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A 1991 Peugeot 205 GR 1.1 five door hatchback, registration number H127 UHO, metallic beige. This low mileage (73,000 miles) 205 had one lady owner until 2016, when our vendor purchased it directly from her. This 205 has a five speed manual gearbox, central locking and radio cassette player. Supplied by Marshall Rolfe of Romsey, Hampshire (bill of sale on file), the 205 is presented in original condition. Our vendor says that the car is an excellent starter classic, has recently had a new battery fitted (still under guarantee) and a history file containing stamped service sheets, MOTs, owner's handbook and spare key. V5C, MOT to May 2019 See illustration

A 1961 Morris Minor 1000, registration number 262 LHW, grey. This two door Minor was used by the previous lady owner of six years as her everyday car. Finished in grey, with a contrasting red leather interior with new carpets and Fur Flex door seals. In 2013 the Minor was fitted with a re-conditioned 1098 cc engine and gearbox. Further work carried out included the fitting of heated front and rear windscreen, new bumpers and overriders, an alternator conversion, powder coated wheels and new hub caps. In October 2017, the Minor had a brake overhaul with new brake shoes and wheel cylinders. We are advised that the car runs and drives well and would be suitable as a starter or everyday classic. V5C, MOT to October 2018 See illustration

A 1972 Triumph TR6, registration number GHL 130L, chassis number CP773670, engine number CP077446HE, red. The TR6 was the last in the line of the traditional separate chassis sports cars manufactured by Triumph. Introduced in 1969 with the Karmann re-styled body and mechanicals carried over from the previous TR5 they would remain in production until 1976, initially with a 150 bhp engine up to 1973 when the engine was revised and with a lower 125 bhp horsepower engine. GHL 130L is an original home market supplied 150 bhp CP model fitted with overdrive. The TR is an older restoration which still presents well, finished in Jaguar Signal red with a black interior and hood. The history file which accompanies the TR covers the period from 1989/90 to the present day. In 1989/90 a rebuild was carried out by Classic Cars (Lilley). Works carried out include a comprehensive body rebuild with new panels, respray, engine rebuild, re-trimmed interior, stainless steel exhaust, new bumpers and ancillary chrome work, brake overhaul and numerous other components associated with a full restoration. Further works carried out include a further bare shell repaint in approximately 2010 (images on file), a gearbox and overdrive overhaul by Carlow Engineering in 2011, a cylinder head overhaul in 2015 and the fitting of a Bosch fuel pump kit in 2011. The history file contains further invoices for general servicing and maintenance, previous MOTs, tax discs, owner's handbook and repair workshop manual. Now displaying what is believed to be a genuine 72,000 miles on the odometer. V5, V5C, MOT and tax exempt See illustrations

Dark blue 2006 three door Ford Fiesta 1.2L ( 56 plate ) 116 000 miles with five speed manual gearbox MOT 08.02.2018

A Harrison & McGregor Co. Ltd. of Leigh, sail reaper gearbox

A 1946 BSA M20, registration number OFF 736, silver. The BSA M20 saw its debut in 1937. The large side valve engine 496cc M20 and 596cc M21 were both dependable high torque sloggers suited to sidecar use and during the WWII period many a despatch rider used a M20 as their mount. Available initially with a rigid frame, girder forks and a hand change three speed gearbox, they went through various upgrades until production ceased in 1955. This particular M20 is a rigid frame, girder fork example with foot change gearbox which has been in the current ownership for over 20 years. Presented in good condition the M20 has been well maintained over that time, including an engine overhaul (1998), new front and rear brake shoes, oil filter spin off conversion and Mag/Dynamo overhaul (2008); complete strip down repainted frame, rewire with thin wall cable, new headlamp unit, rebuilt wheels with new spokes, kick start bush/pawl etc. (2009) and a new battery (2017). The oil, filter and spark plug are changed every year on 29th May (vendor's birthday) along with all his other bikes. Since the engine overhaul and strip down the BSA has only covered a few thousand miles. The M20 will be offered for auction with a history file with receipts, MOTs and details of a speedometer/odometer overhaul in 2000 when the odometer was set at 0. V5C, MOT and tax exempt (new MOT to August 2019) See illustrations

A 1973 AMF Harley-Davidson Z90, unregistered, black. Harley-Davidson's lightweight two stroke models were manufactured by the Italian Aermacchi company under the AMF(American Machine and Foundry) parent company which owned Harley-Davidson at the time. Introduced in 1973 the Z90 was Harley-Davidson's answer to the Japanese invasion of small two stroke engine motorcycles and featured a two stroke pump lubricated engine with three speed gearbox. This very original example still requires registration and was purchased by our vendor approximately a year ago in Britain. Being an early example it features the rarer small speedo. The machine retains other original features such as the rubber handle bar grips and other rubber items with Harley-Davidson branding. Now running well (started second kick when the catalogue photographs were taken) after recommissioning and replacement of parts including a new oil pump, speedo cable, indicators, front mudguard, headlight and service items. This very genuine Z90 will be offered with a history file containing original sales brochure, handbook, parts catalogue and sundry paperwork See illustration

A 1961 BSA A10 Super Rocket, registration number 478 UYY, blue. This Super Rocket was originally exported to the USA. It has formed part of a private collection. The engine has been rebuilt as has the scrambles specification gearbox. Further improvement include the overhaul of the rev counter and speedometer. The rims are alloy, the exhaust is the Siamese type and new, and the electrics have been uprated to twelve volts. Our vendor advises that the BSA could be used as is or improved by painting the tank and tinwork. V5C, MOT and tax exempt See illustration

A 1959 Triumph T100 special, registration number YFD 18, blue. This Triumph comes direct from a private collection of BSAs and Triumphs. This particular machine is a little different, as it has been built from a believed pre unit T100. The engine fitted is a T110 uprated to T120 specification. It also benefits from a needle roller bearing gearbox and racing magneto. Not one for the purest! The T100 is nevertheless an entertaining and enjoyable riding machine. V5C, MOT and tax exempt See illustration

A Scratch-built OO Gauge London & North Western Railway Beames 0-8-2T Locomotive, nicely made and reasonably well-finished in plain LMS 1920's black livery as no 7889, with scratch-built chassis and Portescap motor/gearbox, VG, slight corrosion to pony truck

Vintage car book - 'The Modern Motor Car' with cut-out illustrations, working model clutch and gearbox, cigarette cards and commemorative coins and posters

Skoda Roomster SE TDi CR 105 diesel 5 Seater estate car, 61 Plate, 67,00 miles , Fresh MOT and new gearbox and clutch fitted, FSH

2006 [YP06 SXL] Toyota Yaris 5-door Hatchback, 1.0 VVT-i T2 Petrol in Red, Manual Gearbox, 8,683 Miles, V5 and 1 Key present. MOT Expired 28 September 2017. One previous keeper.

A 2008 SEAT LEON CUPRA FSI 240, in white 2.0 litre petrol engine, manual gearbox, unverified mileage shown 109712, V5C present, no MOT, Reg No W208 AEM (viewing recommended, incomplete engine and no keys)

A 2000 MERCEDES SLK 3.2 PETROL CONVERTIBLE, in silver, automatic gearbox, electrical fault so mileage cannot be read, Reg no W297 XGN, (viewing recommended, no starter) (one key)

Seven vintage German automobile posters by Reiche for Wartburg, comprising an exploded diagram of a type TYP353 gearbox, a type TYP353 wiring diagram, two type TYP353 cut-away diagrams of three-cylinder petrol engines, a type TYP353.1 exploded diagram of a three-cylinder petrol engine, a type TYP353 poster depicting specialist workshop equipment and a Veb Berliner Vergaser-Fabrik Fallstromvergaser 36F poster of a cut-away carburation system (7).

A Kit-built OO Gauge BR ex-LNER A2/2 Locomotive and Tender 'Wolf of Badenoch', apparently from a Millholme kit with Portescap or similar motor/gearbox, nicely made and finished in early BR apple green as no 60506, VG, body loose from chassis, a couple of small parts detached (2 inc tender)

Kit/Scratch-built OO Gauge GWR Tank Locomotives, three from earlier kits, including 2-4-0T no 5, 2-6-2T no 3920 (possibly scratch-built body with Romford motor/gearbox) and 2-6-2T no 4404, all in plain GWR green, all F-G (3)

A Kit-built OO Gauge LNER (Ex-GNR) Small-boilered Atlantic Locomotive and Tender, nicely finished in LNER lined green as no 3990 'Henry Oakley', with Portescap motor/gearbox or similar, VG, (2 inc tender)

A Kit-built OO Gauge LNER (Ex-GNR) Large-boilered Atlantic Locomotive and Tender, nicely finished in LNER lined green as no 3279, with Portescap motor/gearbox or similar, VG, (2 inc tender)

A Kit-built OO Gauge LNER (Ex-NER) Raven Pacific Locomotive and Tender, beautifully finished in LNER lined green as no 2400 'City of Newcastle', with Portescap or similar motor/gearbox, from DJH kit, VG-E, in original kit box (2 inc tender)

A Kit-built OO Gauge LNER (Ex-NER) 4-6-0 Locomotive and Tender, nicely finished in LNER lined black as no 922, with Portescap or similar motor/gearbox, from DJH kit, VG-E, (2 inc tender)

A Kit-built OO Gauge LNER Gresley K2 Class 2-6-2 Locomotive and Tender, finished in LNER lined green as no 3401 'Bantam Cock', with Portescap or similar motor/gearbox, VG, (2 inc tender)

A Kit-built OO Gauge LNER Class A8 4-6-2 Tank Locomotive, representing Gresley's rebuild of Raven's 4-4-4 tank locomotives, nicely finished in LNER plain black as no 2156, with Portescap or similar motor/gearbox, from DJH kit, with original kit box, VG-E

A Kit-built OO Gauge LNER (Ex-GNR) Class C12 Atlantic Tank Locomotive, nicely finished in LNER lined black as no 4538, from a Wills Finecast kit with Portescap motor/gearbox, VG-E

A Kit-built OO Gauge LNER Gresley O1 Class 2-8-0 Locomotive and Tender, finished in LNER plain black as no 6243, from 'Little Engines' kit with Portescap motor/gearbox, VG-E, (2 inc tender)

A 1975 ROLLS ROYCE SERIES 1 6.75 litre, 3 speed automatic gearbox. Fully roadworthy with RWC, this Grand Damedrives very smoothly. A true British legend for the discerning collector.

A 1972 Reliant Scimitar SE5A GTE, registration number XDV 442K, aubergine. This distinctive Scimitar was purchased by our vendor in 2013 and had been owned from 1985 by last custodian. Our vendor is a retired (workshop) motor trade fitter, who originally worked on these cars in period, and is currently downsizing his collection of vehicles due to an imminent move. He has lovingly recommissioned the car since purchase and uses it on a regular basis including two 200 mile round trips to Cornwall. Finished in a very distinctive colour of aubergine with a tan leather interior and period Wolfrace alloy wheels. The bodywork and interior are said to be in good condition and are a credit to the love and attention given to this much underrated model. The Scimitar will be offered for auction with some service history and receipts, including bills for a gearbox parts which the vendor has reconditioned (not a bill for a reconditioned gearbox)***, and its current MOT which it passed in April 2018 without any advisories. V5C, MOT to April 2019 See illustrations

EXTRA LOT: A 1926 Citroen B12 Torpedo/commercialle, registration number UF 3601, chassis number 176048, engine number 117172, blue over black. This charming French built tourer has been in the custodianship of the present enthusiast since 2007 forming part of a small collection of Citroens. The previous owner a Mr Peter Joyce owned the car for the preceding 22 years. Having only a production run of two years the B12 is a rare car. Our example is finished in blue over black, and the tourer body work can be converted into a pick-up by removing the rear seats and hood and lowering the tail gate (quite an ingenious idea). The B12 featured four wheel brakes (introduced in 1926), a 11.4 hp engine, gravity fed carburettor, electric six volt starter and three speed gearbox. On our inspection to take the catalogue photographs the Citroen started easily and sounded very healthy. Our vendor advises us that the Citroen has always been reliable during his ownership with a top speed of 45 mph if you are feeling brave enough. This rare B12 tourer will be offered for auction with a history file containing some previous MOTs (last issued April 2012 with no advisories), receipts and SORNs. V5, V5C, MOT and tax exempt See illustrations

EXTRA LOT: A 1924 Citroen B12 six light saloon, registration number BF 6421, chassis number 160598, blue over black. This rare Slough built B12 has formed part of a small collection on vintage Citroens, having been purchased by our vendor in 2013 from a French owner. Finished in blue over black with a grey cord interior, the B12 features a 1200cc 11 bhp engine matched to a three speed gearbox and if provoked has a top speed of 40 plus mph. Our vendor has taken the decision to sell the Citroen because he feels that the car needs more use than he can now give it and will be offered for auction with a history file. V5C, MOT and tax exempt See illustrations

EXTRA LOT: A 1974 Triumph TR6, registration number PJO 171M, chassis number CR56670, engine number CR003605HE, red. This original right hand drive TR6 has been in the current ownership for the last nine years and has been used on a number of UK and European tours. The car has just emerged from a body on restoration which included a full external respray, rechromed bumpers & new TR6 grille badge, reconditioned dash board, new Moto-Lita wood rimmed steering wheel and the original seats have been reupholstered. The differential is a reconditioned 3.7:1 ratio, there is a four speed with overdrive gearbox fitted and a new gearbox tunnel has been fitted. Previous works carried out include a major body off restoration completed in the 1990s with paperwork and photographs, and the engine has been converted to run on unleaded petrol. V5C, MOT and tax exempt See illustrations

A 1955 Austin Healey 100/4 BN1, registration number VEV 563, chassis number BN1222644, engine number 1B 222644M, red. The BN1 proved to be a capable competitor in international rallies with outings including Rallye Lyon-Charbonnières Rally, Mille Miglia and the Le Mans 24 hours. This home market right hand drive example was built on 9th February 1955. It spent some time in England before being exported to Melbourne Australia and eventually finding its way to New Zealand in 1961 being purchased by a Mr James McKinlay who resided at the Trentham Hotel Wellington. In 1978 the car passed to John Whiting and from there it moved through two other ownerships, a Mr Ashley Thomas and John Milligan. It carried the very distinctive registration number of LM 1955. During Mr Milligan's ownership a restoration started in 1980 and was completed in 1990 with an accompanying photographic album showing the works carried out, including a complete engine rebuild, gearbox rebuild, bare metal respray, interior re-trim in Connolly leather and numerous other components. The car remained in New Zealand for approximately nine years before returning to the UK where it was registered on the 1st April 1999. The Healey formed part of a private collection before being purchased by our vendor. In 2014 the Healey was with Murray Scott-Nelson where the gearbox was removed, stripped for assessment by Hardy Engineering and re-assembled with new components as necessary (receipt on file for £2,532). This beautifully presented 100/4 has recently been fitted with a looved Le Mans style bonnet and exhaust and is accompanied to auction with a comprehensive history file including the aforementioned photograph album and documentation from New Zealand and various MOTs ***(but the British Motor Industry's Heritage Trust Certificate has been misplaced)***. 100/4s are eligible for some of the most prestigious rallies and sporting events throughout the world and with its comprehensive history and restoration this is a highly collectable example. V5C, MOT and tax exempt See illustrations

A 1956 Land Rover Series I 86 inch, with a canvas tilt, registration number HSK 540, chassis number 170/6/04147, engine number 170613916, Bronze green. This Series I Land Rover was aquired by The Ministry of Supply, Ashchurch, Gloucestershire on 1st May 1956. It would subsequently be de-commissioned in June 1964 and registered on 12th June of the same year. The Land Rover was the subject of a body off restoration prior to our client purchasing it in March 2014. Since then our vendor has covered less than 1,000 miles. The restoration was thorough and included taking the body off the chassis, replacing the rear cross member, all new outriggers and engine and gearbox supports. Front wings were replaced amongst other panels and it was treated to a full re-spray in Bronze green. Since acquiring the Land Rover, our vendor has carried out further works including fitting new front and rear indicators and switch, new tyres (600 x 16), water temperature gauges, a spare wheel bonnet fitting kit, new sliding windows and channels both sides, and a new carburettor. Further improvements include fitting Exmoor trim rear seats, both front springs, shackles and spring bushes, camshaft, rocker shafts, cam followers, rocker bushes, and finally the owner re-conditioned the heater, replaced the fuel sender unit and has overhauled the steering. The Land Rover sits on original military specification split-rims, which are rare today. The vendor describes the Land Rover as now being in excellent condition in all respects and driving well and is ready to be enjoyed by the next custodian. V5C, MOT to May 2019, tax exempt See illustrations

Gearbox, with ball race, the side plates stamped ARM 19530A, L16cm Condition Report Click here for further images, condition, auction times & delivery costs

A 1996 Rover Mini 2 Door Saloon Car - 1275cc - Reg. No. N784PDL - from Deceased Estate - sold as seen CONDITION REPORTThis car has come from a deceased estate, it starts and is an automatic. The gearbox does not seem to engage in forward gears, it was left for some time in storage as the person was ill.

A 1935 Rolls Royce Phantom III, registration number RC 3169, chassis number 3-AEX-34 (formerly 34 EX), first registered 03-09-1935, limousine coachwork by Hooper and Co. London Rolls-Royce 'The Best Car in the World'. The first Rolls Royce car left the factory in December 1904 and in 1906 the first Silver Ghost cars were delivered to their customers. In 1925 the Silver Ghost was replaced by a new car, the New Phantom. The Phantom II arrived in 1930 and the Phantom III was introduced at the Olympia show in 1935. This was the first Rolls Royce with a V12 engine. 34 EX is one of the first Phantom III models and was used as a demonstrator car at the Scottish motor show in November 1935. It was the first car ever to be used for the opening of the Derby assizes. It then transported HRH the Duchess of Gloucester for the opening of the Red Triangle playing fields at Winchester. In October 1936 The Autocar magazine published a road test report of two Phantom III cars, 34 EX was subjected to lengthy trials and was the car used to provide driver data and performance figures. This particular car was famously tested fully laden with its original large Hooper limousine body completing an historic journey across the Sahara desert. The report is widely published in many Rolls Royce publications. The current sports body with limousine divider was added shortly thereafter. The V5C does not record when the car was purchased by John Little, however the document is dated 25-09-06 so it must have been before this date. Part restored. The rolling chassis with suspension axles and gearbox being restored to 'as new condition'. The body is currently removed from the chassis and has been blasted and refurbished. The wings bonnet and doors are present for restoration. The radiator and surround have been completely refurbished. Many other components have been restored and are ready to refit. The engine is dismantled and comes with new cylinder liners and pistons etc. but may not be complete. Some of the interior trim is available as patterns. Sold strictly as viewed. VIEWING BY APPOINTMENT ONLY.

Thirteen boxed diecast model cars, mostly in 1:24 scale, by Bburago, Maisto etc together with a boxed Gearbox 1957 Chevy Bel-Air coin bank model. Overall models appear G to VG, some loose in pack, in F to VG packaging. (14)

A mixed group of boxed diecast models including a number of military items, tanks, vehicles, aircraft, figures and scenic accessories by Solido, Gearbox, Dragon and others. Overall items appear G+/VG in generally G+ packaging. (16)

A Scratchbuilt OO Gauge North British Railway Reid Atlantic 4-4-2 Locomotive and Tender, well-made and finished in lined NBR brown as no 807 'Bon Accord', appears to have Portescap motor/gearbox, with 6-wheeled tender, G-VG (2)

A Kitbuilt OO Gauge Caledonian Railway McIntosh 4-4-0 Locomotive and Tender, made from a white-metal kit and well-finished in lined CR mid-blue, on kit/scratch-built chassis appearing to include Portescap-type motor/gearbox, with one etched number-plate only for incorrect no 3500, with 6-wheeled tender, G, (2)

A Kitbuilt OO Gauge Great North of Scotland Railway Heywood Class F 4-4-0 Locomotive and Tender, made from a white-metal kit and nicely-finished in lined GNoSR green as no 49 'Gordon Highlander', on kit/scratch-built chassis appearing to include Portescap-type motor/gearbox, with etched name and number-plates, with 6-wheeled tender, VG, slight bowing to tender underframe and dent to front left side (2)

A Kitbuilt OO Gauge Great Central Railway Robinson 'Class 8' 4-6-0 Locomotive and Tender, well-made from a white-metal kit and finished in lined GCR black as no 1067, on kit/scratch-built chassis with Portescap or similar motor/gearbox, with etched number-plates, and 6-wheel tender, G-VG, a little paint loss to right side coal rails, (2)

A Kitbuilt OO Gauge LNER Gresley Class W1 'Hush-Hush' 4-6-4 Locomotive and Tender, the body well-made from a Wills white-metal kit and finished in LNER grey/silver as no 10000, the kit-built chassis incorporating Portescap motor and gearbox, with 8-wheeled corridor tender, in original kit box, G-VG, (2)

1999 Mercedes 320 CLK sport auto, 3199 cc. Registration number T426 JUX. Chassis number WDB2084652T013354. Engine number 11294030402966. The first-generation W208/C208 CLK was introduced in 1997, and was based on the W202 Mercedes-Benz C-Class launched three years earlier. The CLK introduced a new market niche for Mercedes-Benz. Mainstream models had 2.0-litre normally aspirated and 2.3-litre 'Kompressor' supercharged four cylinder engines. At the top of the range, there was a CLK320 model, powered by the E-class's 3.2-litre V6. Trim levels offered a choice of either Elegance or Sport variants, the latter became Avantgarde about a year after introduction. The Cabriolet and the 4.3L V8-powered CLK 430 appeared in 1999. Owned by our vendor since May 2015 it developed a gearbox fault (limp home mode is on the dashboard) and was taken off the road pending a repair that never happened. The mileage at its last MOT, in October 2014 was 85,549 miles. Sold with the V5C, the car has no MOT and is sold as seen.

1962 NSU Quickly S, 49 cc. Registration number PSY 348 (non transferable). Frame number not found. Engine number 870398. 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 S model had larger mudguards, a speedometer, a side stand, and chrome-plated rims. 314,715 were manufactured between 1955 and 1962. Nothing is known of PSY until 2003 when James Finch acquired it and presumably restored it as it is has now mellowed well. Our vendor bought it in November 2011 and is down sizing his collection so is moving it on. Sold with the V5C it should take little recommissioning.

1961 BSA Bantam D7, 175 cc. Registration number 8064 UM. Frame number D7 25447. Engine number TBC. BSA's government-encouraged copy of the German DKW R.125, was made 'British' by simply reversing the engine-unit drawings for right-side controls, thus providing the post-war 'basic trainer' for thousands of motorcyclists. The 125cc 'Bantam D1' of 1949, a wholly successful motorcycle and the company's best seller and though there was no D2, the D3, D5, D7 and D14 variants followed into the seventies, a range which became a byword for economy and reliability, still served by specialist firms to this day. Changes were made to colours, suspension, capacity and gearbox, but the Bantam remained essentially itself, a motorcycle regarded with much affection. UM was first registered on the 16th September 1961 to John Tomlinson of Gosport, our vendor acquiring it in the May of 2015. It would appear to have been last on the road in 1982, according to the old tax disc with it. Sold with the V5C, V5 and a parts catalogue, it will require recommissioning before use.

circa 1955 BSA C10, 250 cc. Registration number not registered. Frame number BC10LS.6282. Engine number BC10L.5889. BSA's 'C' range of lightweight machines was introduced in 1938. Similar in many ways to those of the larger 'B' range, whose wheels and brakes were employed, the cycle parts consisted of a simple diamond frame and girder front fork. First model was the C10 sidevalve single with coil ignition and three-speed hand-change gearbox. A de luxe C10 with foot-change gearbox joined the range in 1939, as did the overhead-valve C11. When the C10 reappeared after the war, its oil was no longer contained in a fuel tank compartment but in a separate tank bolted to the saddle tube. The girder fork was replaced by a telescopic unit in mid-1946 and part way through 1949 an alloy cylinder head was adopted. The model ran on as the updated C10L, with alternator electrics, plunger rear suspension and four-speed gearbox, until 1957. This machine has been partially restored at some point but is an unknown quantity as it has only recently been removed from storage and buyers should satisfy them selves over the completeness. There is no paperwork with it.

1947 DOT motor cycle truck project, 125 cc. Registration number FP 4526 (not registered, see text). Frame number (no cycle frame, see text). Engine number 624/12714. One of the few motorcycles manufactured in Manchester, the D.O.T. ('devoid of trouble'), first appeared as early as 1903 and were success race machines but in 1932 they ceased motorcycle production due to the depression. Control of the company passed to Burnard Scott Wade, who kept the company going through the 1930s with a line of pedal-powered 3-wheel delivery trucks developed for the niche markets of milk-delivery and ice cream vending. With the onset of World War II the government awarded Dot a contract for the production of these economical delivery vehicles, which were shipped around the world. During the tedious "fire watching" duty during the Manchester Blitz, Wade sketched out ideas for a similar vehicle powered by a small two-stroke engine, and successfully developed this into the Dot Motor Truck, which could be produced in various guises to meet the market for a cheap, powered delivery vehicle. Such was the demand that a profitable Dot Company was able to re-enter the motorcycle market in 1947 with a utilitarian two-stroke machine using initially a 125 cc and later a 200 cc Villiers engine which sold well in the export market; some 3900 were produced before production ceased in 1956. The tricycle featured a tubular axle carrying the two front wheels, between which was mounted a large box for carrying of goods or materials, while the rear section was basically that of a conventional motorcycle, with a three speed gearbox. The brakes were operated by pedal and in addition there was a handbrake. Cruising speed was a relatively modest 25mph and fuel consumption in the region of 90-100mpg. This project, believed mainly complete apart from the cycle frame which was stolen when sent to be powder coated, comes with a R.F. 60 registered as FP 4526, frame 1791 (this is not in the DOT owners club records) and engine 624/12714 (according to the club this should be in frame 1937). The FP is a Rutlandshire number and this borne out by the first owner being listed as John Barfield of Uppingham. In 1949 it was bought by William Bailey of Cleethorpes and over the next ten years in moved around the area with five other owners before being registered by John Knight of Grimsby in 1972. Our vendor rescued the trike in a sorry state in the mid 1980's and began a restoration that stalled many times, although the engine was rebuilt and many items have been painted. Sold as a project, buyers should check themselves as to the completeness and note that in 1985 DVLC stated that the registration number could not be re-instated. Sold with the R.F. 60, V.E. 60, tax discs from 1954, 56, 57 and 59, photographs as found and other paperwork.

1953 BSA C11, 250 cc. Registration number HI 8834. Frame number BC10/S4/4891. Engine number BC11. 8850. BSA's 'C' range of lightweights was first introduced in 1938. Its first exemplar was the C10 sidevalve single with coil ignition and three-speed hand-change gearbox. A de luxe version with foot-change gearbox joined the range in 1939, as did the overhead-valve C11. The original girder front fork was replaced by a telescopic unit in mid 1946, and part way through 1949 the C10 gained an alloy cylinder head. From 1953 onwards both models became available with plunger rear suspension and a four-speed gearbox, and for 1954 were further updated with alternator electrics, becoming the C10L and C11G. HI was originally registered in Eire on the 22nd August 1953 and appears to have been first registered in the UK by Michael Fink of Sunk Island, Hull in January 1974, before moving to Ronald Jackson in the April, Antony Holt and then Peter Mann in the October before our vendor bought it for £125 in June of 1979 as one of his first machines. It was little used as a 350 cc Gold Star arrived and replaced it as his daily ride. Stored ever since for sentimental reasons it is now being sold as he realises he will never restore it. Please note that the V5C has the frame number as BC10/54 when it should read BC10/S4, a plunger frame with four speed gearbox. Sold with the V.E.60, the 1979 receipt, a V5 and the V5C, it will require full restoration.

1977 Kawasaki Z750, 745 cc. Registration number VAT 745S. Frame number KZ750B-025141. Engine number KZ750BE025149. Introduced in 1976 and produced until 1983, the KZ750 was the odd-man-out in Kawasaki's lineup, especially considering the new bikes Kawasaki had planned for 1977, which included the 4-cylinder KZ650 and KZ1000. Before the onslaught of big triples and fours, the 750cc category was pretty much defined by vertical twins like the Royal Enfield Interceptor, Norton Commando and Triumph Bonneville. Looked at from this light, Kawasaki's move made sense. While the days of Rule Britannia were over, there was still a sizeable community of riders who wanted a big twin. For that group, the new fours were too much. They had two too many cylinders, too many camshafts, too many carburetors and too many spark plugs. For these riders, the best bike was not defined by quarter-mile performance, it was defined by ease of maintenance and dependability. And on that score, the KZ750 delivered was thoroughly up-to-date. The 55 horsepower, 745 cc twin had double overhead cams, shim and bucket valve adjustment, a Morse Hy-Vo primary drive chain and a five speed gearbox. The biggest accolades were reserved for its dependability. Thanks to its simple but robust construction, the KZ750 earned a reputation for rock solid dependability, owners piling on the miles with little more than routine maintenance. Kawasaki had gambled that there was a market for a simple, reliable big twin, and they were right. By 1978, the 750 twin was Kawasaki's fourth biggest seller in the U.S., and it remained so until the end of the decade. VAT was registered on the 13th October 1977 and has lead a sheltered life; in June of 2004, a Terence Wilkinson of Goole owned it for a short period as our vendor bought it from Fielders Motorcycles of Goole later in the month, the mileage was just over 21,000. He rode it for a couple of years, the last MOT being at 23,426 miles in August 2007. The mileage is now an amazing 23,456 unless it changes a bit with moving in the saleroom!! Sold with the V5C, various MOT's and an invoice, it will require re commissioning before use.

1977 Norton Commando MkIII, 829 cc. Registration number SKV 197V, Frame number 335554. Engine number 335554. While the Commando was a direct descendant of the the Norton Atlas and the Dominator line before that, it was definitely not evolutionary. It was revolutionary, a true game-changer. Not because of some amazing new engine, not because it was all that faster than the model it replaced. It was because Norton had solved, in one brilliant design concept, the biggest problem that had been nagging every British motorcycle manufacturer for the past 20 years. Vibration! The new machine came with a brand new frame, one that isolated the engine and its vibration, from the rest of the bike via rubber mounts, called Isolastic Suspension, they were was now free to extract the kind of power the engine was capable of producing. Launched in 1967, the Commando used the Atlas model's 750cc engine and AMC gearbox, and was an instant hit with the motorcycling public, being voted Motor Cycle News 'Machine of the Year' for five consecutive years. Introduced in 1973, the '850' (actually 829cc) featured a larger bore, through-bolted cylinder block, stronger gearbox casting and an all-metal clutch among a host of other, more minor improvements. The extra capacity provided the 850 with even more mid-range urge, and the model would continue as the sole Commando after 1975 when the MkIII was introduced. An electric starter was the major MkIII innovation, while other upgrades included a rear disc brake, left-side gear lever, right-side rear brake lever and an automatic primary chain tensioner. The last year of Norton production was 1977 with of around 1,200 machines produced, 30 units are sold in 1978, leftovers from 1977. This is the end to yet another great English marque as NVT was in receivership until Stuart Garner, who already owned Norton Racing acquired the rights to the Norton Commando brand. It took until 2010 for the first production bikes to hit the market. SKV was first registered on the 31st March 1977, towards the end of production. In 1982 the mileage was at 27,763 but by 1986, whilst in the hands of Nigel Donkin of Selby, it received a full restoration including the engine and gearbox with a gas flowed head, electronic ignition, stainless steel mudguards and exhaust. The next owner was J. Makinson of Wakefield who undertook some more work including new alloy rims and spokes. In March 1991 SKV was acquired by Richard Jones of Ilkley who sold it to our vendor in March 2000. Ridden many times over the years he is now thinning out his collection. Sold with the V5C, 1982 MOT and a quantity of receipts for the rebuilds. It will require some gentle recommissioning before being ready for the road.

1962 Triumph 3TA Twenty One, 350 cc. Registration number VFX 527. Frame number H28726. Engine number 3TA H28726. Triumph re-entered the '350' class in 1957 with the introduction of the 'Twenty One', its arrival ushering in Triumph's unitary construction era. Also known as the '3TA', the newcomer was readily distinguishable by its Shell Blue metallic finish and 'bathtub' rear enclosure, a feature later applied to Triumph's larger models. With only 18.5bhp on tap, Triumph's smallest twin lacked the urgent acceleration of its larger brethren but nevertheless was a capable tourer good for around 80mph while delivering excellent fuel economy. VFX is an example of a quality older restoration of an original machine; declared manufactured in 1962 her date of first registration with DVLA is in October 1985. On file are the receipts for the restoration in 2004/05 by a Mr J. Summers of Portland, Dorset and before and afterwards photographs. She appeared remarkably complete at the outset and after 18 months she was back on the road after a parts cost of some two thousand pounds with a full engine and gearbox rebuild, new paint, stainless steel rims and spokes and re chrome. At this point she was MOT'd, at 51,103 miles (a 1976 MOT is on file at 49,240 miles), subsequently sold to a Andrew Fuller of Weymouth in August 2006 she covered little mileage until our vendor acquired her for his collection in the August of 2008 with a mileage of 51,827, the same as she has today. She has patinated wonderfully and now just needs a little recommissioning before use. Sold with the V5C, various MOT's, before and after photographs and a good selection of rebuild receipts.

1946 Norton Project, 500 cc. Registration number GVO 769 (see text). Frame number 10299 N4. Engine number A3 1725. Like the majority of its contemporaries, Norton relied on the sidevalve engine until the 1920s when the existing and well-tried 490cc unit was used as the basis for the firm's first overhead-valve design: the Model 18. Introduced in 1923, the latter retained its essentially Vintage characteristics until 1931 when the range was extensively redesigned, dry-sump lubrication and rear-mounted magneto being standardised. There were numerous improvements made to the engine throughout the 1930's, including enclosure of the valve gear, while Norton's own four-speed foot-change gearbox had replaced the old Sturmey Archer in 1935. Although it looks like a pre-war bike, this was actually an interim model produced mainly in 1946 using parts from the 1939 Model 18, just to get production going after the war. GOV was purchased by Michael Bird of Leicester in 1989, selling it to our vendor 1995 at the same time as the Norton International, DPC 332, offered later in this auction. It was in the same condition as you see it now and was supposed to be a retirement project but that has never happened. Most parts appear to be present except for the front wheel and girder forks, but buyers should make their own assessment. Sold with the V5 and various Norton literature.

1946 AJS Model 18, 497 cc. Registration number HVS 319 (non transferrable). Frame number 33539. Engine number 48/18-8548B. Associated Motorcycles announced its post-war range of AJS and Matchless heavy weight singles in June 1945, both were produced in the same London factory from 1945 to 1966. These bikes represent the end of the era of big British singles, as when AMC merged with Norton production concentrated on twins. . Coded Model 18 and G80 respectively, the two 500cc models shared the same 93mm stroke as their 350cc brethren, coupled to an 82.5mm bore, and could be distinguished by the different magneto position: forward of the cylinder in the AJS; behind it in the Matchless. Housed in a rigid frame with Teledraulic front fork, the rugged and reliable overhead-valve engine drove via a four-speed gearbox. Considerably lighter than the successor swinging-arm models, these relatively docile AJS and Matchless singles are a delight to ride and enjoy the support by an active owners' club. Little is known of the early history of HVS, in 2000 Kenneth Muir of Skipton acquired her before selling her to our vendor in 2014. First registered with DVLA in 1992 it was probably sold as a new restoration (it has aged well now) as in 1996 the MOT states a mileage of 2,946, today it is at 3,583. Little used, it will require a gentle recommissioning before going on the road. Please note that although DVLA have a declared manufactured date of 1946, AJS engines engines start with a date, in this case 48 and the frame number is more in keeping with circa 1948. Sold with the V5C and two MOT's, 1996 and 1997.

1959 BSA Gold Star, 500 cc. Registration number NRS 978. Frame number CB32 9046. Engine number DBD34 GS 4815.On Wednesday 30th June 1937, a specially prepared Empire Star 500 ridden by the great Wal Handley achieved a 100mph lap of the Brooklands circuit on its way to a debut race victory and award of the 'Gold Star' that would give BSA's new super sports model its evocative name. Possibly the most successful production racing motorcycle ever, the post-war Gold Star formed the mainstay of Clubman's racing in the 1950s. In 1955 of the 37 Junior entries, 33 were Goldies and following Gold Star rider Bernard Codd's 1956 Senior/Junior double victory the event was dropped due to the model's domination of the Isle of Man Clubman's TT.The DBD, the ultimate road going 500 Gold Star, appeared in 1956 when the famous RRT2 close-ratio gearbox and 190mm front brake became standard equipment. From then on BSA's perennially popular sporting single changed little until its much-lamented demise in 1963.NRS 978 was dispatched from the factory on the 30th October 1959 to dealers George Cheyne of 147-149 Holburn Street, Aberdeen (established 1895 and sold on in the 1970's) on consignment number 23852 in Clubman's trim with a 4 gallon steel tank, 190mm front brake, 1 1/2" Amal GP carb, Dunlop alloy rims and an RRT2 gearbox. They received six Gold Stars from the factory; CB32.5089/DB32.903 (20.04.56), CB32.5313/DB32.952 (07.06.56), CB32.5428/DB32.992 (26.02.57), CB32.6206/DB32.1158 (22.11.56), CB32.6695/DB32.1271 (19.09.57) and CBN32.9046/DB34.4815 (30.10.59). Only one was a 500 cc; this machine.Research in the Aberdeen area has put forward two possible first owners, a Cammie Beattie or a William Duncan but Jim Bolton, who worked for the RAF in Kinloss bought one in the early 1960’s and then later rode it to Bristol where he sold it to buy a car. He cannot remember the registration number but this would fit with the known history as it was next owned by a Mr Evans of Bristol in January 1965, followed by Mr Exon in 1966 and also Robert Porter owned it until 1969 when Max Ellis became the owner. In 1983 it had moved to Cheltenham with a Joseph McCaig. In 1989 it was in the stock of Saddleworth Classic Motorcycles and Glen Telford of the New Inn, Chapel le Firth put a £750 deposit down it and completed the purchase at £6,000 in December of that year. During his ownership the engine was rebuilt.In May 2004 it appeared in Mac McDiarmid’s book “Classic Superbikes” pages 38/39 and was also sold by Glyn Jones for £7,800 to Brian Daly of Lothian. Christopher Hampshire of Newcastle upon Tyne bought it on 10th January 2007 and had the engine rebuilt by Dave Flintoft of Cleveland in October 2008 and in September 2010 our vendor acquired it; an electric magneto was fitted in 2016.This matching numbers machine comes with the R.F. 60, V.E. 60, V5C, letters from the Gold Star Owners Club (1988 and 2007), copy of the Despatch Book records, various old tax discs, a quantity of receipts, MOT’s starting in 1989 at 4,730miles, through to 2009 at 12,622 (just after the engine rebuild), the last one in 2010 is at 13,436. The current odometer reading is 13,466 so the engine has only covered some 1,000 miles. There are also a selection of photographs of an earlier restoration with a blue tank.With thanks to Bob Gratton for his help with research.

A pre war gearbox, of unknown manufacture, casting number LS280A, stamped LW 1518838, E, together with a believed AMC gearbox (2).

A 1930's Royal enfield Model A 225cc two stroke Registration Number AYK170, no papers present, project of spare parts to include frame (Number 12023), girder forks, engine,gearbox, restored wheel rims etc.

An electrically operated 1950s car chassis for driver and mechanic training, made by Werner Degener Lehremihel GMBH Hindenburg Strasse, Hannover; the engine gearbox and back axle etc are sectioned to reveal the working components, all worked by an electric motor.

A 1970 Triumph TR6, MFL 145H, LHD, CC series with 33,000 recorded miles, a 105 bhp naturally aspirated 6 cylinder 2,449cc engine, with manual gearbox and overdrive, finished in dark green with a tan hood, on new wire wheels and tyres, current MOT valid until 22nd June 2019. This US specification car with matching CC556 prefix chassis and engine numbers, which comes with a Heritage certificate, was purchased by the vendor on 30th June 1997 from North West Autos, Maryland USA where it was used as a daily car and after a tour of the Southern States was re-imported to the UK and registered with an age related number plate on 11th May 1998. This very original car was subject to a bare metal respray in the United States and has subsequently only been serviced and improved with a stainless steel exhaust, stainless steel petrol tank, aluminium radiator and most recently five new wire wheels in place of the standard steel rims. The current 33,000 mileage is thought to be correct, but there are no papers to prove this prior to 1997, when the vendor purchased the vehicle with 21,000 miles. This cherished car has been driven on the continent and more recently has been used on dry weekends and as a member of the TR register at many TR Club meetings. Other Notes: The TR6 was introduced in 1968, and was the best-seller of the TR range when production ended in 1976. The bodywork closely resembled that of the previous model, the Triumph TR5, but the front and back ends were squared off. All TR6 sports cars featured in-line six-cylinder engines, and like the TR5, the TR6 was fuel-injected for all markets except the US, hence the TR6 PI designation. The Lucas mechanical fuel injection system helped the home-market TR6 produce 150 bhp at model introduction. Later, it was detuned to 125 bhp. The TR6 featured a four-speed manual transmission with an optional overdrive. The TR6 also featured semi-trailing arm independent rear suspension, rack and pinion steering, 15-in wheels and tyres, pile carpets, bucket seats, and full instrumentation. Braking was by front disc brakes, and drum brakes at the rear. A factory steel hardtop was optional, requiring two people to fit it. The TR6 dashboard was wooden, and factory options included a rear anti-roll bar and a limited-slip differential. The car has very clean floor pans and boot floor, some small localised areas of rust appearing in the expected areas around the front headlights, seams and wheel arches. Sadly, no Heritage Certificate was obtained - correction to the description. The car is in regular use, however has covered only 5,000 miles in the last 20 years.

An MG M-type/Minor three speed gearbox, appears rebuilt.