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Saturday, 13th February 2016 AN IMPORTANT AUCTION OF CLASSIC SPORTS AND RACING MOTORCYCLES

AN IMPORTANT AUCTION OF CLASSIC SPORTS AND RACING MOTORCYCLES

Saturday, 13th February 2016 ExCeL London Western Gateway Royal Victoria Dock London E16 1XL

Front Cover Image: David Jenner www.davidjenner.co.uk

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AN IMPORTANT AUCTION OF CLASSIC SPORTS AND RACING MOTORCYCLES

Saturday, 13th February 2016 Auction at 2:30pm On View: Friday 12th February from 9.00am to 5.00pm Saturday 13th February from 9.00am to 2.30pm Admission by catalogue only (admits two to auction) For further information please contact: Coys London, Manor Court, Lower Mortlake Road, Richmond, TW9 2LL Telefone: 020 8614 7888 or Fax: 020 8614 7889 or E-mail: auctions@coys.co.uk www.coys.co.uk Auction and administration: Telephone and fax numbers for use during viewing and sale period Friday 12th February to Sunday 14th February. Telephone: 020 8614 7880 Fax: 020 8614 7881 Email: auctions@coys.co.uk

CONDITIONS OF BUSINESS DEFINITIONS 1. In these Conditions : 1.1. “Auctioneer” means the representative of Coys conducting the Auction 1.2. “Buyer” means the person to whom a Lot is knocked down by the Auctioneer 1.3. ”Buyer’s Premium” shall have the definition given in Condition 10.2 1.4. “Catalogue” includes any advertisement, brochure, estimate, price list and other publication 1.5. “Coys” means Coys of Kensington Automobiles Ltd. 1.6. “Expenses” in relation to the sale of any Lot means any of Coys’ charges and expenses for insurance, storage, illustrations, cataloguing costs, special advertising, packing and freight of that Lot and any VAT thereon 1.7. “Hammer Price” means the price in pounds sterling (or the currency in which the sale is conducted) at which a Lot is knocked down by the Auctioneer to the Buyer 1.8. “Motor Vehicle” means any item included or proposed to be included in a sale of motor vehicles 1.9 ”Net Sale Proceeds” means the net amount due to the Seller being the Hammer Price less the Seller’s Commission, any VAT thereon, Expenses and any other amount due to Coys from the Seller 1.10 “Purchase Price” means the Hammer Price together with VAT thereon, the Buyer’s Premium and any additional charges or Expenses due from any Buyer 1.11 “Reserve” means the minimum Hammer Price agreed between Coys and the Seller at which a Lot may be sold 1.12 ”Seller” means the person who offers the Lot for sale 1.13 ”Seller’s Commission” shall have the definition given in Condition 10.1 1.14 ”The Auction” means the auction sale in respect of which a Lot is consigned for sale 1.15. “The Lot” means any item(s) consigned with the view to its or their sale at auction 1.16. “VAT” means Value Added Tax applicable at the prevailing rate from time to time 2. GOVERNING LAW All transactions to which the conditions apply shall be governed by English Law, and the parties hereby submit to the exclusive jurisdiction of the English Courts and irrevocably agree to waive any right to assert that proceedings ought not to be brought in England and Wales on grounds of forum non conveniens. 3. COYS AS AGENT Coys sells as agent for the Seller (except where it is expressly stated to be selling as principal) and is not liable for any act or default by the Seller or the Buyer save where such act or default is due to the actual fault of Coys. All sales are to be presumed to be sales on behalf of private individuals unless specifically notified to the contrary in the catalogue, or elsewhere in writing. 4. COYS’ DISCRETION IN CASE OF DISPUTES BETWEEN THE BUYER AND THE SELLER If Coys is notified or becomes aware of the Seller’s alleged breach of any of these Conditions before it has remitted the proceeds of sale from any Lot to the Seller, it may at its sole discretion, withhold payment until that dispute is resolved. Coys may, however, deduct any sums that are due to it from the sum held. 5. LOSS OR INJURY Coys shall be under no liability for any injury, damage or loss sustained by any person or to any property while on Coys’ premises (including any premises where a sale may be conducted or where a Lot, or part of a Lot, may be on view from time to time) except for death or personal injury, damage or loss caused by the negligence of or other breach of duty by Coys, its employees or agents in the ordinary course of their duties to Coys. 6. NOTICES 6.1. Any notice by Coys to a Seller, Buyer or any other person may, in addition to such other methods as that person may accept, be delivered by email, hand or sent by first class mail or airmail and shall be deemed to have been duly received:(a) If emailed when dispatched;

(b) If hand-delivered, at the time of delivery; (c) If sent by mail, two business days after the date of posting if posted to an address within the country of posting and seven business days after the date of posting if posted to an address within a country outside the country of posting. 6.2. Any notice to Coys may be delivered by hand to one of its authorised representatives at Coys’ registered place of business or auction premises, or sent by first class mail or airmail to its registered place of business. Unless otherwise agreed in writing, Coys do not accept service of any notice by facsimile or email. 6.3. In proving service by delivery:(a) By hand, it shall be necessary only to produce a receipt for the notice signed by or on behalf of the addressee; (b) By post, it shall be necessary only to prove that the notice was contained in a pre-paid envelope which was duly addressed and posted first class or by airmail. 7. SELLER’S WARRANTIES AND REPRESENTATIONS 7.1. The Seller warrants and represents to Coys and the Buyer in the terms of sub-paragraphs (a) to (e) that:(a) The Seller is the owner of the Lot or is properly authorised to sell the Lot by the owner and is able to sell the Lot with full title guarantee (ownership) free from all encumbrances and third party claims, and that all taxes are paid. (b) The Seller has complied with all requirements relating to any export or import of the Lot as may be required, and has notified Coys in writing of any failure to comply with such requirements by the Seller or any previous owner of the Lot; (c) The Seller has notified Coys in writing of any material alterations to the Lot of which the Seller is aware and of any concerns expressed by third parties in relation to the authenticity, provenance, origin, age, condition or quality of the Lot and has provided Coys with all such information in the Seller’s possession; (d) In the case of a Motor Vehicle which may be lawfully used on a public road, complies with all statutory provisions and that there is in force any test certificate required by law in relation to such use, or the Seller has notified Coys in writing that any such vehicle cannot lawfully be used on a public road; (e) The Seller warrants that the information about the Lot given to Coys, including (for the avoidance of doubt and without prejudice to the generality of the foregoing) all information set out in the Auction Entry Form, and statements made about it, is true 7.2 The Seller of a Lot not in the possession of Coys on its premises or under its control warrants and undertakes that the Lot will be available and in a deliverable state on demand by the Buyer; . 7.3 The Seller hereby acknowledges that Coys has entered into this contract in reliance on the representations set out in Conditions 7.1(a) to (e) and the information set out in the Auction Entry Form. 7.4 The Seller shall indemnify Coys against any and all actions, claims, actual costs (including legal and expert costs, fees and disbursements), demands, expenses, fines, liabilities, losses, penalties and proceedings arising out of the falsity of any of the warranties and representations set out in Conditions 7.1(a) to (f). 7.5. If Coys has reasonable cause for believing that the Seller is in breach of any one or more of the warranties set out in this Condition 7, Coys may by giving notice in writing to the Seller decline to sell the Lot, and the Seller shall be liable to Coys as though the Seller had withdrawn the lot from sale without Coys consent. If the Lot is in the possession of Coys, it may retain it until any sums due to Coys are paid, the cost of storage being borne by the Seller. 7.6 The Seller shall further indemnify Coys in respect of any actual legal or other costs reasonably incurred by it in investigating any claim concerning the ownership of a Lot and/or the Seller’s right to sell the Lot, the accuracy of the description of the Lot contained in the Catalogue or in defending any claim relating thereto, and Coys shall be entitled to withhold the amount of such costs from any payment due to be made to the Seller in accordance with Condition 2.

8. VEHICLE REGISTRATION NUMBERS 8.1. If the Seller wishes to sell any Motor Vehicle but to retain the right to the registration number of the Vehicle (“VRN”) , it is the Seller’s responsibility to notify Coys in writing either on the Auction Entry Form or sooner. 8.2. It shall be the Seller’s responsibility to take all necessary steps to ensure that the current VRN is reserved and that a new number is allocated prior to the Motor Vehicle being sold at the Auction and if he does not do so, Coys shall not be responsible for any loss or damage whatsoever and howsoever arising (including for the avoidance of doubt arising out of Coys’ negligence) out of the Seller’s loss of the right to the VRN following the sale of the Vehicle. 8.3. Coys may, at its own discretion, (without any assumption of responsibility or duty towards the Seller or the Buyer) take such steps to facilitate the reservation or transfer of any particular registration number as it thinks fit in order to assist the Seller or Buyer but strictly on condition that no claim attaches to Coys for taking any such steps whether arising out of Coys’ negligence or any other cause whatsoever. 9. RESERVES 9.1. The Seller may place a reserve price (“Reserve”) on any Lot prior to the Auction and once placed by the Seller, it may not be changed without the written consent of Coys. All Lots will be sold without Reserve unless a Reserve has been agreed by Coys in writing. 9.2. Where a Reserve has been agreed, only Coys may bid on behalf of the Seller. If the Seller makes such bid, then the Auctioneer may knock the Lot down to the Seller without observing any Reserve and the Seller shall pay to Coys the Buyer’s Premium in addition to the Seller’s Commission and Expenses. 9.3. Where a Reserve is agreed, Coys may in its sole discretion sell a Lot for less than the Reserve but shall account to the Seller as if the Lot had been sold for the Reserve. 9.4. Where no Reserve has been placed, the Seller may bid either personally or through the agency of any person. 9.5. If no Reserve has been placed on a Lot, Coys shall not be held liable should the Lot be purchased for a price below any lowest estimated selling price of the Lot given in any Catalogue, save insofar as and limited to the extent that the same arises out of the actual fault or negligence of Coys. 10. COMMISSION AND EXPENSES 10.1. The parties hereby acknowledge that Coys shall be entitled to deduct from the Hammer Price a Seller’s Commission of 10% plus VAT (or, in the case of automobilia, 15% plus VAT) or such other sum agreed by Coys in writing, plus any Expenses, and any other sums due from the Seller to Coys. 10.2. The Buyer shall pay (and the Seller acknowledges Coys’ entitlement to) a Buyer’s Premium equal to 15% of the first £30,000 or €50,000 of the Hammer Price, and 10% upon such of the Hammer Price as exceeds £30,000 or €50,000, plus VAT. 11. PHOTOGRAPHY AND ILLUSTRATIONS The Seller permits Coys without payment to photograph and make illustrations of any Lot and to use at its discretion any photograph or illustration of or in respect of a Lot supplied by the Seller, whether or not in conjunction with the Auction. The copyright in all photographs taken and illustrations made of any Lot by or on behalf of Coys shall be the absolute property of Coys. 12. COYS’ ESTIMATES AND DESCRIPTIONS 12.1. Coys make no warranty or representation as to the anticipated or likely selling price of any Lot. Any estimate given by Coys, whether written or oral and whether or not printed in any Catalogue for the Auction, as to the estimated selling price of any Lot is a statement of opinion only and may be subject to revision from time to time at Coys’ sole discretion and should not be relied upon as an indication of the actual selling price. 12.2. Coys shall not be liable to the Seller for any error or mis-statement in or omission from the description of any Lot in any Catalogue where:(a) Coys have been provided with such description by the Seller or any person on his behalf; or (b) Coys have provided the Seller with a copy of such description prior to publication of the

Catalogue and neither the Seller nor any person on his behalf have notified Coys in writing within seven days of any error or mis-statement in or omission from the description. 12.3. Any Motor Vehicle is sold as a collector’s item and not as a means of transport. Buyers are specifically warned that any vehicle sold as such may well have had parts replaced and paint renewed or be made up of parts from other vehicles the condition of which may be difficult to establish. Coys has to rely on information as to date, condition authenticity, maintenance, repairs and restoration provided by Sellers and does not, and cannot, undertake its own inspection of vehicles or other Lots to establish whether the vehicle or other Lot conforms with the description in the catalogue. It is the responsibility of the Buyer to carry out such inspection as he thinks necessary. Unless a vehicle is described as wholly original, the Buyer may not assume that all or any part of it is original. 12.4. No warranty is given by Coys as to the accuracy of the description of any Lot in any Catalogue or as to the age, authenticity, suitability, provenance, attribution, origin, condition, fitness for purpose, merchantable or satisfactory quality of any Lot or roadworthiness of any Motor Vehicle, and any warranties or conditions that would otherwise be implied by the Sale of Goods Act 1979 in relation to the foregoing are hereby expressly excluded. 12.5. Coys has no duty to the Seller to investigate the accuracy of the description of any Lot provided by or on behalf of the Seller. 13. WITHDRAWAL OF LOTS 13.1. The Seller may by notice in writing to Coys withdraw the Lot from the Auction. In the event of such withdrawal, the Seller shall within 14 days of withdrawal pay Coys the sums set out in this Condition 13. All such sums shall be payable to Coys as remuneration for the services performed by Coys down to the date of withdrawal, and not by way of penalty or liquidated damages. 13.2 In all cases of withdrawal, including under 7.5 above, the Seller shall be liable to pay Coys 10% of the estimated value of the Lot, notwithstanding that commission of a lesser, or no, amount had previously been agreed, to reflect the time, effort, loss of publicity and buyer’s premium suffered by Coys. The estimated value shall be the higher of:(a) The Seller’s estimate of value as previously notified to Coys or, if more than one figure, the highest figure or if none; (b) The value estimated in the Catalogue, or if more than one figure is given, the highest figure; (c) If none of the above apply such figure as Coys shall reasonably estimate as the value. (d) Plus in each case VAT on such fee and Expenses. 13.3. In the event that the Lot is withdrawn from the Auction after the publication of the Auction catalogue, the Seller shall in addition to the sum set out in Condition 13.2, be liable to pay Coys a further sum equal to the Buyer’s Premium (as defined in Condition 10.2 above) that would have been payable upon the Lot realising the aforesaid estimated value at Auction, plus VAT. 13.4. In the event that the Seller withdraws the Lot from the Auction, the Seller shall arrange for collection and removal of the Lot at his own expense within two working days after the date of withdrawal provided that the Seller may not collect the Lot unless and until any withdrawal fee payable under Conditions 13.2 and 13.3 shall have been paid in full. 14. UNSOLD LOTS 14.1 Where any Lot fails to sell at the Auction, Coys will have the sole and exclusive right to sell the Lot by private treaty within 14 days of the Auction date. These terms and conditions (including, for the avoidance of doubt, Condition 9 as to Reserves) shall govern any such sale by private treaty. 14.2. Unless Coys elects to sell the Lot by private treaty in accordance with Clause 14.1, the Seller shall arrange for the removal of any unsold Lot by 1.00 pm the day following the Auction or by such other time as agreed by Coys. 14.3. Failure to remove any unsold Lot pursuant to Condition 14.2 above will entitle Coys to charge the Seller a reasonable storage charge per day. The Seller shall further reimburse Coys for

any reasonable removal, insurance and other expenses. 14.4. If within 28 days after the Auction the Seller fails to give instructions to Coys regarding the disposal of the Lot, Coys shall have the exclusive right at its election to: (a) sell the Lot by private treaty, or (b) by Auction without Reserve, in either case in accordance with these Conditions. In such case, Coys shall be entitled to deduct from any sale price all sums owing to Coys including the Seller’s Commission and any charges incurred under this Condition 14. 15. RISK AND INSURANCE 15.1 The Lot shall at all times remain at the risk of the Seller until ownership of the Lot passes from the Seller to the Buyer under these Conditions. At no time shall ownership of the Lot pass to Coys other than in accordance with clause 21.4(e)(iii). 15.2 Until such time as risk passes to the Buyer in accordance with Condition 18, responsibility for arranging insurance for the Lot shall remain with the Seller, whereupon it shall pass to the Buyer. In no case shall Coys undertake responsibility for arranging insurance. 15.3. Coys will not be liable for any injury, loss or damage caused by any Lot unless caused by the negligence of Coys, its employees or agents in the ordinary course of their duties to Coys or by the Seller’s negligence or other breach of the Conditions. The Seller or the Buyer (as appropriate) shall compensate Coys in full in respect of all claims and proceedings brought against Coys in respect of injury, loss or damage caused by the Seller’s or Buyer’s (as appropriate) negligence or breach of any obligation under the Conditions. 16. THE BUYER 16.1. The Buyer shall be the highest bidder at the Auction. The Buyer’s bid shall form the basis of the Hammer Price. Any dispute as to any bid shall be settled by the Auctioneer at his absolute discretion. 16.2. Every bidder shall be deemed to act as principal unless prior to the commencement of the Auction there is a written acceptance by Coys that a bidder acts as agent on behalf of the named principal, and that its principal has agreed to and/ or is bound by these Conditions; in which case he shall be jointly liable with the principal by these Conditions. 16.3. No person shall be entitled to bid at the Auction without first having completed and delivered to Coys a bidder’s registration form and bidders attention is drawn to the information in the Catalogue under the heading “General Information”. 17. ABSENTEE BIDS Whilst the interest of prospective Buyers are best served by attendance at the Auction, Coys will if so instructed execute bids on behalf of prospective bidders. Coys, its agents or employees shall not be responsible for any defaults beyond Coys’ control relating to telephone, fax or other absentee bids including without limitation any telecommunications fault or failure. 18. SALE 18.1. A contract of sale is made between the Seller and the Buyer on the acceptance of a bid by the fall of the Auctioneer’s hammer. Coys is not a party to the contract of sale and has no liability for any act or default by the Seller or the Buyer. 18.2. The Buyer shall :(a) Immediately upon a Lot is sold, give to Coys his name and address and, if so requested, proof of identity if he has not already done so; and (b) Pay to Coys as agent for the Seller the Purchase Price in accordance with Condition 20.1 unless credit terms have been agreed with Coys in writing before the Auction. 18.3. Full payment for all Lots must be made to Coys by means of bankers draft, cash, telegraphic transfer or debit card in pounds sterling or the currency in which the sale was conducted. Where the Buyer wishes to pay by cheque and Coys has agreed that the Buyer may do so, the Lot will not be released until the cheque has been cleared. 18.4. No Lot may be collected until the Purchase Price has been received by Coys and payments by a Buyer to Coys may be applied by Coys towards any sums due from that Buyer to Coys on any account whatsoever notwithstanding any

directions to the contrary by the Buyer or his agent whether express or implied. 18.5. The ownership of the Lot will pass to the Buyer only when the Purchase Price in cleared funds has been received by Coys. 18.6. Immediately a Lot is sold the risk shall pass to the Buyer notwithstanding that possession will not be given and ownership will not pass to the Buyer before payment of the Purchase Price in full and Coys will not be responsible for any damage to or the loss or destruction of the Lot or any injury, loss or damage caused by the Lot unless caused by the negligence of or other breach of duty by Coys, its employees or agents in the ordinary course of their duties to Coys. The Buyer will compensate Coys in full in respect of all claims and proceedings brought against Coys in respect of any loss or damage to the Lot or injury, loss or damage caused by it not arising from the negligence of or other breach of duty by Coys, its employees or agents in the ordinary course of their duties to Coys. 19. VALUE ADDED TAX VAT payable by the Buyer on the Hammer Price may be refundable by Customs and Excise on proof of export, but Coys makes no warranties in this regard. 20. PAYMENT OF SALE PROCEEDS 20.1 Unless otherwise agreed in writing by both Coys and the Seller, the Buyer shall pay Coys forthwith and in any event no later than 35 days from the Auction the Purchase Price. 20.2. Coys shall pay the Net Sale Proceeds to the Seller not later than 35 days after the Auction, or within five working days after receiving cleared funds from the Buyer, whichever shall be the later. Coys shall be under no liability as a result of or arising out of any delay or failure by the Buyer in making payment. 20.3 Unless an alternative method of payment has been agreed by Coys in writing, payment of the Net Sale Proceeds shall be made by sending to the Seller a cheque drawn on Coys’ client account by first class post at the Seller’s risk. 20.4. Coys may in its discretion withhold remittance of the Net Sale Proceeds to the Seller until such time as the Seller has deposited with Coys the V5 registration document in the case of a UK registered vehicle or, in the case of an unregistered, or non-UK registered vehicle, the appropriate documents of title (ownership) relevant and appropriate to the country of registration of the vehicle, and any other documentation relating to the vehicle in the Seller’s possession or control which he agreed with Coys to supply. 21. BUYER’S DEFAULT 21.1 In the event that the Purchase Price is not duly paid in accordance with Condition 20.1, Coys may hold the Buyer in default and shall as against the Buyer (a “Defaulting Buyer”) have the following rights, in addition to those set out in Condition 21.4 below: (a) As agent for the Seller, to charge interest at a rate not exceeding 5% per annum above the Bank of England base rate on so much of the Purchase Price as remains due and unpaid; (b) To retain any Lot sold to the same Buyer at the same or any other Auction and to release it only after payment of the total amount due; (c) To reject or disregard any bid or bids made by or on behalf of the Defaulting Buyer at any future auction or to require payment of a deposit before any future bid made by or on behalf of that Buyer; (d) To apply any money due or to become due to the Defaulting Buyer in or towards settlement of the total amount due and to exercise a charge on any property of the Defaulting Buyer which is in Coys’ possession for any purpose. 21.2. If the Buyer continues to fail to make payment of the Purchase Price in full within 14 days of it falling due under Condition 20.1, Coys may (if so instructed by the Seller, or acting of its own motion in accordance with Condition 21.4 below) without prejudice to any other rights it may have, exercise one or more of the following additional remedies: (a) To institute proceedings against the Buyer in its own name, or in the name of the Seller for damages or specific performance for breach of the sale contract; (b) To institute proceedings against the Buyer in its own name in respect of the Buyer’s Premium

and any other sums that the Buyer shall be liable to pay Coys; (b) To cancel the sale of that or any other Lot sold to the Defaulting Buyer at the same or any other auction notwithstanding the total amount due in respect of such other Lot shall have been paid; (c) To re-sell the Lot or cause it to be resold by public auction or private sale. 21.3. If the Buyer fails or refuses to pay the Purchase Price in full within 35 days of the Auction, Coys will notify the Seller who may instruct Coys as to the appropriate course of action, including (where permitted under Clause 21.2) but not limited to one or more of the courses of action set out in Condition 21.4 below. Such notice will draw attention to the 14 day limit for the provision of instructions as set out in Condition 21.4 below. Coys shall if instructed take reasonable steps to assist the Seller but Coys shall be under no obligation to institute proceedings in its own name or personally incur any cost or expense. 21.4. In the absence of any written instructions from the Seller to Coys within 14 days of Coys’ notice to the Seller served in accordance with Condition 21.3 above then Coys shall in its sole discretion be entitled to do any of the following in its capacity as the Seller’s agent and with the Seller’s full authority:(a) To agree terms for the payment of the Purchase Price with the Buyer; (b) To remove, store and insure the Lot at the expense of the Buyer; (c) To settle claims and/or proceedings made by or against the Buyer on such terms as Coys shall at its absolute discretion think fit; (d) To take such steps as Coys shall at its absolute discretion consider necessary to collect the monies due from the Buyer; (e) Where appropriate to rescind and/or terminate the sale and in its sole discretion: (i) Return the Lot to the Seller, and distribute any monies received to the Buyer in accordance with Conditions 21.5 and/or 21.6; (ii) Offer the Lot for re-sale, by Auction or private treaty, with or without Reserve; (iii) Purchase the Lot itself at the Hammer Price or such other price as may be agreed with the Seller, in which case property in the Lot shall pass to Coys and Coys shall remit the Hammer Price to the Seller within fourteen days of its election less any sums payable pursuant to Condition 21.5 below; (f) To appoint a solicitor and/or other agent to pursue any of the courses of action referred to in sub-paragraphs (a) to (e) above and the Seller authorises Coys to take any of the courses referred to in this Condition 21.4, including the issue and prosecution of proceedings on the Seller’s behalf and in the Seller’s name. 21.5. In the event that the sale contract for the Lot is rescinded because of the Buyer’s default aforesaid, whether as a result of the Seller’s instruction or Coys’ action taken under Condition 21.4, the Seller shall nonetheless (and without prejudice to any claim that he may have against the Buyer) be liable to pay to Coys the following sums: (a) Legal or other costs on an indemnity basis reasonably incurred by Coys in connection with such steps; and (b) Expenses; (c) The Seller’s Commission, by way of remuneration for the services performed by Coys down to the date of rescission, and not by way of penalty or liquidated damages. 21.6. Any monies recovered by and paid to Coys in consequence of Coys taking one or more of the steps referred to in Condition 21.4 against a Defaulting Buyer, or any of the Purchase Price as shall have been paid by the Defaulting Buyer, shall be applied to the payment of:(a) Legal or other costs reasonably incurred by Coys in connection with such steps; and then (b) Expenses; and then (c) The Seller’s Commission, by way of remuneration for the services performed by Coys down to the date of recovery, and not by way of penalty or liquidated damages. (d) Any balance remaining shall be apportioned pro rata as between the Buyer’s Premium, and any payable sums to the Seller; and then (e) Any balance thereafter to the Buyer. 21.7 In the event that any monies recovered do not cover the sums set out at Conditions 21.6(a)

to (c), any such shortfall shall be made good by the Seller to Coys on demand. 22. REMOVAL OF PURCHASES 22.1. The Buyer shall, at his own expense, remove the Lot purchased not later than the day and time specified in the “General Information” section of the Catalogue but not before payment in full to Coys of the Purchase Price whether in respect of this or any other Lot. 22.2. The Buyer shall be responsible for all removals, storage, insurance and other charges on any Lot not taken away at the day and time specified in Condition 22.1 above. 22.3. If the Lot is not collected by the Buyer within 2 days of the Auction, whether or not the Purchase Price has been paid, and whether or not the Buyer is consequently entitled to collect the Lot, Coys shall remove, store (either at Coys’ premises or elsewhere) and insure the Lot at the expense of the Buyer and only release the Lot after payment of the total amount due. 22.4. If the Buyer fails to collect the Lot within 14 days of the Auction, Coys shall notify the Seller who shall at his sole discretion elect to: (a) Cancel the sale of the Lot and take back possession of the Lot; or (b) Re-sell the Lot or cause it to be re-sold by public auction or private sale; or (c) Continue to remove, store and insure the Lot at his expense, but subject to being entitled to recoupment of such expenses from the Buyer, and subject to being entitled to elect (a) or (b) at any time thereafter. 22.5 In the event that the sale contract is cancelled, or the Lot is re-sold, in accordance with Condition 22.4 above, the same provisions shall apply as under Condition 21.6 above, “Buyer’s Default”, as regards any of the Purchase Price paid to the date of that cancellation or re-sale. 23. RESPONSIBILITY FOR LOTS PURCHASED 23.1. Subject to the Seller’s compliance with Condition 7.1(d), it shall be the responsibility of the Buyer to ensure that any Motor Vehicle purchased at Auction complies with the appropriate statute or regulation for driving, using or transporting it and for ensuring that any necessary test certificate is in force. In no case shall Coys be liable for any breach by the Seller of Condition 7.1(d) or by the Buyer of this Condition 23.1. 23.2. Subject to the Seller’s compliance with Condition 7.1(b), the Buyer shall be responsible for obtaining any export licence that may be required in connection with the Lot. In no case shall Coys be liable for any breach by the Seller of Condition 7.1(b) or by the Buyer of this Condition 23.2. 24. RESCISSION FOR SELLER’S DEFAULT 24.1 Should the Buyer become entitled to rescind the sale contract and/or reject the Lot and/or refuse to pay the Purchase Price as a result of any breach by the Seller of these Conditions, including in particular any breach of the warranties set out in Condition 7, the Seller shall be liable to pay the following: (a) Any legal or other costs reasonably incurred by Coys, on an indemnity basis; and (b) Expenses; (c) The Seller’s Commission; (d) The Buyer’s Premium. 24.2 Coys shall be entitled to retain the Lot until such sums as are payable under Condition 24.1 are paid in full by the Seller. 25. LIMITATION OF LIABILITY 25.1 Save as is expressly provided for in these Conditions, none of Coys, the Seller or the Buyer shall be liable for any loss of profit, loss of revenue, loss of use, business or interruption, loss of reputation, credit or goodwill, or any indirect or consequential damages whatsoever. 25.2 Without prejudice to Condition 25.1 Coys shall not be liable to pay to any other a sum greater than the estimated value of the Lot as defined in Condition 13.2; 26. FORCE MAJEURE 26.1 Should there be any event or occurrence outside the reasonable control of Coys, whether foreseeable (or foreseen) or not, which in the reasonable opinion of Coys shall prevent, hinder

or impede the Auction, its conduct, or the sale of the Lot at Auction, Coys may in its sole discretion cancel the Auction or remove the Lot from the Auction, in which case it shall as soon as reasonably possible notify the Seller of its decision accordingly. 26.2 Upon receipt of Coys’ notice as set out in Condition 26.1, the Seller may by notice in writing to Coys elect to: (a) Re-enter the Lot into the next auction to be conducted by Coys in respect of which the Lot is a suitable lot (as judged by Coys in their reasonable opinion); or (b) Instruct Coys to sell the Lot by private treaty within 14 days of such Seller’s notice, as though the Lot was an unsold lot at Auction for the purposes of Condition 14.1; or (c) Cancel this contract without any payment or penalty, save that where the Auction catalogue had been printed prior to cancellation, Coys shall be entitled to retain any cataloguing fee paid by the Seller. 26.3 In the event that the Seller does not make any election in writing under Condition 26.2 within 14 days of receipt of Coys’ notice, the right of election shall irrevocably pass to Coys who may elect for one of the three courses of action set out in Condition 26.2. In case Coys elects to sell the Lot by private treaty, the 14 day sale period shall in this case run from the date of Coys’ election. 26.4 Any sale of the Lot under this Condition 26.2, whether at subsequent auction or by way of private treaty, shall be in accordance with these Conditions. 27. MISCELLANEOUS 27.1. The benefit and burden of the Conditions may not be assigned by the Seller or the Buyer without Coys’ prior agreement in writing. 27.2. If any Condition or any part of any Condition shall be held to be unenforceable or invalid that Condition shall be severed, and such unenforceability or invalidity shall not affect the enforceability and validity of the remaining conditions or the remainder of the relevant condition. 27.3 These Conditions constitute the entire agreement between the parties and supersede all previous drafts, agreements, arrangements, understandings and conventions between them, whether written or oral, relating to the subject matter of this contract. 27.4 These Conditions may not be altered or varied unless with Coys consent in writing. 27.5 The Buyer and the Seller both acknowledge and warrant that in entering into this contract (and in the case of the Buyer, in bidding for any Lot) they do not rely and have not relied on any representations made by or on behalf of Coys, save where such representations have been confirmed or set out in writing signed by a partner of Coys. 27.6 No waiver of any rights arising under these Conditions shall be effective unless in writing. Any such waiver shall not be considered as a waiver of any subsequent breach, whether of the same or any other provision. 27.7 This contract is made for the benefit of Coys, the Seller, and the Buyer, and save where the Buyer acts as agent for a named principal in accordance with Condition 16.2, is not intended to benefit or be enforceable by anyone else. For the avoidance of doubt, any rights otherwise arising under the Contracts (Rights of Third Parties) Act 1999 are expressly excluded. 27.8. The headings and numbering used in the Conditions are for convenience only and shall not affect their interpretation. 27.9 In the event of any of the terms above being incompatible one with another, the term most beneficial to Coys shall prevail.

IMPORTANT NOTICE AND GENERAL INFORMATION FOR MOTORCYCLES ANY MOTOR VEHICLE IS SOLD AS A COLLECTOR’S ITEM AND NOT AS A MEANS OF TRANSPORT. BUYERS ARE SPECIFICALLY WARNED THAT ANY VEHICLE SOLD AS SUCH MAY WELL HAVE HAD PARTS REPLACED AND PAINT RENEWED OR BE MADE UP OF PARTS FROM OTHER VEHICLES THE CONDITION OF WHICH MAY BE DIFFICULT TO ESTABLISH. COYS HAS TO RELY ON INFORMATION AS TO DATE, CONDITION AND AUTHENTICITY PROVIDED BY SELLERS AND DOES NOT, AND CANNOT, UNDERTAKE ITS OWN INSPECTION OF VEHICLES OR OTHER LOTS TO ESTABLISH WHETHER THE VEHICLE OR OTHER LOT CONFORMS WITH THE DESCRIPTION IN THE CATALOGUE. IT IS THE RESPONSIBILITY OF THE BUYER TO CARRY OUT SUCH INSPECTION AS HE THINKS NECESSARY. GENERAL INFORMATION 1. Admission Coys shall have the right to refuse admission to its premises or attendance at any of its auctions by any person provided it has reasonable justification in refusing entry. 2. Contract Prospective Buyers are advised to read the Conditions of Business carefully before bidding on any lot. 3. Viewing Viewing of all the Lots entered for the sale will take place on Friday 12th February from 9.00am - 5.00pm, and on Saturday 13h February from 9.00am - 2.30pm. 4. Bidder Registration To recognise bidders during the Auction all intending Buyers are required to complete a Bidder Registration Form giving full identification and appropriate references before the Auction which will enable them to bid by means of a number allocated to them. 5. Premium Buyers are reminded that a 10% Buyers Premium is payable on the final Hammer Price of each Lot. Buyer’s attention is drawn to Condition 17 of the Conditions of Sale. VAT at the standard rate is payable on the Premium by all Buyers. 6. Export Licences Export Licences may be required for any vehicle manufactured 50 years prior to the date of export from the UK and valued at over £35,000.00. It is the responsibility of the Buyer to obtain the licence and correct documentation prior to exportation of the vehicle. 7. Currency Bidding will be conducted in Pounds Sterling. 8. Payment Purchases can only be released when full settlement incluse of all charges of all invoices is received in cleared funds. Full payment for all Lots must be made to Coys of Kensington Automobiles by means of banker’s draft, cash, telegraphic transfer or debit card before the release of the vehicle unless prior arrangements have been made. Credit cards: Visa and Mastercards are subject to a 2.5% surcharge on the total invoice. Credit cards payment cannot exceed £2,000 or the Euro equivalent. Where payment is made by cheque the vehicle will be released on clearance of funds. All cheques should be made payable to Coys of Kensington Automobiles. If paying by bank transfer, the amount received after either the deduction of bank charges or for the conversion to Pounds Sterling, must be no less then the amount payable on the bill of Sale. Please quote the Auction and the Lot number you purchased as the reference.

Payments should be made immediately after the sale to Coys for which bank account details are as follows:Coys of Kensington Automobiles Ltd. Account Account Number: 53662845 Sort Code: 40-07-31 Address: HSBC 100 Old Broad Street London EC2N 1BG United Kingdom IBAN: GB39 MIDL 4007 3153 6628 45 BIC: MIDLGB22 9. Collection of Motor Cycles Removal of all Lots must be made from the auction site on Sunday 14th February from 6.00pm to 8.00pm or Monday 15th February between 9.00am and 12.00pm. After this time all Lots will be removed to store at the owner’s expense. Purchasers of lots are advised to contact Coys staff for all payment and collection arrangements. 10. Removal and Storage All motorcycles not removed in accordance with clause 9 above will be transported to our storage at the owner’s expense. The cost of transport of each Lot to storage is £125 plus VAT and the cost of storage is £10.00 per day. 11. Commission Bids Telephone and commission bids will be gladly accepted subject to prior arrangement with Coys. New customers will be required to pay a refundable deposit. 12. VAT Certain vehicles in this sale are not European registered, and therefore will attract VAT at either the UK rate, or should the European purchaser decide to import the car through a different European Community country, VAT at this country’s rate, such as Holland, where vehicles over 30 years of age attract a duty of just 6%. For further information regarding the simple import procedure necessary to register these vehicles or further advice please contact either Coys Head Office or our shipping agents, C.A.R.S. UK Limited, telephone number 01284 850950, fax number 01284 851077. 13. Further Information When an * appears in either the registration, chassis or engine number section of any Lot description it indicates that at the time of going to press information regarding those sections was not available. 14. Damage Any viewer who damages a Lot will be held liable for all damage caused and shall reimburse Coys or its agents for all costs and Expenses relating to rectification of such damage.

IMPORTANT NOTICE NOVA From 15th April 2013, vehicles entering the country for permanent use on UK roads will have to be notified to HMRC within 14 days and any VAT due paid or â&#x20AC;&#x2DC;securedâ&#x20AC;&#x2122;. Until this is done it will not be possible to register or licence a vehicle with the DVLA/DVA. A new online system called Notification of Vehicle Arrivals (NOVA) will support this change. Find out more at hmrc.gov.uk/nova Coys will not be responsible for any fines incurred for any vehicle not being registered with NOVA within the required time.

TRANSPORT AND SHIPPING For all motorcycle transportation after the sale please contact Coys transport partner Chas Mortimer on the number below.

TRANSPORTER Chas Mortimer Motorcycle Transportation Chas Mortimer Ltd Unit 4, Paddocks Farm Bethersden Road, Hothfield, Kent TN26 1EP chas@chasmortimer.co.uk Tel: +44 (0)1233 633623

MOTOR CYCLES TELEPHONE/COMMISSION BIDDING FORM The Carole Nash MCN London Motorcycle Show 2016 Name Address

Mobile Number

Fax Number

Tel Number During Auction

Proof of ID must be supplied in the form of passport or driving licence showing particulars and address details AND/or bank card Passport

Drivers Licence

Signature:

Date:

TELEPHONE BIDS

COMMISSION BIDS

Bank Card

Coys are instructed to accept telephone/commission bids on the following Lots. I understand that if my bid is successful the purchase price payable shall be the aggregate of the final bid and a buyer’s premium of 10% plus VAT. I also understand that all the lots on offer are sold as collector’s items and are not sold as operational means of transport. Lot No

Description

SECURITY BOND: Telephone and Commission bidders will be required to deposit £3,000 as a security bond against any purchase. This security will be debited from your debit/ credit card. If you are not successful in purchasing your lot, a refund will be issued within 3 working days of the auction to your debit/credit card without charge. Successful purchasers are advised, unless payment is received within 5 working days of the sale by other means, these monies will be allocated towards the purchase price. Please note there is a 2.5% charge on credit cards payment. By signing below you are authorising Coys to take this payment. VISA ‫ ۝‬

MASTERCARD ‫ ۝‬

DEBIT ‫۝‬

Cardholder Name: Card Number: Start Date: Expiry Date: Security Code: Billing address (if different from above): Cardholder Signature: All bid shall be treated as offers made within the ‘Conditions of business’ and ‘Important Notice’ printed in the catalogue.

FAST TRACK BIDDERS REGISTRATION FORM

Paddle No: Office use only

Auction____________________________________________________________________________ __________________________________________________________________________________ First name:_____________________________ Last Name:___________________________________ Company:__________________________________________________________________________ Address:___________________________________________________________________________ __________________________________________________________________________________ Town:__________________________________Post Code:___________________________________ Country:___________________________________________________________________________ __________________________________________________________________________________ Direct Telephone:_______________________ Fax Number:___________________________________ Mobile Number:____________________________ E-Mail:___________________________________ I agree to be bound by the Conditions of Business as printed in Coys Auction Catalogue. I understand that this car is sold as a collectorâ&#x20AC;&#x2122;s item and not sold as an operational means of transport.

Bidders Signature:_____________________________ Date:___________________________________ Please provide two forms of identification: Passport, Drivers License or Bank Card (Photocopies or scans only.) Kindly fax your Registration Form along with your identifications to 0044 (0) 208 614 7889 Or email auctions@coys.co.uk Your paddle will be available to collect at our office on the viewing day and auction day.

FOR OFFICE USE ONLY Identifications seen: Credit Card

Driving License

Passport

Other

Approved by COYS staff________________________________________ Date____________________________________________________________

Classic Sports and Racing Motorcycles 2:30 PM

Lot 101

c.1964 Moto Morini 125cc Corsaro Veloce Registration Number: Not UK registered

Frame Number: E 38420

Founded in 1937, Alphonso Morini’s company built two-stroke lightweights at first before developing a range of fast, overhead-camshaft roadsters during the 1950s. By the decade’s end they had been replaced by a range of overhead-valve models and a 48cc two-stroke, which kept the firm afloat until the arrival of the vtwins. Built in various versions, Morini’s offering in the 125cc class was the Corsaro (Pirate), which was first introduced towards the end of 1958. This well restored example of the latter previously belonged to the famous Dutch singer, Marco Borsato.

Estimate: £2,500 - £3,500

Lot 102

1972 Yamaha R5 350 Registration Number: UK Registered Engine Number R5/118424

Frame Number: R5/118424 This Yamaha R5 350 was imported from the US in 2014. It is in original condition and is a running bike but may need a little fettling particularly a carburettor clean and tune up. The bike has now been UK registered and comes with an MoT until November 2016 and a Uk V5C logbook.

Estimate: £2,000 - £3,000

Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.

Lot 103

2001 Bimota DB4 – Just 1km! Registration Number: TBA

Frame Number: 000239 Introduced in 1998 and powered by the V-twin from the Ducati 900SS of the time, Bimota chose to fuel the DB4’s 904cc desmo motor via twin 38mm Mikuni carbs in place of the fuel injection system adopted by Ducati. Although the 80bhp, 60lb/ft and 140mph it delivered wasn’t a match in a straight line for big multi-cylindered sportsbikes, the DB4’s considerable appeal lay in its useable mid-range power and torque, light weight (165kg dry) and old-style Italian charm coupled with a striking tricolore paint job and styling.

Estimate: £10,000-£12,000

Lot 104

As a bonus, reliability also took a step up from Bimota’s usual fare, with the traditional carburettors helping out in this respect. Buyers had the option of either a half or full fairing, with the vast majority opting for the full version with black belly pan. Most unusually, the DB4 offered here has effectively never been ridden – the odometer shows just 1 kilometre – so of the 264 produced this is very probably the world’s last remaining unused Bimota DB4. This therefore is a great opportunity to acquire a rare piece of Italian sportsbike exotica by one of the most exclusive, low-volume, hand-built manufacturers, and in factory-fresh condition.

1975 Honda CB400F Registration Number: Italian registered Engine Number: 1060667

Frame Number: 1017925

Although not officially sold in the UK, Honda introduced its 347cc 34bhp CB350 Four in 1972. At the time it was the smallest ever mass-produced multi. Its replacement, the CB400 Four, went on sale in 1975, and its much sportier appearance, plus its European influenced flat bars and rear-set footrests, made it an instant sales success. Powered by a 37bhp 408cc SOHC motor with a distinctive 4 into 1 exhaust system as standard, it was a genuine 100mph machine with handling to match. This classic and collectible ‘70s Honda Four comes with 36,690km (22,798m) recorded on the on the odometer.

Estimate: £4,000-£6,000 Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.

Lot 105

1972 Norton 750 Commando Interstate Registration Number: VNH 588L

Frame Number: 208253

Engine Number: 208253

First registered 4th Oct.1972 here in the UK this matching number 750cc Interstate was subject to a comprehensive restoration in 2013 by Peter Thorne of Aspire Restorations, Oxfordshire. A one owner bike from new it has only covered a few miles since the work was completed and remains in really excellent condition throughout. In addition to the engine rebuild it benefits from a primary belt drive conversion and new wheels, tyres and the American spec polyester ( plastic ) fuel tank has been ‘ethanol’ sealed and is fuel tight. Showing 10,457 miles the bike is supplied with the UK V5C logbook, MoT until May 2016 and the original Norton riders manual as well as a small history file containing pictures of the restoration and list of the work completed, totaling nearly £6,000. Estimate: £8,000 - £9,000

Lot 106

1974 Kawasaki MC1M 90cc Registration Number: Not Road Registered Frame Number: MC/509839 Engine Number: MCE/509744 This off-road version of the MC1 fitted with knobby tires was built for junior riders, or big kids alike features a 90cc 2 stroke single cylinder rotary disc valve motor and a 5 speed gearbox. Maximum horsepower is 6.6 HP @6,500 rpm with a top speed around 50mph. This super example has been restored to the correct colour for the model and year. The paint work is outstanding and other parts have been carefully restored or replaced. Hardly ever seen as this model wasn’t sold here in the UK this bike was imported from the USA. A fantastic little bike is not to be missed. Not road registered.

Estimate: £1,500- £2,500

Lot 107

c1970 Jawa Speedway 500cc Registration Number: Not Road Registered Engine Number: 5009

Frame Number: 11513

This well presented Jawa speedway bike from circa 1970 has a two valve 500cc engine fitted that has been recently refurbished with all new bearings by the previous owner. Discovered disassembled it was restored with as many period parts as possible which included a rebuild of the magneto. These 500cc bikes where used by most of the successful riders of the day and scored countless success. The current owner, a skilled motorcycle engineer himself reports the bike to be in excellent working order throughout. A beautifully presented example, examples as good as this do not often come to the open market.

Estimate: £2,000 - £3,000

Lot 108

1966 Norton 500 Dominator Registration Number: PAS 381

Frame Number: 20111380 Engine Number: 122R88205 This 500cc Norton was rebuilt in 2014 by an ex Associated Motorcycles employee who purchased the bike as project. This work included a top end engine rebuild in December 2014 and as such it will require further running in. In addition the frame and the bodywork was repainted and many new parts fitted ( inc. a new clutch) to make this a reliable and good running bike. The V5C logbook states the bike as Dominator 88 (Historic Vehicle) however it bears the frame number of a 1966 (dated) Norton Atlas, although these featherbed frames are more or less identical.

Estimate:

The engine is a correct ’60 500cc Dominator unit. In generally good condition, this is a fine running and well sorted bike that is ready to ride, supplied with an MoT until Jan 2017 and various invoices and receipts for many new parts fitted, a nice ridding and reliable classic bike.

£4,000 - £5,000 Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.

Lot 109

1959 Royal Enfield 700 Constellation Registration Number: 744 CTT

Frame Number: 8370

Engine Number: 8791

Estimate: £9,000 - £11,000

This matching number Constellation was first registered here in the UK on the 20th July 1959. We have the original buff logbook from ’59 showing the bike was registered in the county of Devon with its original number 744 CTT which it still retains. Having been the subject of a comprehensive restoration, which included a rebuild of the engine this example is in absolutely excellent ‘show’ condition. Showing 20,097 miles the bike has only been used on the road a few times and has been part of a private collection, stored in a dry heated environment. There can be few pristine examples of this highly underrated British twin, the 700cc motor has loads of power and immense torque, making these bikes a truly great ride. This example is suppled with invoices / receipts for many new parts used plus a breakdown from the restorer of some of the work completed, it also comes with parts books, workshop and owners manual, and the current V5C logbook.

Lot 110

1987 Suzuki Katana 1100 Registration Number: D278 SNF

Frame Number: 527120

The radical Katana’s design was attributed to Hans Muth ex-chief of styling for BMW motorcycles. The pre production design was a 650 cc model called the ED-1 (European Design 1). This design featured a forward nose and a shaped, blended fuel tank with a merged fuel tank-to-seat arrangement at a time when squared off fuel tanks and flat-faced bolt-on accessory fairings were the norm. The design also incorporated favorable aerodynamics, with a special emphasis placed on high-speed stability, and was repeatedly wind-tunnel tested. The production Katana of 1981 differed only slightly from the prototype; changes included a small wind deflector screen, paired mufflers, and black accent paint on the front fender and air box covers. In late 1980’s when the GSX1100S Katana hit the street, it was claimed by Suzuki to be the fastest mass-production motorcycle in the world, ensuring the new looks were matched by unprecedented performance levels. So radical was the design departure from previous mass-market cycles that most major motorcycle magazines of the era thought the design would not appeal to the masses. Nevertheless, it was a sales success, and the motorcycle had a lasting impact on motorcycle design. Portions of the design ethos are still visible in many current sport motorcycles, including the faired-in seat and fuel tank. This 1100cc version from 1987 was imported recently from Europe and registered here in the UK, in generally very good overall condition the bike is supplied with a UK V5C logbook, MoT until Dec. 2016 and is said to be in good working order, showing 21,632 Kms. Estimate: £5,500 - £6,500

Lot 111

1974 Honda MT250 K0 Registration Number: UK Registered Engine Number: MT250/1006445

Frame Number: MT250/1006113 This original Honda MT250 K0 came from a private collection in Michigan USA, and was imported to the UK last year. The bike has been running recently, and is said to be in generally good condition. The MT is the road going version of the early highly sought after CR Elsinore, so named after the famous Elsinore GP event that still runs in Southern California today. The MT series was only sold in the USA and clean examples such as this are hard to find in Europe. Parts are still available for this model from David Silver Spares Ltd. The bike is UK registered with a current MoT and comes with a UK V5C logbook.

Estimate: £2,500-£3,500

Lot 112

1980 Yamaha RD350LC 4L0 Registration Number: Belgium Registration Engine Number: 4L0000582

Frame Number: 4L0000582

This 1980 RD350 is in original unrestored condition, however the engine has been recently rebuilt with a reconditioned crankshaft, new crankshaft seals and re-bored barrels with Wiseco pistons, and as such will need running in. These furious two strokes are getting very difficult to find. Showing 26,100kms this bike is supplied with Belgium registration documents.

Estimate: £6,000 - £7,000

Lot 113

1970 Honda CB750 K0 Registration Number: UK Registered Engine Number: CB750E/1028251

Frame Number: CB750/1027986 This CB750K0 diecast engine model is in beautiful original condition, and still retains all its correct parts. This a good candidate for either a light cosmetic restoration or to be used as it is. Reported to be in running condition it may require fettling to return it to running road condition as it has been in dry strage for a while. It was imported from USA in 2014 and is now fully UK registered with a V5 and age related no plate. It comes with a UK and MoT until Nov 2016. Early Honda 750 fours such as this are fast becoming highly collectable motorcycles, preserved original examples such as this are hard to find and are much coveted in the current market.

Estimate: £6,000- £8,000

Lot 114

1955 Ceccato 100 Bialbero GP Registration Number: Unregistered for road

Frame Number: 0154

Estimate: £29,000-£35,000

Based in Vicenza in north east Italy, Cecatto manufactured small capacity twoand four-stroke motorcycles from 1947 to 1962. In 1949 Pietro Ceccato received drawings of a 75cc twin-cam single from Fabio Taglioni who had designed and produced the engine with the help of his Bologna University students while also studying for his doctorate. Cecatto – a man described as the most determined entrepreneur – liked what he saw and subsequently acquired Taglioni’s project, and the two worked together for a year or so, also producing a lighter SOHC version. As is well known, the late, great Taglioni later worked for Mondial and then Ducati where he pioneered that firm’s now legendary desmodromic singles and v-twins. The small Taglioni-designed Cecatto singles were successful in competition during the mid 1950s, gaining a number of speed records as well as class victories in prestigious events such as the Milano-Taranto race and the Moto Giro Italia. As a buoyant company employing about 600 staff manufacturing bicycles, compressors, gas cylinders and service station equipment, Ceccato set about further developing Taglioni’s design by adopting gear-drive to the overhead cams. It’s believed that five of these 75cc Cecatto motors were produced, while just three 100cc gear-drive Bialbero (DOHC) machines were built. The 100c Bialbero on sale here is one of those three. It is in excellent restored condition, its engine is a beautiful work of art, and the motorcycle’s authenticity is certified by a brass FIM plate fixed to the frame. Representing the finest in Italian artisanship, this Cecatto has strong links to one of the greatest engineers in motorcycling, and as such it is an extremely rare jewel not to be missed.

Lot 115

1987 Ducati 750 F1 B Registration Number: D194 Y00

Frame Number: 7500722

Engine Number: 7500924

Estimate: £12,000 - £15,000

Introduced in 1985 the Ducati 750 F1 was a street version of the TT1 race bike that had run so successfully in the ‘Battle of the Twins’ class of formula 1 bike racing in the early 1980’s. The most ‘track’ focused road Ducati to have come out of the Bologna factory for some time it combined a light weight frame with a punchy 748cc V twin Pantah Desmo engine. While it’s performance was not perhaps as great as its japanese rivals, the handling was absolutely sublime, combined with beautiful Italian styling and the glorious sound of the engine Ducati had produced an instant classic. This later F1B has the benefit of the later upgrades the most important being the 40mm adjustable Ceriani Forcella Italia front forks and the engine improvements of larger vales and carburettors. Having been originally registered new in Italy this immaculate example has recently been imported to the UK and re registered with UK road documents. The original log book indicates that it has had just 3 owners in total, the last a lady owner from Modena. Showing a genuine 11,121 kms the bike has been recently been serviced and is good running order. An absolutely superb and totally original example, it comes with a UK V5C and a new MoT.

Lot 116

1994 Bimota SB6 1100 Registration Number: Belgium Registered

Frame Number: SB600017

In 1994 Bimota wrapped their delicious racing frame around Suzuki’s awesome 154 bhp GSXR1100 motor and then clad it in carbon fibre/fibreglass bodywork to create the SB6R. MCN, in their test report, stated that the SB6R is “for many the pinnacle of old school Bimota craft”. The SB6 was a full 40 kilos lighter than Suzuki’s standard GSXR1100 and had razor sharp handling. This example frame number 17 is a super early example, said to be in all round excellent condition it is supplied with an MoT until Jan. 2017 and Belgium registration documents.

Estimate: £6,000 - £8,000

Lot 117

1971 BSA A65 Flat Tracker Registration Number: JYY 594J Engine Number: A65TGE10069

Estimate:

Frame Number: A65TGE10069 Registered June 1971 this A65 Thunderbolt was converted to this Flat Tracker styling a few years ago. The original matching number engine had the bottom end rebuilt by SRM, it was also fitted with a new head, barrels and pistons and had a Hayward primary belt drive fitted with a modified clutch and an external oil filter. It is also fitted with electric ignition, and has just had two new concentric carbs fitted. Running through the custom made Jemco Flat Tracker pipes the performance of this bike is very lively !’ and the sound absolutely glorious. The frame has been powder coated, and the alloy fuel tank custom painted as well as the front forks rebuilt and stainless wheel rims and spokes fitted front and rear. Having previously been registered in the Isle of Man the bike has been re registered here in the UK and is supplied with an MoT until March 2016 and the UK V5C logbook along with some bills for parts, a built sheet, BSA dating cert. and workshop manual. A great looking and unusual custom motorcycle.

£5,500 - £6,500 Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.

Lot 118

1982 Honda CX500 Turbo Registration Number: Italian registered Engine Number: PC03E-2003800

Frame Number: 2001515

The world’s first proper turbocharged production bike, the CX500 Turbo, was launched in 1982. Based on the relatively unglamorous middleweight CX500, with its transverse 8-valve, pushrod 80° v-twin motor, the intention was to produce a mid-sized engine with bigbore power. Furthermore, the CX was liquid-cooled and, equally importantly, it was the first of Honda’s V-configuration road bike engines – a path that the firm still follows decades later. The CX500 Turbo here has about 20,000kms (12,500m) on the clock and it’s in remarkably well preserved, unrestored original condition. A fine example of the very best in period Japanese engineering ingenuity. Estimate: £9,000-£11,000

Lot 119

1981 Kawasaki Z1300 Registration Number: Italian Registered

Frame Number: 012277

Although considered the ultimate ‘autobahn stormer’ of the day, the Z1300’s size and appreciable running costs meant it sold in limited numbers, particularly in European markets, but its relative rarity and outlandishness make the Z13 a highly sought after modern classic. Fitted with worthwhile engine protection bars, this otherwise unmolested, one-owner, first series example is described by the vendor as “practically new”. As such this is a rare opportunity to acquire an excellent example of the most spectacular Kawasaki of the period.

Estimate: £9,000-£11,000

Lot 120

1936 Rudge 250 Sport Registration Number: RN 0908 Engine Number: T1092

Frame Number: 56451

Estimate: £8,000-£10,000

Rudge motorcycles were manufactured from 1911 to 1946, and the Birmingham firm was highly regarded for its innovative engineering solutions. Rudge enjoyed a string of successes at the Isle of Man TT races during the 1930s. This fine sporting marque was very competitive in speedway, and also trials events in the hands, and feet, of Murray’s dad Graham (Walker) Rudge’s sales manager at the time. Works supported racing and the supply of race machinery stopped around the mid thirties after the death of Rudge- Whitworth principal and driving force J.V. PUGH and subsequent sorties into autocycle production and other badly managed ventures foresaw the demise of the once proud Rudge concern in 1940.

The 250 Sport was powered by a 4-valve 249cc single with an ope-valve radial cylinder head. First registered on 18th April 1936 in Preston, this charming 250 Sport comes with recent MoTs, a buff log-book and a letter from the Rudge Enthusiasts Club stating it was first registered in Preston. In restored condition, a plethora of receipts from the late 1980s would indicate that the restoration took place around then. Having been owned in recent times by an engineer enthusuast in Hull, we’re told it “runs well”.

Lot 121

1994 Honda RVF750R RC45 Registration Number: Not Road Registered

Frame Number: RC45-2000027

Estimate: £40,000-£45,000

It started well for Honda in the World Superbike Championship. A VFR750R (RC30) took the first two titles in 1988 and ’89, but then Ducati took a hat-trick of victories, followed by Kawasaki winning in 1993. Honda needed to hit back, and the 1994 RVF750R (RC45) was the bike to do it, although it took a little longer than intended. The RC45 was a pure, homologation special from the ground up, but being handbuilt by HRC it was produced in significantly lower volumes than its predecessor. It’d be easy to view the RC45 simply as an RC30 with sophisticated fuel injection as they both have a 16-valve DOHC 90° v-four motor in a twin-beam alloy frame with a single-sided swing arm, but the RC45 was pretty much all new. Developed jointly by HRC and Honda R&D, the narrower RC45 engine had relocated gear cam drives, new bore and stroke dimensions, new valve angles, new crankshaft, new frame, new upside-down forks, new brakes, and so the list goes on. On the road, in road-legal production trim, the sweet-handling 118bhp RC45 was peerless, but it carried a price tag to match – £17,780 was £1,580 more than Ducati’s 916SP homologation special, and £5,980 more than a 916 Strada. In competition, the RC45 swept all aside at the IoM TT for four consecutive years during the mid ‘90s, while also taking victory in the prestigious Suzuka 8-hour, Bol d’Or 24-hour and Daytona 200 races. Championships were won in World Endurance, and in the American and Australian Superbike series, but, for reasons various, it wasn’t until 1997 that the RC45 finally did what was primarily intended of it; lift the World Superbike crown. This RC45 is fitted with an HRC race kit, an Ohlins steering damper and a Termignoni race exhaust system. Having competed in the Italian SBK Championship from 1995-1997 it remains in original race configuration.

Lot 122

1987 Cagiva GP500 Tipo C587, ex Raymond Roche Registration Number: Not Road Registered

Engine Number: 86E006 Estimate: £75,000-£85,000

The 1980s were exciting times for 500cc GP racing, when names like Spencer, Gardner, Lawson, Rainey, Mamola and Schwantz battled for supremacy on ferocious, over-powered two-stoke machines that would spin their tyres and highside their riders at the tiniest provocation. Founded in 1950, Cagiva started making motorcycles in 1978. With technical assistance from Yamaha, it entered 500cc GP racing in 1986 with a new twincrankshaft V4 two-stroke. Challenging the might and experience of the dominant Japanese makers was hugely ambitious, but Cagiva’s Juan Garriga managed two top-10 placings in ‘86. Raymond Roche and Didier de Radigues were signed for the 1987 season, and riding the ’86 machine Roche finished 10th in the first round at Suzuka. Cagiva’s replacement GP500, the C587, made its debut at Monza in May ‘87 with Roche finishing 9th. The C587 was powered by a 56° V4 in place of the first bike’s 90° layout, while physically smaller Mikuni carbs were now mounted in-line and replaced the bulkier, previously staggered Dell’Ortos for better power. Other modifications included a new Magnetti Marelli ignition system, though this was later substituted for a Japanese system. According to Cagiva’s race engineer Alain Chevallier, the C587 made 148bhp with an improved spread of power while weighing just 124kg with all fluids apart from fuel. Roche rode it to two 5th places in Yugoslavia and Buenos Aires, and finished the season 13th in the championship with 15 points. Belgian de Radigues achieved two 6ths, an 8th and a 4th during the latter half of the season and so finished one place and six points ahead his French teammate. The ex Roche Cagiva offered here was purchased in 1999 by the current owner from Ezio Mascheroni, the Cagiva racing dept’s chief mechanic, and it comes with a declaration of sale from Mascheroni. The bike has effectively been untouched since the end of the 1987 season, and this is a rare opportunity to purchase a fiery ex factory 500 two-stroke from one of GP racing’s most golden eras. Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.

Lot 123

1973 Ducati 750 Sport Road Race Special Registration Number: Not UK Registered Engine Number 753278 DM750

Frame Number: 750223 Estimate: £22,000 - £26,000

The 750 GT was an instant success for the company and it was clear all along that a sporting version of this touring bike was on its way, and so the 750 Sport soon followed. It quickly became also known as the 750 S and later on as the ‘yellow sport’, referring to the colour, but also to distinguish it form the ‘green frame’ 750 Super Sport. The first examples took the 750 GT as a basis and had the same wide rear sub frame. The Marzocchi front fork was similar but with black painted fork legs and the bike was fitted with a single Lockheed brake system, although this was replaced very soon in 1972 with a Scarab brake system. The 750 S was fitted with clip-on handlebars and rear-set foot pegs. This early model had a very distinctive black Z-shape stripe on the newly designed fiberglass yellow fuel tank. The engine was based on GT only it had black painted covers, a lighter crankshaft, high compression pistons and larger Dell’Orto 32mm carburetors. Power output increased considerably because of the changes, up to 62 bhp at 8,200 rpm. The 750 Sport was updated in 1973 with a narrower rear sub frame with ‘outboard’ mounted rear shock absorbers. The fiberglass fuel tank was narrower to fit the new frame and was finished with a black stripe in the centre and two smaller ones on the side with the Ducati logo. Side covers and seat were now only yellow. Scarab brakes were still fitted like on the ’72 model and also the engine was not changed, keeping its black covers.

1974 was the last official production year of the ‘round case 750 engine, before the ‘square case’ design was introduced. Other updates on the 750 Sport included new camshafts and polished rather than black painted outer engine covers and the fuel tank was now steel instead of fibre glass. Marzocchi front forks gave way to Ceriani’s and a Brembo brake system. The Ducati 750 S is one of the all-time great Ducati’s offering spectacular handling as was demonstrated by Paul Smart and Bruno Spaggiari finishing first and second at Imola in 1972 on a 750SS, that was developed from stock bike. This 750 special was registered in Spain during the 1980’s before ending up in a collection in Italy, like many club road / racers it was a mixture of parts, taking the best of the factory components available to build the perfect special. Having been imported to the UK it has received a major service and MoT until Nov 2016 and has been entered on the NOVA system. In generally good order this is a great opportunity to acquire a round case 750 Ducati sports bike at an entry level price as the 750SS models are now reaching six figures.

Lot 124

1937 Rudge Special 500cc Registration Number: DXP 774 Engine Number: 54343

Frame Number: 60219

Estimate: £10,000 - £12,000

First registered in April 1937 this wonderful Rudge Special is in very good general condition. The frame and black tank are in excellent order. Mechnaiclly the 500cc engine ( number 54343) performs very well indeed, always starting on the first or second kick. Fitted with a working clock- fitted by the previous clockmaker owner, and a spare pillion seat which would replace the rack this wonderful 1930’s Rudge bike offers its new owner many more rewarding miles.

Lot 125

1957 Ducati 125 GP Bialbero Registration Number: Unregistered for road Engine no: 579

Frame Number: F024

Estimate: £75,000-£80,000

Having joined Ducati from Mondial in 1954, Ing. Fabio Taglioni’s first project was to design and develop what became the 98cc Grand Sport. This pushrod OHC single-cylinder racer, nicknamed the Marianna, was designed to put Ducati on the map, and in Italian long distance road race events like the Milano-Taranto and Moto Giro, the Gran Sport was victorious in both 100cc and 125cc guises. However, Ducati’s new Director, Guiseppe Montano, sought success on the world stage, and so Taglioni set to work on a new engine. With bevel-drive double overhead cams, the resulting 125cc GP Bialbero was significantly more powerful than the Gran Sport, producing 16hp at 11,500rpm. According to an Italian marque specialist who is also an historic motorcycle inspector and a consultant to the Ducati Museum, this machine’s frame is from 1956 and it’s of the type was used for both the 125cc and 175cc Ducati racers. He also confirms that this engine is ex-works from 1957, (as today, it was commonplace in racing to swap engines and frames around), and only 15 of these works 125 Bialbero motors were built. It’s believed that around 50 production 125 Bialbero racers were also produced for paying customers, but this one was a factory machine raced only by contracted riders. This type of DOHC bevel engine is also significant in that it is the last of Taglioni’s pre-desmodromic designs. Few Ducati 125 Bialberos have survived today, while ex-works examples are rarer still. This example is in lovely condition and comes Automotoclub Storico Italia certification.

Lot 126

1960 Triumph T120 Bonneville Registration Number: 352 UYO

Frame Number: 030213

Engine Number: T20 030213 Estimate: £14,000-£18,000

The Triumph Bonneville needs no introduction, simply the most iconic post War British production motorcycle ever built. Developed from Edward Turners brilliant T100 / T110 Triumph design it was launched at the 1959 Earls Court Motorcycle show and dubbed ‘The best Motorcycle in the World’ its name commemorated Johnny Allen’s Triumph land-speed record runs at Bonneville Salt Flats in 1956. Production was aimed mainly at the lucrative US market where enthusiasts were demanding more power, and that is where this matching number early example was imported from. A complete but totally unrestored bike it was comprehensively restored by Triumph specialist Vagn Jensen in Denmark to a very high standard. Finished in the 1960 colour scheme of two tone blue the bike is in ‘show’ condition and has only coved test miles since completed. Having been registered here in the UK it comes with a UK V5C logbook and MoT until Nov. 2016. A true collectors bike early, genuine T120’s are in short supply.

Lot 127

1974 Yamaha RD250 Registration Number: UK Registered Engine Number 352/207264

Frame Number: 352/207264 This 1974 RD250 is a truly ‘frozen in time’ example. Having been recently imported from Harrisburg, Pennsylvania USA where it had 2 owners. The USA climate being a little kinder to motorcycles made in the 1970’s than the UK it remains in outstanding original condition. Currently showing 1,957 miles shows it has the all important matching frame and engine numbers and is supplied with a current UK MoT and V5C log book.

Estimate: £2,000-3,000

Lot 128

1976 Suzuki GT380 Registration Number: UK Registered

Frame Number: 86372

Engine Number 97228

This 1976 UK Model GT380 comes from a collection in Norfolk. it is in all original except for the seat cover, and was last run in 2014. Said to be in generally good condition it will need some recommission before being returned to road and comes with a UK V5 logbook. Showing 15,840 miles.

Estimate: £2,000- £3,000

Lot 129

1990 Bimota YB9 SR Registration Number: Italian Registered

Frame Number: 00629

Founded in Italy in 1973 by three giants of the motorcycle industry Bianchi, Morri and Tamburini, hence the name BI-MO-TA, the company specialised in producing bespoke motorcycles based around their own frame designs using engines from existing manufacturers. Initially set up as a race shop their innovative light weight frame designs soon found their way to street bikes renowned for fantastic handling and high quality, using the best brakes, forks and engines available. Unfortunately manufacturing issues and the steep retail price plagued the companies history with bankruptcies and supply problems forcing the bikes out of favour in the late 1990’s.

Estimate: £6,000 - £8,000

Lot 130

The confusing Bimota models are actually easily identified The first letter stands for the manufacturer of the engine, the second letter stands for Bimota, and the last is the serial number, so H is Honda, Y is Yamaha and S is Suzuki and so on. The Yamaha FZR600 powered YB9 is one of the best bikes they produced, only 651 examples were made, lithe handling, sharp braking a masterpiece on wheels. probably the best 600cc sports bike of its generation. This example immaculate example is showing 22,439 kms and is in great running order. Fitted with new spark plugs it has a UK MoT until November 2016 and comes with Italian registration documents.

c.1955 Moto Guzzi 580cc Race Bike Registration Number: Not Road Registered Engine Number: 10000700/9

Frame Number: 12868*89660M

Not much is known of the previous history of this Guzzi Club racer, we understand that the engine capacity was increased to 580cc and that it has been used for a number of events in Europe over the last few years. It is fitted with a full width twin leading shoe front brake, sitting on Morad alloy wheel rims the faring and seat unit are fibre glass and the fuel tank is steel. Said to be in good general order it will need a full check over before being returned to the track.

Estimate: £6,000 - £8,000

Lot 131

1925 Fongri 575 Sport Lusso Registration Number: Not registered

Frame Number: 521

Estimate: £25,000-£30,000

With the layout pioneered by British maker Douglas, the longitudinally-mounted flat twin engine is a rare beast in motorcycling. That said, in the earlier years of the 20th century the layout became almost fashionable with a number of other manufacturers venturing down the same path including BMW, Brough, HarleyDavidson and the less well-known Italian marque Fongri, to name but a few. Fongri was formed in 1910 in Turin, with the name being an amalgamation of the two founding partners, Fontana and Griggs. The first Fongri motorcycle, a vertically-mounted air-cooled single cylinder 4-stroke machine, was produced in the same year. With the ‘absence of vibrations’ and ‘balance of operation’ being prioritised, the second Fongri of 1913 was powered by an air-cooled horizontallyopposed 4-stroke twin placed longitudinally in the frame. A 575cc version with the same layout was introduced in 1919, and in 1925 there followed two new models, again with the same layout – a 500cc Speciale and a new 575 dubbed the Sport Lusso. The Speciale was a speedy racer, built in tiny numbers, and it was raced initially by founding partner Eugene Griggs, as well as one Tazio Nuvolari, who also happened to scoop 1925’s 350cc European Motorcycle Championship. Despite the competition plates, the Fongri here is an 11hp 575 Sport Lusso aircooled flat twin (engine no. 388) with a Fongri carburettor, a Fongri 3-speed hand-shift gearbox and a top speed in its day of 53mph. It comes with a copy of the bill of sale by French auctioneer Christian Plassart following its purchase in 2007 for €49,884 by an Italian collector. It is without question a very rare thing, described as having a beautiful patina and capable of winning at concours events.

Lot 132

1973 Laverda 3C 1000 Registration Number: Italian registered Engine number: 1022

Frame Number: 1022

Estimate: £16,000-£20,000

During the late 1960s and early 1970s Laverda faced intense competition, not just from the Japanese makers with their flashy multi-cylindered superbikes, but also from more local rivals like Benelli, Ducati and Moto Guzzi. So, in 1968, and while launching its new range of 750cc twins, the Breganze company started work on Massimo Laverda’s brainchild – a new big-capacity three-cylinder motor. First revealed in prototype form at the 1969 Milan and Geneva shows, the chaindriven single overhead cam 1,000cc 120° triple was essentially a 750 twin with an additional cylinder. Although pipped to market by Kawasaki’s spectacular Z1, the new 5-speed 3C could hold its own in any company. With 80hp and 86Nm of torque the 3C could match the Z1’s 130mph top speed, while its 214kg dry weight bettered the weightier Z1. The 3C’s conservative but brutish styling was appealing, as was its distinctive engine and exhaust note, while a sportier riding position, beefy forks and superior rear suspension units allowed it to out-handle the Oriental flexiflyers of the day. Although the big Laverda’s ventilated twin-leading shoe front brake was effective, drums had already become a little dated. The matching-numbers 3C here was first registered in 1973 and was one of the first produced, in June/July 1973, shortly before motorcycle production transferred to a new factory. These facts are confirmed in a 2008 letter from Piero Laverda to the then owner. Also confirmed is that the Laverda 3C was Italy’s first one-litre production bike, and that it was the first production machine to break the 210km/h (130.4mph) barrier. This 3C has also been treated to a full restoration, to correct specifications, with work completed in 2008. It has spent its entire life in Italy, with the current owner purchasing it shortly after the restoration. With Laverda in long-term hibernation at the behest of the owning Piaggio Group, this is a rare opportunity to acquire a beautiful early example of what is arguably the marque’s greatest model. Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.

Lot 133

1929 Ulster - Ex Willie Wilshire Registration Number: UV 7572 Engine Number: 56513

Frame Number: 36346

Estimate: £12,000 - £15,000

Rudge-Whitworth found their move into motorcycle production a natural development, like many other long standing bicycle manufacturers. In 1911 the first production models appeared and some technically advanced features were quickly introduced, such as variable ratio gears etc., which belied the staid conservative impression some may have formed about the company, somewhat justified by certain anachronistic features still employed, such as belt drives, well into the twenties. The 498cc. ‘Ulster’ racing machine was first listed in 1929, along with 248 and 348cc. sv and ohv JAP powered models. Supplied ready to race ex-works and comparatively inexpensive the Ulster went on to win countless honours in TT, GP and many other international events in later years. This fine sporting marque was very competitive in speedway, and also trials events in the hands, and feet, of Murray’s dad Graham (Walker) Rudge’s sales manager at the time. Works supported racing and the supply of race machinery stopped around the mid thirties after the death of Rudge- Whitworth principal and driving force J.V. PUGH and subsequent sorties into autocycle production and other badly managed ventures foresaw the demise of the once proud Rudge concern in 1940. The 498 cc. Ulster entered in today’s sale was formerly raced by the well known Rudge exponent Willie Wilshire prior to it passing into its current Isle of Man owners hands, is from the beginning of The Rudge’s golden age, 1929. Slim and lithe in what appears to be it’s original race trim, and still displaying race plates front and side with an absence of road equipment, although road registered UV 7572, this very desirable machine offers an opportunity for a new owner to experience the unique blend of power and thoroughbred qualities for which Rudge machines have become respected by knowledgeable enthusiasts worldwide.

Lot 134

1953 MV Agusta 125 Monoalbero Corsa Registration Number: Not Road Registered

Frame Number: 150096

Estimate: £20,000-£25,000

MV Agusta won the first of its 37 World Championships in 1952 when Cecil Sandford won the 125cc title. At the time many of MV’s Italian customers were more interested in road races like the Moto Giro and Milano-Taranto for up-to 175cc machines equipped with lights and other road equipment. The regulations for these events didn’t permit exotic and expensive DOHC engines, so MV produced a SOHC, or Monoalbero version which was first revealed at the 1952 Milan show. Apart from the cylinder head, cam arrangement, the new production racer was otherwise very similar to the works GP winner. With a 4-speed gearbox, cradle frame, twin rear shocks and a single front suspension unit, the production Monoalbero weighed-in at 75kgs. Fed by a 27mm Dell’Orto carb, the 124cc dry-sump single-cylinder motor punched out 21.5bhp at 10,500rpm – good for a 93mph top speed. From 1952 to 1956 around 180 production Monoalberos went to privateer riders. One of those was Mike Hailwood, who, aged 17, competed in his first race at Outon Park on April 22nd 1957, on an MV 125 Monalbero. He finished 11th. Another was Comini Cesare who raced the Monoalbero on sale here in Italian Championship events. Remarkably, the machine remained in Cesare’s ownership until being purchased by the current owner in 2007. This MV comes with Italian Motorcycle Federation historic certification.

Lot 135

1959 MV Agusta 235 Tevere Registration Number: TBA Engine Number: 235 028

Estimate: £8,000-£10,000

Lot 136

Frame Number: 235 257

Having started motorcycle production in late 1945 with a 98cc two-stroke, Count Agusta’s Meccanica Verghera (MV) introduced its first production four-stroke road bikes, a pair of 175 models, at the 1952 Milan Show. The 235 Tevere was unveiled in 1959 with motor based on the popular 175 AB engine, although the 235 Tevere was enlarged to 232cc to appeal to buyers wanting more power than the 175 could deliver. The 235’s 4-stroke OHV pushrod engine used the same stroke as the smaller powerplant, but the bore was increased. With 13hp the 235 had a top speed of 68mph. Visual the 175 AB and the Tevere are very similar, although the Tevere has a box that concealing the battery and air filter, and an upper engine breather pipe. One thousand Teveres were built over a two year period but, unfortunately for MV, the 235 formula didn’t work as buyers looking to step up from a 175 didn’t want a bike that looked much like the one they already owned. Instead, many opted for the 250cc Raid. The machine here was completely restored during the latter part of 2013 and it’s classed as being in very good condition by the MV Register. With a less than stellar sales performance, the 235 Tevere is therefore a rare and collectable machine.

1985 Yamaha YZ490 Registration Number: Not Road Registered

Engine Number: 57-H-000134

Yamaha introduced the fearsome YZ490 in 1982 as the replacement for the YZ465. Hakan Carlqvist’s factory YZ465 had won the 500cc World MX Championship in 1983, but that title subsequently eluded Yamaha riders until 1999. However, in the US, Yamaha factory rider Broc Glover took the almost equally competitive and prestigious AMA National 500cc MX Championship of 1985 riding the new YZ490. The 1985 YZ465 featured a front disc brake, gold Takasago rims and BASS (Brake Actuated Suspension System). The 487cc production machine weighed 104kg and was fuelled by a 40mm Mikuni. It had black-painted alloy crankcases, engine covers and cylinder.

Estimate: £5,000-£6,000

The YZ490 here is fitted with a rare, ex factory race engine with a flat-slide Keihin carb and a US-made Pro Circuit ‘Platinum’ expansion chamber exhaust. We are informed it makes 60hp at the rear wheel, over 10% more than the standard engine, and that it was raced at some point by Franco Picco, the successful Italian desert rally raid specialist. Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.

Lot 137

1984 Kawasaki GPz750 Turbo Registration Number: Italian Registered Engine Number: ZX750EE001486

Frame Number: ZX750E000790

Manufactured for two years from late 1983, the GPz750 Turbo was Kawasaki’s retort to the turbo machines already launched by its three Japanese rivals. Whereas the Honda, Suzuki and Yamaha turbo models produced relatively conservative power, Kawasaki went for allout performance from its turbo bike. With 112hp it could eat the others alive, while also being more than a match for Kawasaki’s flagship sportsbike, the 109hp GPz1100. The net result was that both Kawasaki and some magazine road-testers declared it to be the world’s fastest production motorcycle. With low 11-second standing 1/4m times and a near 150mph top speed, few argued with that claim, but when a pro drag racer recorded a 10.7-sec standing quarter in the US on a supposedly stock machine, the doubters were silenced. Estimate: £9,000-£11,000

Lot 138

With a little over 23,000kms (14,300m) showing on the clock, the GPz Turbo here is in very tidy, unmolested original condition. It has an Italian ASI certificate of identity, and it’s a genuine example of what’s reckoned to be the most exhilarating motorcycle of the short-lived turbo era.

1973 Honda CB750 K2 Registration Number: Italian registered Engine Number: 2250708

Frame Number: 2071120

That the first CB750 of 1969 was a seminal machine is undisputed. With a 736cc SOHC transverse four engine and a front disc brake it was hailed by the press as ‘the most sophisticated production bike ever’ and ‘a masterpiece’, and the term ‘superbike’ was coined to describe it. This 1973 K2 model shows 29,592km (18,387m) and it is equipped with drilled dual front disc brakes and a 2 into 1 exhaust system, but it is otherwise unmodified from standard.

Estimate: £6,000-£8,000

Lot 139

1951 Moto Guzzi 500 Bicilindrica GP Registration Number: Unregistered for road Engine Number: 2C*32

Frame Number: 2C*22 Estimate: £120,000 - £130,000

Almost by definition, racing machines don’t stay competitive for long, assuming they were competitive in the first place of course. But with innumerable and prestigious international successes achieved over much of an 18 year period, Moto Guzzi’s 500 Bicilindrica is a very notable exception. The story starts back in the early 1930s when Guzzi needed something new to replace its aged 500cc 4-valve single-cylinder racer. At that time Guzzi’s 250, with its horizontally-mounted single cylinder, was dominant in the smaller GP class, and so Carlo Guzzi had a eureka moment when he decided to fill the vacant space above the 250’s engine with a second cylinder. Thus was created the first 120° v-twin 500 Bicilindrica which debuted at the 1933 Italian GP. During the ensuing years the 68x68mm 494cc OHC 43bhp Guzzi achieved great success, winning, amongst much else, the Italian GP three times consecutively in the mid ‘30s. As icing on the cake, a Bicilindrica also won 1935 Isle of Man Senior TT with Stanley Woods aboard. With supercharged, 80bhp BMWs and Gileras appearing on the scene in the mid 1930s, the by now 50hp Bicilindrica struggled on the faster courses, but it could still more than hold its own on the twistier circuits where light weight and agility was still paramount. Concerned that the Bilcilindrica’s winning days were numbered, by late 1937 Guzzi had built a water-cooled, supercharged Bicilindrica prototype. However, whether for reasons of complexity, reliability and/or cost, it was never raced.

Instead the factory concentrated on improving what it already had, and so by 1949 the Bicilindrica sported a new and lighter frame with uprated suspension, more light-alloy parts and a one-piece tank with streamlined cowling. It weighed just 144kg, and with a small frontal area it could hit 130mph. By 1951 – the Bicilindrica’s final year and indeed the year of the fine example on sale here – power had risen to 52hp at 8,000rpm. Despite its age handicap, Fergus Anderson, (twice 350cc World Champion and Moto Guzzi’s Racing Manager from 1955), scored his first 500cc Grand Prix victory and the Bicilindrica’s last in the 1951 Swiss GP at Berne, with Guzzi team-mates Enrico Lorenzetti in third and Benoit Musy in fifth. Later in the year Lorenzetti scored the Bicilindrica’s final podium with third place in the 500cc Dutch TT at Assen. And so ended close on two decades of Bicilindrica success. Only about a dozen Bicilindricas were built by Moto Guzzi for its factory racing team. How, why and when this extremely rare survivor found its way to South America isn’t known at the time of writing, nor why it was allowed to deteriorate there. But fortunately it was found and returned to Italy in the early 1990s whereupon it was completely restored by a team of ex Moto Guzzi Racing Department mechanics. About half of the parts were remade to original specifications, eg. the tank/cowling, rear wheel, front fork, magnesium crankcase and some ancillaries, while the other 50% is restored original. Despite conspicuous and continued racing success, this legendary, almost mystical Guzzi never had its inline 120° v-twin layout copied by any other manufacturer, although it did provide Fabio Taglioni with inspiration for his first Ducati v-twin… That aside, the 500 Bicilindrica is the very essence of all that is desirable in a historic racing motorcycle.

Lot 140

1957 Mondial 250 Bialbero Registration Number: Not Road Registered Engine Number: 134

Frame Number: 132 Estimate £80,000-£90,000

Fratelli Boselli (the FB in FB-Mondial) was established between the wars by Count Guiseppe Boselli and his three brothers. The firm produced 3-wheeler cars up until 1939, but although bombing destroyed their premises during the war, they quickly rose from the ashes. Mondial’s success in World Championship Grand Prix racing during the 1950s is well documented. With engines designed by Alfonso Drusiani, the small Milanese firm’s 125cc Bialberos won every Grand Prix race for three consecutive seasons, and in the process took the 125 World title from 1949 to 1951 inclusive. With Drusiani’s help – he’d returned to Mondial after a brief absence – a new 250 single-cylinder DOHC engine was developed in 1956. Following two wins, a 2nd, two 3rds and a 4th, the 1957 250cc World Championship was won by Cecil Sandford riding a Mondial 250 GP Bialbero, and he was followed by Mondial’s Tarquinio Provini in 2nd and Sammy Miller in 3rd . Along with Gilera and Moto Guzzi, Mondial withdrew from GP racing after the end of the ’57 season. This rare piece of Italian racing exotica has a twin-spark engine with multiple gears to the overhead cams, oval frame tubes and magnesium Oldani brakes. It competed in some international events in the late 1950s and it was restored during the 1990s. It has resided in the same collection for the past 15 years, and it comes with Boselli/Mondial provenance documentation.

Lot 141

1978 Ducati 900SS Registration Number: WPE 330S

Frame Number: 087907

Engine Number: 088211

Estimate: £17,000 - £22,000

In 1926 Antonio Cavalieri Ducati and his three sons, Adriano, Marcello, and Bruno Cavalieri Ducati; founded Società Scientifica Radio Brevetti Ducati in Bologna producing electrical components. In 1935 they had become successful enough to enable construction of a new factory in the Borgo Panigale area of the city. It was not until after the War that a collaboration with the SIATA motor Co. producing the ‘Cucciolo’, a sort of bicycle with a tiny engine mounted to it did they become a motorcycle manufacturer. By the 1950’s they had sold over 200,000 and soon started developing other models. They did not start producing larger V twin engines bikes until 1970, by 1973 they released the trademarked desmodromic valve design they have become so famous for. Light weight, powerful and with a simply glorious sound the Ducati ‘Bevel’ engines powered both road and race bikes for the next 10 years. The 900SS was the most successful of these models, a larger capacity street version of their race winning 750 SS it was one of the most entertaining sports bikes to ride during the late 1970’s early 80’s. Values of the bevel 900 have risen considerably in the last few years as demand has way out stripped supply, they have become a prized possessions amongst bikers World wide. This fine example from 1978 is finished in the correct and rare 77/ 78 black and gold colour scheme specific to that model year, rumor has it that the quality of the factory paint was so poor that all the bikes were repainted in the UK by the importer. Showing 38,859 miles which are believed to be correct, there are 11 old MoT’s on file which go back to 1987 when the mileage was 28,742 the history file also contains many bills and receipts for service and maintenance work the most important is a recent £1,500 bill from Brancato Engineering for recommissioning work. In great running order and generally very good overall cosmetic condition this legendary Ducati is also supplied with its original wheels, twin seat and a super rare original fibreglass Imola fuel tank.

Lot 142

1938 Rudge Ulster Registration Number: ETV 303 Engine Number: U3094J

Frame Number: 62949

Estimate: £10,000 - £12,000

This wonderful example has had only 4 owners since 1938 and is in lovely restored condition.

Lot 143

1976 MZ 125 Delfin GP Registration Number: Not Road Registered

Frame Number: 243-TK-7

Estimate: £20,000-£25,000

If any one company should take credit for the two-stroke engine’s complete dominance in Grand Prix racing from the mid 1970s to the early 2000s, it’s MZ. During the 1950s, MZ’s brilliant Walter Kaaden toiled to transform the smoky, workaday two-stroke into a highly competitive World Championship contender. That MZ almost won a World Championship but never did is one of sport’s great injustices. (In 1961, just as MZ’s Ernst Degner was poised to take the 1961 125cc title, Degner armed himself with Kaaden’s two-stroke secrets, defected from East Germany to the West and immediately handed Kaaden’s hard-earned knowledge to Suzuki. Degner subsequently won the following year’s 50cc World Championship riding a Kaaden rip-off Suzuki.) In the 1970s, effort was made to put the MZ name back on 125 GP-class map, and the resulting machine was unlike anything seen before. The bike’s single-cylinder 29hp 124cc two-stroke liquid-cooled engine (with air-cooled head) and 6-speed gearbox were straightforward enough, as were the magnesium drum brakes, Borrani wire wheels and conventional suspension. But the double-lattice steel-tube frame was very low and exceptionally narrow, and this, coupled with the fuel tank’s location in the huge aerodynamic seat hump, permitted a tiny frontal area as the rider could almost completely tuck inside the ‘dolphinesque’ bodywork. Two Delfins fared reasonably well in the 1974 125 Czechoslovakian Championship, completing the season in fifth and seventh. The pair also entered the 125 GP at Brno, with one finishing in 21st, but in ’75 one rider crashed tragically and, at his father’s request, the Delfin’s chassis was literally cut to pieces. (The engine was sold.) The other rider, Karel Sedláček, continued racing, and in a Czech Championship round took the Delfin to its only victory in June that year. Although the example here continued to race into the 1980s, limited resources and the country’s growing political issues prevented further development. Believed to be one of only three or four Delfins ever built, this machine went to Italy during the 1990s and it’s been in the same collection there for the past 15 years. Whether to draw crowds at classic meetings, or to hang on the wall as a work of art, the MZ Delfin is an extremely rare example of 1970s flair and technology by one of the world’s most legendary two-stroke makers. Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.

Lot 144

1933 Montgomery JAP 350 ‘Works Racer’ Registration Number: Not road registered Frame Number: Engine No.SORZ/D39882/* Estimate: £18,000 - £22,000

Built as the Works entry by Montgomery for the 1933/4 Junior TT to be ridden by Francesco Franconi possibly supported by Rowland Smith of Hampstead. It is similar in specification to the 1931 entry, but using one of the special dry sump, ‘cross-port’ JAP racing engines produced by J A Prestwick of Tottenham, London for the most deserving manufacturers who were likely to be successful following previous performances. As a result of the world financial crisis at this time, many of the regular TT entrants ‘scratched’ from the TT that particular year, Montgomery was unfortunately one of them. The machine stayed at the works until 1936, when Godfrey Littleford, an amateur rider from Knowle, near Birmingham, bought it to have a go at the IOM himself. However he does not appear as a rider or entrant in either the TT or the Manx. It next appeared in 1944, this time in Coventry, with Doug Beasley of Velocette and Excelsior fame. He modified it to run on Methanol as a short circuit racer to take advantage of the numerous airfield circuits available after WW2 around the Midlands. Both Ansty and Donington were mentioned by Doug. At some point in the late 1940’s it came into the possession of a machine tool engineer at Humber Ltd, called Freddie Mouldon from whom the current owner purchased it in 1963. It had again been substantially modified this time for Grass Track racing and in fact won the 1953 East Midlands Championship. The engine was then rebuilt and was competitive during the 60’s in quarter mile Sprints and Hill Climbs. It even made the front cover of MCN in 1964. The cross-port design of this engine was known to provide more horse power than the layout eventually adopted for Speedway work.

The reason for this was that the position of the carburettor intake ensured that it â&#x20AC;&#x2DC;hooveredâ&#x20AC;&#x2122; up the loose track shale thus the motor requiring a re-bore after every meetingâ&#x20AC;Ś.not a good selling point. The present configuration has come about after 50 years of researching and rebuilding this machine , initially to use again as originally built, but for historic / classic racing, as so many racing motorcycles of this period are. Included in the sale is correspondence to Doug Beasley from J A Prestwick, together with the original engine test data sheet and a number of cuttings from contemporary motorcycle periodicals. A unique motorcycle with an interesting history that is eligible for many VMCC events.

Lot 145

1954 CM 250 SS Registration Number: Italian Engine no: 250SS01768

Frame Number: 01721

Estimate: £30,000-£35,000

Although during the difficult post-war years Italian streets buzzed almost exclusively to the sound of small domestic single-cylinder two-stroke motors, twocylinder two-stroke two-wheelers were virtually non-existent. Bradford’s Scott Motorcycle Company had produced a 408cc two-stroke twin way back in 1908, with the firm enjoying much racing success with subsequent models between the wars, but East German and Japanese manufacturers didn’t make two-stroke waves until the mid 1950s and early ‘60s. Back in Italy, just three firms produced two-cylinder two-stroke bikes in the postwar period: CM, Rumi and Motobi, and the first to do so was CM Motocicli of Bologna. Its 250 twin broke cover in 1949 and went into production the following year. The motor was essentially the result of pairing two CM 125 singles, and they in turn had been inspired by an earlier DKW 125 single. The first CM 250 produced an unremarkable 8.5hp at 5,000rpm, but before long power and performance had increased, CM had ditched girder forks for telescopics, and T, Sport and Super Sport (SS) variants had been added to the model range. The 1954 CM 250 on sale here was purchased new by Giuseppe Sgamma of Turin, a privateer who raced it in the 1955 Milan-Taranto, and in two Moto Giro d’Italia events. It was recently lovingly restored, and it remains in his family’s ownership to this day. It comes with Italian registration and an FMI historic homologation card. As two-stroke enthusiasts lament the recent demise of the ‘stinkwheel’, this rare, significant and very special CM should warm the cockles of anyone who loves the smell of burnt premix in the morning.

Lot 146

2006 Benelli 1130/3 Tornado Superstock - 2nd in Class 2006 Bol d’Or Registration Number: Not Road Registered

Frame Number: ZBNTBO2006P100002

Estimate: £8,000 - £12,000

This is the Benelli Tornado Factory Superstock ‘Works’ bike, frame number 2 that was campaigned through the 2006 / 2007 season. It came second at the rigorous 24 hour Bol d’Or Motorcycle race held at Magny-Cours circuit in France in 2006, and also ran in the Spanish GP the same year. It was then raced again in 2007 at Assen and was entered for all races in the Ladies cup that year ridden by Lara Cordioli. Featuring a three cylinder 11303 cc motor this piece of modern motorcycle racing history is said to be on the button and ready to go. An amazing machine offered here at a absolute fraction of the development cost.

Lot 147

1917 Wanderer 620cc V-Twin Registration Number: Not Road Registered

Frame Number: 31984

Estimate: ÂŁ30,000-ÂŁ35,000

Wanderer motorcycles were manufactured in Chemnitz, Germany from 1902 to 1929. The Wanderer Company also built high-quality bicycles and cars, as well as typewriters and mechanical calculators. Wanderer machines were of advanced design, boasting unit construction engines and front and rear suspension as early as 1915. The company used both single cylinder and unit construction v-twin engines of their own manufacture and Wanderer supplied almost half of all motorcycles used by the German forces during WW1. By 1918 the firm had produced over 10,000 motorcycles, and by the early 1920s employed more than 6,000 workers. The machines earned an excellent reputation for being sturdily built with a first class finish. In 1929 The Wanderer design was licensed to Czech arms manufacturer Janecek, resulting in the Jawa marque (Janecek and Wanderer). This unit-construction 616cc side-valve v-twin was discovered quite recently, in pieces, in a cellar. It was completely restored in 2015, and with its bright blue cycle parts and brass tank with red detailing it would certainly cut a dash at any vintage gathering or concours event.

Lot 148

1971 BMW R75/5 “Imola” Specification Registration Number: Not Road Registered

Frame Number: 761809

Estimate: £25,000-£30,000

Not to be confused with BMW’s original 750cc sidevalve R75 from WW2, the R75/5 boxer twin was manufactured from 1970 until 1974. The /5 series was the first model line to be manufactured in Berlin, as by 1969 all of BMW’s Munich plant capacity was needed for cars. In standard trim the R75/5’s chain-driven OHC 749cc engine was fuelled by two 32mm Bing carbs and it made 50hp @ 6,400rpm with 43lb/ft @ 5,000rpm. With a 4-speed gearbox and shaft final drive it weighed 210kg wet, and it was good for 110mph. Using factory race parts, the Imola-spec racebike offered for sale here was prepared by Bonfino (Italy’s oldest BMW Motorrad dealer) to the same specification as works BMW rider Helmut Dahne’s. (Among other achievements, Dahne finished 4th for BMW in the 1972 and ’73 Isle of Man 750cc Production TT races.) With a Fontana magnesium front brake and Ceriani forks, this BMW is also fitted with a large capacity alloy ‘endurance racing’ fuel tank, 35mm Dell’Orto racing carbs and electronic ignition. It competed in endurance events during the 1972 and 1973 seasons at Imola, Monza, Vallelunga and Barcelona, ridden by Menichelli, Tasso, Marchetti and Buscherini. The bike has Menichelli’s signature on the leather tank strap, but it was last raced by Tasso of Genoa. More recently it has been raced by Tasso in classic bike meetings in France and Italy, and it has been in the same ownership since 2010. This sporting BMW boxer racer is presented in original, unrestored condition.

Lot 149

1961 Ducati 250 Trialbero prototype Registration Number: Unregistered Engine number: 536

Frame Number: 536

Estimate: £90,000 - £100,000

Having joined Ducati in 1954, Ing. Fabio Taglioni’s first project was to design what became the 98cc Grand Sport. This simple pushrod OHC machine was successful in national competition but, with the company seeking success on the world stage, in 1956 Taglioni created a pushrod SOHC 125 racer with rocker arms and valve springs. This engine proved to be less than perfect and so a twin-cam Bialbero version followed. With bevel-drive cams and desmodromic valve operation, this first desmo Ducati was fast, but it didn’t set the world alight. So, Taglioni then came up with the triple-cam Trialbero 125, and with three wins out of seven races these Ducatis finished 2nd, 3rd, 5th, 6th, 8th, 10th and 11th in the 1958 125cc World Championship. The young, 125cc Trialbero-mounted Mike Hailwood finished 3rd overall the following year. At the same time, and at Hailwood Snr’s request, Taglioni was developing a twin-cylinder 248cc Trialbero racer. This featured gear-driven triple overhead cams and a 6-speed gearbox, and Hailwood rode it to two 4th places during the 1960 250 World Championship season. But two 4ths weren’t good enough, especially as MV Agusta’s DOHC twins had dominated the 250 class in 1959 and ‘60. Something different was urgently required, and so, with the first production Ducati 250 single road bike due to make its debut in April 1961, Taglioni thought laterally and created a prototype 250 Trialbero single. Using knowledge gleaned from the 125 Trialbero, a bevel-drive 250 Trialbero single with a twin-spark head, a special Dell’Orto carb and a 5-speed gearbox would in theory be lighter, narrower and better handling than a twin, while still producing useable, competitive horsepower.

With America becoming an increasingly important market for Ducati’s single-cylinder road bikes, it’s thought that the 250 Trialbero was tested in some US races, and in Europe with factory riders Spaggiari, Villa and Farné, but without much success. Additionally, by this time Hailwood had switched to Honda and its new RC162 4-cylinder racer for the 1961 250cc World Championship, and he, along with Honda teammates Phillis and Redman swept the board by ending the season in 1st, 2nd and 3rd in that order. For 250-class Grand Prix racing, the day of the 4-stroke single, or twin, had passed. Just three prototype 250 single-cylinder Trialbero GP racers were built. The example offered here has the special Dell’Orto carb along with Oldani ventilated, magnesium drum brakes (double mechanism at the front). Although it arrived a little late, it’s Fabio Taglioni’s most exotic single, and one of the most interesting, desireable and collectible of all Ducati singles.

Lot 150

1971 Laverda 750 SFC replica Registration Number: Italian registration Engine number: 2272

Frame Number: 6170

Estimate: £19,000-£23,000

With an engine that looked much like that of the Honda 305 Superhawk, the first Laverda big twin was the 650 introduced in 1968. Keen to make an impact in the American market, the 52hp 750 GT was introduced the following year, and this in turn was followed in 1970 by the sportier 60hp 750 SF – SF standing for Super Freni or Super Brakes. (Earlier models had relied on a Grimeca drum at the front, but the new 120mph SF used a twin-leading shoe system designed by Francesco Laverda.) The 750 SF achieved notable success in endurance racing in 1970, and the bikes improved incrementally. But so did the competition, and so by the end of the year Laverda was planning a production racer version. The 750 SFC, for Super Freni Competizione, was launched in May 1971. With a bright orange fairing and new bodywork, SFCs were hand built in small batches by a small team with little regard to cost. The reworked cylinder head had bigger valves with polished rockers and new cam profiles, and 36mm Amals replaced 30mm Dell’Ortos. A close-ratio 5-speed gearbox was fitted, and the crankshaft and con-rods were carefully balanced and polished. Power was rated at 70hp, with each engine dyno-tested to ensure output. The SF’s frame was strengthened with gussets, and the front brake was either the standard Laverda item or an optional Ceriani four-leading-shoe unit. The replica SFC here is a tribute to the first SFC series of 1971. A very accurate reproduction, it’s been built with high-spec valves and cam, race exhausts, the correct carbs and Laverda 2LS brake with alloy rims, and the correct footrests, linkages and plates. The SF frame has been strengthened (as per the SFC), while the rear suspension units are of a more recent piggy-back reservoir design. This Laverda is a fine recreation of what was one of the most successful 4-stroke racers of the early 1970s, and what is arguably the most beautiful motorcycle of a generation.

Lot 151

1981 Honda CBX1000 Registration Number: Italian Registered

Frame Number: 2000382

Estimate: £9,000-£11,000

In 1969 Honda stunned the motorcycling world with the launch of the first modern superbike, the 68hp CB750 four. Fabulous though it was, its thunder was stolen three years later by Kawasaki’s 903cc 82hp Z1. Honda retaliated in 1975 with the launch of the water-cooled, flat-four Gold Wing GL1000, but this lardy tourer lacked the raw appeal of both the CB750 and Z1. Something really special was needed again, and with Honda’s successful 6-cylinder GP racers still a recent memory, its engineers didn’t have to dig too deeply to create the technology required for the Honda CBX1000 roadster. Despite the 1972 Benelli 750 Sei being the first transverse 6-cyl machine to market (its engine being a copy of Honda’s CB500 four motor with an extra cylinder at each end of the crank), the vastly more powerful and technologically advanced 1,047cc CBX hit the streets in 1978. The Honda CBX1000 is an engineering masterpiece combining Grand Prix glamour with gas-guzzling hedonism and ‘70s glamrock panache. In uncharacteristically simplistic style, the late LJK Setright described the CBX’s engine as “The nicest motorcycle motor to ever to hit the street”. This most sought after CBX model is in original unrestored condition and described as “as new” by the vendor.

Lot 152

1916 Henderson 4-cylinder Model F Registration Number: Not Road Registered

Frame Number: 3274

Estimate: £40,000-£45,000

In October 1911 the Henderson Motorcycle Company of Detroit announced a new 4-cylinder, 56 cubic inch (918cc) 7hp motorcycle. Twenty-five were to be ready for sale at $325 from the start of 1912 with the expectation of producing 1,000 machines for the year. The brainchild of William G. Henderson (in partnership with his brother Tom W. Henderson), it was the third 4-cylinder motorcycle to be manufactured in America. The new Henderson proved to be a very desirable machine. Various design improvements were incorporated during the ensuing years: a gearbox was introduced in 1914, the wheelbase was shortened for much improved handling in 1915, and the Model F of 1916 featured a kickstart and a mechanical ‘splash’ oiler system. Due to the impact of WW1 on material supplies, prices were increased in 1916 by $30, with the standard model costing $295 and the two-speed $325. The following year a 4-cyl Henderson smashed the coveted trans-USA record held for two years by Erwin George ‘Cannonball’ Baker on an Indian twin. Alan Bedell rode his standard 4-cyl Henderson from Los Angeles to New York City in seven days, sixteen and a quarter hours. The Henderson here was discovered quite recently, in pieces, in a cellar. Because the 1200cc engine has been upgraded from the model F’s 989cc, with a 4-speed gearbox in place of a 2-speed, and a strengthened frame at the rear, it is possible that this machine may have been used in competition around a century ago. Undergoing a complete restoration during 2015 and early 2016, its navy blue frame, cream wheels and elegant, red-pinstriped flat tank would greatly impress at any vintage gathering or concours event.

Lot 153

1943 BMW R75 Afrika Korps Military Sidecar Registration Number: Italian Registered

Frame Number: 756053

Estimate: £30,000-£35,000

The BMW R75 sidecar outfit that the Wehrmacht used so effectively and in such great numbers in every theatre of its operations during WW2 was no mere sidecar combination but a purpose-built, cross-country vehicle. Designed by engineer and racing driver Alex von Falkenhausen it was powered by a 750cc overheadvalve engine housed in a tubular steel frame, and it employed an ingenious transmission system featuring shaft drive to both rear and sidecar wheels and two-stage gearing. The latter provided four alternative ratios for both off-road and tarmac use, plus two reverses. Another function was a differential that could be locked when conditions became really tough, and the machine rode on interchangeable 16-inch wheels shod with knobbly tyres. Hydraulic braking was another unusual feature, but as the R75 weighed more than 900lbs unladen and could top 60mph it needed all the stopping power it could get. A total of 16,510 K75s had been built when production ceased in 1944. A ‘must have’ for any serious collector of automotive militaria, this superb example of one of the most famous military vehicles of WW2 comes complete with spare wheel, Afrika Korps graphics and the Italian libretto. The BMW logo is embossed into the fuel tank’s flanks – a rare feature. As part of a large Italian collection of military memorabilia, this machine was restored at the beginning of 2014 and it is in excellent condition.

Lot 154

1939 Rudge 500 Sports Special Registration Number: EOV 332 Engine Number: S6718

Frame Number: 46718

Estimate: £10,000-£12,000

The rare Sport Special has a 4-valve 495cc engine with a cast iron head and fully enclosed valve gear, while the gearbox is a right foot-operated 4-speeder. This particular has been maintained by the well-known Rudge expert Colin Chapple. It comes with recent MoTs (the last being from 2013) and it’s a very genuine unrestored original bike – something that is increasingly hard to find these days.

Lot 155

1955 Parilla 175 Bialbero, ex works Registration Number: Not Road Registered Engine number: 500504

Frame Number: 500504

Estimate: £65,000-£75,000

Giovanni Parrilla built his first motorcycle in 1946, dropping his surname’s second ‘r’ to call the machine a Parilla. Parrilla ran a business on the outskirts of Milan repairing diesel injector pumps and was also a distributor for Bosch spark plugs. Although influenced by the Manx Norton, the first Parilla motorcycle - a 250cc OHC single-cylinder racer – was a more modern design with unit construction and geared primary drive. Production of road and race Parillas began in 1947 and later that year a twin-cam Bialbero racer appeared. The second generation of ‘high cam’ Parillas debuted at the 1952 Milan Show. One was the Fox, a 175cc single in Turismo and Competizione versions. It had a chain-driven camshaft mounted on the side of the cylinder head, with short pushrods operating the valves. Parilla’s production racer was also pretty fast – one was clocked at over 96mph. Not surprisingly the ‘high-cam’ 175 proved extremely successful on the racetrack, particularly in the USA, and 200cc and 250cc versions followed. The matching numbers machine offered here is an ex works 175 Bialbero racer – one which was never offered for sale to privateer riders. It’s believed that just 12 were built, primarily for the long-distance Moto Giro Italia road race and the Italian 175 Championship. It features gear-driven double overhead camshafts, a large capacity racing tank and Oldani brakes. It was fully restored three years ago and a prettier period race bike would be very hard to find.

Lot 156

1997 Ducati 996 SPS / JHP Corsa Special Registration Number: R676 ULX

Frame Number: 000371

Estimate: £16,000 - £18,000

This genuine 1997 Ducati 996 SPS was taken to Ducati tuning specialist JHP (see ducaticoventry.com) in 2000 when it had just 980 miles on the clock. It was transformed into a complete and still road legal WSBK spec fire breathing monster at a cost of over £40,000. This specification would make most British Superbike teams of today envious and is probably the most trick 996 currently available. A truly unique bike virtually every conceivable engine, body work and frame up grade was carried out regardless of cost, too many to list the spec includes; Ohlins factory front forks with wide track magnesium yolks fitted with Brembo Corsa callipers and pads and a replacement magnesium rear swing arm. The engine has a JHP billet crank, titanium rods, Omega pistons, Corsa cams and valves and a gas flowed head. Other race spec parts are also added to the engine – radiator, air box, hoses, titanium exhaust and the bike has larger 54mm throttle bodies and a JHP quick shifter fitted. The bike has a full carbon body kit including a new carbon fuel tank. Having only covered approximately a further 500 miles it remains in as new condition and is supplied with a full list from JHP of the work done and race parts supplied. The bike has been recently serviced, the belts replaced and fitted with a new battery. It is only two owners from new and has UK V5C registration documents. With the immortal and ground breaking original styling of the 916, this Corsa spec 996 SPS is a one off, road going Ducati sports bikes really don’t get better than this.

Lot 157

2006 Benelli Tornado Tre 1130 Endurance, ex works Registration Number: Not Road Registered

Frame Number: ZBNTB00024P100090

Estimate: £27,000-£35,000

In the 2006 Benelli invested a significant sum of money (€500,000 reputedly) to participate in 2007 World Endurance Championship – a championship not completed by Benelli due to whatever sum was invested being insufficient. This Tornado was one of the two prepared for the championship, but it only competed in one event – ‘Les 24 Hores de Catalunya de Motociclisme’ with Team X-one. The riders were Peter Oettl, Luca Pasini and Paolo Tessari. Unfortunately the engine broke during the race and a new one replaced it. The bike was then bought directly from Benelli by its current owner. A rare chance to acquire a recent, ex-factory race machine.

Lot 158

1936 Benelli 250 Bialbero Registration Number: Not Road Registered

Frame Number: 34 Estimate: £45,000-£55,000

Founded in Pesaro in 1911, the Benelli Garage originally repaired bicycles and motorcycles, but the firm also became increasingly capable of producing many of the spares required for repairs. The first Benelli motorcycle of 1919 utilised a 75cc two-stroke motor bolted into a bicycle frame. Two years later Benelli built its first complete motorcycle using its own 98cc engine, and two years after that Antonio (aka ‘Tonino the Terrible’), the youngest of the several Benelli brothers, took to the track on a competition version. He displayed exceptional talent and embarked on a successful racing career which also helped promote the company’s engineering and manufacturing capabilities. Riding a Benelli 175, Tonino won four Italian championship titles in five years. The 175cc racing class became defunct in the early 1930s, and the factory responded by enlarging its 175 machine to 247cc, at the same time adding more robust cycle parts. In 1935, works rider Alberti’s 250 Benelli – complete with rear wheel discs – broke the world 250cc flying kilometer speed record at over 113mph, thus also taking the 350cc record into the bargain. In 1936 the factory entered its DOHC 250 racer in a number of international events including the European GP at the Sachsenring and the Italian GP at Monza, but the highlight for Benelli came in June of that year with Milanese star-rider Giordano Aldrigetti’s victory in the GP of Geneva. The single-cylinder, 2-valve DOHC machine offered here is a fine example of Benelli’s first 250. It competed in European and Italian road racing championships from 1936 until the outbreak of war, and it was a true works racer, ridden only by factory riders and not available to privateers.

In the late 1950s the bike was discovered on a farm in Italy, complete but minus its rear wheel. In the early 1960s it was restored, and at the same time fitted with a disc rear wheel along with a â&#x20AC;&#x2DC;60s Oldani magnesium front brake. Since then it has resided in an Italian museum. By definition, pre-war works racers from long-established hallowed marques are rare, with the opportunity to purchase even rarer.

Lot 159

1917 Excelsior IOE 1000cc Registration Number: EU registered

Engine Number: 86907 Estimate: £35,000-£40,000

Excelsior motorcycles were produced by the Excelsior Motor Manufacturing Company of Chicago, Illinois from 1907 until 1931, latterly under the ‘Super-X’ brand name. The first Excelsior was a belt-driven single cylinder machine, the engine of which formed part of the frame. 1911 was a landmark year in Excelsior’s history, for the firm was acquired by bicycle maker Ignaz Schwinn and introduced its first v-twin model that year. In 1913 the 61-cubic inch (1,000cc) v-twin was offered with all-chain drive, while a two-speed planetary transmission and a leaf-sprung, Indian-style front fork were two further innovations introduced for the following season. Alongside rivals Harley-Davidson and Indian, Excelsior offered a three-speed countershaft transmission for 1915, at the same time introducing a new frame with a curved top tube and a smoothly rounded tank, a first for Excelsior. Deeply valanced mudguards distinguished the v-twin of 1917. This fine machine has been in Italy for many years, it has original registration documentation and it was restored to a very high standard not long ago by a Mr Luigi De Boni.

Lot 160

Moto Guzzi V8 500GP 1956 evocation Registration Number: Unregistered Estimate: £190,000 - £220,000

Conceived and designed by Dr Giulio Carcano – the engineer also responsible for the transverse V-twin that has long been synonymous with Moto Guzzi – the 8-cylinder, 499cc racer was built specifically for the factory racing team for the 1955-1957 World Championship Grand Prix seasons. Having previously demonstrated its engineering prowess with a wide range of engine configurations – most notably the unique and hugely successful 120° 494cc Bicilindrica v-twin – the 90° V8, or Ottocilindri, reinforced Moto Guzzi’s commitment to pushing both technology and budget to the very limit. With water cooling, a pair of double overhead cams, eight 20mm Dell’Orto carburettors, sixteen valves, eight unsilenced exhausts and a choice of four, five or six gears, the free-revving Guzzi V8 shocked the racing world on its launch in early 1955. Boasting magnesium crankcases and miniaturised components, the engine tipped the scales at 45 kilos and contributed to an overall machine weight of just 148kg – or around 10kg less than a current MotoGP bike. Producing an unprecedented 78 horsepower, the streamlined ‘dustbin-faired’ Guzzi V8 achieved a similarly unprecedented 275km/h (171mph) on Spa Francorchamps’ Masta Straight during the 1956 Belgian GP. This was a race which saw the amazing Guzzi repeatedly break its own lap record prior to returning to the pits with a faulty gearbox. But despite its state-of-the-art twin-cradle tubular oil-filled frame, twin-shock front and rear suspension, magnesium drum brakes (ventilated twin leading shoe at the front) and the best racing rubber of the day, the Guzzi ‘Otto’ was a frightening, and indeed dangerous machine to pilot at racing speeds – so much so that only eight riders were ever entrusted to race it, with one of them refusing to compete on it after that ‘56 Belgian GP. With the factory not committing to significant further development, the other seven factory riders all followed suit prior to the start of the 1957 season.

Along with arch Italian rivals Gilera and Mondial, and faced with further development costs, Moto Guzzi also chose to retire from racing at the end of the 1956 season, but given that further development it’s very likely that the V8 would have gone on to dominate the GP scene throughout the late 1950s and possibly beyond. As things turned out the V8 represents the famous Mandello del Lario factory’s last hurrah in Grand Prix racing. It’s believed that Moto Guzzi produced a dozen V8 engines during the mid 1950s and six complete bikes, of which just two original factory bikes are known to survive today. It is also thought that four faithful replica machines have been built in more recent times, with one of those forming part of the highly regarded Sammy Miller collection.

The Guzzi V8 offered for sale here was constructed in Italy during the early 2000s by a small team of expert ex Moto Guzzi technicians who meticulously adhered to the machine’s original specifications. Its parts are accurate reproductions created from original factory drawings, with original V8 parts to hand for as close-to-perfect replication and authenticity as it is possible to achieve. Like the Ottos produced in the 1950s, this V8 replica also has crankcases and brake drums cast in magnesium, with the steels, alloys and other materials, including the suede leather seat upholstery, being precisely to 1956 factory spec.

It almost goes without saying that machines of this significance and exclusivity hardly ever come to market, while this most fabulous example of 1950s Italian racing exotica will be sought after and welcomed at the world’s most prestigious historic motorcycle events. This is a one-off opportunity to own what is arguably the most spectacular and remarkable machine in the entire 66-year history of Grand Prix motorcycle racing.

Lot 161

1921 Harley–Davidson Model WJ Registration Number: Not Road Registered

Engine number: 22WJ1534

Estimate: £14,000 - £18,000

The Harley-Davidson Model W, also known as the Sport Twin, was made by Harley-Davidson from 1919 to 1923. Harley-Davidson’s intention in introducing a new middleweight model was to increase sales by appealing to new riders with an entry-level product. The unusual engine layout imitated the British Douglas motorcycle flat-twin, with cylinders in line with the frame. It also offered several features that were meant to bring new motorcyclists into the market, such as a smoother engine than a big H-D v-twin’s, a lower center of gravity and a unit construction design that leaked less oil, in theory. The Model W set speed records on runs from New York City to Chicago and from the Canada to Mexico, but slow home market sales led to the end of production after four years. This H-D Model W was in a collection for many years, and being in unrestored cosmetic condition it has a great deal for charm. We are informed that the engine “runs very well”.

Lot 162

1914 Clyno Registration Number: Not Road Registered

Frame Number: 22077

Estimate: £35,000-£40,000

Clyno was founded in 1909 by cousins A. P. Smith and F. W. A Smith in in Thrapston, Northants. They exhibited their first machines – an AJS-powered 3hp single and 744cc v-twin at the 1909 Stanley Show, both with belt drive and a single fixed gear. In October 1910 the business was transferred from Thrapston to Wolverhampton, and it was from there that the first enclosed primary-drive chaincase two-speed machines emerged soon afterwards. By 1911 they were producing a chain-driven combination which did very well in motorcycle hillclimb trials thanks to its robust sidecar chassis and four-lug attachment method. As a result, the machine was chosen as a machine-gun carrier during the Great War. In 1912, orders exceeded factory capacity. A unit-construction 250cc two-stroke was released in 1913 and was well received, probably in part because it came complete with lights, horn and number-plates –items which cost extra on most rival machines. 1914 brought war, and the company’s future looked bleak. However, a War Office contract to build machines in conjunction with Vickers, aka Vickers-Clyno, by 1915 the situation had much improved. After WWI the company produced 269cc two-strokes and 996cc v-twins. Motorcycle production ceased in 1924 in favour of cars.In its heyday Clyno was the third largest car manufacturer in the UK after Austin and Morris, but it’s price-cutting policy led to financial problems and the company went into liquidation in early 1929. During its lifetime Clyno sold over 15,000 motorcycles and 40,000 motor vehicles. This motorcycle has a genuine v-twin Clyno motor, probably the 6hp version, but experts at the National Motorcycle Museum “do not think it’s a model Clyno made, rather it’s been built from parts (from other vintage machines).” Fully restored in 2015 and in sporting/competition spec with a low handlebar and a leather Brooks saddle, this fine machine is beautifully detailed and looks resplendent in its blue and white paint scheme.

Lot 163

1955 Ariel Square Four G MKII Registration Number: SSJ 397

Frame Number: PS351

Engine Number: XJ546

Estimate: £9,000 - £11,000

Another of Edward Turner’s innovative designs the Square Four was shown as early as 1930 at the Olympia Motorcycle Show. Originally an overhead-camshaft 500cc, it developed into a 600 before a total redesign saw it become the 1000 cc 4G. Post War telescopic front forks became available as was the plunger rear suspension frame and the cast-iron cylinder head and barrel was replaced by alloy components in 1949. Square Four production ceased in 1959 with all of the other Ariel four-strokes models in favour of their light weight two stroke ‘commuter’ bikes, a tragedy for a superb and now much loved and revired motorcycle capable of achieving 100 mph. Declared manufactured 1955 this MKII Square Four had a gearbox rebuild in 2012 by the previous owner, parts supplied by Dragonfly Motorcycles ( Invoices on file ). In excellent running order the bikes overall cosmetic condition is also very good, finished in black the body work paint is good no dents or scratches in the tank, the frame and forks are also in fine condition with no signs of corrosion. All the bright work / chrome is also in generally good. Having been laid up for a while the bike has had a recent check over and is ready for the road, supplied with the current UK V5C logbook. A great ridding classic and a sure fire investment for the future as they are certain to gain much value.

Lot 164

1912 BAT TT Registration Number: EL 1233

Engine Number: 4960 Estimate: £12,000 - £14,000

Founded in 1902, the BAT Motor Manufacturing Co. Ltd was named after founder Samuel Robert Batson. Based in Penge, South London the first Bat motorcycle used a small 2.5 hp (1.9 kW) de Dion engine but poor sales led to Batson selling the company to Theodore Tessier in 1904, following which BAT motorcycles were entered in the 1907 Isle of Man TT races. The company produced the first sprung frame in 1906 and in 1908 developed one of the first sidecar outfits, with two powered wheels on a removable sidecar. Tessier was also an innovator and keen to develop motorcycling technology. Significant innovations included one of the first practical clutch mechanisms and he also patented one of the first motorcycle full suspension systems, with a leading link front fork and a subframe suspended on springs from the main frame. To raise awareness of the motorcycles, Tessier began serious competitive racing and achieved over 200 wins, setting numerous speed records. Production ended with the outbreak of the First World War but restarted in 1919. They took over Martinsyde Motorcycles in 1923 but financial difficulties led to the closure of the BAT-Martinsyde company in 1926. Not much is known about the history of this TT model from 1912. It comes from the estate of a private collector who was a prominent member of the Brough Superior Club. We gather that he purchased this example in running but unrestored condition in 2012 and used the bike for a number of events including the 75th Pioneer Run. Following this restoration was undertaken but was halted when he sadly passed away. Fitted with a rare 3½ hp JAP engine the bike is in running order but will need re commissioning to full road use. It is supplied with a Pioneer Certificate from the Sunbeam Motorcycle Club, UK V5C and a history file containing much correspondence.

Lot 165

1927 Brough Superior 680 Registration Number: HM7279 Frame Number: 716 Engine Number: GTOY/1/78301 Original Engine Case Number GTOY/C/97071 (Supplied) Estimate: £120,000 - £140,000

Factory records show this 1927 overhead valve 680 left the Brough Superior works at Hayden Road Nottingham on 30th December 1927. The 680 was one of the best selling Broughs, only giving way to the side valve SS80 as the most produced. A total of 547 ohv examples were built but with only 127 known to have survived complete. Dispatched to Brough dealers Allen Bennett and Co, of Croydon South London this 680 has been known to the Brough Superior Club UK for many years. It was restored by Brough expert Simon Miles in 1999 who carried out a ‘through bolt’ modification to the engine which currently has cases from another 1927 680 that are numbered 78301, however the original engine cases numbered 97071 that are in good serviceable order are supplied with the bike so it could be made ‘matching number’ if desired. The Current owner of the bike purchased it from Verralls in 2011 to add to his collection, although it has seen little use in the last few years, it has been well maintained and kept in very good order as an exhibit at the Atwell-Wilson Motor Museum in Calne, Wiltshire (UK). Retaining many of its original components this beautifully presented 680 is reported to be in excellent mechanical and cosmetic condition, it is supplied with a copy of the original factory record and the UK V5C logbook.

Although the ohv 680 model gave away some 300cc to its lager brother the SS100 it was no less a formidable ride, lighter and with sharper handling it was easily capable of 80 plus mph and has continued to be one of the most collectable models with values rising steadily over the years. A truly exceptional example we are delighted to offer this 1927 680 to the open market for the first time in five years.

Lot 166

1956 Mondial 250 GP Bicilindrica Registration Number: Not Road Registered Engine Number: 001

Frame Number: 001 Estimate: £120,000-£140,000

Fratelli Boselli (the FB in FB-Mondial) was established between the wars by Count Guiseppe Boselli and his three brothers. The firm produced 3-wheeler cars up until 1939, but although bombing destroyed their premises during the war, the company quickly recovered. Mondial’s success in World Championship Grand Prix racing during the 1950s is well documented. With engines designed by Alfonso Drusiani, the small Milanese firm’s 125cc Bialberos won every Grand Prix race for three consecutive seasons, and in the process took the 125 World title from 1949 to 1951 inclusive. The 125 Bialbero racer continued to prove competitive right up to 1957 and, buoyed by this success, the firm set about taking the laurels in the 250cc class. Between September 1956 and March 1957, Mondial’s engineer Nerio Biavati built one prototype twin-cylinder DOHC 250 based on a pair of 125 Bialberos. The bike was subsequently tested by Tarquinio Provini and Cecil Sandford at Modena and Monza, but although the prototype twin made good power – 35hp @ 10,000rpm – it weighed over 140kgs and proved too heavy and difficult to manoeuvre. Ergo, the 250 Bilcilindrica project was shelved, and, riding the Alfonso Driusani-designed Mondial single, Cecil Sandford went onto take the 1957 250 world title, with Mondial’s Provini and Sammy Miller in 2nd and 3rd.

Due to financial woes, Mondial closed down at the end of 1957. During the 1960s, Italians Daddario and Valgrande bought the remnants of company from Count Boselli, and amongst the various bits and pieces that came with the purchase was this one-off prototype 250 twin. They reassembled it â&#x20AC;&#x201C; possibly being confused in the process by the drive chain running on the outside of the rear suspension unit â&#x20AC;&#x201C; and soon sold it on to the well-known Italian collector, Piero Nerini. He owned it until 1999, and for the past 17 years it has resided in the current ownerâ&#x20AC;&#x2122;s collection. It remains in original, unrestored condition. Almost by definition, Grand Prix motorcycles are rare, but if this one was any rarer it would be non-existent.

Lot 167

1950 Vincent Rapide Series C - One of only 107 produced Registration Number: 762 XUN Engine Number: F10AB/1/4394

Frame Number: UFM RC6294 & RFM RC8657B Estimate: £60,000 - £75,000

Just 107 of these ‘Chinese Red’ Vincent Rapides were produced by the factory and exported to the USA. They were distributed by the Indian Sales Corp. who had a large dealer network but no overhead valve ‘V Twin’ to compete with Harley-Davidson, Vincent motorcycles had no dealers in the USA and so a deal was struck, the high handlebars, touring mudguards and bright red paintwork specifically requested for the American market. This genuine example was dispatched from the works 11th July 1950, a late model series B, and was sent to Indian Motorcycles, Springfield Massachusetts. Original registration records show it being in New York state in 1957 until 1964. It was imported back to the UK approximately 30 years ago but remained unregistered and unrestored until 2009. Having been purchased as project it was not known that it was a rare ‘Red’ Rapide until the black paint was removed and so revealed the true colour underneath. Ironically many of these red touring Rapides were repainted in the USA as they became hard to sell and the trend reverted the original rather drab and very British black that virtually all bikes were sold in at the time. The bike was comprehensively restored by the current owner, with further engine work completed by Vincent specialists Maughan & Sons and remains in absolutely pristine ‘show’ condition it has only covered aprox 144 test miles. The UFM number matches the engine number, as shown in the factory record card, the engine also has correct matching mating numbers. ‘Red’ Rapides’ very rarely come to the market and this really is an exquisite example, it is supplied with the UK V5 registration document, a copy of the factory records, USA ownership certificates and a copy of of the Classic Motorcycle from Nov. 2012 in which the bike featured. A beautiful and rare motorcycle this is a true collectors item one not to be missed.

Lot 168

1996 Ducati 916 SP3 - Limited edition number 178 of 497 Registration Number: ANZ 9916 Engine number 007137

Frame Number: DM91651006628

Estimate: £17,000 - £20,000

The Massimo Tamburini designed Ducati 916 is probably the most influential motorcycle design of the last 30 years, it was a game changer in so many ways, not least because of the thumping 1000cc V twin engine but for the simply beautiful design, stunning from evety angle. The original ‘Strada’ version introduced in 1994 was quickly followed by a succession of different models and eventually the factory ‘Sport production’ (SP) each with a minor engine tweak but with the same basic DNA. The 916 SP1 kept it’s original engine capacity but added twin fuel injectors, titanium con-rods and bigger valves for increased power and torque. It reverted to a single seat racing style seat and had far superior Öhlins rear suspension. The final version produced from 1996, the SP3, featuring revised crankcases. Just 497 examples were produced and according the to the UK DVLA this is one of only three bikes currently registered. This particular example has had an extensive nut and bolt rebuild, striped down to the frame, sympathetically cleaned, tinkered and reassembled. It was completed by the renowned and acclaimed Ducati specialist Richard Llewelyn of Louigi Moto in Bristol who has authenticated this bike as matching engine / chassis number example, the cost of this restoration is said to have been approximately £9,000. Currently showing 28,699 km it is supplied with the UKV5 two keys, old MoT’s and various bills along with some photos of the rebuild. A superb opportunity to acquire a rare example of Ducati’s legendary 916.

Lot 169

1958 Linto 500 GP Registration Number: Not Road Registered Engine number: 17

Frame Number: 14

Estimate: £50,000-£60,000

The Linto 500 was the brainchild of the famous Italian engineer Lino Tonti. Having worked for Benelli, Mondial and Bianchi, Tonti had already designed a few Grand Prix racers, perhaps the most famous being the Bianchi 350 and 500 twins campaigned by Venturi, Grassetti and McIntire. The Linto 500 was the result of joining together two Aermacchi 4-stroke 250 horizontal singles with rod-androcker distribution. The prototype was ready in early ’68, and in tests the engine made 61hp @ 9,800rpm – more than the big-single Nortons and Matchless’ that were still the best choice for the Continental Circus privateers. Alberto Pagani rode the Linto to 2nd place in the 1968 500cc East German GP at the Sachsenring, and to 4th at the Italian round at Monza. He finished the season in 5th overall. The bike’s impressive performance convinced other riders to opt for the Italian twin. In 1969 Lintos were campaigned by the Australians John Dodds and Jack Findlay, New Zealander Keith Turner and Brit Steve Ellis. With MV and Agostini having withdrawn from the race, Alberto Pagani took his Linto to victory in the 1969 Italian 500 GP at Imola, but it was the less well-known Gyula Marzovszky (CH) who fared best in that year’s 500cc World Championship – he finished 2nd to Ago’s MV. This Linto was bought from one of the three partners of the Rimini Motorcycle Museum, and before that the bike had come directly from Tonti’s family. It was raced by the privateer Armando Toracca in the Italian 500 Championship. Just 24 Lintos were built in total, and this bike has one of the later short stroke engines, thus permitting an additional 1,000rpm with a few more horsepower. The aluminium crankcases house a 6-speed gearbox, while the carbs are modern 32mm Dell’Ortos, the clutch is modified with two additional plates and the brakes are Fontana magnesium drums. It is presented in very clean restored condition and it would certainly prove to be a real head turner at any classic event.

Lot 170

1983 Ducati TT2 600 - Genuine period Verlicchi frame Registration Number: Not Road Registered

Estimate: £12,000 - £15,000

The 1980 Factory prepared Ducati TT2 was based on the production Pantah engine increased to regulation limit of 597 cc with a bespoke frame weighing just 7 kg. Marzocchi forks, Brembo brakes and a single-shock suspension with a cantilever type swing arm and Campagnolo alloy wheels. Designed by Fabio Taglioni, it was so successful that Ducati agreed to supply some “customer” versions for the private teams, which were queuing up however few frames were produced. Approximately 26 bikes were numbered and so many very good replica frames were constructed some by well respected race teams. This is a genuine Verlicchi TT2 framed bike that was assembled in 1983 by famous Italian Ducati mechanic from Rome, Signore Lenci for a privateer racer, that featured and still retains a full race spec engine with with a dry clutch, 41mm Dellorto carbs, rare works adjustable forks and Campagnolo magnesium wheels. Having been in a private collection for some years it would require a full service and check over before being returned to the track. Today the estimated cost of this build would be well over £15,000 without the addition of a race spec engine.

Lot 171

1979 Honda CB750 Phil Read Replica Registration Number: FLT 326T Engine Number B750GE1006915

Frame Number: CB750G1008224

Estimate: £10,000 - £13,000

In November 1976 Honda introduced the CB750F2. It had larger valves than previous models, peaky camshafts and developed a healthy 73bhp. So, when Phil Read rode an 820cc Honda CB750F2 to victory at the 1977 TT Formula one, Honda Britain saw an opportunity. They also saw what the future may hold. They had been begging the factory to build race replica motorcycles direct from the factory, but the Japanese company was too conservative. So to celebrate the racing victory and to make the road going Phil Read Replica more like a race bike, Honda Britain commissioned Colin Seeley to build the bikes. 150 machines were built by Colin Seeley, it was the first ever fully faired race replica available straight from the showroom from any Japanese motorcycle importer in the world. Of these 150 machines, only 35 are thought survive today. It cost a whopping £360 more than the standard machine at £1895 (a considerable sum at the time ). It came with a five-gallon alloy works replica hand made petrol tank with a custom made filler cap. Rear sets, ace bars, single race saddle, full fairing, twin Cibie headlights, a hand made works exhaust with a fantastic note and little one-off parts to complete the package. This motorcycle is the original pre-cursor to the GSXR, GPZ and FZR ranges. There would probably never have been homologation specials such as 888/916SP, RC30/45, OWO, ZXRR or Desmocedeiccis without the birth of the Phil Read Replica. This was the test pilot for the homologation special. Honda Britain proved the public would pay the extra for such machines. They also proved that there was a market for race replicas. This motorcycle is a very poignant piece of motorcycling history indeed. This 1979 model has MoT’s going back to 1989 indicating that the 23,000 miles is genuine. It has all those tiny details that not only indicate it is one of the original 150, but are impossible to replace. The chassis number falls into the range of the original 150 that Honda Britain built and the bike comes supplied with a authentication report by Honda guru Nigel Hammersley.

Lot 172

1955 MV Agusta 175 Squalo Bialbero, ex works Registration Number: Not Road Registered Engine number: 150089

Frame Number: 409953/S

Estimate: £55,000-£65,000

Having started motorcycle production in late 1945 with a 98cc two-stroke, Count Agusta’s Meccanica Verghera (MV) introduced its first production four-stroke road bikes, a pair of 175 models, at the 1952 Milan Show. Meanwhile, MV had been busy racing and the firm achieved its first major international success when Cecil Sandford won the 1952 125cc World Championship – MV’s first. For the following season, MV made a single-cam, customer version of Sandford’s works DOHC racer, the Sport Competizione, which quickly became popular with 125-class privateers. In 1955 a second over-the-counter racer was added to the range: the 175 CSS. This was intended primarily for Italian Formula racing, but it quickly dominated the 200cc class in the UK and elsewhere, despite being pricier than a Manx Norton! It was one of these 175s, bored to 196cc, that provided Mike Hailwood with his first ever race win at Oulton Park in 1957. Based on the single-overhead-cam 175, the machine offered here is an ex-works example of the much rarer twin-cam Bialbero version, built only during 1954 and 1955. It’s thought that just ten were made in total, and this is one of just five built with magnesium crankcases. With special features including a 5-speed gearbox, an aluminium clutch with straight-cut primary gears and removable upper frame tubes to facilitate access to the twin-cam head, the engine produced a claimed 18bhp (3bhp more than the single-cam) and so the 125 Bialbero was good for a heady 90mph. MV 175 Bialberos were raced for three seasons, but MV test and works rider Fortunato Libanori campaigned this particular machine in the 1956 125cc Italian Championship. The factory then sold it to the French MV importer who used it for promotional purposes there. It returned to Italy in the 1990s and became part of the Bisoglio collection for 10 years. This machine comes with an Italian Motorcycle Federation (FMI) certification of conformity. Single-cylinder MV Agustas do not come any rarer or more desirable than this beautiful Squalo (Shark) Bialbero.

Lot 173

1969 Ducati 350 Racer Registration Number: Not Road Registered Engine number 13117

Frame Number: 96198

Estimate: £7,000 - £10,000

This Ducati 350cc single cylinder racer bike has been constructed to a very high quality with many special parts and has had much recent restoration work. It includes a brand new rebuilt race engine that will need running in. The motor features big valves, a high compression piston, twin plug head, external oil lines and oil cooler, and a very rare and valuable Oldani magnesium twin leading show front brakes and rear brake hub fitted to Borrani alloy wheel rims. An excellently presented and very handsome bike, it is estimated to construct another bike to this standard with similar available parts (if you could find them) would be well over £18,000.

Lot 174

1983 Harley-Davidson XR1000 Registration Number: KUR 438Y Engine Number: CCHD119843

Frame Number: 1HD1CDH29DY119843

Estimate: £19,000 - £22,000

The Harley-Davidson XR1000 was a street version of the legendary XR750 that so dominated flat track racing in the USA in the 1970’s and 80’s. Built for just two years it featured the same alloy racing cylinder heads as the 750 fed by twin 36mm Dell’Orto carburettors. The remainder of the bike was made up of stock XL / XLX Sportster parts. Approximately 1700 XR1000’s were produced between 1982 and ’83 making it a relatively rare model, sales of the bikes in Europe were quite poor as the styling lacked the cache of the 750, it also had a painfully small ‘Peanut’ style fuel tank, today however examples are much sought after and are rarely seen. This example from 1983 was registered here in the UK in 1990 and was given a ‘Cafe Racer’ style make over with this beautiful hand made one off alloy fuel tank. Now sitting on wire wheels the bike has been part of a collection for the last few years, maintained well and regularly serviced it has only been used in the summer months and remains in excellent general order. Mechanically it’s very good, the carbs have been upgraded to 40mm units, it runs well, has lots of power and sounds fantastic. A rare and handsome motorcycle supplied with an MoT until Jan 2017 and the UK V5C logbook.

Lot 175

1985 Honda VF1000R Registration Number: Belgium Registered

Frame Number: HMSC162100599

Estimate: £7,000 - £9,000

When Honda unleashed the VF1000R, it set the world alight. Derived directly from Honda’s AMA Formula 1 winning race bike, the FWS1000 racer. The technology was outstanding, with gear driven cams and anti-dive forks. You can so easily see where the RC30 got its DNA from. These machines were capable of 149 MPH from the crate and they looked like a race bike. Far more refined than a GSXR750, which had just appeared with its evil power band, the Honda was a far more capable machine for the open road. These VF1000Rs are not to be confused with the other VF1000 and 750 range, this is a very rare and wildly different machine. The rest of the range used cam chains, rather than gears and production was far more abundant. The VF1000R was built in limited numbers and was pretty much built for homologation purposes. It was the first ever production motorcycle to be offered with gear driven camshafts. This stunning example has been meticulously looked after and is in showroom condition. It retains the standard exhaust system and the engine sounds like new when running. This machine is already registered on the UK NOVA system and is supplied with Belgium registration documents and a new MoT.

Lot 176

1953 Moto Morini 175 GT Registration Number: Italian registered

Frame Number: GT16529

Founded in 1937, Alfonso Morini’s company built twostroke lightweights at first before developing a range of fast four-stroke roadsters during the 1950s, the first of which appeared at the Milan Show in November 1952. Morini chose to pitch its newcomer into the hotly contested 175cc market sector, machines of this capacity being immensely popular in Continental Europe at this time. This four stroke single cylinder 175 is presented in a striking red over black colour combination. In excellent order it is offered with Italian title papers and would make a wonderful addition to any collection. Estimate: £4,000 - £ 6,000

Lot 177

1954 Ducati 125 Sport Registration Number: EU Registered

Estimate: £3,000 - £4,500

Frame Number: TBA Ducati Motor Holding S.p.A. is an Italian company that designs and manufactures motorcycles. Headquartered in Bologna, Italy, Ducati is owned by German automotive manufacturer Audi through its Italian subsidiary Lamborghini, which is all owned by the Volkswagen Group. When the market moved toward larger motorcycles, Ducati management decided to respond, making an impression at an early-1952 Milan show. In 1953, management split the company into two separate entities, Ducati Meccanica SpA and Ducati Elettronica, in acknowledgment of its diverging motorcycle and electronics product lines. Ducati Elettronica became Ducati Energia SpA in the eighties. Dr. Giuseppe Montano took over as head of Ducati Meccanica SpA and the Borgo Panigale factory was modernized with government assistance. By 1954, Ducati Meccanica SpA had increased production to 120 bikes a day. This lovely example of this highly regarded marque is presented in wonderful condition.

Lot 178

1952 Capriolo 75cc Racer Registration Number: TBA

Frame Number: TBA

Capriolo, later called Aeromere, was the name of the motorcycle production arm of the Italian aircraft company Aeromere or Aero-Caproni. After World War II, the victorious Allies prohibited wartime aircraft and other military hardware suppliers from remaining in their previous industries, and Aero-Caproni would change its name to Capriolo and become one of several, including Aermacchi, MV Agusta, Vespa and Ducati, that switched to producing motorcycles or scooters. These companies did well until the mid-1960s, when the advent of affordable cars like the Fiat 500 removed the economic barrier that kept many Italians relying on motorcycles for basic transportation. Offered today is a very tidy example of the uniquely styled bike in near perfect condition. Pleasing to the eye as well as the ear, there is a huge amount of fun to be had on this bike.

Estimate: £3,000 - £6,000

Lot 179

1954 MV Agusta 175CSS Squalo Registration Number: EU Registered

Frame Number: TBA

MV Agusta’s factory race team had been developing four-strokes for some years and in 1952 achieved its first major international success when Cecil Sandford secured the 125cc World Championship – MV’s first. For the following season, MV made available a singlecam, ‘customer’ version of Sandford’s works dohc racer, the Sport Competizione, which rapidly became the mount of choice among privateers contesting the quarter-litre class. In 1955 a second over-the-counter racer was added to the range: the 175 CSS.

Estimate:

One of only 50 examples built, this beautiful motorcycle was restored by an MV Agusta engineer in Italy in the 1990s, and has since been kept in excellent condition in all respects. Interestingly it is fitted with Borrani aluminium rims.

£10,000 - £12,000

Lot 180

1959 Vespa GS 150 Registration Number: EU Registered

Frame Number: TBA

The original “sport” scooter of the 1950s, the Vespa GS 150 was introduced in 1955 and ushered in a new era of sophisticated touring scooters with elegant styling and trackproven, sporting motors. This 1959 example was lovingly restored by us back to its original glory. Said to run very well, this is an excellent example of a sporty Vespa.

Estimate: £3,500 - £5,500

Lot 181

1956 Vespa VL3T Struzzo Registration Number: EU Registered

Frame Number: VL3T109763

Finished in the classic combination of beige with a brown saddle, this stunning Vespa has been restored in 2010 to concours condition, and is described as being in excellent condition in all respects.

Estimate: £3,500 - £6,000

Lot 182

1956 Motobi 250 Spring Lasting - One of 50 Registration Number: Belgian Registered

Frame Number: TBA

Motobi was established in Pesaro, Italy in 1949, by Giuseppe Benelli, initially trading under the name Moto ‘B’ Pesaro. This was shortened to Motobi in the 1950s. After a family disagreement in 1948, Giuseppe Benelli, one of the six brothers and an engineer of some talent, decided to go his own way. He stayed in Pesaro, but moved to separate premises. Giuseppe launched the Moto ‘B’ marque selling small two-stroke motorcycles and scooters. In 1953, Motobi introduced a 200cc horizontal two-stroke twin called the B200 Spring Lasting. Its innovative pressed steel frame and horizontal cylinder layout were to become the trademark for many future Motobi bikes. The B200 motor was a clean, streamlined, very modern appearing unit, which was soon nicknamed the “egg” for its distinctive shape. One of only 50 built this striking 250 CC Motobi is finished in red over black, and is in excellent mechanical and body condition.

Estimate: £3,000 - £4,000

Lot 183

1959 Gilera 175 GT Sport Registration Number: EU Registered

Frame Number: TBA

Gilera is a Luxury Italian motorcycle manufacturer founded in Arcore in 1909 by Giuseppe Gilera. In 1969, the company was purchased by Piaggio. In 1935, Gilera acquired rights to the Rondine four-cylinder engine. This formed the basis for Gilera’ s racing machines for nearly forty years. From the mid-thirties, Gilera developed a range of four-stroke engine machines. The engines ranged from 100 to 500 cc, the most famous being the 1939 Saturno. Designed by Giuseppe Salmaggi, the Saturno was inspired by the pre-war Gilera VTEGS 500cc “Otto Bulloni” yet was quite different due to its unit construction. In 1969, Gilera became part of the Piaggio group. This is a particularly lovely example of this iconic make of motorcyle. Estimate: £2,000 - £4,000 Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.

Lot 184

1956 Maserati L160 Turismo Lusso Registration Number: TBA

Frame Number: TBA

The sight of a Maserati badge on an old motorcycle usually foxes even people most familiar to the exotic Italian Marque. In 1956 a range of 50cc motorcycles were introduced. Alongside the 50cc models, five alternatives were offer ranging from 75 to 250cc. The lot for sale today is the 160cc version, widely regarded as the most sought after of the range. One of the last bikes manufactured before the firm changed their attention back to the four-wheeled variety, this immaculate bike in a blood red colour is a truly rare piece, sure to holds its value.

Estimate: £5,000 - £7,000

Lot 185

1974 Vespa Sprint Registration Number: Belgium registered

Frame Number: VLA1TL3E4420

The scooter came in two different versions. Early models, called the Vespa Sprint, were made until 1974. Later models, called the Vespa Sprint Veloce, were made from 1969 to 1976. This Vespa Sprint on offer today is described as being mechanically excellent, and perfoms as it should. The silver metallic paintwork presents in good order. A cult icon this Sprint would make great bit of fun for London biking!

Estimate: £3,000- £4,000

Lot 186

1965 Moto Morini 125 Corsaro Registration Number: EU Registered

Frame Number: TBA Estimate: £3,000 - £4,500

Moto Morini is an Italian maker of motorcycles. It was founded by Alfonso Morini in Bologna, in 1937. In 1925 Mario Mazzetti, impressed by Alfonso’s work, asked him to build a single-cylinder 120 cc two-stroke racing bike, making Alfonso the designer, constructor, and racer. They were successful racing, under the MM name, and Alfonso’s finest racing moment came in 1927 when his MM 125 took six world records at Monza, during the Grand Prix of Nations. (These records were not bettered for twenty years.) In 1933 he set a new world speed record for 175 cc motorcycles of 162 km/h. This lovely 125cc example is presented in wonderful condition with a black seat and is ready to be enjoyed.

Lot 187

1994 Suzuki GSX-R750SP Registration Number: N480 ENF

Frame Number: GR7BB108939

Estimate: £10,000 - £13,000

Suzuki have offered limited edition GSXR750 homologation specials since 1989 with the GSXR750RR. They made 500 of these with a dry clutch and a single saddle. These are now achieving aprox £20,000 for good a example and are rubbing shoulders with Honda RC30s and have become a must have for avid collectors of homologation specials. In 1994 Suzuki brought us the super-rare GSXR750SP, with production limited to just 200, most of which went directly to race teams the rest were mostly bought from dealers and raced on the track. The model is not so well known because there are so few of them available. Many were crashed and destroyed and the remainder languishing in sheds and are awaiting costly restorations. Restoring one of these machines is particularly tricky as so many of the components are just no longer available. Coys are delighted to have unearthed this unrestored, showroom condition example that has never seen a race track in all it’s twenty one years. These are the rarest of all the homologation specials, and this one has genuinely less than 3,000 kms on the clock and has just two recorded owners. Not only that, it comes in the superb blue and white Suzuki race livery. The GSXR750SP came with Nissin six piston callipers, a unique long stroke GSXR750 motor not used on any other model, a unique exhaust header system and flat slide carburettors all as standard. With the rise in popularity, and sharp rises in values, of homologation specials this stunning example is a must have for any Suzuki, or homologation, collector. It is supplied with an MoT until May 2016 and the UK V5. We very much doubt that there is another more original and un-raced example anywhere.

Lot 188

1992 Ducati 888 SP4 Registration Number: Italian registered

Frame Number: ZDM888S001249

Estimate: £18,000-£22,000

Launched in 1987, the 90° v-twin Ducati 851 represented a significant technical leap forward for the Bolognese maker. With liquid cooling, 4-valve desmo heads and fuel injection, the new Ducati was competitive on the world stage, but it didn’t really hit the big time until 1990 when Raymond Roche secured the first of Ducati’s 14 victories so far in the prestigious production-based World Superbike Championship. Although the 1990 851 SP2 model had grown to 888cc, it wasn’t until 1992 that the bike was badged ‘888’. With over 130hp in ‘Corsa’ spec, American Doug Polen notched a record 17 race victories on his 888 racer in 1991 to secure that year’s WSBK Championship – a title he and Ducati retained in 1992. For racing homologation, Ducati produced (and still does) limited-edition higher-spec Sport Production versions. For 1992 Ducati offered three 888 variants: the ‘standard’ Strada with dual seat and Showa suspension, plus two SP models – the 888 SP4 and SPS. The model offered here is the 55th of just 500 SP4s built – see the SP4 055 plaque on the top yoke. With a 160mph potential, its specification includes a curved lightweight radiator, a dry clutch with carbon cover, a pivoting fuel tank, high-level Termignoni race exhausts with carbon cans, Brembo wheels and Gold Series brakes, a carbon front mudguard and rear hugger, plus fully adjustable Ohlins suspension front and rear. First registered on 9th March 1992, this 888 has formed part of the same Italian collection for the past eight years. The odometer shows a recorded 27,368kms (17,005 miles) and it is presented in very tidy, original condition. As a high spec, low volume variant of an iconic Ducati model, the SP4 can only become increasingly collectible. Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.

Lot 189

1931 Indian 402 Registration Number: 673 UXE

Frame Number: A1439

Engine Number EA1853 Estimate: £50,000 - £60,000

Indian purchased the failing Ace Motor Co. in 1927 and immediately moved production to Springfield MA, originally marketing the first model as the Indian Ace. In 1928, the Indian Ace was replaced by the Indian 401, a development of the Ace designed by Arthur O. Lemon, former Chief Engineer at Ace. When the 402 model was introduced in 1929 it had the stronger twin-downtube frame based on that of the 101 Scout and a sturdier five-bearing crankshaft than the Ace, which had a three-bearing crankshaft. Indian not only continued production of the Four, but continued to develop the motorcycle. One of the less popular versions of the Four was the “upside down” engine on the 1936-1937 models. While earlier and later model had inlet-overexhaust (IOE) cylinder heads with overhead inlet valves and side exhaust valves, the 1936-1937 Indian Four had a unique EOI cylinder head, with the positions reversed. In theory, this would improve fuel vaporization, the new engine was more powerful but did not sell particularly well as it generated a lot of heat. The addition of dual carburetors in 1937 did not revive interest, and the design was returned to the original configuration in 1938. This 1931 Indian 402 was purchased in the UK in 2001 and although complete was in need of a total restoration. This meticulous work was carried out over a five / six year period, the engine and gearbox were completely stripped and rebuild by a mark specialist in South East England at a cost of over £6,000.

The frame was repainted and the original body work repaired where necessary and also painted. The bike still retains the original John W. Brown MFG. Co. headlamp and glass and has the engine number EA 1853 clearly stamped on right hand engine case.Having only covered a few miles since the rebuild the bike remains in fantastic cosmetic and excellent mechanical order however the engine will continue to need running in, it has had a recent tune up and is reported to be in fine working order. The 402 is the rarest and arguably the best of all the Indian four cylinder motorcycles, this truly exceptional example is supplied with UK registration documents and a file of photos detailing the engine rebuild. Rarely seen this is a highly collectable and valuable motorcycle.

Lot 190

1954 Vincent Rapide Series C Registration Number: OYX 938

Frame Number: RC12290 Engine Number: F10AB/1/10390 Estimate: ÂŁ40,000 - ÂŁ50,000

Registered 19th July 1954 and retaining its original registration number OXY 938 this is a fully matching number series C Rapide. Unfortunately Vincent factory records for engine numbers above 9999 are not available and so the suppling dealer and first owner are not known, however we know this bike was sold by Atlantic Motorcycles in 1993 to the previous owner of some 22 years and kept in his collection for many years until his recent passing. A fine running example the bike has recently received a full service and fitment of a new 12v battery. The overall condition is very good, the bike has obviously been well maintained over the years, the paint is still in good order, there are no dents in the fuel tank and the bike has no signs of corrosion. The engine mating numbers E17V are clearly visible as are the both the upper frame member and rear frame member numbers of RC12290. A well presented and useable example it has been fitted with a new battery and battery box and is supplied with a VOC dating certificate, some old photos and the UK V5C. A useable and highly collectable example it is said to be in very good running order. Vincent V twins are at the fore front of the classic / collector motorcycle market at present, not only as a sure fire investment but they are also magnificent to ride, this is a good opportunity to acquire a correct matching number example at a sensible estimate as prices are continuing to rise.

Lot 191

1964 Bianchi 500cc Bicilindrica Bialbero Registration Number: Not Road Registered Engine Number: 6401

Frame Number: 6401 Estimate: £120,000-£140,000

These days Bianchi is owned by Piaggio and it makes high-quality racing bicycles, but for 70 years from 1897 Bianchi also made motorcycles. In the 1920s the Milanese firm turned out various single-cylinder and v-twin machines, some of which fared well in competition, and during the ‘30s a 498cc OHC single enjoyed racing success with one of the riders being Tazio Nuvolari. By the mid 1950s Bianchi was in financial trouble and ultimately, the vehicle division was merged with Fiat and Pirelli. Bianchi soldiered on though, and even went GP racing. Following the success of its 175 Tonale production bike in national racing in the late ‘50s, Bianchi’s chief engineer Lino Tonti – who had previously worked for Benelli and Mondial, and who from 1967 achieved greatness with Moto Guzzi – got the go-ahead for a 250 twin GP machine. The 250 racer appeared in 1960 and it featured a countershaft behind the crankshaft which drove the primary transmission and ignition. Despite this novel design, the motor proved too bulky and so Tonti built a very similar 350 version. This proved much more successful; Bianchis scored two 2nds, a 3rd and a 4th place in GPs during the 1961 350cc World Championship, with Bob McIntyre finishing a creditable 5th overall. Silvio Grassetti also managed 5th overall in the ’63 350cc title race, with Remo Venturi finishing 6th in 1964. By now Tonti had also built a 500 Bialbero GP machine. With a 6-speed gearbox, this twin-spark 454cc motor with geardriven overhead cams made 72bhp @ 10,200rpm, with useful power from 6,000rpm. It was reportedly easy to ride, the biggest problem apparently being wheel spin under hard acceleration.

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Over the previous winter Bianchi had developed its own brakes; 4-leading shoe at the front with twin leading shoe at the rear, all 230x30mm, while the half-cradle spaceframe and suspension now provided handling to MV’s high standards. Remo Venturi and his big Bianchi Bialbero won the 1964 Italian 500 title quite easily. Although success on the world stage was harder to come by, he also finished 2nd in the Dutch TT at Assen, being beaten only by Mike Hailwood’s MV four. The machine on sale here was the last of very few Bianchi 500 GPs ever produced. The engine – a development of Venturi’s racer – has a crankshaft made by Hoeckle in the 1960s with rare Dell’Orto carburettors. Although not documented, the story goes that this bike had been built especially for top British rider Derek Minter, but Bianchi went bust at the end of 1964, so Minter never received it. For the same reason it was never raced either. At the same time, legend has it that the company owed Ing. Lino Tonti money, and so as payment he loaded this disassembled machine into his Alfa Giulietta and, in four separate trips, took it back to his house! The bike remained in Tonti’s ownership for the next 32 years. Tonti died in 2002, but seven years earlier he had sold the bike to the current owner who has kept it in his collection for the past 20 years. That this very rare GP racer would be welcomed with open arms at the most prestigious classic events would be an understatement.

Lot 192

1960 Moto Guzzi 500 Falcone Sport Polizia Registration Number: Italian registered Engine number: FBI 98

Frame Number: FBI 82

Estimate: £7,000-£9,000

The Moto Guzzi Falcone was built from 1950 as a replacement for the the GTW model first produced in 1934. The Falcone was the last of the classic Guzzi singles with a horizontal four-stroke 500cc engine. The engine first saw the light of day in 1921 with a horizontal single-cylinder pushrod motor, with the ‘classic’ Mandello del Lario bore and stroke measurements of 88x82mm. The frame is a twintubed cradle design with telescopic forks and a rear swingarm with a spring under the engine and a pair of friction dampers. By the mid-1950s the Falcone’s popularity was waning, partly due to the popularity of the rival Gilera Saturno. However, demand from the Italian Traffic Police (who used the Falcone up until the 1970s) and the Guardia di Finanza was enough to keep it in production, with updates to the bike due entirely to the demands of the boys in blue. For example, in 1957 the Falcone received improved trim and an electric start. Production finally ended in 1967 with the introduction of the new V7. This military green Falcone is presented in lovely restored condition and comes with Italian Motorcycle Federation (FMI) certification.

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Lot 193

2004 Benelli Tornado Tre 900RS Registration Number: Unregistered

Frame Number: ZBNTB01024P100002

Estimate: £10,000-£15,000

In 1995 Andrea Merloni bought the rights to the Benelli brand from the industrialist Alejandro de Tomaso. Having seen Triumph succeed with its 3-cylinder engines, Merloni briefed a team to build a stylish and exclusive motorcycle around a distinctive three-pot engine. A pre-production design excercise was exhibited at the 1999 Milan show, and the first Tornado Tre rolled off the Pesaro production line in 2002. With the Tre’s trademark cooling fans in the seat hump, the 900RS model followed soon after. It’s powered by an 898cc fuel-injected triple that makes a claimed 143bhp @ 11,500rpm. The bike here is effectively unused with very few recorded kilometres, and it’s described as being in as-new showroom condition.

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Lot 194

1972 Moto Guzzi V7 Sport 2nd at Daytona in 1997 / FIM historic certificate Registration Number: Not Road registered Engine Number 108278

Frame Number: 16927

Estimate: ÂŁ14,000 - ÂŁ16,000

This well known Moto Guzzi race bike dates from 1972 and comes with an Italian FIM historic racing certificate. It took part at the 1997 Daytona race meeting ridden by Luca Viola taking a podium 2nd position. Fitted with a 950cc Scola engine said to produce about 95bhp it is fed by twin Kehin CR carbs, and has a close ratio straight cut gearbox, super rare 38mm magnesium front forks and a modified headstock to adjust the rake. A fantastic spec historic race bike fitted with many rare and valuable racing parts.

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Lot 195

2001 Ducati MH900 Evolutzione Registration Number: Not UK Registered Engine Number: ZDM904A2K*0115985*

Frame Number: ZDMV300AA1B000696

Estimate: £18,000 - £20,000

The concept of the MH900 evoluzione was drawn up by designer Pierre Terblanche in 1998 as a further homage to Mike Hailwood’s 1978 win of the Isle of Mann TT. Ducati had already produced a very successful ‘Mike Hailwood Replica’ based on the original 900 SS in 1979 that ran to 1985, this new bike was a way of introducing a very limited production special to a new generation. Initial production was to be started in 2000 and out sourced to Bimota, however following their collapse the bikes were hand built in Bologna at the Ducati factory in 2001 to 2002. During this time just 2,000 bikes were produced, the sale of which was conducted solely by the factory in the form of internet only orders known as ‘Business to Consumer’ (B2C) . This was a first for any motorcycle manufacturer and proved phenomenally successful as the first 1000 bikes were sold out in 31 minutes ! This example, number 639 was produced June 2001 and has only covered 12 Kms from new. Purchased by an Italian collector the bike remained unregistered until 2007 in his private collection. In absolutely ‘as new’ showroom condition it is offered here as an investment quality motorcycle. Supplied with paddock stand, all the factory handbooks and most important the official Ducati factory plaque confirming authenticity In addition it has a UK MoT until Oct. 2016, Italian registration documents and has been entered on to the UK NOVA system.

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Lot 196

c1992 Brough Superior SS120 Prototype Registration Number: Not road registered Engine Number G373B

Frame Number: SS120 Estimate: £60,000 - £80,000

Brough Superior motorcycles have received an enormous amount of press recently not just from the announcement of the much anticipated launch of the new motorcycle due to be available later this year but due to their recent records achieved at the Bonneville salt flats in Utah USA. Before the current owners acquired the company in 2008 it was part of Carmac Ltd. owned by engineer Alec Card, who also owned the rights, since the 1970’s to J A Prestwick Ltd, the famous engine company ‘JAP’. He and his son David had been building developing V twin engines based on the original designs making modifications along the way for some time but it was always their intention to reunite the two famous brands in one motorcycle. In the early 1990’s they turned there attention to producing replica frames based on the 1928 SS100 ( frame no. 963 ) that they then owned. This experimental model here was dubbed the SS120 and was constructed in about 1992. Not built for road use it loosely resembled a ‘Pendine sand racer’ and features a 1200cc, 90 bore / 99 stroke narrow case engine fed by twin concentric carburetors, with magneto ignition. The frame had been copper plated similar to the famous racing SS100 Brough ‘Moby Dick’. The front suspension is made from a set of replica Castle forks with a Triumph hub and brake, the rear hub was hand made. The gear box was also a specially built ‘super heavy weight’ 3 speed Sturmey Archer type that was modified just for this bike. Only two of these projects were started and this is the only one that was completed to this stage as further development would be required. Although the bike is in running working order it does not currently comply with any European road regulations. It is however constructed to a very high standard, with many one off parts made by hand. Offered here by auction for the first time it comes directly from the Card family who are still the current owners of JAP Ltd., a totally unique British built motorcycle, it is the only (Carmac / JAP Ltd) Brough SS120 prototype.

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Lot 197

1955 Parilla 250 GP Monoalbero Registration Number: Not Road Registered Engine Number: 0712

Frame Number: Z83168E

Estimate: £45,000-£55,000

Shortly after World War 2, Spaniard Giovanni Parrilla (two ‘r’s) ran a diesel pump repair and spark plug wholesale business in Milan. Obsessed with motorcycles and racing he acquired a Manx Norton, not to race, but to dismantle, measure and study. Along with employee Guiseppe Salmaggi, the pair soon set to work on the first Parilla prototype – a low-compression (due to the low-octane fuel available) 250 single with a gear-drive cam. Progress was swift; a 250 Sportster road bike and Corsa racer were introduced in the late 1940s, as was a newly designed 250 Bialbero version. With volume sales of small capacity two-stroke Parillas to the Italian market and exports of larger four-strokes to the USA, business was booming and Parilla expanded into a major concern. For reasons of cost, exotic twin cam Bialbero machines were limited in the events they were allowed to compete in, and so, in common with other Italian manufacturers, Parilla 250s were made in both single cam Monoalbero and twin cam Bialbero form. This 250 Monoalbero GP was raced in Germany from 1955 to 1960. It formed part of a collection there for many years, and was completely restored there a little over ten years ago. Great effort was made to preserve the machine’s originality and the original, aluminium ‘dustbin’ fairing has been preserved, as evidenced by photos taken prior to restoration. Having been run at a Schottenring event in 2002, the bike was returned home to Italy to join a collection there. It is understood that as few as six of this type of racing Parilla 250 were built to this specification. With a lightweight small-tube frame, it’s very different from the Parilla 250 road machines of the time. It’s not known how many have survived, but another example resides in the Barber Collection in the US. This Parilla is a superb example of 1950s Italian creativity and craftsmanship. Back then machines such as this really stood out, and they continue to do so day.

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Lot 198

1931 Matchless 592cc Silver Hawk - Earliest known example Registration Number: LJ 3153

Frame Number/Engine Number: : 512/B528

Estimate: £35,000 - £40,000

Matchless, founded by the Collier brothers, remained one of the strongest performers in the industry, even in the 1930s depression, a period which saw many of its rivals in serious trouble. Despite this, both Matchless and rivals Ariel launched four-cylinder models in 1931; the technically-brilliant Matchless lasting for four years only, the less-radical Ariel going on into the ‘fifties. The Matchless Silver Hawk was launched during the 1930 Motorcycle Show at Olympia, London as their range-leading luxury model. The amazing example you see here has not only been comprehensively restored, but also comes with continuous ownership from new. Built in 1931 on what is now recognised as the oldest surviving Silver Hawk frame, this amazing survivor has only 5 recorded owners from new, with incredibly only one owner from 1956 to 2014. The first registered keeper was a Mr. Leslie McEvoy from Sidcup, Kent, who enjoyed his new motorcycle until 1951, after which he passed it on to a Mr. Peter Barnett from Chesham, and then to a Mr. Patrick Coates from Thames Ditton, who kept the Matchless until 1956. In 1956 the Matchless was sold to Mr. Alan Lewis, who owned the bike for 58 years. Mr. Lewis used the bike for commuting and cross-country dashes, where he found the sprung frame and flexible engine both highly capable, and very entertaining. After some years it was placed into long term storage, only to be unearthed last year. During 2014/2015 the bike enjoyed a highly comprehensive restoration, which has only just been completed. The mechanical work was undertaken by leading Matchless specialist Roger Ashby, who rebuilt the engine and gearbox, amongst other mechanical components. This magnificent bike is said to run very well, having had its maiden journey in early October after nearly 58 years in storage and an 18 month restoration. This motorcycle is the earliest frame recorded by the Matchless Silver Hawk register and will be sold with its original instruction book, parts book, two 1950s tax discs and restoration file. Supplied with a current V5 and original buff log book, this is a fabulous example of an iconic motorcycle, and a genuine once in a lifetime opportunity. Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.

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Lot 199

1957 Parilla 250 Bialbero GP Registration Number: Unregistered for road Engine Number: 00112

Frame Number: 00112 Estimate: £65,000-£75,000

Shortly after World War 2, Spaniard Giovanni Parrilla (two ‘r’s) ran a diesel pump repair and spark plug wholesale business in Milan. Obsessed with motorcycles and racing he acquired a Manx Norton, not to race, but to dismantle, measure and study. Along with employee Guiseppe Salmaggi, the pair soon set to work on the first Parilla prototype – a low-compression (due to the lowoctane fuel available) 250 single with a gear-drive cam.Progress was swift; a 250 Sportster road bike and Corsa racer were introduced in the late 1940s, as was a newly designed twin-cam 250 Bialbero version. With raised compression this initially made 21hp and weighed under 115kg. With volume sales of small capacity two-stroke Parillas to the Italian market and exports of larger fourstrokes to the USA, business was booming and Parilla expanded into a major concern. In competition, Parilla 250s twice won the prestigious Milan-Taranto event during the 1950s while, in Germany, factory 250 and 350 Parilla singles ridden by Roland Schell dominated the road race scene there.The 1957 matchingnumbers GP machine offered here is the final incarnation of the Parilla 250 to be built. Apart from the DOHC arrangement, it’s powered by fundamentally the same bevel gear motor as the SOHC 250 Corsa’s introduced about a decade earlier, but it has a more advanced, braced frame with modern rear suspension and magnesium brake drums. In 1962, Giovanni Parrilla sold his company and the Milan factory was closed. At the same time, an engineer by the name of Cozzi had factory connections, and he acquired this ex Parilla Corse racer, in bits, from the factory. Cozzi reassembled the bike and sold it to the Rumi family where it formed part of that family’s collection for many years. Following that it joined Taglioretti collection before being passed the current owner. This ex factory Parilla racer is a very rare, desirable and thus highly collectible example of 1950s Italian engineering and flair.

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Lot 200

1938 Benelli 250 SS Bialbero Registration Number: Not Road Registered

Frame Number: 25-9609 Estimate: £48,000-£52,000

Following the success of its 175cc single-cylinder racer and the derivative 250 version during the early and mid 1930s, the Benelli factory embarked on the creation of a new 250 racer for the 1938 season. Devised by brothers Giuseppe and Giovanni Benelli, the new machine bore resemblance to its 250 predecessor, but it was pretty much an entirely new design. The engine was still a vertical DOHC single, but with a new 65x75mm bore and stroke, capacity was slightly increased from 246.7 to 248.8cc. The twin overhead cams were driven by a redesigned geartrain, which also drove the Marelli magneto and oil pump. The oil feed to the now fully enclosed valve gear was cast into the geartrain’s alloy cover, and the ’38 250 also featured a new, Benelli-designed 4-speed gearbox. A bigger 28mm Dell’Orto carburettor and a new long-length exhaust also contributed toward 26bhp at 8,400rpm – sufficient for a competitive 115mph top speed, although there wasn’t useful power below 6,000rpm. The simple cradle frame and front girder forks remained relatively unsophisticated, but the new 250 did boast swinging arm rear suspension – a significant step forward from the previous model’s rigid rear end. The 1938 European Championship season went well for Benelli. Although DKW eventually took the 250 title, the Pesaro firm’s machines took all three podium positions in the Italian 250 GP at Monza, a race run concurrently with the 350cc class. As a bonus, the first two 250 Benellis beat the 350 class winner Ted Mellors and his Velocette.

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This Monza performance so impressed multiple GP winner Mellors, that he approached Benelli about securing a 250 for the following yearâ&#x20AC;&#x2122;s Isle of Man Lightweight TT. Briefly, Benelli lent him a 250 Bialbero, along with just one mechanic and a few spares, and this was sufficient for Mellors to be fastest in practice and secure both his and Benelliâ&#x20AC;&#x2122;s first TT win, beating formidable opposition from the DKW and Moto Guzzi factory teams and their supercharged machines. Coincidentally, and unlike the earlier 1935-37 250 racer, the â&#x20AC;&#x2122;38 model was both a works machine and available to privateer riders, and the example offered for sale here (engine no. 200027) is one of those customer bikes. It is in restored condition throughout and comes with German historic vehicle documentation obtained in November 2002. Since then it has formed part of two private collections in Italy, the latter from 2011.

Lot 201

1936 Bianchi 175 Freccia d’Oro Registration Number: TBA Engine Number: 41112

Frame Number: 41112

Estimate:

Without sacrificing its originality, this beautifully proportioned, matching numbers Freccia d’Oro was fully restored in Italy about ten years ago.

£8,000-£10,000

Lot 202

1989 Yamaha YSR50 Registration Number: Not Road Registered

Frame Number: 2AL071498

Manufactured from 1986 to 1992, the YSR50 had the look of a scaled-down YZR500 GP racer. It’s powered by a 49cc two-stroke single (7PS @ 8,800rpm) with a 16mm Mikuni carb and kickstarter. It has a 5-speed gearbox, (1 down, 4 up), a front disc brake and many other features found on bigger sportsbikes. With a 650mm seat height, it weighs just 75kgs dry. Finished in Yamaha France racing colours of the period, this lovely little machine comes with its Japanese owner’s manual and it’s described as being in ‘as new’ condition with only 290kms (180 miles) showing on the clock.

Estimate: £2,500-£3,500

114

Lot 203

1951 BMW R51/2 Registration Number: TBA

Frame Number: 508061

Engine Number: 9229

Immediately after the war, Germany was precluded from producing motorcycles of any sort by the Allies. When the ban was partially lifted for small capacity machines, BMW put its efforts into the 250cc R24 – a pre-war design. Soon after the ban was fully lifted, the Munich maker introduced the R51/2 in 1952. It was also a pre-war design and it was only produced for one year as it was soon succeeded by the lightly modernized R51/3. The /2 and /3 both featured flat-twin air-cooled 500cc engines, an exposed final drive shaft, telescopic forks and plunger rear suspension. This R51/2 is offered in restored condition.

Estimate: £8,500-£10,000

Lot 204

1978 Honda CB550 by Bomber Registration Number: Unregistered Engine Number: 1045859

Frame Number: 2093602

This is a Honda that has been customised by the artisans of the Bomber Motorcycle Garage of Milan. It is the first of three, and it comes with ‘WE ARE ANIMALS’ written on the fork sliders along with a declaration of authenticity.

Estimate: £3,500-£4,500 Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.

115

Lot 205

1995 Harris Suzuki GSX-R1340 by CR&S Registration Number: Unregistered

Frame Number: HP1000

Estimate: £30,000 - £35,000

This Harris Suzuki was one of the first produced by CR&S, with machine preparation by Domenico Pettinari. (Pettinari’s CV includes heading up the well-funded Bepi Koeliker Triumph racing department in the late ‘60s and he’s worked at World Championship level with star riders Gianfranco Bonera (Yamaha) and Gaston Rahier (Gilera) to name but two.) By way of a Yoshimura kit, the standard 1,074cc Suzuki engine (no. V715100677) has been enlarged to 1,340cc, and with four 41mm Keihin flat-side carbs it’s claimed to produce 170hp at 14,000rpm. The Yoshimura parts include cams, timing gears, valve springs, engine covers and 4-into-1 race exhaust, and these are complimented by 80mm Cosworth pistons, Carillo rods, an RK timing chain and more. A 22-litre alloy fuel tank sits atop a Reynolds-tube Harris frame with a braced aluminium swing arm and Harris rearset assemblies. The front forks are 42mm upside-down units, adjustable for compression and rebound damping, while at the rear there’s a multi-adjustable Ohlins monoshock attached to a rose-jointed rising-rate linkage. The 17-inch wheels are of 6-spoke pressed aluminium design and braking is provided by twin 330mm floating discs with 6-piston Performance Machine calipers, with a single 220mm disc and 4-piston PM caliper at the rear. As one of only five Harris/Suzuki/CR&S machines built, the bike was purchased new from Roberto Crepaldi in 1995, and it has remained in the same ownership since then. It was also the subject of a substantial feature in the April 1995 issue of Motociclismo magazine, Italy’s leading motorcycle monthly. With an astonishing power to weight ratio of 966bhp per tonne, and the very best chassis and ancillary parts, this high-spec bespoke motorcycle would, in the right hands, be a very quick track-day weapon and/or a highly competitive steed for post-classic racing and parades.

116

Lot 206

1972 Laverda 750 SFC MK1 Replica Registration Number: Italian Registered Homolgation Number DGM.9217.OM

Frame Number: LAV. 750C 8976 Engine Number 750 8976

Estimate: £11,000 - £15,000

This is a fantastic bike was inspected by Piero Laverda on the 26th May last year in which he states that the bike was based on a correct and original SF made in the spring of 1972 that was probably converted in period to SFC specification for racing in FIMI club races in the Production racer class. He goes on to state the the bike has numerous original SFC parts that are listed in his report and these were available from the factory as spares to potential privateer race teams or individuals. The report concludes that the engine upgrade parts were also available but to certify one would have to dismantle the engine to be sure. It is supplied with a copy of this report in its native Italian and an English translation, it is even registered as an SFC on the Italian registration documents. It is reported to run very well with a sound like ‘thunder’. A 1970’s Italian thoroughbred at its very very best these bikes are simply phenomenal to ride if you are man enough to tame them.

117

Lot 207

1967 Honda CB450D One of only three examples known to exist in Europe Registration Number: UK Registered Engine Number: CB450E/1020244

Frame Number: CB450/1022530

Estimate: £8,000- £10,000

The Japanese motorcycle industry first made an impact outside its homeland with small-capacity commuter bikes and lightweights, and for many years the view prevailed in North America and Europe that they were incapable of building effective large-capacity machines. The arrival of the Honda CB450 in 1965 should have dispelled any lingering doubts about Japan’s intention to compete in all sectors of the market. Known affectionately as the ‘Black Bomber’ after its black finish, the CB450 was Honda’s largest model when launched and capitalised on experience gained with a succession of smaller-capacity twins. Nevertheless, the CB450 departed from Honda’s usual practice in a number of ways, in particular its use of twin overhead camshafts, torsion-bar valve springs and constant-velocity carburettors. The tubular frame - replacing Honda’s traditional fabricated spine type - was another departure from the norm. With a top speed of over 100mph and a standing quarter-mile time in the 14-second bracket, the refined CB450 sounded the death knell, not just for the traditional British 500 but for the entire UK industry which, ever complacent, found itself at an ever increasing disadvantage in the allimportant US marketplace The CB450D is a Honda ‘special edition’ of the CB450K0 Black bomber. When the CB450K1 5 speed model came out following the K0 4 speed version, there were several unsold 4 speed K0’s at Honda and in dealers showrooms. In order help sell the old 4 speed model, Honda came out with the ‘D’ kit, upgrading the street bike to a scrambler version, high pipes, sportier tank, seat and panels and some other changes. This new styling proved to be successful, so much so that Honda decided to produce ‘CL’ versions for all the following 450 and 350 twins. This is the only high pipe derivative of the CB350/450 twins that has a pipe either side. As only a limited number of the CB450K0’s were fitted with a ‘D’ kit, this bike is one of the rarest street bikes in existence, possibly less than 10 remaining. An original ‘D’ was being offered at AMA Ohio vintage days for $8,500 making it a highly prized accessory set. This bike has been the subject of a no expense spared ground up restoration with 100’s of NOS parts used. The bike has been imported from a private collection in Michigan USA last year and is supplied with a current MoT and V5C logbook. A super rare opportunity as there are only 3 other known examples existing of this model in Europe.

118

Lot 208

1973 Kawasaki H1F 500 Registration Number: Unregistered

Frame Number: H1F-07363 When Kawasaki brought out the 3-cyl 2-stroke H1 Mach III 500 in 1969, it was the fastest accelerating production machine on wheels, two or four. Capable of ripping up the quarter-mile drag strip in 12.9 seconds, it could leave even the hottest of Detroit’s pre-oil crisis musclecars inhaling its blue exhaust fumes and white tyre smoke. Boasting a claimed 60hp, it could also hit 125mph. Performance like this was outstanding for any production bike, let alone a pint-sized 500.

Estimate: £6,000-£8,000

While Kawasaki had concentrated on the H1’s performance, it hadn’t paid too much attention to its handling or brakes, which weren’t a match for the engine’s power, or indeed its sharp powerband from 6,000rpm upward. It was a controversial bike that was either loved – for its incredible performance, or hated – for its dodgy chassis and huge thirst for fuel. What can’t be argued with is that a racing version finished 2nd in the 1970 500cc World Championship and, at the Monza GP that year, seven of the top 10 finishers were Kawasaki triples. The H1 stayed in production in various guises until 1976, and during that time it was restyled, tamed and refined. The 1975 H1F here shows a little under 17,000kms (c.10,500m) on the odometer. The tank was recently repainted, and the bike is fitted with Marzocchi shocks, but otherwise it’s in good original cosmetic condition. An exciting and desirable giant-killer.

Lot 209

1930 Motosacoche 500 Type 409 Registration Number: Italian registered

Frame Number: 26344

Motosacoche was founded in 1899 in Geneva. The company was once the biggest Swiss motorcycle manufacturer, known also for its MAG (Motosacoche Acacias Genève) proprietary-engines used by other European motorcycle manufacturers. The first products were auxiliary bicycle engines that came in a subframe and could be bolted into a conventional bicycle. The firm progressed, and with factories in France and Switzerland and Italy, MAG supplied engines to a number of well-established British and continental motorcycle makers. Motosaccoche also started manufacturing machines in its own name, and when the Bol d’Or 24hour was first held on the outskirts of Paris in 1922, the winning rider (just the one back then…) covered more than 750 miles on a 500cc Motosacoche. In 1928, Motosaccoche rider Wal Handley won the 350cc and 500cc European Championship titles. Estimate: £6,500-£7,500

The overhead valve 500cc Type 409 was produced for two years in 1928 and 1929. Despite this machine’s original condition and delightful patina, we are informed the engine starts upon first kick.

119

Lot 210

1972 Honda CL450 K5 Registration Number: Not UK Registered Engine Number CL450E/5003462

Frame Number: CL450/5003676

The sister bike to the Honda CB450, the CL450 was the ‘Street Scrambler’ model designed specifically for the American market. Featuring Honda’s 444cc DOHC parallel twin engine it was both powerful with good handling and proved to be very popular. This very original K5 example from 1972 was part of a private collection in Delaware, USA. It remains in original unrestored condition, even the paintwork is original and represents a worth while project as these bikes are both rare and not often seen in Europe. The UK NOVA has been completed and all taxes/duties are paid making UK registration straight forward as it is supplied with a USA certificate of title.

Estimate: £2,500 - £3,500

Lot 211

1973 Kawasaki 350 S2 Registration Number: UK Registered Engine Number: S2E/29694

Frame Number: S2T/01444 The Kawasaki S2 350 cc two stroke featured a three cylinder motor which superseded the early the rotary disc valve twin-cylinder Kawasaki A7 Avenger. It’s production life was short running for just 2 years and as such is a relatively rare model. This example is in its original condition having been imported from the USA. Said to be in running condition it is supplied with a UK V5C log book and current MoT, currently showing 9,783 miles.

Estimate: £2,000-£3,000

120

Lot 212

1980 Suzuki GS1000S Wes Cooley Replica Registration Number: OKH407V Engine Number GS1000145575

Frame Number: GS1000528352

Estimate: £7,000 - £9,000

In 1978 Suzuki introduced their large capacity 1000cc sports bike, with the GS1000E, to match their rivals in the one litre class stakes. This was the year that Honda had the GL1000 (and later in ’78 the six cylinder CBX1000) and Kawasaki had their Z1000, so Suzuki were left wanting prior to the introduction of the GS1000E. Big capacity motorcycles were all the rage. In 1979 Suzuki gave customers the GS1000S, an upgrade on the GS1000E with a strong hint, in the styling department, at the AMA Championship winning race bike ridden by Wes Cooley. In 1978, Pops Yoshimura, and rider Wes Cooley, ditched Kawasaki and joined Suzuki. The Suzuki motor was very tough and delivered 90bhp from the crate. The superior handling and lighter GS1000 proved highly successful. In 1979 Wes Cooley won the AMA Superbike Championship on the Suzuki. The victory meant Wes Cooley’s name was now inextricably linked with Pops Yoshimura’s Suzukis. Although Suzuki never named the bike after him, the GS1000S was nick named the Wes Cooley Replica by the adoring public. Styling was taken from Cooley’s championship winning machines, with the blue/white paint job and bikini fairing. This was as close as the public were going to get to a race replica from any Japanese motorcycle manufacturer, especially as Honda had permanently sold out of the limited edition, hand built CB750 Phil Read Replica. The fine handling Suzuki became iconic in its day and is now a highly collectible Japanese classic motorcycle. This particular example has a fine set of, impossible to find, standard exhausts. It is showing 63,000 kms and has been with the current owner collector for nearly two years. Last year the owner rode this fine machine on holiday in the South of France. It is clear that this fine example has been cherished through out its thirty-five year life. It is almost impossible to find such original examples of this fine machine, as the fashion in the 1970s and 80s was to ditch standard exhausts, airboxes and shock absorbers, and replace them with after market go-faster items. Stock machines such as this are so hard to find and so very rare. This example is a 1979 model first registered in 1980. Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.

121

Lot 213

1956 Moto Guzzi 350 Bialbero Registration Number: Unregistered for road

Frame Number: 350*56*06

Estimate: £120,000 - £125,000

One only has to check the record books for confirmation of the Moto Guzzi 350 Bialbero’s success. In five years it took five consecutive 350cc World Championships. The victorious riders were Fergus Anderson in 1953 – the 350’s debut year, Anderson again in ’54, Bill Lomas in ’55 and ’56, and finally Keith Campbell in ’57 – the year the Mandello del Lario factory retired from GP racing. During those five seasons the three (British!) champions notched up 17 350-class GP wins along with 23 podiums and 17 fastest laps between them, all on Moto Guzzi’s terrific 350 Bialbero. Having previously taken Guzzi’s 250 racer to three 250cc GP wins and four further podiums, it was Anderson who persuaded the factory to build a 350-class contender. Naturally enough, the 350 was closely evolved from Guzzi’s technically innovative and successful 250 racer, which won World titles in 1949, ’51 and ’52. The 350 inherited the 250’s highly developed frame, which also served as an oil tank/cooler, while its engine actually started out at 317cc, but modification of the crankcases, along with a bigger piston in a larger cylinder, brought it up to 349cc during the 1955 season. The increasing use of lightweight alloys with magnesium cases and brake hubs was also important, but another major contributor to the 350 Bialbero’s success was its then highly futuristic full dustbin fairing, developed in Moto Guzzi’s own wind tunnel. This helped the 350 along to a near-140mph top speed, while also reducing fuel consumption to the extent that at some circuits the 350 Bialbero didn’t need to stop to top-up when others did. Previously owned by a ewll known Italian journalist and Moto Guzzi test rider, this 350 Bialbero was sold in the mid 1990s to the current owner, and has formed part of the same collection for the past 20 or so years. Such successful GP racers are rare, with the opportunity to purchase rarer still...

122

Lot 214

1949 Mondial 125 Bialbero GP Registration Number: Not Road Registered Engine number: 012

Frame Number: 736

Estimate: £50,000-£55,000

In the first three years of the newly established road racing World Championships it was AJS, Benelli, Gilera, Moto Guzzi, MV Agusta, Norton and Velocette riders who shared all the titles between them in the larger classes. But in the 125cc class, Italian Mondials reigned supreme. Fratelli Boselli of Ancaro was established between the wars by Count Guiseppe Boselli and his three brothers. The firm produced tricars up until 1939, but although bombing destroyed their premises during the war, they quickly rose from the ashes. With an advanced 11bhp 125 SOHC dry-sump engine designed by Alfonso Druisiani, the new machine soon took shape. Before long this developed into a 123cc DOHC ‘Bialbero’ version and, with the Mondial name now on the tank and Nello Pagani riding, it won first time out at the 1948 Monza Grand Prix. The following year brought the inaugural GP World Championships. With power now up to13bhp, Mondial absolutely dominated the 125 class with riders Nello Pagani, Bruno Ruffo and Carlo Ubbiali winning back-to-back-to-back championships for Mondial. So dominant, in fact, that the little Bialberos won all of the eleven 125cc GPs from 1949-51, all with the fastest lap. Mondials also filled nine further GP podium positions while, in the 1951 Isle of Man 125cc TT, Mondials finished first to fourth with the winner recording a 75.4mph fastest lap. And all this against opposition from the likes of MV Agusta, Morini, Montesa and Excelsior. This exquisite 1st-series example is in the same configuration as Pagani’s 1949 125 world title-winning machine. It’s also one of the six racing bikes that were sold by Mondial when the company was liquidated in 2005. It is in beautiful restored condition and comes with a Certificate of Authenticity from Mondial S.p.A.

123

Lot 215

1980 Yamaha XS1100E Registration Number: GOG 526W Engine Number: 2H9004880

Frame Number: 2H9004880

Estimate: £8,000 - £10,000

In 1978 Honda had the GL1000 (and later that year the mighty six cylinder CBX1000), Kawasaki the Z1000 and Suzuki had launched the fine handling GS1000, yet Yamaha were nowhere to be seen at the litre class. They had the iconic XS650 twin and the XS750 triple. So, for the 1978 season they launched the behemoth XS1100 with 95bhp on tap. At 258 kilos, it was no lightweight, but came with some great technological advances. It was the first inline four machine to boast 34mm Mikuni constant velocity carbs. It also featured a unique “polyspheric” combustion chamber, which produced the same volumetric efficiency as the hemispherical combustion chamber without any of the drawbacks. So Yamaha had achieved lighter weight pistons with greater heat dissipation, which allowed a higher compression ratio. The XS1100 wasn’t just an XS750 with an extra cylinder, it was a more free revving engine with enormous grunt. This monster produces 9.2 kgf-m which translates to 66.5 lb/ft of torque at 6500 rpm. They became the long distance motorcycle couriers’ weapon of choice. Shaft drive, ultra reliable engines that would run for miles and more power than you could ever use in town. Many were ridden to destruction. Custom bike builders loved them and made insane choppers from them, Trike builders could not get enough of them due to the torque. All of this meant that we are left with very few unmolested examples today. This fine and presentable example has undergone a thorough restoration, every fastener is stainless steel and every clip has been renewed. The frame was powder coated, brakes rebuilt, engine rebuilt and the machine rides like a new, it is supplied with a current MoT and UK V5. This is the monster missing in the Japanese motorcycle collector’s array. Riding and owning this machine will put a massive smile on any enthusiast’s face.

124

Lot 216

1957 MV Agusta 250 Raid ‘Disco Volante’ special Registration Number: Italian registered Engine number: 250 655

Frame Number: 250 621

Estimate: £12,000-£15,000

The MV 250 Raid was produced between 1956 and 1962. It was a variant of MV’s ‘everyday’ 250 model, but just 800 Raid models left the Casina Costa (near Milan) factory. It was powered by a single-cylinder, two-valve pushrod 4-stroke with a 22mm Dell’Orto carb and it made 19hp. The MV on sale here was prepared by Vigna, a well-known MV dealer. As is noted on the bike’s MV Agusta registry document, it was inspired by the MV 175 CS ‘Disco Volante’ (Flying Saucer) of 1954. That 175 had a fuel tank which was heavily flared at the bottom (a feature repeated on the later 4-cyl MV 750 Sport) and so was nicknamed ‘Disco Volante’. The supersport 175 version – the CSS – also had Earls fork front suspension, a feature also found on the 250 here. This MV also has a one-into-two silencer system, a bikini fairing and screen, and a humped seat from an MV 750 Sport. This rare and unusual machine is presented in immaculate restored condition.

125

COYS AUCTION SPRING CLASSICS

Featured in 2015

An Important Auction of Fine Historic Automobiles

ENTRIES INVITED March 8th 2016 London

COYS LONDON Manor Court, Lower Mortlake Road, Richmond, TW9 2LL, United Kingdom Tel. +44 (0) 208 614 7888 Fax +44 (0) 208 614 7889 auctions@coys.co.uk www.coys.co.uk

COYS EUROPE Michael Haag Elisabethstr. 4, D-68165 Mannheim, Germany Tel: +49 (0) 621 412004 Fax: +49 (0) 621 415551 coyseurope@web.de

COYS EASTERN EUROPE AND GREECE Dimitrios Spyropoulos Tel: +44 758 296 2289 dimitrios@coys.co.uk www.coys.co.uk

COYS ITALIA Giuliano Fazi +39 335 148 8303 giuliano.fazi@coys.co.uk

COYS AUCTION

Techno Classica 9th April 2016

Coys are pleased to announce their important sale of sports, sports racing and collector motor cars.

entries are invited

for this important sale at Europe’s premier historic car exhibition Offered in the 2015 Edition:

1929 Isotta Fraschini 8A Faux-Cabriolet Cesare Sala

1949 Alfa Romeo 6C 2500S Freccia d’Oro Sports Saloon

1988 Porsche 959 Coupé

1980 BMW M1 – 1,650 kms Two Owners From New

1938 BMW 328 Roadster

1972 Ferrari Dino 246 GT – Two owners from new

1955 Mercedes-Benz 300SL Gullwing

1963 Ferrari 250 GTE 2 owners from new

1963 Maserati Sebring

COYS LONDON Manor Court, Lower Mortlake Road, Richmond, TW9 2LL, United Kingdom Tel. +44 (0) 208 614 7888 Fax +44 (0) 208 614 7889 auctions@coys.co.uk www.coys.co.uk

COYS EUROPE Michael Haag Elisabethstr. 4, D-68165 Mannheim, Germany Tel: +49 (0) 621 412004 Fax: +49 (0) 621 415551 coyseurope@web.de

COYS EASTERN EUROPE AND GREECE Dimitrios Spyropoulos Tel: +44 758 296 2289 dimitrios@coys.co.uk www.coys.co.uk

COYS ITALIA Giuliano Fazi +39 335 148 8303 giuliano.fazi@coys.co.uk

europe

CLASSIC CAR FINANCE

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offer advice to both sides of a sales transaction.

Prestige Car Finance has been used for over 10

If you are looking to finance a classic car either

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COYS

COYS HOTEL DE FRANCE TOUR 13TH – 17TH APRIL 2016 Join andChris television Join Coys Coysauctioneer auctioneer Routledge personality Chrisdriving Routledge on an exclusive tour on withanthe likeexclusive driving tour with minded enthusiasts. Visit thelike-minded attractive Loir, enthusiasts. Visit the attractive Loir, Loire Loire & la Sarthe regions of France. Stay &atlathe Sarthe regions France. Stay at the spiritual Le of Mans racing home of spiritual Le Mans of Aston Aston Martin, Fordracing GT40,home Porsche 917 and Martin, Porsche and Mirage Ford Ford.GT40, The tour will be 917 accompanied Mirage FordCook, taking. The tourexpert will beand ex by Maitland a Le Mans accompanied Maitland Cook, a Le member of theby John Wyer race team. Mans expert and ex member of the John Wyer race team. You have the benefit of: • Three nights in the hotel, so you have time to unpack, relax and return to this delightful location each day • Visiting Le Mans, the 24hr race museum and enjoying the beautiful empty country roads in the surrounding areas • Taking in the magnificent chateaux on the Loire • Enjoying a tasting at the local vineyard on Friday night • The chance to take your car out on track

THE HOTEL

The Hotel de France faces the quiet, small and picturesque square of La Chartre- sur-le-Loir, and represents all the old traditions and values of French hospitality, cooking and comfort that used to be the norm. The hotel has an attractive garden and heated swimming pool which face onto the Loir itself. The bedrooms have been recently renovated to a sophisticated and high standard.

Those who appreciate good wine will be pleased to know that the hotel is in the centre of the Vallée du Loir region, with such well known wines as Jasnières and Coteaux du Loir, both of which will be sampled!

For lovers of motor racing and period cars, it is perhaps the most famous motoring hotel in France. Soak up the atmosphere, enjoy the breath taking Le Mans 24 Hour race history and personalities displayed throughout the hotel and illustrating the racing heritage that includes four outright winners at the 24 Hour Race.

FOR FURTHER DETAILS OF THIS TOUR CALL THOMAS AT CLASSIC GRAND TOURING TEL. 01483 281 282 EMAIL THOMAS@CLASSICGT.CO.UK

No:

Londonâ&#x20AC;&#x2122;s Award-winning Independent Hotels

17 London locations 2000 luxury guest rooms and suites 2000 plus capacity in state-of-the-art conference and events spaces T: +44 (0)20 7233 7888 | E: reservations@grangehotels.com www.grangehotels.com @grangehotels

CONSULTANTS COYS HEAD OFFICE & SHOWROOMS Guy Newton, James Good George Nicole COYS, Manor Court, Lower Mortlake Road, Richmond, TW9 2LL, United Kingdom Tel. +44 208 614 7888 Fax +44 208 614 7889 auctions@coys.co.uk www.coys.co.uk

COYS EUROPE Michael Haag Elisabethstr. 4, D-68165 Mannheim, Germany Tel: +49/(0) 621 412004 Fax: +49/(0) 621 415551 coyseurope@web.de

SOUTH AND SOUTH WEST OF ENGLAND Mr Jamie Dutton Forshaw Upper Pennington House, Middle Common Road, Lymington, Hampshire SO41 8LE 07770 410104 jamiedf@mac.com

SCOTLAND & NORTH OF ENGLAND Alastair Brown Allanbank100 Kirkhill Road Penicuik Midlothian Eh26 8JF 07810 433381 scotland@coys.co.uk

COYS ITALIA & SOUTHERN EUROPE Giuliano Fazi 6 Lacets Saint Leon 98000 Monaco giuliano.fazi@coys.co.uk +39 333 2341 614

COYS GREECE Dimitrios Spyropoulos Manor Court, Lower Mortlake Road, Richmond, TW9 2LL, United Kingdom Tel: +44 758 296 2289 dimitrios@coys.co.uk

COYS COMPETITION CAR CONSULTANT Julius Thurgood direct@juliusthurgood.co.uk 07850 361159

INDEX Lot 163 164 200 158 193 157 146 191 201 103 129 116 148 153 203 196 65 117 122 178 114 162 145 125 188 149 141 156 123 195 115 168 170 173 177 159 131 183 161 174 205 152 118 151 121 138 104 204 210 111 207 113 171 175 189 107 137 119

Year Make Model 1955 Ariel Square 4 G Mk II 1912 BAT TT 1938 Benelli 250 SS Bialbero 1936 Benelli 250 Bialbero GP 2004 Benelli Tornado 900RS 2006 Benelli Tornado 1130 2006 Benelli Tornado Superstock 1964 Bianchi 500 2cyl Bialbero 1936 Bianchi 175 Freccia d’Oro 2001 Bimota DB4 1990 Bimota YB9 SR 1994 Bimota SB6 1100 1972 BMW R75/5 Imola 1943 BMW R75 combination Afrika Korps 1951 BMW R51/2 1992 Brough Superior SS120 1927 Brough Superior 680 1971 BSA A65 Flat Tracker 1987 Cagiva 500 GP 1952 Capriolo 75 cc 1955 Ceccato 100 Bialbero GP 1914 Clyno 1954 CM 250 SS 1957 Ducati 125 Bialbero GP 1992 Ducati 888 SP4 1961 Ducati 250 Trialbero 1978 Ducati 900SS 1997 Ducati 996 SPS JHP Corsa 1973 Ducati 750 S Road Race Special 2001 Ducati MH900 Evolutizone 1987 Ducati 750 F1B 1996 Ducati 916 SP3 1983 Ducati TT2 600 1969 Ducati 350 Racer 1954 Ducati 125 Sport 1917 Excelsier 1000 v-twin 1925 Fongri 575 Sport Lusso 1559 Gilera GT Sport 1921 Harley-Davidson Model WJ 1983 Harley-Davidson XR1000 Cafe Racer 1995 Harris Suzuki GSX-R1340 1916 Henderson 4c Model F 1982 Honda CX500 Turbo 1981 Honda CBX1000 1994 Honda RVF750R RC45 1973 Honda CB750 K2 1975 Honda CB400F 1978 Honda CB550 by Bomber 1972 Honda CL450 K5 1974 Honda MT250 K0 1967 Honda CB450B 1970 Honda CB750 K0 1979 Honda CB750 Phil Read Replica 1985 Honda VF1000R 1931 Indian Four Type 402 1970 Jawa Speedway bike 1987 Kawasaki GPz750 Turbo 1981 Kawasaki Z1300

Lot 208 211 106 132 150 206 169 184 198 214 140 166 144 160 139 213 192 130 194 101 176 186 182 209 134 172 216 135 179 143 105 108 199 197 155 109 154 120 123 133 142 110 128 212 187 126 180 181 185 190 167 147 136 202 127 102 215 112

Year 1973 1973 1974 1973 1971 1972 1958 1956 1931 1949 1957 1956 1933 1956 1951 1956 1960 1955 1972 1964 1953 1965 1956 1930 1953 1955 1957 1959 1954 1976 1972 1966 1957 1955 1955 1959 1939 1930 1939 1929 1938 1987 1976 1980 1994 1960 1959 1956 1974 1954 1950 1917 1985 1989 1974 1972 1980 1980

Make Model Kawasaki H1F 500 Kawasaki 350 S2 Kawasaki MC1M 90cc Laverda 1000 3C Laverda 750 SFC replica Laverda SFC 750 MK 1 Replica Linto 500 GP Maserati L160 Turismo Matchless Silver Hawk Mondial 125 Bialbero GP Mondial 250 Bialbero Mondial 250 GP Montgomery JAP 350 Moto Guzzi 8c 1956 replica Moto Guzzi 500cc Bicilindrico GP Moto Guzzi 350 Bialbero Moto Guzzi 500 Falcone Sport Moto Guzzi 580 Racer Moto Guzzi V7 Sport Moto Morini 125cc Corsaro Veloce Moto Morini 175 Moto Morini Corsaro 125 Motobi Spring Lasting Motosacoche 500 Type 409 MV Agusta 125 Monoalbero MV Agusta 175 Squalo Bialbero MV Agusta 250 Raid Disco Volante MV Agusta 235 Tevere MV Agusta Squalo MZ 125 Delfin GP Norton Commando Interstate 750 Norton 500 Dominator Parilla 250 Bialbero GP Parilla 250 GP Parilla 175 Bialbero Royal Enfield Constellation Rudge 500 Sports Special Rudge 250 Sport Rudge Special 500 Rudge Ulster Willie Wilshire Rudge Ulster Suzuki Katana 1100 Suzuki GT380 Suzuki GS1000S Wes Cooley Replica Suzuki GSX-R750SP Triumph T120 Bonneville Vespa GS150 Vespa Struzzo Vespa sprint Vincent Rapide Vincent Rapide Series C Wanderer 620 v-twin Yamaha YZ490 MX Yamaha YSR50 Yamaha RD250 Yamaha R5 350 Yamaha XS1100E Yamaha RD350