. He set about making her more reliable with a new carb unit, new dials and other incidentals. When purchased MOT mileage was 10,637 and the new dials were put on in 2011, since then some 1,350 miles have been added. She was ridden to our meeting at a friends home. Sold with the V5C, MOT history from 2010 and numerous receipts from our vendors ownership.
Lot 1058
1962 BSA Rocket Gold Star, 650 cc. Registration number KTX355. Frame number GA10 186. Engine number originally DA10R 7345, now DA10 2709 (see text). Widely recognised as one of the most desirable of all factory built 'café racers', the Rocket Gold Star arrived in 1962 along with the first of BSA's new unitary construction range. A combination of Gold Star parts and the A10 Super Rocket 650cc twin-cylinder engine, this represented the last of the old 'pre-unit' line rather than a new departure and thus were destined to be built for eighteen months. The idea of making what was effectively a twin-cylinder Goldie originated with Banbury motorcycle dealer Eddie Dow, who had built up a considerable body of expertise in looking after BSA's high-performance single cylinder machines. Dow believed that his hybrid would bridge the gap between the end of Gold Star production and the introduction of new unitary construction sports models, and so it proved. The Super Rocket engine's compression ratio was raised to 9.25:1 for the RGS and claimed maximum power increasing to 46bhp. But for some reason best known to BSA, the RGS frame was unique, although not that different from the production A7/A10 item, as was the wider dual seat. The model was offered in a number of different forms and with a host of options relating to controls and equipment. Motor Cycle tested a Rocket Gold Star in November 1962, summing up the new BSA as a 'scintillating high-performance road burner: good brakes, excellent rider comfort and docile traffic manners.' A top speed of 105mph was achieved. Around 1,800 Rocket Gold Stars were made over an eighteen month period and today genuine examples are highly sought after. KTX has had an interesting life, she was dispatched from the factory on consignment note 84509 to C. Jackson of Redditch on the 29th May 1962; a week later on the 8th June it was sent back to the factory, presumably a deal fell through. It was then dispatched on the same day to H.F. Temple, St. Thomas Street, Oxford on consignment 85089. At this time it had engine number DA10R 7345 fitted. On the 17th July 1971 it was abandoned near Silverstone following the Grand Prix; incidentally the 68-lap race was won by Tyrrell driver Jackie Stewart after he started from second position. Ronnie Peterson was second for the March team and Lotus driver Emerson Fittipaldi came in third. The Northamptonshire police recovered and stored it before selling the remains to P.C. Antony Jackson of Northampton on the 9th August who applied to DVLA for a new log book as none was available. As was policy at the time it was re registered in August 1971 with an age related number (although this was in fact from a 1951 BSA 650). Jackson replaced the damaged engine with the one currently fitted DA10 2709. He subsequently sold her to Julian Davis of Northampton on the 31st of August who kept her until July 1978 when he sold her to Glyn Sayer again of Northampton. Several owners, all in Northampton followed, Chris Watts and M. Grimbley, both 1981 and Alan Mason in March 1987. Our vendor bought her from Mason in February 2010. Little used she is now being offered for sale and will need a gentle recommissioning. Sold with the V5C, duplicate V.E. 60, various booklets, an RRT 2 gearbox (a standard box is currently fitted) and a crankcase stamped DA10R 3212.
Lot 1059
1967 Velocette Thruxton, 499 cc. Registration number CTC 27E. Frame number RS 19296. Engine number VMT 551. Gearbox number 12 - 12428. Rarer than the BSA DBD34 Gold Star the Velocette Thruxton, is the ultimate expression of the redoubtable Venom/Viper architecture, the last truly great classic performance British single; a machine built, appropriately enough, by one of the most single-minded, most innovative, most well-respected manufacturers of them all. It's been called the last of the great British singles, outlasting the BSA Gold Star and Manx Norton by almost a decade. In fact, the Thruxton lived long enough to do battle with the first of the modern Japanese superbikes, though it wasn't a long fight nor particularly fair.But the Venom didn’t get to Thruxton in one giant leap (and the Viper didn’t get there at all). Rather, there were a number of smaller hops along an increasingly rocky commercial road, each of which helped transform a machine that was merely hot into something that was little short of awesome. Launched in 1956, the Venom was conceived and marketed as sporting alternative to the more sedate MSS which had served the company well since 1935.Borrowing the ‘square’ 86mm x 86mm bore and stroke of the MSS, the 499cc, 36bhp Venom, with its 8:1 compression ratio, monobloc carburettor, V-belt dynamo and full-width hubs front and rear, was an instant success. And for those traditionalists (for whom the 350cc capacity still ruled), there was the ‘scaled-down’ 349cc, 27bhp Viper (8.5:1).In 1959, the prestige of the firm’s OHV singles was, despite declining company fortunes, riding high—and rose higher still with the introduction of its Venom/Viper Clubman models which, along with other mods, ran even higher compression ratios (8.75:1 and 9.3:1 respectively) and were fitted with a manually controlled BTH magneto (as opposed to Lucas units), a TT carb, rear-sets, low bars and an ultra-close ratio gearbox. Fast, punchy, and ‘eminently steerable’, it was a Clubman Venom which, in 1961, snatched the 24-hour speed record at Montlhéry, France taking the 12-hour record at an average of 104mph, and the 24-hour at slightly over 100mph. It’s a 500cc class record that stands to this day.But good though the Clubman package was, it still wasn’t good enough for some; notably those anxious to break the sporting dominance of BSA’s all-conquering Gold Star. Which was why in 1965 the firm, aided by Velocette privateers pushed the machine a step further and issued a high-performance race-kit complete with radically revised cylinder head, an Amal GP carb, reworked cam-followers. The following year, the kit was incorporated into the factory produced bike, and they had a world-beater on its hands—which was proven at the inaugural 1967 Isle of Man Production TT when the super-tuned Venom took 1st, 2nd and fastest lap, thereby consolidating Velocette as one of the greatest motorcycle manufacturers of them all and in 1964 another Venom took a class win at the Thruxton 500-mile endurance race, crown jewel of England's popular and hotly contested Production roadracing series.That victory gave Velocette a great excuse to hot-rod the Venom and make the resulting 1965 Thruxton an even better race bike. Up front, the 8-inch brake was converted to Tickle twin-leading-shoe operation, rearset footpegs gave greater lean angle, clip-on handlebars got the rider down and they used lightweight Dunlop alloy wheels. The engine was upgraded, too, with a flowed cylinder head, bigger valves and a downdraft intake tract. Working through a close-ratio gearbox, the Thruxton put out 40-41 horsepower, about 5 more than a good-running Venom.It did not take long for success to find the Thruxton. Another class win in the 1965 500-miler made for a great debut, and in 1967 a pair of Thruxtons finished 1-2 in the inaugural running of the Production TT at the Isle of Man. The Thruxton, with design roots that stretched all the way back to 1935, was gone for good in 1971 when Velocette shut down its Hall Green, Birmingham factory and quietly went out of business.Around 5,750 Venoms were sold against the Viper’s 3,589. The total number of Venom-based Thruxtons is said to be around 1108 with some 55-60 being produced by main agents in period. The survival rate is fairly high, and getting higher, due to Venoms being upgraded (or even vandalised, if you prefer), and re-presented in Thruxton specifications.CTC27E is an original, Velocette Thruxton Machine Register verified example. It was dispatched by the factory on the 28th April 1967 to dealers C. & M. Shutt of 15/19 Manchester Road, Haslingden, Rossendale on invoice number 76948 who had taken a part exchange deposit of a Viper at £70 from Tom Hague of Haslingden on the 12th April. The cost was £386.00, plus £1.00 for number plates, £8.00 road tax, licence holder, tax disc, petrol and oil were another £1.00, a total of £396.00 with a £20.00 discount.CTC was used and MOT’d by Shutts every year and in the April of 1977 the mileage had risen to 26,255. The speedo must have then failed as it was at 4 miles the following year; and one presumes it had become unreliable as only 860 miles were added over the year and in the October of 1979 K.W. Swallow quoted for a rebuild and completed it at a cost of £248.00. A note book then lists its servicing, until on the 10th October 1982 the engine blew up and Swallows again rebuilt the engine (cost £290). It was off the road until 1985 when it was recommissioned, taxed and MOT’d on the 1st August. On the 26th July 1986 CTC was sold to Stewart Counsell of Rawtenstall, Rossendale for £2,000. It would appear more engine problems ensured as both the inlet and exhaust valves were replaced in 1987, at this time the mileage was about 7,800 (total about 34,000).By 1998 it was with Bob Gordon of Accrington and again underwent engine work and was MOT’d in 2001 at 8,878 miles; little used he sold it to John Howarth of Rawtenstall on the 15th April 2004 who used it sparingly over the years with the mileage rising to 11,098 in 2008; amazingly it had always been MOT’d by the same garage, Woodtop, although by now they were called Fourways Motorcycles. Our vendor bought CTC from Atlantic Motorcycles of Twyford, Berkshire on the 18th August 2010 and hardly used it; the mileage today is 11,427. Unused since the purchase it will require recommissioning although the auctioneers have had the fuel lines cleaned and the engine runs.Sold with the V5C, many MOT’s, insurance documents and a large quantity of receipts and the original purchase receipt.
Lot 500
An incredible fully made Tamiya 1:14 scale radio controlled / RC lorry. With a Mercedes Benz Actros cab, and aluminium semi-trailer. Comes fully made, ready to run, with a host of accessories and extras. Incredibly well detailed set, made to a very high standard. Fully working lights, horn, sounds, engine noise, gearbox, reversing sounds etc. Trailer can be hooked up and also features full lights etc. The only item not finished is the reversing light for the trailer (but the wiring is completed - just an LED and resistor needed). Fully working order. Comes with all radio gear, transceiver, battery, spare / extra unmade kits (new 'fuel tank', unmade driver, and a host of other accessories.). All original instruction manuals also present. One of the most incredible RC lorries we've ever seen. Measures approx; 107cm long when trailer attached. NOTE: Can be delivered WORLDWIDE - please click the 'Shipping' tab and view rates for Courier Delivery (not postage).
Lot 1236
1925 Austin Seven ''Chummy'' Registration number: DS 9892 Date of registration: 1925 VIN number: A25559 Engine Number: TBC Colour: Dark Blue over Black The Austin ''Seven'' was introduced in 1922 and remained in production until 1939. Almost 300,000 were built, of which 10,000 are known to survive worldwide. Built at Longbridge, Birmingham, it was intended to provide affordable four-wheel transport for the working man and his family. The earliest models had a 696cc engine and a three-speed crash gearbox, with a wheelbase of six feet three inches. It was available only as an open tourer with just enough room for two adults and two small children. This type of body was and is known as a ''Chummy''. The Chummy has long been a firm favourite with Bugatti and Bentley owners usually favouring them over their exotic stable. Eligible for VSCC and light car events they serve as a highly thought of entry to trials, hill climbs and driving tests. Or the perfect car for a summers evening ramble to the local pub. The car by Peter Maguire has undergone extensive restoration and she can only be described as wonderful. Recent paintwork, hood and upholstery, good tyres and correct dash-ware and lights, the Chummy was driven long distance to Leyburn by its long term owner and is in fine mechanical order. Prices have held up well for nice examples with 20k often being achieved in sales. One recently sold at auction for an astounding £36,000. Buyer's premium of 12% inclusive of VAT @ 20%
Lot 1257
1959 Triumph Speed Twin Registration number: ORC 789 First registered: TBC Engine size: 500cc Colour. Maroon Engine number: TBC Frame Number: TBC V5C present The iconic Speed Twin 5T was developed and produced by Triumph at their Coventry, and later Meriden factories. Edward Turner, Triumph's Chief Designer and Managing Director, launched the Triumph Speed Twin at the 1937 National Motorcycle Show. It was a 500 cc OHV vertical twin in a lightweight frame and the first truly successful British parallel twin, setting the standard for many twins to follow. This 1959 model 5TA with a unit engine and gearbox construction and styling changes including the streamline 'Bathtub' fairing which became more and more abbreviated as the model developed but set a striking image amongst the modern motorcyclists of the late fifties and sixties. ORC 789 is an extremely original and correct machine which has had long term ownership by an elderly gentleman enthusiast, have the correct bathtub fairings, nacelle and period storage addition. With matching numbers and in mechanically excellent order this example is a very capable machine and has great investment potential. Triumph Twin prices are rising steadily every year as collectors favour more original bikes. Buyer's premium of 12% inclusive of VAT @ 20%
Lot 1004
1959 METROPOLITAN An American Nash designed car built in Britain and originally for export, this being a 1500cc (early model 1200cc mechanical parts easily available as most are B M C, Sold by Austin as a franchise which makes most people think it was made by them.)A barn find in the 80s in Wales with 45000 miles on the clock having dropped a con rod and was left with the engine taken out for years. The engine was completely rebuilt with a new clutch, water pump, and ignition, the body completely rubbed down and repainted (no welding or filler used), the brakes were all done as were new rubbers. The seats are original, with cover on front swab and new carpets. The radio still works, and the tool kit is in the boot. The car has only done 4000 miles since the rebuild. The engine burns no oil, starts well, (electronic ignition) and has no slop in gearbox linkage. With many MOTs this is a very rare, usable, and interesting car.
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