1942 Ford GPW Jeep, 2,200cc. Registration number not UK registered (see text). Chassis number 31960. Engine number TBC Willys. In early 1940, the United States Department of War had determined it needed a light, cross-country, four-wheel drive, reconnaissance vehicle and was anxious to have one in time for, what may possibly turn out to be, America's entry into World War II in Europe. The U.S. Army solicited proposals from domestic car manufacturers for a replacement for its existing, ageing, light motor vehicles, mainly motorcycles and sidecars, and some Ford Model T's. Recognizing the need to create standard specifications, the Army formalised its requirements on July 11, 1940, and submitted them to 135 U.S. automotive manufacturers. It's a matter of history that ultimately two manufacturers were successful, Willys with their MB (US quarter-ton Army truck) and later, Ford with their GPW (in production designated GP.) Impressively the time taken from conception and tenders being sent out, to the production lines starting to roll, was less than two hundred days, amazing for a vehicle that has stood the test of time and become an unlikely motoring icon. This ability to get things done quickly and well was the deciding factor in America being asked to produce military hardware in vast numbers and build hundreds of ships, arguably influencing the outcome of the Second World War. As the war progressed Willys-Overland produced over 300,000 Jeeps and the Ford Motor Co. was drafted in to help boost production and contributed over 250,000 units. Ford-assembled Jeeps were recognizable by their pressed steel grilles as opposed to the Willys' slatted grille. First delivered on the 6th November 1942 nothing is known of its early life but it was registered to USA Exports of California in May 2018 and was sold to Tom Brown of Loughborough who successfully obtained a NOVA certificate 19P848763 on the 7th September 2018. He sold it as a restoration project to our vendor shortly thereafter. This has been started with new combat rims and tyres, seats, windscreen, a respray, new carburettor and other parts being purchased and/or fitted. For personal reasons the restoration has stalled and now it is need of being completed by the next owner. Sold with the NOVA certificate, USA title and various receipts in excess of £2,400.
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1961 Velocette Venom Clubman, 499 cc. Registration number 358 BLT. Frame number RS 16672. Engine number VM 5189 (see text). Introduced in 1956, the Venom sports roadster was derived from the touring MSS. The latter had disappeared from the range in 1948, reappearing in 1954 with a new swinging-arm frame and telescopic fork. The engine too was up-dated, changing to 'square' bore and stroke dimensions of 86x86mm and gaining an alloy cylinder barrel and 'head. Engine development pursued as part of the scrambles programme bore fruit in 1956 in the shape of the high-performance Venom and its 350cc sibling, the Viper. The MSS frame and forks were retained for the newcomers but full-width alloy hubs were adopted to boost braking power, and smart chromed mudguards fitted to enhance the models' sporting image. In 1960 'Clubman' versions of both were introduced, minus the enclosure panels of the standard models, which featured a raised compression ratio, Amal TT carburettor, 'racing' magneto, rear-seat footrests and a close-ratio gearbox among many other improvements. When supplied with the optional dolphin fairing, the model was known as the Clubman Veeline. Produced until the end of Velocette production in 1971, the Venom in its various guises represents the final glorious flowering of the traditional British sports single, and today these supremely well-engineered thoroughbreds are highly sought after. A total of 5,721 machines were produced between 1955 and 1970. In 1961 factory-prepared faired Velocette Venom and a team of riders set the 24-hour world record at a speed of 100.05 mph at Montlhéry, in France. It was the first motorcycle of any size to achieve an average speed of over 100 mph for 24 hours. This original example was John's favourite machine and received much attention and upgrading over the years of his ownership. Grove Classics state that it left the Veloce factory on the 17th March 1961 with engine 5689 and went to dealers Claude Rye on the Fulham Road in London; they sold it to Terrence Savage of Leyton on the 25th of March. He sold it to Ronald Gledhill of Enfield on the 29th July 1963; Roger Barrett of Waltham Cross then owned it on the 6th April 1965, followed by Andrew Holmes, John Murfin and George Taylor of Castleford in May 1976. By February 2006 John's wife had bought it, transferring ownership to him in June 2010. John set about a series of improvements, including an engine rebuild, belt clutch and electric start via a BTH mag. He rode it to France in 2010 and 2012. This very well sorted original Clubman will need light recommissioning before offering the next custodian a wonderful machine. Please note the V5C and R.F. 60 state the engine number to be 5689. Sold with the V5C, R.F. 60, MOT's from 2010 at 66 miles, today it is at 27,954, testimony to a well sorted and useable machine, a letter from Grove Classic confirming its originality, various receipts and manuals.
1960 Royal Enfield Bullet, 350 cc. Registration number 439 KKP (see text). Frame number 45088. Engine number 18269. The Bullet name was first given to Royal Enfield's sporting singles as far back as 1933 and in 1948 the Enfield debuted their new 350 cc Bullet in the 1948 Colori Cup Trial, causing a sensation as the bikes were fitted with swinging arm rear suspension, then unheard of for trials use. While unsuccessful on its initial appearance, the new model soon showed its form and Bullet mounted riders won gold medals later that year in the International Six Days Trial and were part of the winning British Trophy team. In 1953 a 500 cc version joined the range; surprisingly it sold in quite small numbers and is consequently a rare machine today. 1954 brought a major styling change with the introduction of the 'casquette', a die-cast alloy cowl which enclosed the top of the forks and also the headlamp and instruments while incorporating a small pilot light on each side. For 1955 dual front brakes were fitted within a full width hub and in 1956 a new all-welded frame was introduced which no longer featured a cradle under the engine. The tooling for the old type frame was shipped out to Madras, where Enfield had set up a subsidiary to produce the 350 cc Bullet under licence which remained largely unchanged until relatively recently. More changes came in 1959 with the adoption of small seventeen inch wheels for the 350 in common with the new 250 cc Crusader and in increase in power output to 20 bhp thanks to an increase in compression ratio, a larger carburettor and new cams with higher lift. The 500 received a new large finned cylinder head which became known as the 'Big Head' but there were few changes thereafter until the Bullet was phased out in 1962, with the era of the sporting single coming to an end. KKP was first registered to Dudley Martin of Yeovil on the 1st June 1960 and he kept it until it was sold with the Interceptor BKB 331B on the 24th April 1984 to our vendor, at this time the MOT mileage stated 47,929, it was not used and laid up in 1985. Due to works in the garden the bikes have been uncovered and are now offered for sale as restoration projects. Undoubtedly all original, KKP is offered with the V5 (it is recorded with DVLA), a 1984 MOT together with a copy of the purchase receipt from 1984.
2007 Honda VFR800, 782 cc. Registration number YG07 ARO. Frame number JH2RC46A46M801030. Engine number RC46E2804981. The Honda VFR800 is a sport touring motorcycle made since 1998. The model was the successor to the VFR750F and shares the V4 engine configuration with the Honda VF and VFR series. The sixth generation VFR was introduced in 2002. It featured dual underseat exhausts, optional ABS, DCBS linked brakes, and optional hard luggage. It featured chain-driven cams rather than the gear-driven cams of earlier VFRs, and VTEC valve actuation. The VFR800 was the first non-Japanese domestic market motorcycle to use VTEC valve-gear. Honda used VTEC to meet tightening noise and emissions standards and to increase the peak engine horsepower. Based on the VTEC-E system, the simplified motorcycle version employs only two of the four valves per cylinder when operating at lower engine speeds. All four valves per cylinder are engaged above approximately 6,800 rpm. This design allows for variable valve timing as well, since the cam lobe profiles can be made different. After much criticism of the abruptness of power transition, Honda lowered the activation rpm threshold to 6,400 rpm in 2006. The VTEC disengages two cylinder valves when the engine speed drops again below 6,100 rpm. ARO was bought new by our vendor on the 1st March 2007 from Castle Motorcycles of Castleford when he part exchanged a Harley Davidson 1200 sport for it. It had its first service at 602 miles a month later. Its first MOT saw a mileage of 2,016, then 2,233, 2,412, 2,487, 2,603, 2,728, 2,971, it was SORNed in 2016 at a mileage of 3,063. Sold with the V5C, MOT history, spare key, service book and manual. This VFR is in very good condition and started instantly and rode with no issues around our storage yard. As with all machines that have been SORNed it would benefit from some light recommissioning before taking it on the road.
1971 Suzuki TC120, 118 cc. Registration number EKH 322J. Frame number TC120 - 26271. Engine number TC120 -14571. Light and manageable off-road model when launched in 1969. The Suzuki TC120 had a conventional piston-port two-stroke engine that gave a solid 12hp @ 7500rpm. Similar in styling to the T125 'Stinger' twin. The model came with full knobbly moto-cross style tyres and was aimed mainly at the "Street Scrambler" market of North America. The 1970 model year was very similar, but had increased mid-range torque, now up to 9.5Ibs @ 5000rpm, rather than the 8.68Ibs @ 7000rpm of the 1969 model. The peak power however remained unchanged. The unusual part of this machine was the low ratio gear box, you have three high ratio gears for the street and at the turn of a lever three low ratio gears. It also has a grab bar on the front forks if you get stuck. The engine has Posi-Force lubrication which let pure oil flow directly over the engine internals. A rare find in the UK ERH was imported by Ricky Gamewell of Goole in 2009 and successfully obtained a dating certificate from the Vintage Japanese Motorcycle Club with a mileage of 9,075 KM, the following MOT in 2010 lists it at 9,803 KM and in 2011 at 10,199 KM. Our vendor acquired it at this time and has replaced the exhaust together with speedo for a MPH version, in 2014 the MOT mileage was 3,900 and today it has risen only by 60 miles. Sold with the V5C, dating certificate, various MOT's, parts catalogues and reviews, ERH started up first time we tried her and rode her around our yard with no issues, although we would a gentle recommissioning before letting this rare machine loose on the backlanes, which was last on the road in 2018.
1960 Norton Dominator 99, 596 cc. Registration number RTY 629. Frame number R122D 88228. Engine number 83767 14P. Norton's 500 cc twin found a new home in the racing singles' 'Featherbed' duplex frame in November 1951. The newcomer - titled 'Dominator 88' - was the first production Norton roadster to feature the lightweight, race-proven chassis. Updated annually, by the decade's end the Dominator had received an alloy cylinder head, full-width hubs, welded rear subframe, alternator electrics, coil ignition and - for 1960 - the narrower 'slimline' Featherbed frame among countless other improvements. The model 99 was added to the Norton range in 1956 in order to provide a machine with a bit more power than the existing 500cc model 88, the extra torque quickly establishing its popularity. The larger capacity was achieved by increasing both the bore and the stroke of the engine, with which it is otherwise identical. The original magneto and dynamo electrics were replaced in 1958 by a coil, distributor and alternator set up; the model 99 however, never did get the down draught cylinder head. The paint finish for the standard version was poly chromatic grey with options of blue or post office red. The wideline featherbed frame on the first model 99 was superseded by the slimline in 1960, coinciding with a twin carburettor 99 sports special (99ss) being made available. The 99 remained essentially unchanged - apart from gaining alternator/coil-ignition electrics for 1958 - until dropped in 1962. RTY was owned by Thomas Umpleby of York in April 2015, selling it to our vendor in June 2015. Little used over the years the MOT history shows 2006 at 11,363 miles, 2012 at 11,478 and 2016 at 11,915 miles. Today the odometer shows 11,929 miles. Sold with the V5C, MOT history, the Dominator will need light recommissioning due its time in storage.
A World War Two Fairbarn-Sykes Second Pattern 'Fighting Knife', with a brass knurled or checkered grip with a rounded pommel and a 2 inch wide oval cross guard, the blade measuring just under 7 inches (17.5cm), etched The F-S Fighting Knife and Wilkinson Sword London to the reverse, overall length 30cm, complete with a metal tipped leather scabbard.Provenance - Formerly the property of William Saunders. As a youth he joined the Territorial Army in Oxford which was attached to the Oxfordshire and Buckinghamshire Light Infantry. He subsequently enlisted and fought in Europe. He returned home and lived in Oxford until he emigrated with his family to New Zealand in the late 1940s. Consigned to auction sale by his nephew.
Six Dinky Toys diecast model cars, a #132 Packard Convertible in green with red interior and hubs, a #109 Austin Healey 100 Sports in cream with red interior and hubs and RN23, a #131 Cadillac Eldorado in salmon pink, a #40j Austin Somerset in light blue with mid blue hubs, a #470 Austin BP van and a #623 Army Covered Wagon, some playwear, all in damaged picture boxes. (6)
A Circa 1980's Wooden Construction Child's 'Ride On' Electric Model Car, in the style of a vintage motor car 12v battery operated, yellow, four wheels, steering wheel, bonnet strap, windshield, dashboard clock and volt meter, lights switch, rear light cover missing, four Raleigh inner tubes, number plate KME 1 'Kayleigh Spooner', approximate length 120cm, possibly patent, ideal project for restoration.
RICHARD SIBS - 'BEAMES OF DIVINE LIGHT, Breaking forth from severall places of holy Scripture, as they were learnedly opened, In XXI. Sermons....', Printed by G. M. for N. Bourne at the Royal Exchange, and R. Harford, at the guilt Bible in Queenes-head Alley in Pater-Noster-Row, 1639 Condition Report:Initial pages missing but title page present with loss at top, final pages very tatty and fragile, leather scratched and marked
J. JONSTON - 'HISTORIAE NATURALIS DE INSECTIS Joan. Jonstonus - 'Illustrissimus et Celsissimis Principibus et Dominis, Domino Georgio, Domino Ludovico, Domino Christiano, D. G. Ducibus Silesiae, Lignicensibus, Bregensibus, Goldbergensibus, &c. &c. &c.', rebound original section on insects, Amsterdam 1657, 28 full page engravings of insects Condition Report:Rebound, title page a bit tatty on bottom corner and second half of book has some light staining on bottom corner of pages but not into plate area, otherwise very good condition
THOMAS ROWLANDSON 1756-1827) THE SITE VISIT, c.1805 Watercolour, mounted on washline support sheet 20 x 30cm. Literature: Robert Wark, Drawings by Thomas Rowlandson in the Huntington Collection, San Marino (1975), p.62 (a version of the same subject, entitled `A Nobleman Improving his Estate`) Provenance: Edward Croft-Murray; and thence by descent until 2016 This composition is almost certainly inspired by Stowe and there is ample evidence that Rowlandson visited the famous landscape gardens in Buckinghamshire. The drawing was made by Rowlandson in about 1805 and like many of his most successful compositions was repeated. The drawing also formed the basis for a plate from Rowlandson's The Dance of Death, a moral satire published in 1817. ++ Slight handling marks and minor blemishes at edges; some fading; slightly rubbed lower left corner; needs a light clean
AFTER LOUIS FRANCOIS CASSAS (1756-1827) VUE DE CONSTANTINOPLE PRISE DE LA MER DE MARMARA Engraving with fine hand colouring by Schwartz, published c.1810-1830 53 x 77.5cm.; with `Stanford's Bird's-Eye View of the Seat of War in the Crimea`, second edition, coloured lithograph by Maclure, Macdonald and Macgregor, 44 x 68.5cm. (2) * In 1784 Cassas accompanied the Comte de Choiseul-Gouffier (1752-1817) to Constantinople, where the latter had been appointed ambassador. ++ (Cassas) a few light surface scuffs; generally good; (Stanford) some creases and surface soiling
GEORGE BELLOWS (American, 1882-1925) BETWEEN ROUNDS NO.1 (LARGE) (Mason 25; Bellows 52) Lithograph, 1916, bears name Geo. Bellows and J.B.B.(inscribed by Jean Bellows Beeth, the artist's daughter) and numbered 54 (the edition was 58) Image 51.7 x 41.5cm. * Bellows noted, "Recuperating a boxer during the minute rest. The water bottle, fan, towels and advice. Madison Square Garden." A smaller version of this subject was lithographed in 1923 (image 46 .2 x 37.6cm.) ++ Image good; some light creasing in margins (from being gummed to the reverse of a mount)
THOMAS GEORGE (c.1790-c.1840) PORTRAIT OF EDMUND LLOYD OF THORNBURY (1795-1860); AND OF HIS WIFE, CATHERINE ELIZABETH (nee HUME) (1808-1878) A pair, each quarter length, he wearing a dark coat and white shirt; she wearing a lace dress with a tartan sash, oil on canvas Each 60 x 49.5cm. (2) Provenance: By descent in the family of the sitters. These portraits were painted in 1833, the year of the couple's marriage at St Pancras Church, London ++ He lined, repaired tear upper left, associated retouching; she with a little scattered retouching and a few minor flaked losses; each needs a light clean
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