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Austin Seven three speed gate change gearbox and a spare gear lever and gate

VW air cooled engine and gearbox, believed circa 1800cc ex van

Daimler SP250 Dart V8 engine converted for drag racing or similar with belt driven supercharger, Mallory magneto and automatic gearbox 

Circa 1950's Velocette KSS classic racer motorcycle, built by Norman McClement circa 1980 using a replica Seeley MKII frame with oil in frame fitted with Cirani forks, twin leading shoe front brakes, Suzuki rear wheel, electronic ignition, Triumph close ratio gearbox etc, with substantial history folder and box of extra parts including tank, rev counter cable, specialist tools etc

1927 Cotton 350cc OHV works racing motorcycle DF 2694, recently discovered in a local house clearance. With four boxes of parts including number plates, racing numbers, gearbox, carburettor etc. Engine number matches with registration records held at Gloucester but frame number as yet not found on the bike. It was first registered to Cotton themselves, possibly a works TT or similar motorbike. The last recorded keeper (as shown in records held by Gloucester records office) is Mr H.L.Martyn of Ewlyn Road Cheltenham, the very address the motorbike was discovered at.

BMW SERIES 1, 2 LITRE (181BHP), 120i SPORTS 5 DOOR HATCHBACK, 1998cc, petrol 6 Special, manual gearbox, reg: VX17 YGH, 1st registered March 2017, mileage 660 miles, colour: Platinum Silver, one lady owner (BP 10% inc. VAT) (Not to be sold before 2pm )

A Daimler V8 engine and an automatic gearbox for spares and repairs

A GEARBOX IN A VINTAGE CRATE LABELLED RECONDTIONED GEARBOX AND ADDRESSED DONNINGTON TELFORD (SEE PICTURES)

A Kit-built Finescale 0 Gauge LSWR 'M7' Class 0-4-4 Tank Locomotive, from a DJB Engineering brass kit with Portescap motor/gearbox unit, beautifully finished in fully-lined LSWR green/brown as no 125, VG-E, one small internal dent to right side of bunker (previously sold at Glorious Trains 2015)

A Kit-built Finescale 0 Gauge Highland Railway 'Jones Goods' Class 4-6-0 Locomotive and Tender, from an unidentified brass kit with Portescap motor/gearbox unit and highly detailed cab, exquisitely finished in HR green with full dark green/red/black lining as no 112, E, tender permanently coupled, no builder or painter details, in bespoke wooden carrying case

A J S Beeson-built Finescale 0 Gauge Ex-LNWR 'Super D' Class 0-8-0 Locomotive and Tender, reputedly built by J S Beeson in circa 1935, and finished to a very high standard by B Badger, with enclosed Bonds motor/gearbox unit and well-detailed cab, in plain LMS satin black with cream decals as no 9027, with well-matched kit-built tender, VG, lot previously sold at Christie's Trains Galore in 1991 and SAS in 2013 (2)

A Kit-built Finescale 0 Gauge LMS 'Black Five' Class 4-6-0 Locomotive and Tender, from an unidentified brass kit with Portescap motor/gearbox unit and highly detailed cab, finely finished in LMS red-lined satin black as no 5157 'The Glasgow Highlander', E, no builder or painter details, in bespoke wooden case

A Kit-built Finescale 0 Gauge GWR Churchward '28xx' Class 2-8-0 Locomotive and Tender, from an unidentified kit in original inside-steampipe condition, with Portescap motor/gearbox unit, partial representation of inside valve motion and well-detailed cab, fire-irons on tender, nicely finished in plain 'Great Western' satin green as no 2881, E, tender permanently coupled, in bespoke wooden carrying case

A Gauge I Finescale Electric Midland Railway 2-4-0 Locomotive and Tender by 'The Victorian Connection', a fine limited edition model no 1 of only 6, representing outside-framed Kirtley locomotive no 814, in MR lined crimson lake, with Portescap motor/gearbox and fully-detailed cab, engraved LE plaque under loco, VG-E, very faint rusting to driving wheels, tender coupling pin missing, in non-original box

A Gauge I Finescale Electric LMS 'Black Five' 4-6-0 Locomotive and Tender by Accucraft, one of a small batch representing LMS lined black no 5091, with Pittman motor, enclosed gearbox unit and well-detailed cab, arranged for battery-power in tender with old set of 'AA' rechargeable batteries, VG-E, all cab glazings detached/loose and one missing

Westside Model Company HO Gauge Steam Locomotive and Tender, boxed Southern Pacific 5020 4-10-2 locomotive in black livery, (box lacks inner foam) includes a list of repairs and repainting completed by The Gearbox new motor, springs, headlamps etc, G-E, box F

1980 Ford Escort MkII, 1298 cc, Popular Plus, “Linnet” Registration: JDG 897V VIN/Chassis/Frame No. BBAFWM834580 Colour Diamond White Mileage 99090 Engine: Kent (Crossflow) Gearbox: manual 4 fwd. synchro Nominal Specifications at new: Pwr: 57BHP. Top Speed 98mph.  0 to 60mph, 12.7 seconds. Nominal Economy: 33mpg This car has been in the same family since 1980 and has been dry stored throughout. In 1979 and 1980 three special edition Escorts were launched the Linnet, Harrier and Goldcrest.The Mk II Linnet came out in 1979 as a posh version of the standard vehicle. Production, ended in Britain in August 1980 This car has an original factory fitted”Vinyl” roof in good condition. Completely original, the interior is in good condition for its age, requirin light restoration. Crucially the head lining is intact and there are no tears in the interior fabric. The seats too are in original condition showing only age related fade/wear. Note the front seat head restraints. The Linnet features, wrap around corner bumper, original Tape Cassette radio, two colour body side stripes, Passenger door mirror and front seat head restraints, Sports  “style” steering wheel and vinyl roof in near perfect condition, clock, flush external door handles, mud flaps, steel wheels, Spare wheel, Original Haynes manual,

A 1983 Ferrari 400i automatic, registration number UOB 646Y, chassis number 44819, engine number F101C010864, gearbox number FG821173, Blue Ridot. Launched in 1976 as the 400GT, it was the first Ferrari to be offered with automatic transmission as an option. The lavishly appointed Maranello flagship featured self-levelling rear suspension, power steering, optional air conditioning and the mighty V12 engine. This particular 400i is one of only 152 right hand drive examples manufactured and has covered only 35000 miles from new. Finished in Blue Ridot coachwork with a Sabbia (cream) leather interior, this Ferrari features an electric sunroof. The Ferrari was supplied to its first owner a Mr R Back by Marranello Concessionaires, Egham, Surrey, for a not inconsiderable £41000 (original bill of sale on file) a sum which would have purchased a substantial house in 1983. Offered with a comprehensive history file containing a letter of all previous owners, receipts, the original bill of sale, a letter from Marranello Concessionaires Archive confirming the build specification and chassis, engine and gearbox numbers, MOTs and its original handbook and service book. This very original 400i was purchased by our vendor last year as a longterm investment but unfortunately due to health reasons he reluctantly has to let a new custodian take over ownership of this handsome grand tourer. V5C, MOT to March 2020 See illustrations

A 1996 Robin Hood 2B Lotus 7 evocation, registration number Q608 GJT, blue/silver. Robin Hood are one of the more well known manufacturers of affordable Lotus 7 inspired kit cars. This well presented 2B example comes direct from a small collection. Having seen little use in recent times (200 miles in the last five years), this Robin Hood has recently passed its most recent MOT without any advisories. This evocation was constructed in 1996 using Ford Cortina Mk 3 donor parts, with 2 litre Pinto engine, five speed gearbox, electronic ignition, front disc brakes and thermostatic fan. The body is constructed with glass-fibre nose cone and cycle-wings and a stainless steel body tub, which sits on five spoke Fox alloy wheels. The interior has Cobra seats with Sabelt harnesses, wooden dashboard with Smith style dials and matching centre console. There is also a roll hoop for safety and full weather gear including side screens and tonneau cover. The car is offered with a history file containing receipts, past MOTs, the original receipt from Robin Hood and some useful spares comprising a pair of flared front wings, a four branch manifold and adjustable shock absorbers amongst other items. V5C, MOT to March 2020 See illustration

1960 [FSK 842] MG A 1600 Roadster (Mk1), in Red, Tax Exempt, MOT Expired July 2018, 37,009 miles, 2 keys. The following information has been presented to us by H&H Auctions who previously sold the car in 2004 to its current registered keeper. This MGA was originally built at the MG works at Abingdon in 1960, for export to "rust free California". After its return to the UK, it was stripped down to the chassis in 1991. During this refurbishment, this classic British sports car was converted from left to right hand drive, the open body work was repainted, the interior trimmed in leather plus the carpets, tonneau cover and hood fabric all renewed. The original 1.6-litre 4-cylinder engine was subsequently rebuilt in 2000, the 4-speed manual gearbox was rebuilt in 2003 and then covered only 1,500 miles until sold by H&H Auctions in 2004. In 2004, when sold by H&H the condition of the chassis and body panels were said to be "very good with both paint work, in 'Chariot Red' and black and red trim reportedly also very good". The vehicle is now being offered at auction following the death of the registered keeper, on behalf of his Estate.

Rolls-Royce & Bentley Tools A good section of mainly post-WWII hand tools, each labelled to include, Gearbox band adjusting tool, exhaust valve clamping tool, brake shoe alignment tool, 25/30hp feeler gauge, spanners F8881, RF3896, RF8406, F51936, RE23944, exhaust & inlet removing tools and pre-war hub removing tools and grease guns. Also a Bentley S-type Handbook No XVIII, S3 Parts List, Rolls-Royce Service Instructions for pre-WWII cars, Silver Cloud Workshop Manual and Spares Schedule, R-type Schedule of Parts and other charts and paperwork. The latter in used condition. (Qty)

MCLAREN MP4 12C 3.8(592 bhp) Coupe 2 door S-Auto SUPERCAR - special edition with carbon fibre seats, together with standard set(2 sets) Executor Estate, registration plate LJ12 BWW, alcantara and black leather interior, fire black in colour, petrol, low mileage 11,000 miles, date of registration 18.05.2012, Engine Size 3798cc. Automated manual gearbox, 7 speed Coupe, rear wheel drive, includes carbon fibre upgrade together with extra carbon fibre parts, sport exhaust, super-lightweight forged wheel, special colour brake callipers, carbon ceramic brakes, carbon fibre sill panels, carbon fibre engine covers, carbon side vanes, super-lightweight forged wheel, stealth pack, stealth wheel finish, tyre pressure monitoring system, cost new £168,500, invoice enclosed, with McLaren car black cover and with vehicle tracking system, parking sensor, current MOT, expires July 2019, full service history by Mclaren in London, Birmingham & Ascot, with V5 form, certificate of entitlement from the DVLA , two former keepers. two keys,RAC vehicle check has been carried out, copy with paperwork.PPF (Paint Protection Film) with warranty and invoice enclosed(£6,000) together with MP4 12C quick guide. Iris user guide, service and warranty booklet, last stamped 05-07-2018, with 10,278 miles, serviced every year..

To be sold at 12 Noon precisely. 2005 Suzuki Wagon GLR+, five door hatch, reg no. SY54XDT, 1328ccs petrol, 132000 miles approx, manual gearbox. Current MOT. V5C document. No guarantee or warranty of any kind implied or given. (B.P. 24% incl. VAT)

An Alvis gearbox.

An Alvis gearbox.

An Alvis gearbox.

An Invicta rectangular aluminium casting for ENV gearbox.

A Morris 1000 gearbox.

THE JOY DIVISION FORD TRANSIT VAN. The original receipt of purchase for VRJ 242J, the original V5 Vehicle Registration Document in the name of Peter Hook plus Hooky's original driving license dating to 1973. Also included is a boxed die-cast replica of the Mk1 Ford Transit van."Purchased for the princely sum of £137.50p this Ford Transit was the only vehicle I have ever owned that not only paid for itself but actually earnt money. Maintained by me to the tune of one water pump, one clutch and gearbox, and several punctures. Was originally bought for me and my mates to go on holiday to Spain. It duly travelled all the way to Benidorm and back. Drove Joy Division for many gigs until it was written off after a crash on the motorway, caused by a truck driver who had fallen asleep. To be honest I was glad to see it go, it then meant I could get pissed after gigs and sleep all the way home instead of driving, pure bliss!"

An Albion gearbox, stamped EJ2-2 MPT 292, buyers should check how complete this lot is.

An unknown gearbox, EA L/W 18694/279, buyers should check how complete this lot is.

1991 Suzuki TSX, 49 cc. Registration number H167 XHD. Frame number SA11CXXXXXXX132197. Engine number A113132289. The TS50X is an air-cooled, 49 cc, single-cylinder, two-stroke engine, trial style motorcycle manufactured by Suzuki from 1984 to 2000. It had a five-speed manual gearbox and complied with the United Kingdom requirements of the time to be classified as a moped. Electrics were 12 volt and capacitor discharge electronic ignition was used. The machine used Suzuki's own CCI oil pump delivery system, avoiding the need to pre-mix two-stroke engine oil. The duplex cradle type frame is made of welded tubular steel with a steel box-section swing arm. Front suspension is conventional coil-sprung telescopic, but the rear has Suzuki's "Full-floater" type where the suspension is connected to the frame by a linkage, which allows spring rates to increase in response to wheel travel. Bought by our vendor for his son on the 1st February 1991for him to use to get to school (cool dad!) it was last used in 1994 when it was taken of the road with some 1,505 miles on the odometer. Some years later he had it fully restored but it has remained in storage ever since. Sold with the V5. It will require recommissioning to use on the road.

c. 1914 Rover 3 1/2 hp Project, 499 cc. Frame number S40230. Engine number erased. The Rover safety bicycle had created a breakthrough in bicycle design at the end of the 19th century. At the end of 1903 the company presented its first motorcycle, which was much ahead of its time: a well- designed side valve engine with mechanically operated valves, spray carburettor, strong frame with double front down tubes and excellent finish. It created a lot of interest and a thousand or so were sold in 1904. However, in 1905 a serious slump in motorcycle sales started because public confidence in the motorcycle had waned considerably due to the marketing of many inferior and badly engineered models. Rover didn't want to risk its good name and stopped motorcycle production entirely, to concentrate on the bicycle business. In 1910 the motorcycle's future seemed rosy again and designer John Greenwood was commissioned to draw up a new engine, presenting it at the Olympia show at the end of 1910. Some 500 machines of the 1910/1911 type were sold and in the 1912 model hardly any changes were made, proving the initial design had been good. For 1913 the most notable new features were a new frame layout with dropped top tube and a separate cylindrical oil tank that was inserted in the petrol tank, it protruded on the offside of the machine and gave the typical bulge that became a hallmark for the Rover make. For 1914 the front forks were fitted with horizontal top springs, the petrol tank got a slightly tapered shape to make more room for the rider's legs and the mudguards were extended to the sides, to name some notable new features. It is unknown when Mike Hanson acquired this project and it is sold as seen, buyers should satisfy themselves as to what is included, there is no paperwork included. Buyers should also be aware that in the 3rd Edition of the VMCC Register of Machines this frame number is associated with a machine carrying the registration number FT 335 (now on a Land Rover), engine number 4373, and gearbox 1138.

An unknown gearbox, stamped EIV 1457, buyers should check how complete this lot is.

A Sturmey Archer gearbox, RBZ 594, buyers should check how complete this lot is.

An unknown gearbox, numbered 60032, buyers should check how complete this lot is.

1992 Peugeot 205 Gentry, 1900 cc. Registration number K184 NAG. Chassis number VF320CDF424876790. Engine number TBC The Peugeot 205 was produced from 1983 until 1998 and was an instant hit; its styling was echoed in every Peugeot model that was to follow. The exterior styling was never facelifted or significantly altered in its 15-year production run. At the beginning of 1993, Peugeot launched the 306, which officially replaced the 309; the arrival of this car also diminished the 205's role (and its sales figures) in the Peugeot range, as had the arrival of the smaller 106 in September 1991 - although the final demise of the 205 was still some years away. The 205 was first available as a GTI in 1984 and was initially powered by a fuel injected 1.6 petrol engine, followed by the 1.9 GTI in 1986. They made only four limited editions GTI's; the Griffe which was only sold in Europe and was bright green (1652 were made); 25 FM1's; to celebrate 25 years of Radio 1 in 1992, in 1989/90 1200 were made in Miami blue and Sorrento Green and then there was the Gentry. The Gentry was arguably not a GTI model as it used a detuned 105 bhp 1.9 litre engine with an automatic gearbox. Only 300 models were made in Sorrento Green and Aztec Gold (sometimes called Mayfair Beige). They came with full-leather and real wood trim, power assisted steering, ABS and heated mirrors. It came with the same body side trims as the GTI, which led to the Gentry often being mistaken for a GTI. NAG has had a pampered life with only one lady owner; purchased new on the 1st August 1992 from Arundale Ltd of Bridlington, she has a full service history with 18 stamps in her service book, the last being at 49,963 in July 2016 (not in the book but paperwork present); MOT'd in 2016 at 49,963 and 2017 at 50,111, the mileage today is some 50,145. A new cam belt was fitted in 2002, an exhaust in 2004, and again in 2009 (indicative of short journeys where the system does not get fully hot), a new alternator and brake overhaul in 2010. The overhaul condition of NAG is very good having lived her life in a heated garage; particularly the very rare full leather seats are exceptional. She would benefit from some long runs to clear her injection system through as she has covered very little mileage in recent years due to the advancing age of our vendor. Sold with the V5C, service book, manual and a comprehensive history folder.

1930 Triumph Model X, 174 cc. Registration number CSU 600 (see text). Frame number X4959. Engine number X3787. With the whole world suffering the effects of the 1929 Wall Street Crash in America, those fortunate enough to still have a job were 'feeling the pinch'. Those with cars were thinking of more economical motor cycles for transportation to work, and those with motor cycles were seeking something smaller and cheaper to run. Triumph's solution was very basic two-stroke - the 174cc Model X. As if following the lead of BSA's ultra-lightweight two-stroke Model A, which had arrived in 1928, Triumph introduced a model with similar specification - the Model X - for 1930. Like that of the BSA, the Triumph's unitary engine/gearbox unit was of unconventional design, featuring a forward-facing carburettor and choice of two speeds in the transmission, which were driven directly off the bob-weighted crankshaft and selected by means of a rack-and-pinion operated selector dog. No forgings were used in the frame, which consisted of a combination of curved tubes and pressings. A 150cc version was soon added to the range, but both were gone by 1933. The Model X was available for 1930 to 1932; some 5,000 were believed to have been built. Nothing is known of the history of this machine and there is no paperwork although it is on the DVLA register since 1987, possibly the year it was restored.

A Morris P type gearbox with bell house, two unknown gearboxes, a MOWOG cast iron cylinder head, two alloy cylinder heads and other items.

Two gearbox cases, 14 - 1860 and 12 - 6413.

An AJS/Matchless gearbox, stamped G6.26 M 54, K748, 937.

c.1922 Matchless 8hp Model H Project. Frame number not found. Engine no. 2C9A 65471 Unlike the vast majority of Britain's motorcycle manufacturers, which were located in the Birmingham and Coventry areas, Matchless were based in Plumstead, South London. The name 'Matchless' first appeared in the 1890's on cycles manufactured by H. H. Collier, The firm's first production model in 1902 and was JAP powered, but in 1912 the firm introduced a 500cc single of its own design. Nevertheless, within a short time it had gone, along with all the other singles, and for the next several years Matchless built only v-twins. When civilian production recommenced after WWI, the famous Model H was an early addition to the range. A development of the 8B/2, the Model H was unusual in being offered as a motorcycle combination only, with integral sidecar chassis, sprung sidecar wheel, swinging-arm rear suspension and electric lighting, it lasted in production until 1927. This lot will make a wonderful project as the main parts appear to be here, the engine, a gearbox, lots of the frame components, together with a spare rear frame with a mudguard. Sold with a copy of the Matchless Model H/2 service book, dated October 1921, buyers should satisfy themselves as to the completeness and correctness of this lot.

1966 Velocette Venom, 499 cc. Registration number GNB 833D. Frame number RS 18833. Engine number VM5344 (see text). The Venom was Velocette’s hottest bike from its inception in 1955. In 1961 factory-prepared Venom with a small fairing set the world's 24-hour endurance speed record of 100.05 MPH at the Montlhery race track in France. The record stood until 2008 for 500 cc motorcycles. The 499 cc Venom was derived from the Velocette MSS. In a field crowded with a new crop of vertical twins from nearly every maker, Velocette simply didn't have the means to join the vertical twin race. They had to make do with what they had, that being a line of very advanced singles. Designed by Eurgene Goodman (son of the owner) and Charles Udall, the Venom engine of 'square' bore and stroke dimensions of 86 x 86 mm had an alloy cylinder with cast iron liner, an alloy cylinder head and a high compression piston. The cam was set high in the crankcase to allow for very short pushrods. This offered some of the benefits of an overhead cam setup, but was much simpler and cheaper to produce. The MSS frame and forks were retained for the newcomer, but full-width alloy hubs were adopted to boost braking power and smart chromed mudguards fitted to enhance the models' sporting image. Manufactured until the end of Velocette production in 1971, the Venom represents the final glorious flowering of the traditional British sports single. GNB was first registered on the 30th September 1966 and its subsequent history is unknown until P. Dawson of Northwich bought it in the July of 1987, as this was the last time it was taxed one presumes it was a non-runner. In April 1990 Britbikes of Bolton bought it and at some point sold it to Mike Hanson, although he never informed DVLA. Earlier this year it was sold on and registered from the old V5 but the buyer has subsequently returned it as he is not happy with the engine number stamping. He has stated that the bike is fitted with Dunlop alloy rims and a Velocette twin-leading shoe front brake. A steel 4 ¼ gallon Clubman tank matches the later fast-back twin-seat. The engine is fitted with a BTH TT manual advance magneto and the early series heavy flywheels. A new Omega piston has been fitted and the cylinder barrel bored to suit. The Velocette clutch and primary chain is retained and drives the prefix 12 gearbox. Sold with the new V5C, buyers should satisfy themselves as to the correctness of the machine.

1951 Norton ES2, 490 cc. Registration number LRH 969. Frame number E4/ 33089. Engine number E4/33089. Introduced at the 1927 Motor Cycle Show, the ES2 sports roadster used the Model 18's overhead-valve engine in the cradle frame of the overhead-camshaft CS1 and from then onwards, the 'ES2' designation was always applied to Norton's top-of-the-range, overhead-valve single. Although originally launched as a sports motorcycle, throughout its long life it was gradually overtaken by more powerful models. It remained popular due to its reliability and ease of maintenance as well as the traditional design. From 1947, the ES2 had an innovative hydraulically damped telescopic front fork and race developed rear plunger suspension. From 1953 it had a single downtube swinging-arm frame and was up-rated to the Rex McCandless Featherbed frame in 1959 featuring an improved AMC gearbox, revised cylinder head, crankshaft-mounted Lucas RM15 60-watt alternator with coil ignition and an eight inch front brake with full width hubs. The wideline Featherbed-framed bike was road tested by The Motor Cycle on June 4, 1959 and found to have a mean top speed of 82mph with petrol consumption of 56mpg at 60mph. LRH was pre- registered by Jordans of Hull on the 15th January 1951 and sold on the 31st to Douglas Trinick of Hull. Our vendor’s father bought it on the 17th April 1957, along with two Storm guard coats, one pair of waders and one pair of gloves for £65. Last on the road in 1963 the mileage of 19,090 will be correct and it has been in dry storage ever since. This machine has wonderful patina, except maybe the red painted forks, and will need recommissioning to run due it its inactivity. In the cataloguer's opinion it would make a fantastic oily rag restoration. Sold with the V5C, V5, R.F. 60, purchase receipt from 1957 and an instruction manual.

A Matchless Model H gearbox, buyers should check how complete this lot is.

A Reliant engine with gearbox, and two unknown gearboxes, unknown condition (3).

A Royal Enfield gearbox, buyers should check how complete this lot is.

c.1955/60 BSA Gold Star, Project, 349 cc. Registration number not registered. Frame number CB32 10146. Engine number DB32 GS 592. Gearbox STD. The evocatively named Gold Star did not return to BSA's post-WW2 range until 1949. First displayed at the Earls Court Show in 1948, the B32 Goldie boasted the telescopic fork first introduced on BSA's larger models for 1946 and came equipped with a new alloy cylinder barrel and 'head. For 1950 a 500cc version - the B34 - was added to the range and this larger Goldie was the first to switch to the new die-cast top-end, with separate rocker box, in 1951. The 350 followed suit in 1952 and the pair continued as the 'BB' Gold Stars after the swinging-arm frame was introduced in 1953, changing to 'CB' designation for 1954. This change marked the introduction of the classic 'big fin' engine but the designation lasted only until the arrival of the 'DB' series in the autumn of 1955. The 'DB' incorporated a much improved lubrication system and, in the case of the 350 only, a stronger cylinder assembly; as such it represented the 'Junior' Goldie in its final form, there being no 350 equivalent of the final 'DBD' version. CB32.10146 was supplied with engine DB.32.GS.1761 in Clubman's trim to T. Cowie, Giles gate, Durham on 12.09.60 (the despatch date from BSA). Interestingly the last '350' was engine 1788 in frame 10429 on 22.12.60. DB.32.GS.592 was in 'touring' trim (so would have been supplied with an 'STD' gearbox), and fitted in frame CB32.3078 and was despatched from the BSA works on 14.10.55 to Eborn's Garage, 44 Walton Street, Aylesbury, Buckinghamshire. This example was owned by Jimmy Maughan of Guisborough, Cleveland, who had a motorcycle sales and repair business. It is not known when he bought it. He passed on some 30 years ago and his wife retained his collection which included the 1957 Norton International 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. Offered in the condition found, with a Dunlop front wheel and a Borrani rear, buyers should decide how much is missing when bidding for this rare original CD32 project. There is no paperwork with this lot

A Royal Enfield gearbox, stamped AGE B, buyers should check how complete this lot is.

A Norton Manx "doll's head" gearbox, casing with ‘Hume Eng. Co’ casting and fins, two parts stamped 11. Believed used by a Cooper Formula Three Cars 1946 - 1959, buyers should check how complete this lot is.

A BSA gearbox, stamped 4569 Birmal 66-3030, buyers should check how complete this lot is.

1931 Morris Minor 885 cc. Registration number ESV 849. Chassis number SV2553. Engine number 15549, 31 1 39. Morris' 1927 acquisition of Wolseley facilitated the production of a light car intended to rival Austin's highly successful Seven. Wolseley's 847cc, four-cylinder, overhead-camshaft engine provided the motive power for the new Minor which, with around double the Seven's output, enjoyed markedly superior performance. The simple ladder-type chassis featured cable-operated brakes and a three-speed gearbox with dry clutch. A fabric-bodied saloon and four-seater tourer were offered from 1928, being joined for 1930 by a steel-panelled saloon and light van. Extending the range still further, a two-seater tourer was introduced in December 1930 costing only £100 despite a generous level of equipment. Having spent a full day putting the '£100 marvel' through its paces, the Daily Herald declared: 'Four years ago, the same car could not have been produced for twice the price.' Despite being acclaimed by press and public alike, the original 'cammy' Minor was dropped in 1932 in favour of the recently introduced - and cheaper to produce - sidevalve-engined version. The new engine retained the same bore/stroke dimensions as the superseded OHC unit, which lived on in various MG sports cars, and was claimed to produce only one horsepower less. The two-seater tourer continued to be offered for just £100. By the time Minor production ceased in 1934, almost 40,000 'cammy' and over 47,000 sidevalve models had been built. ESV 849 was last taxed in Maidstone in 1994 and would appear to have been off the road ever since. It is a 1931 SV Minor with a 1933/34 radiator and a Morris 8 engine from 1939. The majority of the car appears present but prospective bidders should satisfy themselves to what is missing. It was unknown to the Vintage Minor Register and they would like the next owner to join the club. It was owned by Gordon Walker of Liversage, near Cleakheaton from 1993 until he sold it to our vendor in August 2011. Sold with the V5C and the 1994 tax disc.

1976 Austin Allegro Vanden Plas, 1485 cc. Registration number PYB 99P. Chassis number VF4SJ 255200A. Engine number 43048. Produced between 1974 and 1979, the Vanden Plas 1500 and 1750 models were upmarket versions of the Austin Allegro which had first appeared in 1973. Allegros manufactured at the British Leyland factory in Longbridge, Birmingham, were sent to the Vanden Plas factory in Kingsbury, North London, to be fitted with a luxurious interior featuring leather seats, wall to wall carpeting, a walnut dashboard and walnut picnic tables. They also featured a new bonnet panel allowing for a prominent chrome grille. As with the Allegro, the body shell was suspended using the new Hydragas suspension system (derived from the previous Hydrolastic system used on the 1100/1300) which endowed the car with an outstanding ride. BL's marketing men went to great lengths to distinguish the Vanden Plas models from the rest of the Allegro range, never badging or referring to them as Allegros. "Luxurious yet unostentatious, powerful yet economical, the Vanden Plas 1500 is truly a car for the discriminating motorist," claimed the sales brochure. "A car you can take anywhere - to a point-to-point or to the Hilton - its simple elegance puts cars twice its size to shame and its delightful practicality means it can happily go where the monsters fear to tread. Totally international in concept, it is equally at home in Rome or Paris or Vienna - yet its distinctive air of good breeding is unmistakably British." PYB, in Sandglow with a tan interior was first registered to Mr Sidney Pritchard of Lee on Solent on the 18th May 1976; he paid Wadham Stringer of Taunton £2,709.52 for it, part exchanging his 1972 Vanden Plas 1300; extras were Cadulac corrosion protection and front mud flaps. It was serviced by them every six months seventeen times until at 42,839 miles in April 1983 when Fine Cars took over the servicing, at 46,889, 56,806, 79,611, 83,974, 86,334 and 87,870 miles in 1995. During this time it had two visits to the body shop for repairs to the front nearside wing. It then began to change hands and 2013 it was in Pontefract with John Meads, and then Alan Garbett of the same town before it went south to Jamie Cornwall for his partner Kirsty Dave of Callington in 2016 when the mileage was 90,549. Our vendor bought it from them in August 2017. He has replaced the gearbox with a reconditioned unit from the Owners Club, taken the engine out, detailing it and the engine bay and rebuilt the front suspension and brakes, dealing with the MOT advisories of 2016, along with a general tidy up. It is now being sold as he has a new project and the car is surplus to requirements. Rarely do we see a car with such a comprehensive service history, all of the service details, most of the MOT's, most of the tax discs, the original invoice and order form. The photographs are testament to Mr Pritchard's carefully and cosseting ownership. Sold with the V5C and a large history folder.

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.

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.

Various Norton gearbox parts, including cases, numbered G5 825 and G102 8928, buyers should check how complete this lot is.

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.