JOY DIVISION & RELATED - LP/7"/CDs - Ace bundle of 1 x LP, 4 x 7" and 2 x CDs. Titles are Gruftgesaenge (private German double LP on Democrazy Records - Ex+/VG+), V/VM - Sick Love Will Tear Us Apart (ltd edition marbled purple 7"), A1 People/Technova - Sing And Play Joy Division (7"), Love Will Tear Us Apart (scarce Polish pressing on Tonpress S-590 - Ex+/VG+), An Interview With Ian Curtis (7" picture disc, private), Warsaw - The Leaders Of Men (CD) and Heart & Soul Presents Songs Of Joy Division (CD)."These things never stop and more rehashes appear every day. The most popular or best sold is "Warsaw....Unknown Pleasures." I would go in HMV all the time and see our 'Proper' records at 2 for £5, while this record, with the baby on the front, would be £20! We could never find out who was doing it. Every time I went I would make the Manager remove them all and then lo and behold when I came back they would be on sale again! I asked one of the check-out guys what was going on and he told me that as soon as I left the Manager would just put them out again."Don't feel bad!" he went on, "They do it to Johnny Marr with Smiths bootlegs too."
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FROM WOODHEAD TO HOOK - CHANGE OF NAME DEED & PASSPORT. Peter was calling himself Peter Hook from much earlier in the 70's but only officially changed his name by deed poll in October 1979. The document has been signed twice (Peter Hook and Peter Woodhead) with his passport from 1978/79 being signed P. Woodhead."The first time I went away, I went as Peter Woodhead. Because I had never changed my name from Woodhead to Hook in law, which upset my step father. But when we came to go abroad again I knew I had too. I went to a solicitor in Farnworth for the document, £22.50p and then presented it to get my first passport in the name of Hook."
ORIGINAL JOY DIVISION YAMAHA SUNBURST BB1200 BASS GUITAR . Complete with rectangular hard case."One of my first ‘Proper’ guitars. Used in the last days of Joy Division and in New Order and seen in the ‘CONFUSION’ video. A great instrument, but not as versatile as the BB1200S. As soon as I heard an ‘S’ I had to have one. This has an interesting history. Borrowed off me by Barney then left in his marital home in Worsley when he moved out when his marriage ended. Sue his ex-wife got rid of it quite recently on E-Bay. The guy who bought it found a picture of me in the lining of the case and contacted me to see if the guitar was mine. On hearing the story he insisted I had it back! Such a wonderful thought.... I was flabbergasted. A rare occurrence. I was very grateful. The two pickups give it a bright jazzy sound which I do not like. Not as good as a Rickenbacker copy for banging into spitting Punk’s ears, but needs must!"
PETER HOOK & THE LIGHT JOY DIVISION CLOTHING PACKAGE. Seven t-shirts and a Joy Division Manchester cloth bag. T-shirts to include ladies black LWTUA vest, black LWTUA t-shirt (M), white FAC51 Hacienda (S), 2 x black UP Live (S), white UP Manchester (M) and black UP track listing t-shirt (XS)."Same here, every lot is different. I am amazed there have been so many. Still shows the huge level of interest in the band even today."
1970's CLUB TICKETS. 18 tickets from venues in Manchester and Salford to include The Willows x 2, Tiffany’s, Valentines, The Ranch, Pips x 2, Wishing Well x 2, Lowenbrau Bier Kellar (plus stolen sign!), The Village, Rafters, 2 Locarno Blackpool, 2 unknown and a Granada TV invite to a pop show ‘45’ where Sailor performed amongst others ."Mine and Barney’s first TV appearance in 1974!. All our yesterdays indeed, from my first club night at ‘The Willows’ to ‘The Village’ at The Hard Rock in Manchester where I saw Led Zeppelin and Santana. ‘The Lowenbrau Bier Kellar’ in Piccadilly, where Barney and I used to drink our Homebrew and pretend we were Napoleon! Valentine's in Chorlton which later became Ocean's 11. The legendary ‘Pips’ formerly ‘Nice and Easy’ scene of Joy Division’s first gig. ‘Tiffany’s’ on Oxford Road, Manchester. The Legendary ‘Rafters’ where Joy Division played their second gig supporting Johnny Thunders Heartbreakers. Last but not least ‘The Wishing Well’ in Swinton and ‘The Cattle Market’ Salford, the first night clubs I ever went to."
PETER HOOK & THE LIGHT JOY DIVISION CLOTHING PACKAGE. Five t-shirts, a black Unknown Pleasures hoodie (M) and a black cloth JD UP bag (signed by Peter Hook). T-shirts to include black UP Manchester (S), white UP Manchester (L), blue "Factory" (S), black FAC51 Hacienda (M) and black JD UP signed by Peter Hook."I sign them all because I appreciate the act of buying and supporting your group. Now I believe loads of bands are copying my example, which is great. Our public need treating with the greatest respect."
1970's GIG TICKETS. 19 tickets from some incredible gigs which really show the broad influence of 70's music on the band. To include Deep Purple 1972, Hawkwind 1972, Sparks 1974 x 2, Eddie & Hot Rods 1976, Be Bop De Luxe 1977, Iggy Pop 1977 (David Bowie appeared with him that night!), T.Rex & The Damned 1977, Clash 1977, Led Zeppelin 1977, Stranglers 1978, Buzzcocks 1977 x 3, Roxy Music 1974 x 2 & 1975 x2 and Santana 1973."An interesting collection for me showing my move from heavy metal to glam to punk. Some great gigs at some great venues. Even the infamous Deep Purple ‘Toothachegate’ gig where Barney made us go home early because he had toothache!"
PETER HOOK & THE LIGHT JOY DIVISION CLOTHING PACKAGE. Eight t-shirts and an Unknown Pleasure cloth bag. T-shirts to include black "An evening of Unknown Pleasures" (S), Grey UP Manchester (M), black UP skull design (L), grey "New Dawn Fades" (XL), black JD Macclesfield signed by Peter Hook, black and gold JD UP (XL), white UP Manchester (L) and black and grey UP Manchester (M)."Most are Limited Editions and will never be done again!"
JOY DIVISION CD BOOTLEGS. Interesting selection of 9 bootleg CDs. Titles are Testament (cool 90s Italian bootleg with foldout sleeve), Warsaw S/T (RZM JD 01 and MPF 74034), Shadowplay, Here Are The Young Men, The Leaders Of Men, Heart And Soul 'CD #4 Live' and Live In Amsterdam 1980 ."Most of these were given to me as presents, guilt driving the Bootlegger's generosity no doubt. Some great gigs!"
JOY DIVISION VINYL PACKAGE. 8 x LPs, 1 x 7" and 1 x CD that are largely bootlegs. Titles are 27th July 1979: Imperial Hotel, Blackpool, Komackino, Le Terme (FAB 38), Gruftgesaenge (German double LP on Democrazy Records), Heart & Soul Presents Songs Of Joy Division, Atmosphere (ATMOS 104), Something About Joy Division (1st 1990 pressing with gatefold sleeve issued on Vox Pop), Interview Disc (LP picture disc), Love Will Tear Us Apart (scarce Polish issue on Tonpress S-590) and Warsaw - The Leaders Of Men (CD). Condition is generally Ex."That great compliment comes back to bite us yet again. Some of the gigs were bootlegged many times, and even copied and re-titled by bootleggers of bootleggers.....Crazy! Paris Bain Douches being the most bootlegged gig ever I reckon."
PETER HOOK & THE LIGHT JOY DIVISION CLOTHING PACKAGE. Six t-shirts, a black Unknown Pleasures zip-up hoodie (M) and a black cloth JD UP track listing bag. T-shirts to include black UP Live (S), grey UP Manchester (L), black JD Manchester (M), black and gold UP FAC 51 (XL), grey JD "+-" (M) and black UP Manchester (XL)."Last but not least. Some great t-shirts from some great places oin the world. I am a lucky boy."
JOY DIVISION TEST PRESSING VINYL PACKAGE. Heavyweight selection of 3 x test pressing releases! Titles are Substance (2015 Factory 'Vinyl Collector' double LP white label test pressing Fact250R), Unknown Pleasures (2015 white label test pressing) and Atmosphere (FAC 213-7). All in Ex+, archive and unplayed condition."It took some listening to this stuff, but most of it would bring back some very happy memories. Many were rejected because of surface noise. Nearly all the pressing is done in Poland or Czechoslovakia now. It seems these countries bought all the Record Plants up when they went bust in England in the late 80's and shipped them lock, stock and barrel to Eastern Europe. With the resurgence they have now cornered the whole world market."
BILLBOARD DISCO TOP 60 - A CERTAIN RATIO NO.55. Framed poster from week ending March 21, 1981. Measures 15" x 23"."A nice celebration of one of A.C.R.'s first success. They just missed the boat. I personally preferred them when Simon was the singer. Their music was so dark. My favourite?....The All Night Party Goes On… i Love Donald Johnson, he tried to teach me to do 'Slapbass'. Gave me one lesson, took his guitar off me and said, "Hooky, stick to what your good at!" and threw me out. God bless him."
PETER HOOK & THE LIGHT JOY DIVISION CLOTHING PACKAGE. Seven t-shirts to include black UP design Hanes t-shirt (M), black and grey UP Manchester (M), black Dan Smith Unknown Tattooer (L), black "An Evening of UP" (S), black and green UP Manchester (XL), white UP Manchester (XL) and black Ireon Music Festival Samos (L)."Seven is my lucky number, inherited from my mother Irene. Every Grand National Race she would bet on the 7th horse down, she never won. Rest in peace Mum."
JOY DIVISION & RELATED VINYL. Collection of 7 LPs, 2 x 12" and 1 x 7". Titles are Warsaw - The Ideal Beginning (private release), Reaction (4 copies, private releases) and S/T, N. F. Porter - Keep On Keeping On (was the inspiration for 'Interzone' - VG condition), V2 - Man In The Box (TJM 1 - Ex/VG+) and Various - Identity Parade (TJML 1)."This must be our most bootlegged record. I have been asking Warner’s to release it for years. Still no sign. Such a shame. Should be remastered and re-released as a 12”. Comprises first Warsaw demos."
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.
1927 Sunbeam Model 9, 493 cc. Registration number TU 6846. Frame number D1274. Engine number L1284. The Model 9 had a long and illustrious history beginning in 1924 and finishing in 1938, during this time it underwent many changes, from a flat tank 3 speed to a saddle tank 4 speed machine in the mid 30's. The engine was under constant development, changes were made to the lubrication and the valve mechanism to name but two. The introduction of the Parallel Model 9 so called because of the top frame tubes was introduced in 1924. It featured overhead valves, a 3 speed gear box and flat tank. Sunbeam introduced the model as a sports roadster complete with toolkit mounted below the chain guard. There was no kick start so being fairly adept at a running start was a necessity. In 1926 saw the provision of a kick start as standard. The 1927 M9 was now a much more user-friendly machine with a kick start, a balanced front mudguard, and a rear carrier as standard. The front fork was strengthened, and adjustable damping provided. A larger front brake was fitted, but the single spring clutch was retained. A Best & Lloyd pump supplied oil for the total loss lubrication system, and the familiar end-plate type rocker box was introduced. The 1927 catalogue description mentions: "This model has been improved in many ways since last season. The engine lubrication has been simplified, the overhead rocking gear has been redesigned, giving greatly increased bearing surfaces. A luggage carrier has been added and shock absorbers incorporated in the front forks." In 1928 the cost was 75 guineas. In April 1959 Harry Whitehouse of West Ealing applied to Cheshire C.C. for a duplicate registration book, in June of the same he received a letter from Middlesex C.C. saying the original owner was Jack Walker of Macclesfield. It was still with him in 1969. In October 1985 it was acquired by Brian Thornton of Brighouse and sold to our vendor in June 1998, he restored it and exhibited at the 1999 Wakefield Historical Commercial Vehicle Show with the entry details "This motorcycle was last taxed in 1940, left dismantled in a garage, purchased and rebuilt by the present owner in 1997". He rode it for a few years; it was last taxed in 2000. Sold with the R.F.60, V5 and some other paperwork.
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.
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.
1998 Jingeng Monkey, 49 cc. Registration number R918 DWX. Frame number TBC. Engine number TBC. Motorcycle genius Soichiro Honda`s original design, the CZ100 `Mini Bike`, still has an enthusiastic following, and an original example are highly collectable. AKA the `Monkey Bike`, by which it was and will be forever known, the first of the line had a 49cc pushrod engine, rigid forks, single seat and 5`` wheels. Soon upgraded to the CZ50M, a sort of de-luxe version, with ohc engine from the step-thru C50 and tartan twin folding seat. Next up was the Z50A which had tele forks, 8`` wheels with knobblies, high level exhaust and you could have a red, blue or yellow colour scheme. That model then morphed into the Z50AK2 which was almost exactly the same and named the `Mini-Trail`. Ironically the Far East motorcycle industry has spent the last four decades cloning Mr Honda`s designs, some official, others not, and there are many copies of the Monkey Bike available on the market today. Indeed the term has become somewhat generic now and can apply to any miniature motorcycle. This example has hardly been used and is currently on a SORN with DVLA, the mileage is only at 24 miles and it still has the plastic on the seat. Sold with the V5C and an MOT until 13th Feb 2020..
1972 Cotton Cavalier Expert, 170 cc. Registration number PHJ 220 K (see text). Frame number XTM 7112.Engine number EX 3612. In the 1960s, Cotton was going from success to success on the strength of their close relationship with Villiers Engines. In 1965, Villiers was bought by Manganese Bronze and then consolidated in 1966 with AMC under the Norton-Villiers banner. In 1967, Villiers decided that instead of supplying other manufacturers with their competition engines, they would build and launch their own complete motorcycles under the AJS brand using the 250 Starmaker engine as a base. Villiers had plans to build a range of scramblers and an over the counter 250 road racer. This was the beginning of the end for Cotton. With the loss of their long-time engine manufacturer, Cotton was forced to look abroad for another supplier. By 1969, Cotton was using the Italian Minarelli engine to make the Cavalier trials bike and the ISDT Enduro, but production was very small at only five bikes a week being manufactured and success was elusive. These bikes could also be purchased in kit-form for a tax savings, but Cotton's kit bike business was soon hit by government legislation, further dealing a blow to the company. Cottons moved to Stratton Road in 1970 where, in addition to motorcycles, they produced the Cotton Sturdy, a three wheel works truck. During the next ten years they moved premises several times in and around Gloucester before finally moving to Bolton in 1978. They produced a good 250 cc racing machine fitted with a ROTAX engine. However, they were unable to continue due to financial difficulties and closed down in 1980. PHJ was first registered on the 2nd March 1972 as WGV 65K by Douglas Theobald of Risby, Suffolk, the legendary DOT trials works rider; he only kept it for that season before selling it in the August to John Biggs of Hildersham in Cambridgeshire. He then sold it via Mike Bavin Motorcycles of Diss to John Lawrence of Norwich on the 6th January 1973 for £190. It was used for several years before being laid up until 1986 when it emerged after a house move. John recommissioned it and re registered it due to not having its records updated with DVLA (now PHJ 220K). John was not competitive due to the passage of time so sold it to Ray Holloway for £250 for Army Cadets to use in 1987. Ray did not take the V5 to register it as it was being used off road. In February 1996 Leslie Potter of Braintree in Essex bought it for £395 and set about finding out its history which included finding John Lawrence who gave him all of the earlier paperwork. He did not use on the road and sold it to our vendor, an ardent trialist who has stored it in a heated garage for many years. This rare 1972 Cotton Cavalier has now emerged again and now deserves to be used as Douglas Theobald would have done back in the day. It will need recommissioning, again! Sold with the R.F.60, various V5's, various MOT's in both registration numbers, various receipts for works undertaken, John Lawrence's extensive notes and the original photocopy manual.
1954 Bedford TA lorry. Registration number not registered (see text). Chassis number A5LC 36203. Engine number A5 32630. Bedford was a subsidiary company of Vauxhall Motors which was the provider of commercial vehicles for the UK and export markets. The origins of Vauxhall Motors can be traced to 1857 when Alexander Wilson founded the Vauxhall Iron Works in Wandsworth Road, Vauxhall, London. Vauxhall Motors moved to Luton in 1905 and in November 1925 Vauxhall was acquired by General Motors. During World War II production of civilian vehicles was suspended, and Vauxhall was given the task of building the Churchill tanks. Production resumed after the war using the tried and trusted K, M and O types introduced in 1939, and these gave way in 1951 to the new S type and later its 4x4 relative, the R type. This was chosen by the Armed Forces and was to be the standard 4 tonne truck for many years. Normal trucks were not neglected with the A type appearing in 1953 and followed by the D in 1957. All lorries were classed as T for truck then the model type with the number 2, 3, 4 and 5 as the weight they could carry, 5 for 5 tons. This example was exported to New Zealand for use as a Fire Tender with the registration number DV 6773; they were used mainly in the Forrest Conservation Catchments due to the lack of water in remote areas. This one appears to have been retired circa 1994 when it was owned by Canterbury Truck Ltd who sold it to Thomas Gaskin of Christchurch, N.Z. in 1995 and then it made its way back to the UK. Our vendor acquired it some 20 years ago with the intention of putting a tipper bed on it and found a ram and rear lights for this. The body was stripped and red leaded and then time got in the way. It has sat in his barn ever since and he now has no interest in it. Sold with a New Zealand Certification of Registration and a 1990 Loading Certificate. There are no import papers with it and the new owner will have to deal with DVLA with regard to registration.
1934 OK Supreme Flying Cloud, 249 cc. Registration number VN 6100. Frame number 19273. Engine number PO/D/39227/S. In 1882, Ernie Humphries and Charles Dawes founded 'OK' as bicycle manufacturers. They experimented with powered bicycles in 1899 and 1906 before making a two-stroke motorcycle using a Precision engine in 1911. Before the First World War, they had produced motorcycles with Precision, De Dion, Minerva, and Green engines. Their first entry in the Isle of Man TT, in 1912, led to a ninth place and mainly modest results came during the following years when OK-Supreme machines finished in every place from 1st, in the 1928 Lightweight TT, to 10th. In the 1922 TT the fastest lap was set by Wal L. Handley at 51mph on an OK-Supreme but he failed to finish the race. After the First World War, OK produced a 292cc two-stroke motor of its own but also produced models using Blackburne, Bradshaw, and JAP engines. In the 1930s OK Supreme produced a Lighthouse 250cc and 348cc model, so named because of the little inspection window in the cam tower, which was OK-Supreme's final model. VN has an unknown history until it was registered with DVLA in 1982 when it passed an MOT and again the following year in Middlesbrough. In January 1998 Ronald Hull of Trimdon Station bought it and our vendor bought it from him in March 2006 as a restoration project. This has never progressed and he now accepts that he will never undertake it and wishes to pass it onto someone who will. Sold with the V5C, the two MOTS’ and an insurance document.
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.
c.1902/05 Whitley engine, together with a frame and rear wheel. Whitley of Cow lane, Coventry produced motorcycles from 1902 to 1905. Formed by Walter Hubbard, with Arthur Lewis Farmer as a director and works manager, they had been building cars since 1900. They built their own engines, of 2.75 and 3.5 hp, some of which were water-cooled and which hung from the downtube of their motorcycles and sidecar. To help with engine cooling, the latter was fitted with air scoops. Using belt drive and braced forks, it was a typically primitive design. Whitley engines were sold to Mills and Fullford for use in the Milford motorcycles they produced in 1903-1904. In the 1920's they built and marketed sidecars. RM Sothebys sold the only other known example in Las Vegas in 2012, lot 688. Provenance; Purchased from Pat Chapman Museum, Tag Island, London 1987.
1955 Matchless G9, 498 cc. Registration number UYJ 920. Frame number A34382. Engine number 55 G9 27286. With hindsight 1949 can be defined as the year of response to the success of the Speed Twin by Triumphs rival manufactures with BSA, Norton, Royal Enfield and AJS/Matchless all announcing new 500cc twins. AMC felt they should improve upon Triumph's design, and so added a centre main bearing to the crankshaft, which added immense strength and rigidity when compared to the deflection-prone cranks in the Triumph, and every other British vertical twin that followed. All except the Matchless and AJS twins had only the two outer main bearings with a huge central flywheel supported only by the rod journals. This 3-bearing setup allowed AMC to make the one-piece crank out of a heavy-duty cast iron, instead of steel. The connecting rods were made of lightweight aluminium alloy and were highly polished to remove surface imperfections that could develop into cracks under stress. The cylinder had its separate cast iron cylinder block that was sunk deeply into the alloy crankcase. The alloy cylinder heads were also two separate castings. They were well-engineered, robust machines that proved reliable even after displacement and horsepower were increased. AMC started using Burman 4-speed gearboxes the previous year in 1952. AMC, unlike the majority of their rivals, who dabbled with "sprung hubs" and various plunger systems, had introduced a pivoted fork frame controlled by hydraulically damped suspension units during the late forties having carried out development work during the war years. The new rear suspension system that was applied to both the singles and twins was complimented by AMC's "Teledraulic" battlefield proven front forks. The rest of the cycle parts were drawn from the existing single cylinder range. The basic design changed little over the course of the next few years, the most significant changes occurring in 1952 when a new Burman gearbox was adopted, 1954 and the change to a full width alloy hub and 1955, the year that the example offered was built, when an Amal Monobloc carburettor became standard together with a full width alloy rear hub. 1956 saw the introduction of the revised long oil tank and toolbox together with a new frame and in 1957 the Jampot suspension units gave way to items supplied by Girling. UYJ was first registered on the 22nd of June 1955 and nothing is known of its early life until July of 1993 when Stuart Bray of Bexhill on Sea bought it and then sold it to our vendor on the 31st August 1993. It was a machine he had owned earlier in his life and as business was successful he treated himself to a tired example. He then entrusted it to Tennant-Eyles of Faringdon in the November who undertook an extensive restoration, with a full engine and gearbox rebuild, full frame and running gear rebuild to a concours standard. Completed and handed over in March 1995 our vendor then covered some 122 miles before his interest in it waned and trialing took over. Stored in a heated garage ever since, it is testament to the rebuild that it now has mellowed perfectly and is probably one of the best G9's in existence. Sold with the V5 and the comprehensive documents from the rebuild.
1995 Ford Escort RS Cosworth Lux, 1994 cc. Registration number N609 CAG (non-transferable see text). Chassis number WROBXXGKABSU91760. Engine number SU91760. The Ford Escort RS Cosworth proved that it was, indeed, possible to follow its legendary 1980's Sierra namesake. Just like the Lancia Integrale and Subaru Impreza, this was a 'Group A' rally car for the road - pure and simple. It was actually underpinned by a shortened version of the Sierra RS Cosworth's platform and powered by the same 2.0-litre turbocharged, longitudinally mounted, Cosworth-developed engine driving all four wheels. The car was designed and engineered in Boreham, was styled by noted designer Stephen Harper, and ended up being assembled by Karmann in Germany. The potential of the Escort was seen in its first event, the 1993 Monte Carlo Rally, where Delecour and Biasion came second and third respectively. The Escort continued to be very competitive throughout the '93 and '94 seasons but it was a 'one off' guest drive by Tommi Makinen that provided the win on the 1994 1000 Lakes Rally. Importantly, and true to Ford's grass roots philosophy, the Escort Cosworth provided a platform for National Rallying and Club enthusiasts throughout the world to enjoy 'off the shelf' competitive support. At its retail launch in 1994, two models were available, the 'Club-spec' standard car at £21,380 and the more optioned 'Lux' version. Power was up slightly from the Sierra RS Cosworth, at 227bhp, and performance consequently improved. The first 2,500 cars up to May 1994 suffered from turbo lag, but the next 4,500 were improved thanks to their smaller Garrett T25 Turbo. In 1995, the RS Cosworth was treated to a mild facelift where it received a new honeycomb grille, restyled bumpers, a more attractive fascia and revised alloy wheels. The car continued until early 1996, when emissions regulations forced it out of production. Like pretty much every RS Ford, it was a classic from the moment it was built. Our example offered today was ordered from the Polar Motor Company of York by Mrs Worship of Hull and registered in the company name of C.J. Worship; it was quickly given the cherished number of JIW9139 (it has now reverted to the original one). Ordered in Petrol Blue with Raven Black leather Recaro seats, powerslide sunroof, A/C and Alpine ICE, it then began a pampered life. Serviced by Ford main dealers Sanderson of Hull it was first serviced at 1,214 miles, 07/05/96, then 4,400 miles, 25/03/97 and 9,574 miles, 03/02/98before being sold to The GTI centre of Huddersfield who serviced it at 14,124 miles on the 20/02/99 and sold it to Kenneth Ward of Leeds who registered it in his company name of W.H Fabrications on the 1st April 1999. The only receipt from this tenure is a new chin spoiler in 2001 at a cost of £532.19. He put it into his name on the 17th February 2006 after a MOT on the 21/10/15 at 37,485 miles. The Cossie then went into store until our vendor purchased it on the 6th June 2015, it was MOT’d at 38,385 miles on the 08/08/2015, 38,617, 26/07/16, serviced 38,638,02/08/16, MOT’d 38,871 miles 28/07/17 and 39,202, 06/08/18. Offered today due to a lack of use and the correct storage facility for this fast appreciating modern classic, it comes with the V5C, MOT until 06/08/19, service history and books, original purchase invoice and other invoices. The only noted deviations from factory spec are a stainless steel exhaust, an aftermarket gear knob and a dump valve.
1970 BSA Bantam, 175 cc. Registration number HGU 743J. Frame number ND06478 B175. Engine number GD7 8471. 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. The Bantam's final incarnation - the D175 with much-revised engine - appeared in 1969. Although at first glance its power unit looked unchanged, the 175 boasted new crankcase and cylinder head castings, the latter with central spark plug, and a stiffer crankshaft assembly among many other more minor modifications. The preceding D14's cycle parts were carried over unchanged to the new 175, which was built in roadster and Bushman (trail) versions. This matching numbers example was dispatched from the factory on the 21st October 1970 to Fordham’s of London on tally number 7427 in red. Nothing is known of its early life until a Mr Jones acquired a dating certificate from the Bantam club in March 2017. He sold it to our vendor in August 2018 and it is now being sold due to a lack of space. Sold with the V5C, MOT from 2017 (expired) and the dating certificate.
1957 BSA Dandy 70 cc. Registration number XRH 410 (see text). Frame number DS 125290. Engine number 12187. The Dandy was very well received at its launch in 1955. Combining styles of scooter and moped, the motorcycle press considered it to be ahead of its time. British manufacturers had been forced into the scooter market by the Italians. The success of Vespa and Lambretta had created an enormous market for scooters, which, by the mid-fifties, seriously affected sales of motorcycles. Worse for motorcycle manufacturers was the fact that scooters were so much more popular with young people, women and first-timers. Whereas the entire British motorcycle industry had been founded on principles of masculinity, self-sufficiency and amateur mechanics. It was nothing less than a major culture clash. The Dandy was revolutionary in its design. It should have been in pole position defending the Realm against so many imported two-wheelers. Unfortunately, despite some success at its launch, it was soon apparent that the Dandy had been dumped on the public without sufficient road-testing. It suffered from gearbox problems, and became a typical example of British industry's inability to match foreign competition in the new 1950's lightweight motorcycle/ scooter/ moped market. The British lost the battle, first to the Italians (scooters), the Germans (mopeds) and soon to the Japanese (everything else). Production ceased in 1962. This example was first registered by Jordan's of Hull on the 26th November 1957 before being sold to Bernard Cuthbert of Partrington in the March of 1958; he sold it on to Charles Ducker of Cottingham in March 1959. Our vendor acquired it in 1990 as a box of bits and reassembled it. He applied to DVLC for the registration number but was turned down and never took the matter further. His son rode it for a while before it was parked up. This unusual machine, with wonderful patina, has never been restored and will require recommissioning before new discussions with DVLA. Sold with the R.F.60,V55/5 dated 01/07/90 and DVLA letter of 22/06/90.
A Moss Monaco fibreglass body tub, with front wings and some wooden panels, formerly registered as VH 8122. We now understand that this bodywork is a Hamblin Cadet, series II, produced in Dorset in the late 1950's, to be fitted to an Austin Seven chassis.Moss cars were designed by John Cowperthwaite based mainly on the Herald chassis with Triumph mechanicals although some ran Ford Escort engines. The first Moss was produced in Sheffield in 1981 called the Malvern, followed by the Mamba and in 1984 the Monaco. In 1985 the factory caught fire and some of the moulds and all the sales records were destroyed. The rights and remaining moulds were sold on to Hampshire Classics in 1986, which did little with them. In 1987, seeing the possible demise of the marque, three members of the owners club bought the moulds and rights from Hampshire Classics for all the cars except the Mamba and continued production until the mini-depression of the early nineties when Moss Cars (Bath) Ltd. followed many other manufacturers into obscurity. It is believed some 70 Monaco's were produced.
1932 Sunbeam 20hp, 23.8 hp, 3,317 cc. Registration number TF 6782. Chassis number 7017P. Engine number 7020P. The Sunbeam name had been registered by John Marston in 1888 for his bicycle manufacturing business. Sunbeam motor car manufacture began in 1901 and the motor business was sold to a newly incorporated Sunbeam Motor Car Company Limited in 1905 to separate it from Marston's pedal bicycle business; Sunbeam motorcycles were not made until 1912. It first came to prominence following the appointment of Louis Coatalen as chief engineer in 1909 and Coatalen designed cars were soon setting new records at Brooklands race track in Surrey. In 1912 the 3 litre Sunbeams caused a sensation when they came 1st, 2nd and 3rd in Coupe de l’Auto for touring cars run at Dieppe. So good they were that they achieved 3rd, 4th, and 5th places in the French Grand Prix run concurrently. The cars which finished 1st and 2nd achieved their places with as it’s superbly made products enjoying a reputation rivalling that of the best from Alvis and Bentley. In June 1920 the French company Darracq bought Sunbeam, they had already bought Clément-Talbot in 1919 and they retained their separate identities.https://en.wikipedia.org/wiki/Sunbeam_Motor_Car_Company - cite_note-TT43596-15 The Sunbeam car would continue to be made at Moorfield Works, Wolverhampton, the Talbot in North Kensington and the Darracq at Suresnes with central buying, selling, administration and advertising departments with S T D in Britain. On 13 August 1920 Darracq changed its name to S T D Motors Limited; the initials represented Sunbeam, Talbot and Darracq. Unfortunately the group was badly mismanaged. It failed to rationalise engines which were 3 and 5 times the size of the Sunbeams. The almost identical touring model sold very well as a result its model range so that, at double the development cost, its own cars were often competing against each other for sales. The Sunbeam 16 and Talbot 14/45 for example were fairly similar cars aimed at the same market. Not only this, but there was virtually no standardisation or interchangeability of parts within the group which would have reduced costs. Following the Wall Street Crash of 1929, the depression of the 1930s set in and when in 1935 a large loan, taken out ten years earlier, could not be repaid, STD Motors went into receivership. The Rootes Group outbid the fledgling Jaguar Company and bought Sunbeam and Talbot. Both plants were closed and Rootes merely used the name to sell cheaper, badge engineered Hillmans. Introduced for 1927 and priced from £750 upwards, the first 20hp Sunbeam was powered by a 2,916cc six-cylinder engine and enjoyed a production life of just three years. For 1931 the 20hp was given the new 23.8hp, 3.3 litre engine having 7 main bearings. In all other respects the car was much the same as the previous year’s model. For 1932 a number of changes were made. The model was given hydraulic brakes, twin-top gearbox and built-in thermostatically controlled radiator shutters with a price tag of £795. TF 6782 left the factory on the 3rd November 1931 and was first registered two days later on the 5th November in Lancashire as a ¾ Coupe. It would have cost £795. By 1957 it was with W. Templer of Colwyn Bay and then had a succession of owners, May 1958 A.G. Charles, October 1959 M.J.R. Banner, March 1961 M.J. Grant (he changed the colour from the original claret to green), January 1965 John Roome, December 1966 Richard Lumb, August 1967 Margaret and John Guyatt, Robert Cooper, Roland Buce, Mrs Diack in 1984 and then David Howard Cars of Hampshire. He sold it to our vendor in October 1986 for £11,000, taking a Rover 9 hp tourer in part exchange at £5,000. Howard then sold him a quantity of spare parts, over which there was much heated correspondence! At this time it was largely original and in running order although the ash frame was in poor condition. He parked it in his barn with the intention of restoring it when he retired. This was not until 1999 when he stripped the car; the ash frame was repaired and replaced where necessary, the original alloy panels were reused and the intention was to return it to the original claret with black wings. A new red leather interior was made for it. The body was then taken off the chassis and stored whilst all the running gear was refurbished, including fitting a new crown wheel and pinion to the diff. Work then commenced on the engine and stalled. In 2003 David Adams in New Zealand contacted our vendor as he had built a new four seater drophead body on a 1932 20hp chassis (chassis 7127P, engine 7133P), previously owned by his father in the 60’s and was keen to compare notes. The body he built car was modelled on the same body style as TF6782 and hence of special interest to David, who for many years has achieved outstanding success in competitive events. Few of these Sunbeam bodied folding head coupés were built and only one other is known to have survived, a 1933 model. It now will make a fascinating project for the next owner who knows how to put it back together. Prospective purchasers are directed to assess how many parts are with the car as it had been fully stripped (especially the engine). With thanks to the STD register for their assistance in cataloguing this rare machine. Sold with an R.F. 60, a V5, and an MOT from 1986, the purchase receipt, the V5C and the history folder.
1934 MG PA Midget. Registration number BPL 595 (DVLA not taxed for road use). Chassis number PD 1479. Engine number XPJM1 4139, to include an Arnott Supercharger.The P type Midget was launched in March 1934 as the replacement for the J2. 'Autocar' magazine road tested the P type in November of that year and reported "This latest model is a marked improvement in all respects over its forerunners". Sales literature produced by Abingdon claimed, "In all there are over one hundred new and improved features". With good reports in the motoring press it was no surprise that the car sold well, with serious production starting at the end of January 1934; over two hundred cars a month were coming off the production lines. The P type was fitted with an all new 847cc engine, with three main bearings supporting the rigid crankshaft. Most of the design knowledge gained from previous involvement in production car trials and racing proved invaluable to the production of the P type. The chassis was far sturdier than the J type and the body was less angular and had more flowing lines. When introduced the P type two seater sold for £220. The P type was never intended as a racing model, unlike many of its predecessors, however it was soon seen on the circuits and in 1935 a three car team of P types was entered in the 24 hour Le Mans race. The team was managed by George Eyston and consisted of six ladies affectionately known as "The Dancing Daughters" although they attracted much publicity, they did not fair particularly well against opposition from Singer's 972cc sports car. The Singers took 1st, 3rd and 4th places. This, along with other factors prompted Abingdon to produce a more powerful model, to be designated the PB which was introduced in 1935. The engine capacity was increased to 939cc to give more power and a close ratio gearbox was fitted. The original P type was discontinued in favour of the new model although it was still catalogued at a substantially reduced price. This move failed to sell the remaining stocks and 27 PA’s were converted to PB models by the end of 1935. Production of the PB finally ceased in February 1936 with only 525 being produced. A total of 2,500 P types left Abingdon between 1933 and 1936. They were replaced by the T types. The early history of BPL is unknown but in May 1949 it was acquired by Mitchell Brothers of Carlton Garage, in Forrest Gate, East London. Sid Mitchell, assisted by Doug McGee (a believed ex MG Abingdon race mechanic began to campaign it with many ongoing modifications, including heavily reducing its weight by drilling the chassis, fitting a T type engine, number 4169 (in 1953 along with a colour change to red), with special head (sleeved down to 1150 cc), from 1708, a T type gearbox, K type brakes and a new space frame body. As with most race cars this was a progressive development. S.A. Mitchell entered local events before his first “big” race at Goodwood in 1950. Until 1954 he entered some thirteen events in it according to the records at Silverstone, Snetterton, Goodwood and Brands Hatch with many podium finishes, see http://www.racingsportscars.com/driver/S.%20A._-Mitchell-GB.html. It was then retired and in May 1956 sold to J. Davies in North West London, Peter Birchall of Bowness in 1957, (presumably hill climbed and trialled in Cumbria). Eric Frankland of Yorkshire bought it in May 1960 and then several owners in the region, Antony Farnell, Ernest Precious, William Marshall, Anne Sunley, Russell Cowling in 1966 who owned it until 1973 when I. Goode took over its ownership and asked Ted Gledhill of Pit Stop Garage of Stanningley, Leeds to sell him for it for him in 1978. Roger Crabtree of Sleaford bought it and our vendor bought it for £1,500 in 1983 from him. In 1989 our vendor contacted Mitchells grandson who allowed him the copy the completion photographs that go with the car and confirmed its history, (see letter on file). Today we are left with the original chassis bearing the correct number PA 1479 to the front off side dumb iron, a replacement XPJM1 engine numbered 4139, which is from a 1939 Morris Ten Series 3 and a partial space frame body. Sold with two R.F. 60 log books, a V5, letter from S A Mitchell, a large photographic race history and sundry correspondence. This MG, once restored, will make a worthwhile project that should have no problem being invited to Historic races such as Goodwood.
1961 James Commando, 249 cc. Registration number VPM231. Frame number BL25T 239. Engine number 25C 16441. Harry James began making Ordinary bicycles (Penny Farthings) in around 1880. The first James motorcycles did not appear until 1902 with the model A which was a motorised bicycle fitted with a Minerva engine, clipped forward of the front down tube, which drove the rear wheel via a twisted leather belt. In the early fifties the company was bought by A.M.C. and they also bought the Francis-Barnett company and the next few years saw considerable badge-engineering although, right to the end, each make kept some models distinct from the other. A full range of models was produced through the fifties and sixties in capacities up to 250cc James added trials and scrambles models to its post-war range in 1949. These early types used Villiers 6E and 7E engines and had rigid frames but by the end of the 1950's James competition models sported swinging-arm frames and the AMC engine. VPM was first registered on the 22nd September 1961 to Eric Styles of Lewes in Sussex, selling it the following year to Stephen Hookey of Westerham in Kent. Patrick Linford of Ware was the next owner and he sold it to our vendor on the 31 January 1995 for £1,350. In relatively good condition (see photograph on file), our vendor used it sparingly and has since restored it. Unused for many years it will some light recommissioning before use in pre 1965 trials. Sold with the R.F. 60, V5, 1995 receipt and a photograph.
1938 OK Supreme, 348 cc. Registration number EAL 787. Frame number 25509. Engine number 10H 0 57186 S.In 1882, Ernie Humphries and Charles Dawes founded 'OK' as bicycle manufacturers. They experimented with powered bicycles in 1899 and 1906 before making a two-stroke motorcycle using a Precision engine in 1911. Before the First World War, they had produced motorcycles with Precision, De Dion, Minerva, and Green engines. Their first entry in the Isle of Man TT, in 1912, led to a ninth place and mainly modest results came during the following years when OK-Supreme machines finished in every place from 1st, in the 1928 Lightweight TT, to 10th. In the 1922 TT the fastest lap was set by Wal L. Handley at 51mph on an OK-Supreme but he failed to finish the race. After the First World War, OK produced a 292cc two-stroke motor of its own but also produced models using Blackburne, Bradshaw, and JAP engines.Charles Dawes and Ernie Humphries split in 1926, the latter continuing motorcycle production using the name 'OK-Supreme'. ln 1928 OK-Supremes filled four of the top six positions in the Lightweight race, Frank Longman scoring the marque's solitary TT victory. In the 1930s OK Supreme produced a Lighthouse 250cc and 348cc model, so named because of the little inspection window in the cam tower, which was OK-Supreme's final model.The engine numbers are interesting on OK's 1 = 350, 0 = OHV, H = high cam, O = 1938, S = Special (J.A.P. produced these especially for OK).EAL was acquired by Frank Omerod of Hull in September 1989 and sold to our vendor in the December of 1995. He has rarely used it over the years, being stored in his heated garage, starting her up occasionally and enjoying the rarity of the machine. Very few have come on the market over recent years.Sold with the V5C, a 2007 MOT and some photocopied literature on the model.
A George V silver Cigarette Case, by S. Blanckensee & Son Ltd., hallmarked Birmingham, 1925, of hinged rectangular form, the front and reverse with depictions of boats, together with two unmarked white metal dishes, of shaped oval for m, the cast rims modelled as trees and houses, approx total weight 6.8ozt (3)
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