22nd July 2026, National Motorcycle Museum
CONSIGN YOUR VINTAGE SCOOTER TODAY
Notably late, matching numbers, disc-braked example
Estimate: £60,000 - £70,000*
Reg No: WEU 135L MOT: Exempt
Frame No: MV4C75 214-0599
Find out more on page 116
World renowned, record breaking ‘one off’
Estimate: £100,000 - £150,000*
Reg No: V10 OTT MOT: T.B.A.
Frame No: SABTVR03689093786
Find out more on page 154
Prospective purchasers are respectfully advised to read the Terms and Conditions of Sale carefully before bidding on any lot, as they form the terms of your contract with us, whether or not you are a successful bidder.
H&H has the right at its sole discretion, without assigning any reason whatsoever, to refuse admission to any of its sales or indeed its premises to any person. The purchase of a catalogue does not constitute an entry ticket or guarantee entry.
Intending buyers are required to complete a Bidder’s Registration Form. This will enable you to bid at the sale by means of a number allocated to you. Prospective bidders must either complete the form online or in person at the venue giving full identification and bank card details to verify their identity. Lots sold will be invoiced to the registered bidder.
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In the case of Commission, Telephone and Online Internet bidding, the following increments will apply:
Under £1,000 At the Auctioneers discretion
£1,000 - £2,000 £100
£2,000 - £5,000 £200/300
£5,000 - £10,000 £500
£10,000 - £20,000 £1,000
£20,000 - £50,000 £2,000/3,000
£50,000 - £100,000 £5,000
References
We reserve the right to request banker’s references from prospective purchasers and these should be supplied in time to allow them to be taken up prior to the sale. Failure to comply with this could result in the facility to bid being withdrawn.
Over £100,000 At the Auctioneers discretion
Purchasers are reminded that a Buyers’ Premium is payable on all lots and is subject to VAT at the prevailing rate. The rates are as follows:
Motorcycles 15% (minimum of £150)
Bicycles 20% (minimum of £50)
Registration Plates 20% (minimum of £150)
Automobilia 20% (minimum of £50)
Online bidding incurs an additional 2% surcharge.
H&H is acting as the agent of the Seller in offering his lot for sale by auction. We cannot and do not inspect each lot in detail to verify the Seller’s description - often we only see it shortly before the Sale. Therefore, we cannot and do not take responsibility for the condition of the lot or the accuracy of its description. This is the reason for our very specific terms as to roadworthiness (Condition 19.1) and absence of warranties (Condition 12.1), which intending purchasers should read carefully.
We will make reasonable efforts to execute commission and telephone bids when instructed provided they are received by 5pm the day before the Sale. Lot(s) will be bought as cheaply as is allowed by other bids and reserves. Where more than one commission bid is submitted at the same winning amount, the commission bid submitted to the Auctioneer first will be the winning bid. We reserve the right to request a refundable deposit of approximately 10% of the intended bid amount.
PLEASE NOTE: All lots are sold ‘as is’ which means that prospective purchasers must satisfy themselves with regards to their condition, completeness, genuineness, age and originality before bidding (including any associated paperwork).
For immediate clearance of Lot(s) full payment must be made to H&H Classics Limited by means of Visa Debit or Credit Card, Maestro, MasterCard, Cash up to the GBP equivalent of €10,000 or Interbank Transfer by 12.00 noon the day following the sale. In any event purchasers are reminded that clearance of Lot(s) may only be affected once we have received cleared funds in our account. For Purchaser’s wishing to pay by bank transfer our bank account details are as follows:
NatWest, 23 Sankey Street, Warrington, Cheshire, WA1 1XH
Account Name: H&H Classics Limited
Account No: 71060480
Sort Code: 01-09-17
BIC: NWBKGB2L
IBAN: GB98NWBK01091771060480
Export licences may be required for any lot manufactured or produced 50 years or more prior to the date of export from the U.K.
It is the responsibility of the buyer to obtain the licence and correct documentation prior to the exportation of the lot.
A representative of our preferred transport provider Moto Movers will be present at the sale to assist with any transport requirements. All lots are held at the purchaser’s risk at the fall of the hammer and must be removed not later than 1pm on the day following the sale. Please note, if lot(s) are not removed by then the standard charges as stated in our Terms and Conditions will apply.
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. The Auctioneer has to rely on information as to the date, condition and authenticity provided by the Seller and does not provide its own description, and does not and cannot undertake its own inspection of vehicles or other Lot and it is the responsibility of the Buyer to ensure that the Lot conforms to the description in the catalogue.
The Auctioneer cannot check or verify the authenticity of the frame or engine number under which a vehicle is offered, but relies on the Seller’s description. Buyers should take particular care to verify in advance the authenticity of a vehicle that is claimed to have important racing, rallying or ‘ex-works’ history as it was common in period for a competition vehicle of a single identity
to have more than one frame, body or other mechanical components. This may have happened several times, both in a vehicle’s ‘works’ career and thereafter in private owner hands. Sometimes ‘works’ vehicles were fitted with different registration plates, so that a vehicle could meet a particular event’s start date deadline. These historical factors may lead to there being in existence multiple and competing claimants to the same vehicle identity.
Please be advised that any frame and engine numbers listed on our website and in the catalogue are provided to us by the sellers who in turn typically rely on registration documents as the source of their information. We have not, and cannot, verify these numbers in every instance and potential purchasers must satisfy themselves as to whether the frame and engine numbers listed on our website and in the catalogue tally with those which appear on the motorcycle itself (or motorcycles themselves). Potential purchasers are further advised that it is not uncommon for a motorcycle to be kept running and / or restored over time using the frame, engine and other parts from different machines. Frame and engine numbers can be obscured by ‘tinwork’ / bodywork, paint / protective coatings or corrosion etc.
All lots are offered and sold ‘as is’ and bidders must satisfy themselves as to the accuracy of any description representing the machine – originality, provenance, condition, age etc. before bidding. Some catalogue descriptions may be truncated due to the composition of the catalogue. More comprehensive descriptions and information are offered on our website www.handh.co.uk.
Auction Venue National Motorcycle Museum
Coventry Road, Bickenhill, Solihull, West Midlands B92 0EJ
Schedule Viewing:
Tuesday 21st July from 1pm
Wednesday 22nd July from 9am
Auction:
Vintage Scooters – Wednesday 22nd July at 10.30am
Classic Motorcycles – Wednesday 22nd July at 12pm
Bidding Bidding will be available live at the National Motorcycle Museum
Online at www.HandH.co.uk | Telephone | Commission
Buyer’s Premium Motorcycles: 15% plus VAT
Registration Numbers: 20% plus VAT
Online bidding incurs an additional 2% surcharge
Buyer Enquiries +44 (0)1925 210035 | sales@HandH.co.uk
More information and full terms & conditions are available via our website: www.HandH.co.uk
Lots 100 - 165
The Vintage Scooter Auction
From the Ken Wilson estate
No Reserve*
From the Ken Wilson estate
No Reserve*
Rectangular sign measures 65cm x 35cm with the circular sign being of 50cm in diameter. In good condition and tested as working. Date unknown.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available.. 101
Large single-sided light-up garage sign measuring 180cm x 60cm. Appears to be a period item and tested as in good working condition.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
From the Ken Wilson estate
No Reserve*
Lot consists of two light-up signs and one shop display standee. Round light 50cm diameter, Shield light 40cm high, Lambretta figure 35cm high with original packaging. Date unknown and tested as working.
From the Ken Wilson estate
No Reserve*
4 x vintage oil cans, believed all original with correct caps. To include: Pratts, Esso, Shell Mex and Redline. Date c.1950s/60s.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available 103
From the Ken Wilson estate
No Reserve*
From the Ken Wilson estate
No Reserve*
Two-stroke oil dispenser and oil cans. Esso period garage items appearing as original. Date unknown.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
Believed of original origin with original handles. Dating from c.1966/67 and in very good condition.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
From the Ken Wilson estate
No Reserve*
c.1950s/60s original items including single saddle seats, Corker helmet, tax disc holder and leaflet.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
From the Ken Wilson estate
No Reserve*
Assorted vintage automobilia including various oil and fuel cans, an incomplete Desmo fire extinguisher, Shell shirt and a two-stroke oil dispenser for display. Dates unknown.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
From the Ken Wilson estate
No Reserve*
From the Ken Wilson estate
No Reserve*
Tansad was a British manufacturer of high quality prams and metal furniture. Founded in 1922 in Birmingham it ceased production in 1975. A rare and original item in good working condition including hand brake.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
Stated as Ethyl Gasoline Corporation New York. Good condition.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
From the Ken Wilson estate
No Reserve*
From the Ken Wilson estate
No Reserve*
This lot could compliment the Lambretta RAC Combination seen elsewhere in this auction.
An original double-sided sign dating from the 1950s/60s and stamped original. Good condition.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
Lot comprises a light-up clock and 2 x metal display signs. Clock is 55cm x 55cm and has not been tested as working. Red sign is 60cm x 47cm. Lambretta dealer man sign is 77cm x 54cm.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
From the Ken Wilson estate
No Reserve*
From the Ken Wilson estate
No Reserve*
To include: Scootopia trapezoidal Ulma style front rack with period lights including Miller and Lucas spotlights and club badges, Scootopia Florida bars, Feridax GP/DL flyscreen and Cuppini front bumper for series 3 Lambretta. Dating from 1960s to 1990s.
Scootopia versions and Feridax accessories are very collectible now.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
A quantity of Lambretta related signs, pictures, banners and a toy. In good condition. Date unknown.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available.
From the Ken Wilson estate
No Reserve*
From the Ken Wilson estate
No Reserve*
Lot comprises an oil dispenser and two Redex oil cans. All appear as original and the large dispenser looks NOS unused. Date unknown.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available.
Assorted metal signs including what appears to be an original Wills’s cigarettes sign. Date unknown.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
From the Ken Wilson estate
No Reserve*
From the Ken Wilson estate
No Reserve*
Dating from c.1968-72 this original double-sided light-up sign is in good condition. Tested as working with slight damage to one side (see photo).
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
Prospective buyers should satisfy themselves over the potential originality of these signs.
Lot comprises: half a Societe Industrielle de Troyes sign 90cm x 45cm, full size double-sided blue Lambretta metal dealer sign 90cm x 73cm, Lambretta French Red button metal dealer sign 60cm diameter. Believed to date from c.1950s/60s.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available.
From the Ken Wilson estate
No Reserve*
Of unknown date, in good condition with no damage. Measuring 47cm high.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
From the Ken Wilson estate No Reserve*
6 x Michelin signs and a glass coloured sign. Believed original metal signs from various eras from c.1960s to 2000s.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
From the Ken Wilson estate
No Reserve*
From the Ken Wilson estate
No Reserve*
Liveried in professional Lambretta SX200 graphics on original jukebox. In good condition with power and lights working. Understood to be in functioning condition but no keys are available to confirm. Loaded records included.
Length 100cm x height 134cm x 66cm wide. On its own wheels for transportation.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
Gasboy has a history of innovation and service in the petroleum dispensing industry. Founded in 1819 by James Wilson, the company initially specialised in painting, glazing, and wholesale distribution. In the early 1900s, it became a steel drum distributor and added petroleum dispensing equipment in the 1920s. The company’s first pump was manufactured in 1928, and it has since become known for its pioneering work in the industry.
Believed to be an original item dating from the 1950s/60s. 123cm high and in good unrestored condition.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
From the Ken Wilson estate
No Reserve*
From the Ken Wilson estate
No Reserve*
Believed original c.1950s/60s Scooter shop headlight display and framed sign. Scooter 125 price tag display sign 40cm x 33cm and framed dealer sign ex-Lambretta Museum 90cm x 60cm. Both in good condition.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
Believed original items. Date unknown.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
From the Ken Wilson estate
No Reserve*
Tony Walsh verified
Estimate: £2,500 - £3,500*
A high specification bicycle sold in the UK by Fisher Outdoor Leisure. ‘As new’ condition. Dating from 2009. The image is an illustrative example of the model. When launched the Li126 was said to be modelled on the “cult Lambretta scooter of the mod era”. Produced in men’s (S/M/L) and women’s (S/M) versions it featured Lambretta branding on the frame, saddle, mudguards and tyres. Specification included an aluminium frame, Tektro disc brakes, Wellgo flat pedals, Truvativ Isoflow cranks, KMC chain, SRAM X.5 9 speed gears (11-28 cassette), an air-shock suspension fork and 26-inch tyres on 32-spoke wheels. It retailed at £599 in 2009.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
Anthony Walsh was one of the most famous scooter riders and racing mechanics of the 1960s. Famously mentioned in many races from Crystal Palace in the 1960s to Cadwell Park up until 1985. He has now sold his collection but had retained his beloved TV200 engine until now. It is 230cc and modified and tuned for racing sidecars. The engine as used in all of the sidecar outfits that are pictured.
From Tony Walsh: ’The first photograph is of myself driving and Tony McGee passenger on the Isle of Man where I set the lap record for a sidecar on the Ballaugh Circuit’. This engine has been race tuned by me in 1968 and used for racing up to 1978, thereafter it was on display until 1985 when it was raced again. Since then it has been on display at my workshops. I think the time has come for me to sell it.’ Here is a chance to purchase a real piece of scooter racing history. It was the motor used in all of the attached pictures. Also comes with a signed letter of provenance.
PLEASE NOTE: Collection for this item is strictly in person from the auction venue and must be completed by 1:00 pm on the day following the auction. No alternative collection arrangements are available
No Reserve*
Reg No: ARU 723A MOT: Exempt Frame No: 186694
The Heinkel Tourist 175 quickly earned a reputation as one of the most refined and substantial scooters of its era. Produced by the renowned German aircraft manufacturer Heinkel, the Tourist combined impressive build quality with advanced engineering and exceptional weather protection, making it particularly popular with touring riders and commuters alike. Unlike many lightweight Italian rivals, the Heinkel offered notably robust construction, enclosed mechanicals and a smooth four-stroke engine. Dating from 1959, this Tourist 175 presents in smart older restored condition and displays considerable visual appeal throughout. Finished in an attractive two-tone scheme with white seat trim and chrome detailing, the scooter retains much of the distinctive streamlined styling for which the model is renowned. Spare wheel carrier, enclosed bodywork, leg shields and integrated instrumentation, all contributing to its unmistakable period character. Owned within a museum environment since 2012, the scooter has formed part of a static collection for a number of years. At the time of photography the engine was noted as turning over with compression, although recommissioning work will be required prior to any return to road use. A charming and increasingly collectible example of one of Germany’s finest post-war scooters.
No Reserve*
Reg No: GVU 492D MOT: Exempt Frame No: VBC1T 42325
The VBC Sprint range of Vespas were successors to the long running ‘handlebar’ scooters of the 1950’s and had cast handlebars like the GS. The VBC had a completely redesigned body and engine which formed the basis for decades of future Vespas.
This VBC customisation was created by Donato Sciaraffa of VesBretta, a specialist Anglo-Italian engineering and import business, and former Director of Trulli Formula E-team and various other high level race teams including Formula 3. The standard of customisation is therefore high and condition is exceptional.
Based on a genuine Italian VBC chassis, the scooter has been converted to 10-inch wheels to accommodate a modern PX125 engine which looks in great clean condition. The seat and wheel covers appear excellent. It has the authentic and attractive 1950s styling of the very first Vespas with early 50s type handlebars and a low (faro basso) light on the front mudguard but with the advantage of modern mechanics and 12v electrics. In super condition and offered with Swansea V5C and steering lock key.
From the Ken Wilson estate
No Reserve*
Reg No: WAY 649 MOT: Exempt
Frame No: 199222
This example is incredibly rare. Despite unanimous agreement that the LI range were superior scooters there were some British folk who wanted a new LD long after they had sold out here. Lambretta Concessionaires, willing to please paying customers, devised entirely their own model - the LD Mk IV. Finished in a rare plum colour and completely original, the engine turns freely and from the RF60 we can see a Mary Barradell of Loughborough changed address and married becoming Mary Embleton. There is an electrical addition with mystery wires which we cannot identify. Also there is a black box under the rear seat which may house a speaker. The glovebox is locked and we did not want to force it so what is inside is for the new keeper alone. In addition to the French/English Mk IV handbook there is a spanner stamped ‘Lambretta made by Peugeot Brothers’. All in all a fascinating lot. The late Ken Wilson created over many years a small private museum of Lambretta scooters and memorabilia. The scooters having been in a static display with varying periods of inactivity will require some commissioning to a greater or lesser extent before being put on the road.
Estimate: £2,500 - £3,500*
Reg No: AOW 243A
MOT: Exempt Frame No: 150Li3*654279
The Lambretta Li Series 1 launched in April 1958 and was a dramatic departure from the shaft drive LD range preceding it. The enclosed chain driven engine was centrally positioned under the frame and had more power than the LD. With larger 10-inch wheels and beautifully designed panel work it was a superb scooter to ride and an instant hit. The Lambretta Li150 Series 2 was launched in October 1959 with the obvious difference being the position of the headlight on the handlebars. The Li Series 3, launched in December 1961, was a much slimmer version with increased fuel efficiency and sleek 60s looks. It was a very popular scooter.
This is described by the seller as a reliable road-going rally scooter. The 150 engine casing has been upgraded using the trusted Mugello 186 top-end upgrade and a BGM CST performance exhaust. We understand it has a 6 plate clutch and the Eazi Clutch cable system for ease of gear change. The braking has been improved with front anti-dive hydraulic disc brake. Suspension improvements are BGM front shock dampers and rear Chislespeed shock. With tubeless wheel rims all round it is a classically upgraded performance scooter that started easily and ran well on inspection.
No Reserve*
Reg No: YAS 283 MOT: Exempt Frame No: 118330 150LD
The Lambretta LD Mk1 was introduced in 1951 as a 125cc successor to the LC. It had covered panels over a tubular frame and the addition of a torsion bar. This feature remained on all Lambrettas until 1958. The LD also had springs enclosed in the front forks. The Mk2 had a number of improvements including cable-controlled rear brake and the gears used a single teleflex cable. A small luggage box housed the optional speedometer and the much improved riding experience made it very popular. Imported in 2004, YAS 283 was restored and in long term ownership until recently. Our vendor has spent considerable time and effort revitalising it mechanically and making improvements using many new parts. With correct engine (150LD133849), the flywheel has been re-magnetised and new points and condenser fitted along with new cables throughout and new brake shoes front and back. The tyres are new white walls. With older but presentable paint in attractive colours, the vendor advises everything works and he has recently ridden it. Many accessories are fitted and a rare matching original Avon two-tone windscreen sports an old AA badge and even rarer Vigano St. Christopher. Offered reluctantly as the vendor needs funds for a classic car project.
From the Ken Wilson Estate
No Reserve*
Reg No: OKU 395A MOT: Exempt Frame No: 150LI3 645171
To scooter collectors, ‘Jimmy’s’ Lambretta LI needs no introduction and was possibly the most famous Mod scooter of all time being immortalised in The Who’s rock opera film Quadrophenia. This replica of that iconic scooter was commissioned by Ken Wilson himself and careful attention has gone into it. The colours have been well matched to the original and the paint is excellent. The graphics were sourced to be as close as possible to the original stickers as used on the original. The period early ‘80s accessories are close to the originals used on the film scooter. These include: crash bars front and rear, airhorns, ironing board back rest, Ken Cobbing style exhaust, correct colour handgrips and candy stripe, Cavalli style side panel embellishers, Cuppini rear rack, and of course a big replica of a Cibie Oscar spotlight amongst the mirrors on the front. There is a switch on the inside of the legshields which presumably will illuminate the big light. The numbers match for an Li150 and as can be deduced by the accompanying itemised bill for parts, the scooter had a very substantial mechanical overhaul in 2005. We believe it has only done 62 miles since as per the speedometer reading. Offered with keys and Swansea V5C.
From the Ken Wilson estate
No Reserve*
Reg No: PEA 331F MOT: Exempt Frame No: 150LIS210640
The ‘150 Special’ debuted at Milan in 1963. The tuned engine and close-ratio gearbox made for a faster – 95kmh – machine with much-improved acceleration. The Special 150cc engine/gearing combination on these models was also particularly sought after by Lambretta racers and this has contributed to the rarity of them in original state.
Here we present a very straight example of a 150 Special. On examination it appears completely standard except for a 12V electronic conversion. The panels all fit very well. Examination under the accessory floor mat shows all appears in very good condition with nothing hidden. The ignition key is present as is the old style blue V5 document.
The late Ken Wilson created over many years a small private museum of Lambretta scooters and memorabilia. The scooters having been in a static display with varying periods of inactivity will require some commissioning to a greater or lesser extent before being put on the road.
No Reserve*
Reg No: XVG 567 MOT: Exempt Frame No: R87313
Zündapp was a German manufacturer, founded in 1917 in Nuremberg by Fritz Neumeyer. The post war years generated a boom in scooter sales across Europe as the need for motorised transport increased, driven mainly by the success of Vespa and Lambretta. Whilst the Italian firms dominated the market with relatively cheap scooters, the German manufacturers went down the route of more deluxe heavy duty models. The design of the Bella was heavily influenced by that of the Parilla Levriere, with both designs having prominent air tunnels along the centreline of the scooter to allow fresh air to cool the engine instead of a fan. The typical German build quality and addition of an electric start, powered by two 6V batteries with the generator also functioning as the starter-motor, reflected in a very high retail price making them a rare sight, especially in the UK. This originally presented Bella, being offered at no reserve, was first registered in the UK on 24th September 1956. In regular use until last year, it is fitted with a rear carrier, spare wheel and indicators and will be supplied with a buff log book, current V5C together with a handbook and some receipts.
No Reserve*
Reg No: Q926 VAF MOT: Exempt Frame No: V5B3T 116709
The first models of the Vespa 50 Special were manufactured in two series between 1969 and 1972 with 9 inch wheels and 3-speed gearbox. The later Series 3 model was produced between 1972 and 1983 and had an increased wheel size to 10 inch, 4 gears, trapezoidal headlight and the horncast housing was housed in a plastic panelling. It was very popular in its time and is still a desirable classic today.
This example was imported direct from Italy around the year 2000. It is therefore solid and rust free. Our vendor acquired it direct from the person who imported it and swiftly registered it on a Q plate. During his ownership it has been seldom used over the years.
On inspection the scooter is mechanically completely original with correct matching number engine which starts easily. Everything functions including lights, horn and brakes and the tyres are relatively new. The paint is the original colour with a light blow over in places with areas of original paint on view. Offered with Swansea V5C and ready to be enjoyed.
Reg No: Un-Registered MOT: Exempt Frame No: Not visible Cezeta scooters were manufactured by Ceska Zbrojovka Strakonice in Czechoslovakia between 1957 and 1964. More commonly known as CZ, at one time they were the world’s biggest producer of two-stroke vehicles, with most production staying behind the Iron Curtain. The space age design of the Cezeta, with its long nose and torpedo style profile, gave it a unique style amongst scooters. It was unusually long for a two-wheeled vehicle at over 2 metres, with full-length running boards and a long seat that lifted to reveal a substantial luggage compartment in space normally occupied by the fuel tank. This was positioned in the front mudguard with a luggage carrier on the flat surface. Affectionately dubbed “the Pig” for its long, snout-like front end, it featured a 4-speed gearbox and a 175cc two-stroke engine with distinctive twin exhaust. A classic Cold War design from Eastern Europe, this Cezeta is being offered at no reserve. Very few made it to our shores, and it will definitely be a talking point at any gathering of scooter enthusiasts. Part of a small private collection and stood for a number of years, it will make a fascinating and rare restoration project.
Reg No: XMW 235A MOT: Exempt Frame No: 125Li 091232
The Li series 3 launched in December 1961 and was a much slimmer scooter than the preceding Series 2 with better fuel efficiency and sleek 60s looks. It was a very popular scooter.
This is an extremely original example still on 6V points in its original paint with no visible touch ups. Imported direct from Italy in 2022, it has been mechanically conserved with minimal signs of that process except for the seat and rear shock absorber. The top end has been overhauled with a new standard piston and rings. The clutch plates were also renewed. It has had new brake and speedometer cables, and an inner cable for the clutch. The tyres are also new high-quality Continental white walls. The scooter started easily when inspected and we are advised it rides well and runs through the gears easily. The seat is a new dual version but the original supplied single saddles are included. The original official dealer label even remains on the rear light housing. Offered with V5C.
No Reserve*
Reg No: PME 94L MOT: Exempt Frame No: 440 002447
The Yamaha Motor Co was formed in 1955 as the powered vehicle division of the massive Yamaha Corporation more famous for making musical instruments. The LB80 Chappy was a small wheeled two stroke scooter designed for first time riders and commuters. Due to its lightweight design, automatic transmission and general ease of use many found their way into the back of motorhomes or were used by race teams as paddock bikes. This unassuming little scooter, being offered at no reserve, has a fascinating history. It was supplied to the Texaco Marlboro McLaren Formula 1 team in 1975 by Phillip Morris (Marlboro) for use as a paddock bike by the team members. Throughout the season it was ridden by the drivers, reigning World Champion Emerson Fittipaldi and Jochen Mass, and the team mechanics. The vendor was a team mechanic at the time, and once it was surplus to requirements he bought it as a keepsake and has kept it in his possession ever since. Stood for a few years and in need of recommissioning and a good clean, this represents a unique opportunity to acquire a part of Formula 1’s past. Offered with a letter of provenance together with a V5 registration document.
Estimate: £8,000 - £10,000*
Reg No: UCA 881D MOT: Exempt Frame No: SX200 840198
Many regard the SX200 to be the finest scooter Innocenti produced, and possibly the best scooter ever made. The SX range retained most styling features of the TV 175/200 Series III which preceded it. The bodywork however was more angular and streamlined than that of the preceding LI models. In 2023 the vendor requested this fine genuine SX200 be restored by Rob Miller of Simply Retrorenowned as one of the best in the Lambretta restoration business. It had a full engine overhaul as a standard SX200 with the best upgraded parts including a GP200 crank, new barrel and piston with new rings and all new bearings and seals. Using a Scootopia 22mm carburettor and standard exhaust, it retains the original SX200 gearbox, and the entire wiring loom was renewed together with all cables. Understood to be completely standard aside from a 12V upgrade for reliability, it is finished in a striking maroon and cream colour resulting in a very attractive machine indeed. Having covered only 93 miles since restoration it presents in beautiful condition. Also included is an old style 1960s flat extendable rack painted in the same colour and single saddle seats prepared to retain the scooter’s vintage look and a V5C.
From the Ken Wilson Estate
No Reserve*
Reg No: WYJ 901 MOT: Exempt Frame No: 204151 150LD
In the 1950s and 60s The Royal Automobile Club equipped many of its road patrolmen with Lambrettas attached to purpose built glass-fibre sidecars. This wonderful RAC Scooter Patrolman’s package has been the subject of much consideration given the amount of memorabilia included. The scooter and sidecar restoration was by done Hugh Cleverly and commenced in 1995. Several photographs of the restoration are present in the history file. Comprising a correct numbered LD150 of the correct period and a genuine Watsonian Tradesman box sourced from the late scooter guru Howard chambers, condition can only be described as show standard. The myriad of correct RAC memorabilia is also very impressive and includes: a full RAC suit and all the badges and buttons are correct and a letter from the RAC shows assistance with this, two RAC helmets, one appears an original ‘Corker’, patrolman’s sash, armband, gloves, RAC centres book and patrolman route card. Paperwork includes a newspaper cutting showing the LD150 RAC patrols back in the day. The scooter is on the DVLA system and comes with a Swansea V5.
Property of actor Vinta Morgan
Estimate: £7,500 - £9,500*
Reg No: OGU 394D MOT: Exempt Frame No: SX200 841970
Many regard the SX200 to be the finest scooter Innocenti produced, and possibly the best scooter ever made. The SX range retained most styling features of the TV 175/200 Series III which preceded it. The bodywork however was more angular and streamlined than that of the preceding LI models. Like the TV Series III, the headset housed a keyed ignition/light switch in the space that the standard LI had a simple kill switch. The SX200 had improved performance and gearing over the previous TV200 models. The SX is the quintessential Lambretta, they are extremely prized by collectors and the SX200 with its own uniquely styled panels and powerful motor is the absolute top of the scooter tree.
Our vendor has owned this SX200 since 2007. He purchased it newly restored after importation from Italy. It is still completely standard except for 12v ignition. In fine running order and good presentable condition it has been sparingly used but shows some signs of road use. The seat is a quality CASA version and the exhaust was recently replaced by a quieter cloverleaf silencer. Offered with Swansea V5C.
Estimate: £1,000 - £2,000*
Reg No: BU03 XJB MOT: None Frame No: T.B.A.
The Vespa P range was launched in 1977 in Milan as the nuova linea model (new line). A hugely successful model for Piaggio for almost 40 years. The P range now stands as the last ‘classic’ Vespa range produced. With a newly designed and more angular chassis than its predecessors it soon had integral indicators, electronic ignition and a much larger headlight than the Rally range that it superseded. Several versions came and went and upgrades over the years included 12v electronics, automatic fuel mix, lockable side panels and disc brakes. But the end of the line was near with Euro 3 compliance standards ramping up against two-stroke motor cycles. Production of the P range ended in 2007 but you could not buy a new one in the UK after 2003. With a catalytic converter only the 125 and 150cc models (not the 200cc) continued on again from 2011 but ended completely in early 2017 as the engine would fail to meet Euro 4 compliance emission requirements.
This example is actor Vinta Morgan’s own scooter and was used by him to travel to various assignments. Not used for some time it will need restoration and re-commissioning. Vinta’s name appears on the accompanying V5C.
From the Ken Wilson estate
No Reserve*
Reg No: WWA 243F MOT: Exempt Frame No: 50DL 477000
The J range launched in 1964 was a completely new concept for Lambretta with a light pressed steel frame serving as the entire chassis similar to Vespas. It featured clip-on side panels and a fitted mat. The tyre size was increased to 3 x 10 inch. The Deluxe version produced from 1968 differs from the standard J50 by using a single sporty seat and rear luggage rack. It also had chrome leg shield trim and side panel catches similar to the larger DL model.
This 1968 example in the correct Apple Green colour is in extremely good condition. From the estate of Ken Wilson another fine example that was restored and then put on display unused. Completely restored as standard the engine turns with good compression. On 6V points as original and comes fitted with a rare speedometer with optional capping. Also comes fitted a with rare inside leg shield spare wheel carrier and rear rack. The steering lock key is present. Offered with Innocenti certificate of origin and dating letter, this is a very smart little project for a 16 year old learner or to be used as a runabout moped for someone without a motorcycle licence.
No Reserve*
Reg No: OCO 60S MOT: Exempt Frame No: PA50VL1066116
The Honda PA50 Camino was produced from 1976 through to 1991. Featuring a 49cc two-stroke engine and automatic transmission and weighing around 50kg, it is known for being highly reliable, easy to ride and very fuel efficient.
This example with correct original engine (PA50VL1075703) was restored some years ago and is described by the vendor as being quick for a moped. Showing only 370 miles on the speedometer, it was easy to start and everything appeared to be in fine working order when inspected. Now showing signs of surface rust on some of the chrome, it comes with a nice little history file which includes the original purchase receipt from new, a copy of an old type blue log book and a Swansea V5C. Offered without reserve.
Indistinguishable from the film original
Estimate: £14,000 - £16,000*
Reg No: YND 293L MOT: Exempt Frame No: VSE1T0011018
This evocation was created by the vendor with the aim to make it indistinguishable from the film originals. It has apparently been described by experts Dave Wyburn, who helped with the project, The Quadrophenia museum and Quadrophenia expert Graham Webb as superb. At the Sky Blue Convention 40 years of Quadrophenia in 2019 it was photographed with and signed by cast members.
Sourced from and painted by Cambridge Lambretta in correct silver, the GS graphics for the legshield and the flyscreen were specially sourced in identical font. The now unobtainable flyscreen is original type with hexagonal bolts and detailed slatted strip. The horncast cover, Turbo wheel discs and spinners, fork cover, double legshield trim and front bumper are all correct original Vigano accessories. The seat is an aftermarket AGV to the correct design, the mirrors and long stems are as original Stadium and two of the end caps are missing as in the film. The Hella halogen lights are genuine as are the seven Onward cycle lights sourced from a bicycle shop in Greece! The yellow Binatone lights are also as original and extremely rare. The backrest is a genuine Tower Products ironing board as original. The rear carriers used in the film were converted Lambretta Vigano racks, as here. The Florida bars are Scootopia versions true to the Ulma originals. The creators of the film scooters were Sterling Scooters and each had a dealers plaque. A recreation is attached in the correct place. One airhorn is even taken from a scooter that flew off the cliff in the film and signed authentication from Graham Webb confirms this. The attention to detail is something to behold, apparently even down to screws and rubbers!
In fully running condition wth Ducati electrics and cross over late Rally 200 engine, it is ready to wow the crowds in Brighton this August.
Extremely original
Estimate: £10,000 - £15,000*
Reg No: JLC 35K MOT: Exempt Frame No: 22/2/258972
This 1971 GP200 Electronic is incredibly original. Our vendor purchased it in 2012 as a virtual barn find. The first owner gifted it to lady in South Norwood, London who never used it, just before emigrating. Our vendor purchased it from her. He advises it hadn’t been used for 34 years. It was sent to Danny at Scootopia in 2012 for light mechanical conservation.
In the original ochre paint we could only see marginal evidence of touching up on the front fairing. The side panels have been re-painted as has the headset top but it may possible to find GP panels in original ochre to create an all original paint Electronic. The scooter has 6 volt red original CDI 323901 with black wire and the original electronic stator plate with correct fixings and retains the correct red HT lead to the CDI. The ignition switch is the original with original key. The panels are a superb fit. The seat is a Scootopia version (now unobtainable) of the original extended British market Guiliari style and the rear shock absorber is a standard new replacement. The original MPH speedometer is present showing 10,389 miles. The brake adjusters are original late short versions found on late GPs. The plastic parts are also original black including the petrol flap, horncast front and rear frame grille. The correct black toolbox and thin rear light gasket are present. The keys are all present for ignition, toolbox and steering lock. The floor runners and sharks teeth also all appear as original and untouched. The seat could also be replaced by an original GP/ DL seat. Probably one of the best we have seen for originality, the scooter is in fine running condition as can be seen on the accompanying film.
This is a very rare opportunity for serious Lambretta collectors and we expect significant interest.
One owner since 1973
No Reserve*
Reg No: KRN 864
MOT: Exempt
Frame No: 536193
The Lambretta LD Mk1 was first introduced in 1951 as a 125cc model as successor to the LC. It had covered panels over a tubular frame and the addition of a torsion bar. This feature remained on all Lambrettas until 1958. The LD also had springs enclosed in the front forks. The Mk2 had a number of improvements. The rear brake was now cable controlled and the gears used a single teleflex cable. The Mk3 also known as the ’57 was only produced for one year and had a cast handlebar top which held the speedometer display and a redesigned larger rear light.
This example we are told is in good running condition with a 125cc top. By all accounts it has been cherished over the years. With its original number and full known history via the history file. The scooter comes with a period top box and is supplied with a large amount of spares parts including a complete 150 LD engine, forks, front and wheels with hubs, seat covers etc., RF60 and V5C.
Estimate: £3,000 - £4,000*
Reg No: Un-Registered
MOT: Exempt Frame No: VSC1T 0014344
First registered with Hampshire County Council by the Heath Brothers dealership on September 15th 1966, it was sold new to a David Jack Hoare on 29th September. On examination it seems to have faired well with good solid body panels especially underneath. The original paint could be retained and it still has its original Douglas ‘By Appointment’ water slide. It appears absolutely complete with no noticeable modifications or replacement parts except a hexagonal badge on the front which may be decorative. The original speedometer shows 5662 miles which could well be genuine as the scooter was used for less than three years from 1966-69. The engine is standing siezed but all else seems to function and it wheels freely. There are no keys that could be found. In keeping with the swinging 60s times it has some typical original accessories and the legendary ‘Discs’ sticker on the front fairing. Original ‘Florida bars’, leg shield chrome trim, Diamante floor mat and a spare wheel carrier, luggage rack and backrest. With the RF60 and the 1969 tax disc regaining the original registration number should be a formality. The number has not been allocated to any other vehicle on the DVLA system. A remarkable and rare time-warp.
From the Ken Wilson estate
No Reserve*
Estimate: £3,500 - £4,500*
Reg No: Un-Registered MOT: Exempt Frame No: 125LI 770836
The Lambretta Li125 series 2 was launched in October 1959. Based on the successful series 1 with the obvious difference being the position of the headlight on the handlebars for better lighting when cornering. It had an engine based on the Li125 series 1 but with increased stroke and became the best selling Lambretta of all time.
This very genuine looking example has been restored to what appears to be a very high standard. The paintwork looks very good and is believed to be the correct Innocenti grey for the era. Still on 6v points we can see very many original parts re-used all over the machine. The original carburettor is present with the original speedometer. The body panels are a good tight fit lining up very well and the side panels closed easily. The only non-standard part we could see is a Scootopia replica dual seat with cover coloured to match the scooter. The engine turns freely.
The late Ken Wilson created over many years a small private museum of Lambretta scooters and memorabilia. The scooters having been in a static display with varying periods of inactivity will require some commissioning to a greater or lesser extent before being put on the road.
Reg No: GNH 288B MOT: Exempt Frame No: 150Li044535
Here we present a uniquely enhanced example of a straight looking Winter Model. We understand from the vendor that the previous owner had spent over £2500 on parts alone to enhance performance. The exhaustive list provided includes; an Imola 186 bored to 198cc, AF60mm race crank and SX200 gearbox with GP200 rear sprocket and Tino Sacchi chain slipper. BGM 5 plate clutch, MB air filter, BGM Stator 12v electrics and Reedspeed lightweight flywheel and Gianelli carbon fibre exhaust end can on a Franspeed exhaust. All seals and bearings were replaced and all is enclosed in a bare 150 Special type engine case with large block engine mounts. New Conti Twist tyres sit on new wheel rims all round. Genuine front disc brake set-up. The seat is a Eibar base with Giuliari seat cover and El Tigre badge. The side panels are lightweight GRP type and there is a Trail Tech temperature gauge. Many favour the Winter Model as it is a unique combination of Italian style special headset, disc brake but with a wide solid body and classic Series 2 lines. This example with V5C and all keys present has had the full upgrades these models are favoured for and is ready to use.
From the Ken Wilson estate
No Reserve*
Reg No: 990 UXA MOT: Exempt Frame No: 125Li 538291
The Lambretta Li series 1 was launched in April 1958. Some 7 months after the TV175 series 1 was launched. By then Innocenti had eliminated most of the engine problems that the TV175 series 1 had. The Li1125 was a dramatic departure from the shaft driven LD range that had preceded it. This excellent example was restored by Ken Mellor in 2005 and is described in the history file as ‘Completely restored from frame up to as new condition’. One could not disagree. It appears to have been painted in the correct light grey colour to a very high standard. All over the scooter is in absolutely standard specification except for the addition of auxiliary front dampers. Very original with 6V points and the original MA18 carburettor, as a reasonably early ‘Framebreather’ one can see the TV series 1 crossover parts including the fuel cap finger hook and rubber shroud up to the top of the frame tube. There is an original Vigano front bumper in excellent condition, a sought after version with thin red pennant stem holder. Offered with Swansea V5C.
A very original example
Estimate: £7,000 - £9,000*
Reg No: WXS 978 MOT: Exempt Frame No: V51 7265
The Lambretta Li series 1 was launched in April 1958. Some 7 months after the TV175 series 1 was launched. By then Innocenti had eliminated most of the engine problems that the TV175 series 1 had. The Li1125 was a dramatic departure from the shaft driven LD range that had preceded it. This excellent example was restored by Ken Mellor in 2005 and is described in the history file as ‘Completely restored from frame up to as new condition’. One could not disagree. It appears to have been painted in the correct light grey colour to a very high standard. All over the scooter is in absolutely standard specification except for the addition of auxiliary front dampers. Very original with 6V points and the original MA18 carburettor, as a reasonably early ‘Framebreather’ one can see the TV series 1 crossover parts including the fuel cap finger hook and rubber shroud up to the top of the frame tube. There is an original Vigano front bumper in excellent condition, a sought after version with thin red pennant stem holder. Offered with Swansea V5C.
From the Ken Wilson Estate
No Reserve*
Reg No: MJO 843H MOT: Exempt Frame No: 22/0/205558
The DL/GP was the last of the great Lambretta scooters that rolled off of Innocenti’s production line in Milan and produced from January 1969 until April 1971. This example is a DL/GP150 chassis with a correct LI Special stamped engine for a GP125.The iconic bodywork followed the trends of the day of the early 1970’s. The Bertone design was more streamlined than its predecessors with a new 22 series lower frame and rectangular headlight.
This example does appear to be in excellent condition and appears standard. Many original parts are present as can be seen in the accompanying photographs. The engine turns freely and the ignition key is present with the original numbered ignition switch. Offered for sale at no reserve with a current V5C.
The late Ken Wilson created over many years a small private museum of Lambretta scooters and memorabilia. The scooters having been in a static display with varying periods of inactivity will require some commissioning to a greater or lesser extent before being put on the road.
Estimate: £4,000 - £5,000*
Reg No: CBU 819B MOT: Exempt Frame No: TV3 532408
The Lambretta TV175 series 3, launched in March 1962, was the first scooter supplied with an internal front disc brake. It was a remarkable change from the previous TV175 series 2 featuring sleek slim styling. The front shock absorbers were enhanced with extra dampers as in the previous TV series 2 models. The TV series 3 also had larger silent blocks than the previous engines and it had a very good reputation as a smooth and well-balanced scooter with great handling attributes. The TV175 in metallic blue colour is particularly sought after. The vendor of this example commissioned Simon Neale of The Magic garage to completely overhaul the scooter mechanically at a cost of over £1000. A complete front to back housekeep of cables, electrics, levers and rubbers was undertaken. The front disc brake was stripped and overhauled and installed with reverse pull lever. The scooter also has 12V ignition and lighting. We understand it is standard in every other respect and rides very well. There are some attractive original 60s accessories on the scooter including: headlight peak, original pin-up girl water slides, half mudflap with gems, red original rubbers all round including rare damper gaiter covers and an original Radaelli seat.
Ex-Paul Weller & Peter Blake graphics
Estimate: £45,000 - £55,000*
Reg No: RVP 318G MOT: Exempt Frame No: 150LIS 221548
It is understood that following the success of his solo career, Paul Weller’s recording company Go! Discs commissioned Kinetic Art to paint three Lambrettas with murals that depicted each of his albums. The most famous of these by far was the 150 Special that depicted the Stanley Road album cover. Under the panels it was restored as a near standard 150 Special specification. However, it was upgraded with 12-volt electronic ignition.
After Weller received it, the scooter was hurried to Margate for what is perhaps the most widely recognised celebrity photoshoot on a Lambretta. Several promotional shots were captured by photographer, Lawrence Watson and released to the press to promote the album, which went on to become his best-selling of all time.
Following some years of static display, Weller’s friend and fellow musician Ian Dury passed away during 2000 after a battle with cancer. A benefit concert was organised for the CancerBACUP charity, which Dury was an ardent supporter of, and Weller decided to donate it to the charity auction which followed. Our vendor fondly recalled acquiring it after a fierce bidding battle with a member of the band, Ocean Colour Scene, and Peter Blake, Steve White and Weller himself came over to sign the side panels after congratulating him on his purchase.
After getting it home, the vendor entrusted the renowned scooter shop Medway Scooters to recommission it for road use, and he rode it on several ride outs before his wife advised him to keep it on static display as an exhibit to be admired! The vendor acquired a framed copy of the Stanley Road album, a limited edition print of the main Lawrence Watson shot photograph and copies of Scootering magazine featuring the scooter. It also comes with the original programme for the Ian Dury tribute concert, plus a V5C.
Period performance upgrades
Estimate: £4,500 - £5,500*
No: BWS 742S MOT: Exempt Frame No: VMB1T43588
The Primavera was a fresh new model that appealed to the younger rider. An elegant quick scooter with extraordinary handling that only one who has ridden one can relate to. The standard Primavera remained in production for 15 years only being eclipsed in 1976 by the ET3 version, characterised by its electronic ignition, three transfer ports on the cylinder, new elongated silencer from the SS90 and ignition key on the handlebar. All this translated into even better performance. The ET3 was produced for seven years until it was replaced by the PK range in 1983.
This super example was recently restored by Kev Bell, formerly of Velocity Scooters, re-using most of the original parts. Originally red, it has been re-painted to a high standard in a genuine Vespa blue colour. The numbers are clear and it has a new KM/H speedometer. The exhaust is original as is the standard engine. It has nice Cuppini accessory leg shield trim and what appears to be an original although slightly damaged seat cover. Our consultant was able to see it working well and rode it on the road. This most rare and sought after Vespa model, seldom coming to market, is offered with a Swansea V5C.
Reg No: Un-Registered MOT: Exempt Frame No: TV3 523911
This example is a genuine TV200 produced in May 1963 with a Lambretta Concessionaires genuine service replacement engine denoted by the central star. The registration number suggests it was registered in 1964. We believe Surrey registered and always thereafter kept in the London area. Our vendor tells us he has ridden it recently and it packs more power than a standard TV200. We can see a period 30mm carburettor and clubman exhaust. We understand that it has a 12V car coil and a sleek low look deliberately done by removing the engine bump stop for racing. He purchased it from a South East London enthusiast who had purchased it from George Pearce, a well known scooter racer in the 1970s. As was the fashion in the late 1960s its appearance has been altered to resemble the later SX200 with what seem to be original SX200 side panels. The registration number DPK 107B is no longer on the DVLA system however a tax disc from August 1977 is included in the lot. The history file includes numerous interesting old photographs and letters. Also included is the original rear TV200 frame badge which was retained when the scooter upgraded its look to an SX200.
From the Ken Wilson Estate
No Reserve*
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: 150LI869725
The Lambretta Li150 series 2 was launched in October 1959. Based on the successful series 1 with the obvious difference being the position of the headlight on the handlebars for better lighting when cornering. It had an engine based on the Li150 series 1 but with an increased stroke and several other small modifications that made it the best selling Lambretta of all time. In absolutely standard specification this is an earlier Series 2 with the short back light. Still on 6V points with original correct Dellorto carburettor for the model. The engine freely turns. The condition appears excellent and the paint work very good. Decorated and painted in Hampshire Police livery the scooter has a radio box with telephone, a ‘Police No parking’ stand sign and 2 original old corker helmets with Hampshire Police badges. The better helmet is a useful XL size 7 3/8”. This could be developed further or enjoyed as it is. The late Ken Wilson created over many years a small private museum of Lambretta scooters and memorabilia. The scooters having been in a static display with varying periods of inactivity will require some commissioning to a greater or lesser extent before being put on the road.
Reg No: 711 YUN MOT: Exempt Frame No: 25629
The VBA/VBB range of Vespas were the immediate successors to the long running ‘handlebar’ scooters of the 1950s and had cast handlebars like the GS. The VBB had a completely redesigned body and engine which formed the basis for decades of future Vespas.
This VBB customisation is an attractive machine specially ordered by the previous owner and founding family of Salvo’s restaurant in Leeds. They had wanted the 50’s Faro Basso retro look but with modern upgrades. The scooter has been converted to 10-inch wheels to accommodate a PX150 engine. It has 1950’s styling with early 50’s type handlebars and a low Faro Basso style light on the front mudguard. It features in and also graces the front cover of the book of the Salvo restaurant’s history ‘My family and other Italians’. Believed to be in running order it is offered with a Swansea V5C.
Russian rarity
Estimate: £2,000 - £3,000*
Estimate: £4,500 - £5,500*
Reg No: WWT 929J MOT: Exempt Frame No: L972
Introduced in 1973 as a replacement for the T200, the Tourist was a curious mix of old technology but with luxury features including easy electric dyno start, indicators, outside headlight adjuster and smooth ride. The twin suspension front and rear helping the 145kg machine glide.
This magnificent Tula Tourist was imported by a Lithuanian immigrant who had restored it in Lithuania. We are impressed by the quality of the work and use of totally original parts (it must be mentioned that only the throttle grip was since replaced by a non standard item). The entire engine (Engine No: 0E670072) was reconditioned and the paint work is very presentable. In recent months the scooter has been further serviced by renowned quality restoration specialists Retrospective Scooters where new tyres were fitted, a new battery installed and the carburettor re-jetted to run smoothly. All keys are present. It is declared manufactured 1971 on the V5C. Also present is a large and formidable workshop style manual with attractive colour graphic illustrations and also a repair manual in Russian. This is a rare opportunity to own an interesting piece of Soviet history with a V5C that is legal to ride on UK roads.
Reg No: SJA 293H MOT: Exempt Frame No: 22/0/212103
The GP/DL was the last of the great Lambretta scooters from Innocenti’s production line in Milan. The DL150 (GP150 in the UK market) followed the SX range and was produced from January 1969 until April 1971.
We understand that this high quality customisation was prepared for an Aspire competition by well regarded PM Tuning. It features an RB230 - a popular custom tuned high performance engine developed and produced by MB Scooters. It relies on a specialised cylinder kit originally designed by AF Rayspeed which MB Scooters extensively modernised. It features BGM front and rear dampers, front disc brake with anti-dive, dropped handlebars, SIP digital speedometer and Scoot n Sol seat. It has a vented side panel to access extra air to the 30mm carburettor. All cables throughout are braided. It also features an Oiltek long range fuel tank and is uprated to 12V ignition. A specification like this would cost well into double figures to create in parts and labour alone, aside from the cost of the scooter. A great opportunity to acquire such a machine which is ready to go. Our vendor has rarely used it and as can be seen on the attached video it is in fine running condition.
Reserve*
Reg No: PBY 296D MOT: Exempt Frame No: VLB1T 036502
The Sprint range of Vespas were the successors to VBC and GS ranges and comprised of the larger engined SS180, GL150 and GT125. It retained the large tool box on the inside of the leg shield from the GS160 Mk2 and with 10-inch wheels and 4 gears its 125cc motor produced 4.8HP and gave a top speed of around 55mph. It was the last Vespa model with a piston ported engine. The most noticeable feature is the trapezoidal headlight. Certainly a very cool modernist style and hard to discern from a distance to the revered SS180. This example looks to be in very good condition and carries a formidable array of attractive accessories. We are informed it is in running condition. Offered for sale with V5C at no reserve.
Estimate: £3,500 - £4,500*
Reg No: AOW 217A MOT: Exempt Frame No: TV3 515382
The vendor of this TV175 series 3 has carefully ensured the scooter has been maintained and improved for every day use. First registered in the UK in 2007, and believed to have been restored then by Scooter Speedshop of Portsmouth, it comes with a good sheaf of parts and bills from them. It has since been entrusted to the highly regarded Magpie Scooters to keep in top condition. In November 2020 the first stage of a sensible upgrade was entrusted to Magpie when a modern SIP speedometer was fitted, along with new cables throughout, a front disc brake overhaul and other general improvements. In February 2021 the engine was overhauled throughout with an RT195 kit, new crankshaft, clutch, stand, and 25mm carburettor. Since 2020 the scooter has hardly been used due to the vendor’s age and the SIP digital speedometer only shows 296 miles. In effect the mechanics are practically new and were fitted by one of the best scooter garages in the UK. As can be seen by the accompanying film it is in very nice condition and ready to use. Offered with Swansea V5.
From the Ken Wilson estate
No Reserve*
Reg No: WWA 244F MOT: Exempt Frame No: SX150 763141
The SX150 appeared in October 1966 replacing the 150 Special which had debuted at Milan in 1963. The tuned engine and close-ratio gearbox made for a faster –95kmh – machine with much-improved acceleration. The SX was presented in new colours and had a chrome strip on the front mudguard.
From the estate of Ken Wilson this is another fine example that was restored and then put on display unused. It appears that he commissioned this fine genuine SX150 example to be restored by Ken Mellor in 2004. From the original documents we can see it was sold new on the 18th October 1967 to a Guiseppe Sasso of Vicenza, Italy.
The UK V5C however incorrectly states 1968. There are many Italian documents and tax discs included. A very nicely presented example, the scooter has had a complete front end upgrade with what appear to be SX200 forks with dampers and a genuine SX200 disc brake hub. The side panels are SX200 shaped evocations without the 200 inscription. The scooter has had a 12V electronics upgrade.The seat is a genuine Giuliari with a new cover. This is a very well presented and interesting example with much history and provenance. Steering lock and ignition keys are present.
Estimate: £9,000 - £13,000*
Reg No: Un-Registered MOT: Exempt Frame No: 18313
This extremely original 1952 example is a real one-off find. It is believed that there are only a few Hoffmanns in the UK and that they are of the later Konigen type imported in recent times. This is also possibly the only Hoffmann Vespa ever registered as new in the UK. Our vendor’s father purchased the scooter on 30th April 1958 from a friend. Since then it has resided in the same house not far from Kidderminster, indoors under cover until now. All of this is documented on the RF60. There are also some wonderful images included. Absolutely untouched with its original engine, the scooter is in really marvellous condition. The engine turns and the scooter appears complete with original accessories. Original keys for both steering lock and toolbox are present. The registration number is no longer on the DVLA system but with the RF60 it should be a formality to regain it on a modern V5C should it remain in the UK. The early Hoffmann Vespas are regarded highly in collectors circles. To encounter one with such originality presents a very rare opportunity to acquire an in-demand model that seldom comes up for sale.
From the Ken Wilson estate
No Reserve*
Reg No: RWF 85E MOT: Exempt Frame No: SX200 843821
Many regard the SX200 to be the finest scooter Innocenti produced, and possibly the best scooter ever made. The SX range retained most styling features of the TV 175/200 Series III which preceded it. The bodywork however was more angular and streamlined than that of the preceding LI models. Like the TV Series III, the headset housed a keyed ignition/light switch in the space that the standard LI had a simple kill switch. The SX200 had improved performance and gearing over the previous TV200 models.
From the estate of Ken Wilson another fine example that was restored and then put on display unused. He commissioned this fine genuine SX200 to be restored by Ken Mellor in 2004. We can see extensive work and repainting done from the files with itemisation and an engine overhaul completed at that time. Featuring an upgrade to 12V electronics for reliability, it appears to be standard except for a more reliable modern carburettor. All keys are present. The original Noemi Rosa seat is present with a new cover. Offered with an original SX200 sales brochure, copy of the instruction booklet, dating letters and Swansea V5C.
Classic Motorcycles & Vintage Scooters
National Motorcycle Museum, Solihull, West Midlands 22nd July 2026
Classic Motorcars
Pavilion Gardens, Buxton, Derbyshire 29th July 2026
Classic Motorcars
Kelham Hall, Newark, Nottinghamshire 23rd September 2026
Classic Motorcars
Pavilion Gardens, Buxton, Derbyshire 14th October 2026
Classic Motorcycles & Vintage Scooters
National Motorcycle Museum, Solihull, West Midlands 28th October 2026
Classic Motorcars
Sandown Park, Esher, Surrey 10th December 2026
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Lots 200 - 460
No Reserve*
Reg No: 315 RTC MOT: Exempt Frame No: R14 92112
Developed for their Manx Norton race bikes, the legendary Featherbed frame eventually made its way onto the road in 1953, housing the 500cc Dominator twin-cylinder engine. Standard and unmodified Dominators are remarkably rare nowadays, perhaps because so many have been turned into Triton Cafe Racers or Domiracer look-alikes by their owners. In the late 1950s and early 1960s manufacturers began to build bikes with more enclosed bodywork, a design introduced by Vincent with their Black Prince / Knight models, in an attempt to offer riders more weather protection. To follow this trend, the ‘Deluxe’ Dominator was launched in 1960, but like the Triumph ‘Bathtub’ models, it did not find favour with buyers. Many riders removed the panels, making Deluxe models a rare find nowadays. This example was restored to a very high standard in 2016/17 including a full engine overhaul, new paintwork in red and cream, fresh chrome and the wheels refurbished with new rims, spokes and tyres with some neat indicators added for ease of use. Not run for a couple of years, it will need some recommissioning before use and will be supplied with a paperwork file of old MOTs and receipts together with a current V5C.
Reg No: DGT 375 MOT: Exempt Frame No: 4293
Scott motorcycles were the inspiration of Angus Scott, a Yorkshire based engineer who began developing his own unique two-stroke designs in the early 1900s. Very much ahead of his time, by 1908 he was producing complete motorcycles featuring two stroke twin-cylinder engines with 2-speed foot change and chain drive, a very advanced design in its day. After WW2, Scott had various ownership changes, including a move to Birmingham, eventually halting production in the late 1960s. Launched at the 1926 Earls Court show, the Flying Squirrel was a very expensive bike, costing nearly twice the price of a sporting four-stroke of the time. The unique water-cooled engine used a convection method, known as the thermosyphon system, to circulate its cooling liquid. The redesigned three-speed gearbox, multi-plate clutch, and the repositioned magneto were all significant improvements over the previous model. This nicely presented Flying Squirrel was restored by a previous owner around 2010, who kept notes of the project that will be supplied with the bike. The bike has been run recently but will need the normal checks before use and will be supplied with a Buff RF60 log book together with a current V5C.
Estimate: £4,000 - £5,000*
Reg No: PNM 207 MOT: Exempt Frame No: CA7 14847
This RGS Replica is built around a 1955 CA7 A7 frame and c.1960 Super Rocket engine. The chassis wears all the distinctive RGS features including rear set footrest, clip-ons, Gold Star tank and mudguards, full width front hub, 120MPH speedo and 8K tachometer mounted on a Taylor Dow Superleggera top yoke. The engine has a thick flanged barrel and alloy head with a Nourish billet crankshaft, Bob Newby belt driven clutch and cartridge oil filter system hidden in the toolbox. The dynamo and magneto have been refurbished, and the dynamo drive updated with belt drive. A new carburettor and Thorspark electronic ignition are fitted, but unfortunately, due to the vendors ill health, he has not been able to fine tune the settings and this needs attention. A full account of the build and details of the original RGS and Gold Star parts used was detailed in the August 1998 Classic Bike Guide. A large quantity of receipts will be supplied together with two original log books from the bikes used to build this replica. Interestingly, it was featured in two water colour paintings by renowned artist Roy Barrett, and one signed print will be included in the sale together with a V5C.
No Reserve*
Reg No: NJE 304 MOT: Exempt Frame No: T7232/10-G
Like many British motorcycle companies, Ariel began producing bicycles in the late 1800s eventually progressing to motorcycles in 1902. After a typically rocky few years for manufacturers in the early 20th century, 1932 saw Jack Sangster buy Ariel from the receivers at a bargain price. The company was renamed Ariel Motors (J.S.) Ltd, and promptly resumed production in a new factory in Selly Oak Birmingham. One of their first models was the Ariel Square Four designed by Edward Turner, followed by the Ariel Red Hunter. Designed by Val Page and Bernard Knight, the Ariel Leader featured a 250cc two-stroke engine suspended from a monocoque frame fabricated from pressed steel panels. The sports Arrow was added in 1961, quickly becoming known as the Golden Arrow because of the gold panels on the dummy fuel tank.
This very nicely restored ‘Golden Arrow’ comes from a deceased estate and has not been run recently. Although it is believed to be in running order, it will benefit from recommissioning before use. Please note we have been unable to locate the engine and frame numbers recorded on the V5C on the machine. Offered with V5C, Owners Handbook and currently displaying 6,873 miles.
No Reserve*
Reg No: JNJ 782V MOT: Exempt Frame No: LAV10006881
Produced from 1976 to 1982, the Laverda Jota was an Anglo-Italian collaboration. Slater Brothers was a motorcycle importer established in Collington, Herefordshire, in 1970, and Laverdas formed the bulk of its business. The 3C—so-called for its 981cc inline three-cylinder engine—was introduced in 1973 and by 1975 Slater Bros. was offering a tuned version with a 10:1 compression ratio, 4C racing camshafts, improved exhaust flow and SFC750 fork yokes. The modifications were quickly endorsed by the factory, which put them into production the following year, and so the Jota was born. Reputedly the first production bike to exceed 140mph, it was a tremendous success, with Jotas winning multiple British National Production Championships in the late 1970s.
Registered in 1999, this Laverda was purchased by the late former keeper in 2008 and retained until 2025. When purchased, it had recently had a full engine overhaul. As of 2006, its mileage was 50,386, and it appears not have seen any use since 2008, with the mileage now at 50,504. We are advised that the Jota was running recently and “sounded great,” but proper recommissioning is recommended. It is supplied with the V5C and assorted invoices for parts and the engine overhaul, including from Motalia Ltd.
Reg No: YF 1240 MOT: Exempt Frame No: 944063
The difficult trading conditions of the mid-1920s prompted Triumph to produce a machine that could undercut its rivals on price whilst retaining the excellent finish that had become associated with the firm. Introduced in 1925, the 500cc Model P achieved Triumph’s aims, selling for £42 17s. 6d., a figure that only BSA could approach with their 493cc model at £44. The new machine was entirely conventional, with a side-valve engine, three speeds and chain drive. Although the early contracting band front brake was unusual and somewhat marginal in performance, it was replaced when the second batch of machines was produced, the first 20,000 having been built at the rate of 1,000 a week during 1925.
This 1927 Model P was purchased by the vendor’s father in the mid-1960s, and for many years he enjoyed riding it, often participating in the VMCC’s Banbury Run. Although it remains well preserved and tantalisingly ‘oily rag’, having been dry-stored, it has not been on the road for at least twenty years. The engine has been turned over and remains free, but the Triumph will obviously require a degree of recommissioning. It is supplied with the V5C, and will be a wonderful machine for the Banbury once again.
No Reserve*
Reg No: YOD 21L MOT: Exempt
Frame No: 207815
Produced from 1967 to 1977, the Norton Commando utilised an overhead-valve, pre-unit parallel-twin engine. It was introduced in 1967 at the Earls Court Show and the first production bikes were available from March, 1968. Initially having a nominal 750cc displacement (actually 745cc), in 1973 it became an ‘850’ (actually 828cc). During its ten years of production, the Commando was popular all over the world. In Britain it won the Motor Cycle News Machine of the Year award for five successive years from 1968 to 1972. Around 60,000 Commandos were made in total.
Registered new in Taunton, this 1972 Commando 750, said to be matching-numbers, has had eight recorded keepers, including long-term owners from 1998 to 2016 and 2016 to 2024. The mileage reading of 27,189 is possible original, the bike having been out of use for most of this century. The previous owner overhauled the engine to a high standard, using new parts where possible. It has also received new stainless rims, tyres, a seat, and indicators; the rest of the Commando is mostly original. It starts with ease and runs very well. It is sold with the current V5C and assorted invoices.
Reg No: EEX 641T MOT: Exempt Frame No: 7F00156H7
The Harley-Davidson XLCH Sportster of the 1970s formed the basis for an even sportier development, the XLCR, which was produced from 1977 to 1979 and was perhaps one of history’s most misunderstood bikes. It didn’t help that ‘CR’ stood for café racer, when it certainly was not one. In fact, it was a pretty effective attempt at marrying a traditional 1,000cc Harley V-twin with a European-style frame, but buyers, and even Harley’s own dealers, failed to appreciate that, hence just 3,133 were produced. Enthusiasts now recognise it as a bike which is at home both on American and European roads, and it is sought-after for its rarity.
This XLCR was sold new in Britain and registered in Norwich in April, 1979. It was purchased by the late owner in 2015 because it represented something unusual for his collection. By that time, it had been off the road since 1991. It has not been put back on the road, but the owner did sometimes start it until an electrical fault developed, which remains to be fixed. Sold with the V5C and a possibly original 4,785 miles on the odometer, this rare and overlooked Harley offers a fantastic recommissioning opportunity.
Reg No: G564 ELB MOT: February 2027 Frame No: JS1GV73A0M2100374
Produced from 1986 to 1998 as the flagship in Suzuki’s GSX-R sports bike range, the GSX-R1100 was a real titan of motorcycling. Powered by a four-stroke, 16-valve, DOHC, oil-cooled inline-four, the initial 1,052cc version was superseded by a revamped 1,127cc ‘K’ model in 1989, which enjoyed an increase of about 13bhp, giving a total of 141bhp. However, early handling problems resulted in the ‘L’ model of 1990, with a much-improved, more controllable chassis. The engine was mated to a five-speed sequential transmission, with which the GSX-R1100 could achieve quite phenomenal speeds.
This 1990 model is in lovely order and was first registered with the DVLA in 2025, following the installation of a replacement engine. The mileage reading of 10,224 is possibly genuine. It is now said to be “running well,” and the presence of an MOT certificate with no advisories, valid until February, 2027, attests that it should be ready to use and enjoy. The Suzuki is supplied with a V5C and, being offered at no reserve, surely represents a very tempting opportunity to acquire one of the pre-eminent superbikes of the 1990s.
Period police-style specification
Estimate: £7,000 - £9,000*
Reg No: SVR 463H MOT: Exempt Frame No: CB7501027248
At the 1968 Tokyo Motor Show, the Honda CB750 redefined the motorcycle market, bringing multi-cylinder performance and advanced engineering to a mass audience. Featuring a transverse inline four-cylinder engine with overhead camshaft, electric start, five-speed gearbox and—most notably—a hydraulic front disc brake, the CB750 established a template that endures to this day. This 1970 example is presented in distinctive police-style specification, finished in white and equipped with period-type features including auxiliary lighting, crash protection and rear-mounted radio box. Honda offered police equipment and accessory kits for use by official agencies, and machines of this type were widely employed by police forces worldwide; accordingly, this example is believed to be presented in correct police specification. The machine displays some 45,045 kilometres and carries engine number CB750E-1027840. It has benefited from attention by motorcycle restoration specialists, having received work totalling circa £3,000 to ensure it was in good running order, including the fitment of a Boyer electronic ignition system (the original ignition components are supplied). Subsequently stored in a dehumidified environment, the machine is now expected to require light recommissioning prior to road use.
1 of just c.120 examples made
Estimate: £5,000 - £6,000*
One of just 378 examples No Reserve*
Reg No: ANK 188G MOT: Exempt Frame No: VMT914
Formerly associated with big, burbling V-twins, the Indian marque went defunct in 1954, but in 1967 the rights to the name were bought by motorcycle racer, dealer and publisher Floyd Clymer, who envisaged something very different. The Indian Velo 500 was launched in 1969 and blended Velocette 500cc single-cylinder engines from England with lightweight Italjet frame from Italy. A wonderful idea in principle, the project was sadly doomed as Clymer died aged seventy-four in January, 1970, and Velocette would go out of business shortly afterwards. Only around 120 were made.
One of the rarest machines you could hope to find, this Indian Velo was imported and registered in Britain in 1994, and the following year it was sold by well-known Velocette Owners’ Club personality Ray Thurston to its late long-term owner. It saw only sporadic use during its thirty-one years of single ownership, but following a minor accident (and being classified a Category D insurance loss) it received an extensive restoration to factory specification, and was then placed on display in the owner’s house in 2016. It is supplied with the current V5C, old MOTs, and assorted invoices for parts and restoration. Some recommissioning will be required before use.
Reg No: HS54 KLC MOT: T.B.A. Frame No: ZBNTB01024P10002
Historically associated with lightweights, in 1999 Benelli unveiled a large sports bike, the triple-cylinder Tornado Tre 900, at the Milan Motorcycle Show. The 143bhp machine with an unusual rear-mounted radiator was refined until, in June, 2001, it made its World Superbike début at Italy’s Misano race track, with Australian Peter Goddard at the handlebars. A roadgoing production version appeared in 2002, and gave Benelli a credible rival to the Triumph Daytona 955i. Sadly, however, the Tornado was expensive and Benelli dealerships were few and far between. A lack of adequate after-sales support was off-putting, and so sales were slow. It is reckoned just 378 of the RS model were sold, of which 363 were red and fifteen were yellow.
This lovely and extremely rare 2004 Tre 900RS was sold new in Europe. Later imported and registered with the DVLA in 2016, it was sold that same year at a Coys auction and bought by the current owner. It appears it was newly fitted with an odometer in miles, and since 2016 it has covered just 9,000 miles, having been in continuous but sparing use. Paperwork includes the V5C, assorted receipts, DVLA correspondence, and the 2016 invoice from Coys.
Family owned since 1947 No Reserve*
Brough Superior is probably the most revered name in motorcycle history, being made by George Brough in his factory on Haydn Road, Nottingham, from 1919 to 1940. Only 3,048 examples were manufactured and it is thought only around 1,000 survive. George Brough’s father William E. Brough had been making Brough motorcycles in Nottingham since 1908 and continued to do so until 1926, but George was convinced he could improve on his father’s designs, hence he added ‘Superior’ to the name. His motorcycles offered high levels of performance and exceptional build quality with most being custom-built to the customer’s needs; rarely did any two leave the factory in the same specification. After final assembly, each bike was test ridden to ensure that it performed to specification and was personally certified by George Brough.
The SS80 was offered alongside the SS100 and the 11-50 models. Initially powered by a 988cc JAP sidevalve V-twin—later replaced by a 982cc Matchless V-twin—it was guaranteed to reach 80mph, hence the name. George Brough himself used a specially tuned SS80, nicknamed “Old Bill”, to achieve racing success, including lapping Brooklands at over 100 mph. Of the 1,086 SS80s made, 460 were Matchless-powered.
This wonderfully original SS80 was purchased by the vendor’s grandfather in 1947. The surviving 1952 buff logbooks records his ownership at the time, after which he sold it to a relative but soon bought it back again. It has remained with his descendants since. The grandfather used the Brough extensively in the ’50s, attaching a sidecar for family outings. It spent most of its life around Coventry before the family migrated to Cornwall. The Brough has now been out of use for more than twenty years, so some recommissioning will be required. It is supplied with much history, including the buff logbook, the V5C, and Brough Superior Club material.
Ultra rare special edition No Reserve*
Reg No: FJ67 DFY MOT: T.B.A. Frame No: SAYCMA01XHY001334
Regular viewers of TheMotorbikeShowwon’t need us to introduce the Norton Commando 961 Street. Conceived by presenter Henry Cole and his bike-building associate Guy Willison, the Street represents arguably the greatest development of the Commando 961, and it gained Norton’s seal of approval when the firm agreed to undertake a limited production run of fifty units; this is the original prototype.
Built round Norton’s 80bhp, 961cc parallel twin and five-speed transmission, the Street’s special features include a bespoke tank, seat unit and exhausts, with its creation documented during the seventh series of The Motorbike Show . Each one had Renthal Fatbars, uprated Öhlins dampers, twin 320mm Brembo brakes with four-piston callipers at the front and 220mm brakes at the rear, with distinctive wire wheels with black alloy rims. Inspiration came from several sources, including the Harley-Davidson XR-750 flat-tracker, while the paint pays homage to the JPS livery of the legendary rotary-engined racing Nortons of the early ’90s. There is surely nobody to describe it better than Cole himself: “We didn’t think ‘let’s build a retro,’ we just built what we liked. This bike delivers what we want. Riding it is hooliganism. The new bars, the riding position, the whole attitude of the bike. It’s a pure 1970s street bike. It’s still Euro4 compliant, but it rides like a dream and looks more dangerous than a sailor in a nunnery.” This prototype has just over 400 miles on the clock, and it would make a great addition to any private collection. It is complete with the V5C, and the tank has even been signed by Cole and Willison!
Reg No: Un-Registered MOT: None Frame No: Not Seen
Suzuki launched the GSX-R750 sports motorcycle at the Cologne Motorcycle Show in October, 1984. Featuring a DOHC, four-stroke, oil-cooled inline-four engine, it was modelled on the racers with which Suzuki had found success in the Endurance World Championship, but was perfectly road-legal. The model was regularly updated, becoming water-cooled in 1992, and a new model for 2006-07 featured a redesigned engine of 70 by 48.7mm, a six-speed transmission and a swingarm lengthened by 35mm. Weighing 360lbs. dry, it produced 148bhp at 13,200rpm and 64lb. ft. of torque at 11,200rpm.
This phenomenal 2006 GSX-R750 has been the recipient of tens of thousands of pounds to bring it up to an enhanced track specification. A professional engine overhaul with assorted upgrades, a titanium Yoshimura exhaust, a cylinder head bycm Engineering, and a camshaft by Kent Cams, have turned it into the proverbial bat out of hell. Although not road-registered, it potentially could be. Until then, it promises to be a real thrill at track days and there is always scope to take it racing. It is for sale without documentation.
Estimate: £7,000 - £8,000*
Reg No: HP 2931 MOT: Exempt Frame No: 334034
Named after engine designer Harry Ricardo, Triumph’s Ricardo model was launched in 1921 and represented one of the greatest sporting bikes of its day. The 500cc engine with four overhead valves helped propel it to 70mph and beyond, which was enough for three world speed records and a gold medal in the 1923 International Six Days Trial. The engine achieved over 20bhp—about the same as a 1,500cc car engine of the time. The cycle parts were based on Triumph’s well-proven sidevalve Model H. The ‘Riccy’ continued as a range-topping sports model until 1928.
This splendid 1924 Model R has history dating back to 1945, when it was pulling a sidecar in the Sheffield area. By 1952, it had moved to Derby, but fell out of use after a year or two. A new owner acquired it in 1986 and kept it until 2012; it is thought he was responsible for its restoration. The current owner has cared for it meticulously but is reluctantly selling it due to age. It has recently had new brake shoes and the fuel tank professionally relined, so it should be ready for continued enjoyment. It is supplied with the V5C, a buff logbook and parts and maintenance manuals.
Subject to much expense
Estimate: £8,000 - £10,000*
Featured in Classic Motorcycle Mechanics
Estimate: £4,500 - £5,500*
Reg No: LLV 649 MOT: Exempt Frame No: RC-1-8018
Vincent’s glorious 1,000cc V-twin had a long life after production ended in 1955, with racers buying them and adapting them for all sorts of disciplines, from circuit and sidecar-racing to grass track and drag racing. The original frames, though, of which the engines formed a part, were not so adaptable, so later special-builders had to source or make their own. Swiss racer Fritz Egli did exactly that—he placed a Rapide V-twin into his own frame design and had such success that, from 1968, he started producing frames for other racers. It handled well and proved so competitive that the Egli name is now almost synonymous with racing Vincents.
‘LLV 649’ was constructed many years ago using a copy of an Egli frame with a 500cc Vincent Comet single-cylinder engine from 1951. The build cost thousands upon thousands of pounds to complete, but we are in accord with the vendor when we say it was worth every penny. The present specification includes electronic ignition, a twin-plug head, and an Alton alternator. The vendor advises that it runs well and rides beautifully. It is supplied with the V5C and many invoices.
Reg No: PNT 873G MOT: Exempt Frame No: DS6-109631
The Yamaha YDS6 was one of the most advanced 250cc two-stroke motorcycles of its day. Powered by a lively twin-cylinder engine featuring Yamaha’s Autolube lubrication system, it combined spirited performance, reliability and distinctive styling. In September 2008, Rod Gibson, or ‘Doctor Rod’ as he was known, editor of Classic Motorcycle Mechanics, purchased this YDS6 as his next restoration project. It was in original condition, complete with its original UK number plate but without a V5. Originally registered as KTW 156J, it was later issued with an age-related registration after the original number could no longer be reclaimed. Over the following six months, Rod carried out a comprehensive restoration, documenting every stage across six issues of Classic Motorcycle Mechanics between September 2008 and February 2009. The engine was overhauled by YDS specialist Alasdair Cowan, the paintwork was completed by Dream Machine, and numerous other experts contributed parts and technical support. Seventeen years on, having covered just 98 miles since restoration, it presents in exceptional condition and remains in good working order. Purchased by the vendor in 2011, it has seen only limited use since. Supplied with a current V5C, this beautifully restored YDS6 comes with unrivalled documented provenance.
Estimate: £6,000 - £7,000*
Reg No: PDG 962R MOT: Exempt Frame No: 00074280
After the war, Japan needed cheap transport so Suzuki began producing clip-on bicycle engines. Soon they were making complete motorcycles, and by the early ’60s their production numbers were second only to Honda. The GT750 was produced from 1971 to 1977 and was notable as the first mass-produced water-cooled road bike, which earnt it the nickname of “Kettle” and a place in the Society of Automotive Engineers of Japan’s 240 Landmarks of Japanese Automotive Technology ; it was also one of the last large-capacity two-strokes. The 739cc engine provided 67bhp at 6,500rpm, which, with the five-speed transmission, gave a claimed top speed of 110mph. Registered new in Britain, this 1977 GT750 has been in the present ownership since 2022. It was professionally restored to a high standard circa 2021, and the restoration still presents well. This is perhaps not surprising, as the Suzuki has been primarily a static showpiece for many years, as we might infer by comparing its mileage in 2006 (14,839) with the 2013 (15,830) and 2022 (15,833) readings. The present reading is 15,849. Despite its limited use, the vendor has started the bike on occasion and reports that it runs well. The V5C is supplied.
Single ownership since 1977 No Reserve*
Reg No: DJN 652 MOT: Exempt Frame No: F5AB/2A/4864
By the mid-1930s, Phil Vincent had developed his own 500cc single and 1000cc twin-cylinder designs which would remain the ne plus ultra of motorcycle power units until the company’s closure in 1955. The V-twin made Vincents the fastest production motorcycles in the world, and they became the machines everyone aspired to. The Comet, Rapide and Black Shadow still stand among the most revered and desirable motorcycles of all time. The single-cylinder Comet Series C was introduced in 1949, with the prewar A and B designations having never gone into production. When tested in 1949, the Comet was praised for its excellent handling and braking, as well as a highly creditable 88mph top speed, putting it well ahead of BSA and Velocette rivals. This early Comet is rare, being one of the last Vincents to carry the HRD badge. It was bought by our vendor, the second owner, in 1977, and used until 1983. It has since been in storage, but has been occasionally started and attended to, with recent work including the fitment of electronic ignition and an Alton alternator. Authenticated as a matching-numbers bike by the Vincent Owners’ Club, the Comet is supplied with the current V5C. It is likely to require recommissioning.
Ex-Auxiliary Fire Service
Estimate: £2,250 - £2,750*
Reg No: YTS 530T MOT: Exempt Frame No: 6360
In response to demand for bigger capacity bikes, Laverda bought three motorcycles, a Honda CB77, a Norton 650SS and a BMW R69S which were stripped down and examined. Although they took elements from all three, the resulting Luciano Zen designed 650cc engine was heavily based on the Honda. This became the basis for the later 750 GT launched in 1969 and ultimately the 1000cc 3C and Jota triples. This Jota project, being offered at no reserve, is from a deceased estate so not much is known of its history. It has been stood for a number of years so it will need a good recommissioning, but has survived in fairly standard and original trim. From information supplied on a recent dating letter from Richard Slater, they collected six bikes by their own transport in April 1979, four of which were allocated to Alan Duffus Motorcycles in Scotland. YTS530T was part of that allocation, being sold and registered by them on 1st June. Fitted with a box section swinging arm, this Jota 180 is a rare and desirable model and will make an interesting recommissioning/restoration project. It will be supplied with the aforementioned dating letter and a current V5C.
Reg No: XYM 519 MOT: Exempt Frame No: A74143
The Ministry of Defence and the Home Office procured large numbers of motorcycles for use by the Auxiliary Fire Service (AFS), Police and the Civil Defence Corps during the 1950s and 1960s to maintain emergency communications during the Cold War.
This 1960 G3L was bought by the Home Office for the AFS, and although records of individual bikes are difficult to find, it was probably deployed to a fire station or sub-stations for mobilisation and dispatch duties. In 1969, the MOD and Home Office auctioned off just under 2600 lots at Ruddington Auctions and it appears that XYM519 was bought by large London dealers Pride and Clarke, finding its first civilian owner in August that year. Most of the bodywork is still in its original finish, fitted with a fire extinguisher and period canvas panniers. The engine was overhauled in 2020 by marque specialist Ken De-Groome, including a new big end and piston/ring set, together with a new Amal carb, and has not done many miles since. New tyres have been fitted by Central Wheel and the brakes have been relined. A rare part of Cold War history supplied with a current V5C.
Estimate: £5,000 - £6,000*
Reg No: 316 BAT MOT: Exempt
Estimate: £2,500 - £3,500*
Frame No: RS 12502
Velocette was “always in the picture” in motorcycle racing, culminating in two 350cc World Championship titles and its still unbeaten record of averaging over 100mph for 24 hours on a 500cc single-cylinder machine. Bought by the vendor 14 years ago and still wearing its original 1959 registration number, this Venom has had some very useful modifications carried out to make it more usable on vintage runs and rallies. Most importantly, it is fitted with 12V electrics and an Alton Electric starter kit, which together with the Criterion electronic ignition will make the bike easier to start. Drive is taken care of by a Thurston belt primary drive kit enclosed in an Axtmann case, incorporating a Yamaha clutch and a Quaife 5-speed gearbox. A one piece pushrod tunnel has been fitted to cut down on oil leaks. Chassis mods include Hagon rear shocks, Borrani alloy rims and chrome mudguards. The vendor has recently returned from a rally in France, and in the past has completed many Bob Foster runs and taken part in the Milano Taranto Rally in 2022. It will be supplied with over 70 receipts totaling over £8000 that has been spent over the years, together with a current V5C.
Reg No: C965 MEW MOT: Exempt Frame No: 31K054464
Introduced in 1983, the Yamaha RD350 YPVS represented the ultimate evolution of Yamaha’s road-going two-stroke twins. Building upon the successful RD350LC, the new model featured Yamaha’s innovative Power Valve System, broadening the engine’s delivery while retaining the exhilarating performance for which the RD series had become renowned. Producing approximately 59bhp from its liquid-cooled 347cc parallel-twin engine, the RD350 YPVS offered superbike-rivalling performance in a lightweight, agile package. Affectionately known as the ‘31K’ after its model designation, it remains one of the most sought-after Japanese performance motorcycles of the 1980s.
First registered on 25th October 1985, this 31K is offered from a deceased estate. Finished in white, the Yamaha is accompanied by its lower tank infill panels, although they were not fitted when photographed. Reportedly in running and riding condition prior to the sad passing of its owner, it was not started during our visit, although the engine turned over freely with compression evident and the YPVS power valve servo completed its cycle on ignition. It is supplied with a V5C registration document, while the machine’s frame VIN tag is also present and supplied separately.
Estimate: £2,000 - £3,000*
No Reserve*
Reg No: YHR 381E MOT: Exempt Frame No: T20M5365
Introduced during the 1960s as Triumph’s dedicated lightweight off-road and trials machine, the Mountain Tiger Cub evolved from the highly successful Tiger Cub range. Featuring the proven 199cc overhead-valve single-cylinder engine, lightweight cycle parts and increased ground clearance, the model earned a reputation for nimble handling and versatility. Today, the Mountain Tiger Cub is regarded as one of the most desirable variants of the Tiger Cub family and enjoys a strong following amongst classic British motorcycle enthusiasts. This particular example dates from 1967 and presents in attractive condition following a comprehensive restoration completed in 2022. Finished in the distinctive red and white factory colour scheme, the machine displays well throughout with smart paintwork, bright chrome and tidy cycle parts.
The current vendor acquired the motorcycle after winning it in a competition during 2025, since when it has formed part of a private collection. When inspected and photographed for the catalogue, the Triumph started readily and ran well. Combining the charm of Triumph’s lightweight single-cylinder engineering with the purposeful appearance of the sought-after Mountain Tiger Cub model, this restored example would make an appealing addition to any collection. Offered complete with a current V5C registration document.
Reg No: N20 VMX MOT: None Frame No: JYA2Wee04XA076513
Introduced in 1985, the Yamaha V-Max established itself as one of the most dramatic and recognisable muscle motorcycles ever produced. Conceived primarily for the North American market, it combined striking styling with formidable straight-line performance, powered by an 1198cc liquid-cooled V4 equipped with Yamaha’s innovative V-Boost system. This clever intake arrangement opened secondary throttle butterflies at higher engine speeds, dramatically increasing airflow and delivering the explosive mid-range surge that quickly became the V-Max’s defining characteristic. With power in the region of 145hp as standard, it developed a reputation for brutal acceleration and immense street presence, helping secure its status as one of the most iconic performance cruisers of the late twentieth century.
N20 VMX presents as a tidy, unmolested example of the awesome ‘Full Power’ V-Max, and is reported to be in running order but has ‘been standing and will benefit from a carburettor clean and general checkover’. Accompanied by a Haynes Manual and a collection of old MOTs dating from May 2002 to April 2020, it represents a great opportunity to acquire a much revered and increasingly sought after ‘classic’ Yamaha. Currently displaying a credible 26,103 miles, it comes with a Swansea V5C showing only 4 former keepers.
The Chris Wright Collection
Estimate: £8,000 - £9,000*
Reg No: LP 3577 MOT: Exempt Frame No: 1681
Douglas motorcycles were manufactured between 1907 and 1957 in Kingswood, Bristol, and were especially known for their flat-twin engines, initially longitudinal and eventually in a transverse layout. One of Douglas’s very first models, the Model D was launched circa 1910 and used the 2¾hp engine which would remain in use until the 1920s. It was of heavier and more robust construction than the original Model A, and featured pedal-start and atmospheric inlet valves. The recognisable blue and silver livery was first seen in 1908. Nowadays, Model Ds are a very popular choice for the SMCC’s Pioneer Run.
When Christopher Wright purchased his first Douglas, a 1957 Dragonfly, in 1975, he little suspected that he would become a lifelong member of the London Douglas Motor Cycle Club and a marque guru whose advice and opinions were sought by fellow owners. In 2000, he acquired this 1910 Model D for his private museum of twelve Douglases, spanning 1910 to 1957. Beautifully restored, it passed its last MOT in 2012 with no advisories. After recommissioning, it promises to be a very usable machine, having participated in no fewer than forty-nine Pioneer Runs in the past.
The Chris Wright Collection
Estimate: £3,000 - £4,000*
Reg No: YKR 986 MOT: Exempt Frame No: 1999/6
Manufactured between 1907 and 1957 in Kingswood, Bristol, Douglas motorcycles were especially known for their opposed flat-twin engines, initially fore-and-aft-facing but later mounted transversely. The first of the transverse models appeared in the 1930s, and post-war machines featured a pivoted-fork rear frame sprung with torsion bars and leading link ‘Radiadraulic’ front forks with compression springs and hydraulic damping – radical designs for the time. The last new motorcycle produced by the company, the 1955 Dragonfly, was built around an improved version of the existing 350cc engine, but despite its ride comfort being described as ‘equal to a car’, only 1,457 Dragonflys were sold before Douglas was taken over and production ended in 1957. When Christopher Wright purchased his first Douglas in 1975, he little suspected that he would become a lifelong member of the London Douglas Motor Cycle Club and a marque guru whose advice and opinions were sought by fellow owners. This 1957 Dragonfly was the very machine that started his passion, and the originator of what would grow into the Wright Collection, a private museum of 12 Douglases spanning 1910 to 1957, which he constructed in his garden. After a long time on static display, ‘YKR 986’ will require some recommissioning.
Estimate: £2,500 - £3,500*
Reg No: PVL 930V MOT: Exempt Frame No: JB19911967A
Active from 1958 to 1983, Bultaco was one of the great Spanish manufacturers of two-stroke off-road motorcycles. The Sherpa T trials range, introduced in the 1960s, was pivotal in ending the domination of British bikes in events. The 350cc Sherpa appeared in 1972, the capacity of the single-cylinder, two-stroke being 326cc—enough for 21bhp at 5,000 rpm. Five speeds were standard and telescopic forks and damped twin rear springs took care of the suspension. This 1980 Pyrenees model is, we believe, one of the rarest variants of the 350 Sherpa. Said to be “95%” original, it was first registered in Britain in 2022 and shows a remarkable odometer reading of 210km (130 miles), which is believed to be genuine. The previous owner reported that it was originally given to a works rider who never used it. New tyres and electronic ignition have been fitted, but everything else remains correct to factory specification. Most trials bikes succumb to damage and wear, making a Sherpa this well preserved truly extraordinary. PL 930V has seen little use since purchase, spending most of its time in storage. It was in running order at the time of consignment and has been ridden by the vendor recently. Offered with V5C.
Very low mileage
Estimate: £3,000 - £4,000*
Reg No: P983 JOL MOT: February 2027 Frame No: ZDM906SC2024380
By the 1960s, Ducati had become associated with performance bikes, selling a range of sporty 250 and 350 singles, and from 1971 the range expanded to include the bevel-drive, vee-twin GT750 and other larger bikes. The Supersport was launched as a 900cc, air-cooled vee-twin machine in 1988, but after some alterations, plus the expansion of the Supersport range to encompass smaller models, it was repackaged as the 900SS from 1991. Its specification included a 9.2:1 compression ratio, Desmodromic valves and twin Mikuni carburettors, giving 84bhp. The engine was mated to a six-speed transmission. The model was produced in that form up to 1998, when it received a major facelift and fuel injection.
Offered from a private motorcycle collection spanning the 1960s to the 2000s, this 900SS has just been returned to the road after about three years out of use. Prior to the that, it had been receiving very limited use—the mileage stood at 10,529 in 2007, and the present reading is just 11,522. Having seen such limited use, it remains in very good condition. It has been freshly serviced and is supplied with an MOT with no advisories valid until February, 2027. The sale includes a spare seat.
Very good original condition
Estimate: £3,000 - £4,000*
Reg No: DJO 847R MOT: February 2027
Frame No: CB750F2111309
Unveiled at the 1968 Tokyo Motor Show, the Honda CB750 was a landmark design that brought four-cylinder motorcycles into the mainstream. With a SOHC engine, it was faster and smoother than its European sports bike opposition; the Japanese machine was also more technologically advanced with a hydraulic front disc brake and five-speed gearbox. The CB750F Super Sport was produced from 1975 to 1978, prior to a new DOHC engine taking over, and was credited with 58bhp and a 114mph top speed. It was distinguished by a four-into-one exhaust and more streamlined bodywork. Further improvements characterised the F2 of 1977, including Comstar wheels, double front discs, better suspension, bigger valves, higher compression and new carburettors; producing 75bhp, it was the most powerful CB750 made. Having been preserved for several years in a private collection, this CB750 F2 survives in very good unrestored condition, even down to the original paint, and shows a low mileage reading of 5,896. It has not been on the road for most of this century, but it was recently refurbished and passed an MOT with no advisories, the present certificate being valid until February, 2027. It is said to run and ride well, and the current V5C is supplied.
Estimate: £1,500 - £2,500*
Reg No: LKO 300P MOT: March 2027 Frame No: 175258
By the 1960s, Suzuki was well-known for its two-stroke lightweights targeted at commuters and teenage riders, but a smaller model, the B100, was introduced in 1965 to appeal to an even more economy-minded market, especially South-East Asian workers. It gained an oil pump to save owners the hassle of the creating the two-stroke mixture, at which point it became the B100P (or “Bloop,” as many enthusiasts know it). In 1967, however, it was renamed the B120, more closely reflecting its 118cc displacement, and it remained in production until 1977.
B120s have historically been overshadowed by more glamorous machines, so this British-market survivor is really special. One owner has taken the trouble to restore it to an exceptionally high standard, such that we believe it may be the best “Bloop” to be found for sale anywhere at this point in time. It has not been on the road for the majority of this century, and displays just 8,829 miles on its odometer, but the vendor says it runs and rides very well. It has just passed an MOT with no advisories, which remains valid until March, 2027, and is supplied with the current V5C.
Award-winning restoration
Estimate: £4,500 - £5,500*
Rare, restored US-market model
Estimate: £4,500 - £5,500*
Reg No: GHH 499L MOT: Exempt Frame No: T150VEH05029
Triumph is one of the most revered names in the history of motorcycling. Established in Coventry in 1885, by the start of the 1900s the company had made its first motorcycle, beginning a continuous run of production under various ownership until its eventual closure in 1983. In 1937 the Edward Turner-designed Speed Twin was released, launching a range of Triumph twins that would go on to epitomise British motorcycles in the post-war years. Launched in 1968, the three-cylinder, 750cc T150 Trident was essentially one and a half 500cc twins and proved to be the last success story for the company, with the bike going on to dominate the early years of the Formula 750 race series. The T150V variant was produced between 1971 and 1975, the ‘V’ denoting a five-speed gearbox. It also benefited from a front disc brake instead of the original drum. This beautiful T150V has been off the road for most of this century, but appears for sale having been restored to a supremely high standard. In fact, it has won prizes for its restoration, including being named Best T150V at one rally. Offered from a large private collection, it is said to be running well and is supplied with the current V5C, plus an MOT with no advisories until February, 2027.
Reg No: AHJ 902G MOT: Exempt Frame No: DU89806
In 1937, the Edward Turner-designed Triumph Speed Twin was released, launching a range of twins that went on to epitomise British motorcycles in the post-war years. Derived from the Tiger 110, the 650cc Bonneville T120 débuted at the 1958 Earls Court Motorcycle Show in dazzling metallic two-tone colours, which would soon become a Triumph trademark. Unlike the Tiger, it featured a splayed-port cylinder head with twin carburettors. It took its name from Bonneville Salt Flats, where in 1956 Johnny Allen set an AMA-certified speed record of 214mph on a modified 650 Triumph. Meanwhile, at the MIRA test track, a pre-production Bonnie hit 128mph. The T120R was chiefly intended for the American market, with differences such as high handlebars for long-distance comfort.
This lovely T120R was imported and registered with the DVLA in 2013. We believe a restoration was performed around that time, and in 2016, the Bonnie was put on the road with one mile on its odometer. Now showing 350 miles and three former keepers, our vendor purchased it for his Triumph collection in 2023, since when it has been maintained and lightly used, always performing reliably. The V5C is supplied.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: CB34 587
Birmingham Small Arms was established in 1861 to manufacture weapons. Around the turn of the century, they started making bicycles and progressed to motorcycles a few years later. By the 1920s, BSAs were often at the front ranks of competition, and one received a Gold Star award for lapping Brooklands at 100mph in 1937; Gold Star duly became the designation for BSA’s top performance models from 1938 to 1963, with the later models a defining image of ’50s and ’60s ton-up culture. Meanwhile, BSAs were similarly coveted for trials riding, and some of the best models in that arena were the 500cc ZB34 (with cast iron head and cylinder) and the ZB34A (with aluminium head and cylinder). Best of all was the ZB34GS Gold Star, with the aluminium head and barrel but reworked engine internals. This soul-stirring machine started life as a ZB34 Gold Star and was supplied new to Comerfords of Thames Ditton, Surrey, on March 28th, 1955. In more recent years, it was extensively renovated in the café racer style, and the engine was overhauled with a John Crenshaw competition crankshaft. Although it is not presently road-registered, we are advised that it runs well and is supplied with a BSA Owners’ Club Dating Certificate.
Unique example with fantastic provenance
Estimate: £3,500 - £4,500*
Reg No: YGC 970S MOT: Exempt Frame No: 8101
In 1977, Fosmin Chemicals celebrated the golden anniversary of its Gunk engine cleaner with a competition. By identifying five vintage bikes on a can of Gunk and coining a slogan, one enthusiast could win this XS750 in its unique golden colour scheme. The winner was John Hill, an enthusiastic VMCC member and the owner of twelve vintage machines including a 1901 Chater-Lea, a 1912 Calthorpe and a 1921 Douglas 2¾hp, whose slogan was “Conquers grime for that concours shine.”
The bike was collected and ridden home, but Mr. Hill gave it as an early 21st birthday present to his son, our vendor. The young Hill used it as transport while he was at university but bought a car in 1983, so the bike was wheeled in to his parents’ garage after 11,732 miles. Restoration started in 2017. The work cost over £6,000 but preserved the original paint. The rusted exhaust could not be replaced by an original, hence one was made by OS Pipes in Staffordshire.
With just 13,243 miles from new, this Yamaha is sold with much paperwork including correspondence, press releases and press photographs from the Gunk competition, plus original owner’s manuals and service manuals. Truly, this is a gem to preserve.
Well-restored matching numbers example
Estimate: £13,000 - £15,000*
Reg No: Un-Registered MOT: None Frame No: 971MQN228
Founded by brothers Derek and Don Rickman, Métisse (meaning “mongrel” in French) has a long history of producing custom bike frames to be paired with classic British engines. The mid-1960s Mk. III was a scrambler frame, and Steve McQueen, a keen off-road racer when he wasn’t filming, favoured a Mk. III with Triumph’s 650cc parallel twin. Still extant as Métisse Motorcycles, the firm recently introduced the Steve McQueen Desert Racer, an “exact replica” of McQueen’s Mk. III, which was modified to suit his personal requirements and meet the physical demands of desert racing, but for a run of 300 units only. This machine was bought new by our vendor in 2010 and has been in vacuum storage all the while, so it is still effectively brand new, and complete with its certificate of authenticity (confirming its official endorsement from the McQueen estate), original sales invoice and so on. It is fitted with a T120 engine (no. T120DU1252), and features including a side stand, speedometer, horn and silencers. A new Holtwork tank was fitted in 2023, but the original tank has been safely stored and is supplied with the bike. It has passed a daylight-only MOT and is described by the vendor as “excellent” in all areas.
Estimate: £4,500 - £5,500*
Reg No: BTE 21E MOT: Exempt Frame No: T120DU54376
In 1937 the Edward Turner-designed Triumph Speed Twin was released, launching a range of twins that would epitomise British motorcycles in the post-war years. Derived from the Tiger 110, the 650cc Bonneville T120 débuted at the 1958 Earls Court Motorcycle Show in dazzling metallic two-tone colours, which would soon become a Triumph trademark. Unlike the Tiger, it featured a splayed-port cylinder head with twin carburettors. It took its name from Bonneville Salt Flats, where in 1956 Johnny Allen set an AMA-certified speed record of 214mph on a modified 650 Triumph. Meanwhile, at the MIRA test track, a pre-production Bonnie hit 128mph.
This delightful matching-numbers Bonnie was sold new in Britain and has had only three owners this century, from 1998 to 2011, 2011 to 2022, and 2022 to the present. It was off the road for much of that time but appears to have been restored circa 2012. However, it has received sparing use since, with the mileage in 2012 of 774 having increased to just 2,264. Our vendor purchased it for his Triumph collection, and has maintained it and occasionally ridden it, reporting that it starts and runs well. The V5C and a dating certificate are supplied.
Freshly recommissioned
Estimate: £3,500 - £4,500*
Reg No: BGJ 896 MOT: Exempt Frame No: 21B88
The Butterfield brothers started production of Levis motorcycles in 1911 with a lightweight, single-geared machine of 211cc. In the 1920s, it was at the forefront of two-stroke technology, and its machines won the 250cc class in several important races. The company applied the Popular name to several of its models, including the 350cc, four-stroke OHV A2. This larger machine was the brainchild of Bob Newey, brother-in-law to the Butterfields, besides being the chief designer and engineer for Levis, and it débuted in 1927.
This c.1930 Levis A2 spent the last half-century in single ownership, alongside the BSA B31 also in this sale. Factory records suggest it was built in 1930, but the logbook suggests it was not registered until 1934. It is thought the late owner acquired it in the late 1970s, but it was taken off the road in 1986 and thereafter stored in an outbuilding. It has just been recommissioned with a professional magneto overhaul (with warranty), new tyres and tubes, and a new wiring loom. The engine’s top end was stripped and decoked, and the bike now appears to be roadworthy while retaining a beautiful ‘oily rag’ appearance. It is supplied with a buff logbook and a V5.
Estimate: £5,500 - £6,500*
Reg No: HJ02 TXU MOT: August 2026 Frame No: ZDMH200AA2B019463
Produced from 2002 to 2004, the Ducati 998 succeeded the 996 and represented the final evolution of the landmark 916 of 1994. The 998cc Testastretta (narrow head) engine was similar to the 996’s Desmoquattro engine, but was all-new from the crankshaft up and significantly more powerful. Still featuring desmodromic valves, it was said to produce 123bhp and was paired with a six-speed transmission. For real aficionados, there was the 998S, which was tuned to produce 136bhp.
This 2002 998S has had five keepers from new, but only two since 2005. Our vendor acquired it in 2012 as a Category D insurance loss. He sourced many new parts to put it back on the road, and has covered around 6,000 miles since, travelling to Europe, the Isle of Man, and elsewhere. Said to be “totally reliable,” it has covered only 24,510 miles from new (as evidenced by the long MOT history), but it has seen very little use since 2021, when the belts were changed at 24,174 miles. We have seen it start readily and run well, with an easy idle. It is supplied with the V5C, two keys, assorted receipts for parts and work, and original owner’s literature including a service book with five Ducati stamps.
Estimate: £2,000 - £2,500*
Reg No: V391 UXU MOT: Exempt Frame No: 870897
Giovanni Parrilla established his company in Milan at the end of WW2, repairing diesel injectors before diversifying into the production of motorcycles. His first motorcycle debuted in 1946, a SOHC 250cc racer that was quickly followed by a road-going version that met with acclaim from both the press and public alike, establishing Parilla’s reputation for high quality and performance. The first high-cam engine was the Fox and provided the basis for the medium capacity bikes that were the top sellers in Italy at the time. A typically stylish and curvaceous Italian bike from the period, this 125 Sprint is presented in good, authentic condition. Bought by the vendor in 2018, he has replaced and rechromed a few items since, keeping a good degree of originality, and has spent most of its time on display in his house. Bought initially without keys, he managed to source some new ones and even an exceptionally rare and expensive owner’s manual and parts book, which will be included in the sale. In the 1950s, this bike would have cost twice as much as a contemporary British bike, so Parillas are a rare sight in the UK. It will be supplied with a current V5C.
‘Shortster’ mini bike
Estimate: £2,500 - £3,000*
Reg No: JGF 861N MOT: Exempt Frame No: 2D1597744
In 1960, Harley-Davidson motorcycles, renowned for big bore cruisers, purchased 50% of the Italian firm Aermacchi to give it access to smaller engined bikes. An interesting result of this unlikely tie-up was the X90, a small wheeled bike with fold-down handlebars that competed with Honda’s classic Monkey bikes for the leisure and motorhome market. Nicknamed the ‘Shortster’ as a reference to Harley’s ‘Sportster’ range and only produced for 2 years, this rare model is a must-have addition to any Harley-Davidson collection. Fitted with fold-down handlebars, it’s a great bike for use in motorhomes and caravans with a 90cc 4-speed engine to get you around. A matching numbers bike, it is thought to have been in Warr’s Harley-Davidsons private collection for a number of years. Not running with a few parts missing, the vendor sourced N.O.S. items from the USA, overhauled the engine and carb and recommissioned the bike. He also managed to find some rare literature concerning the model, including an owners manual, parts list and sales brochure which will all be included in the sale, together with a current V5C.
Estimate: £9,000 - £11,000*
Reg No: P550 BOD MOT: None Frame No: ZDM916S008122
The launch of the Massimo Tamburini designed 916 in 1994 revolutionized motorcycle styling and made all its competitors seem dated overnight. The 916 made an immediate impact in racing and Ducati soon built limited edition specials to homologate mainly engine internals to allow for extra tuning. This 916 SP3 says it is limited edition number 530, although confusingly, some people suggest they only made 497. It has the correct ‘Ducati Racing’ wheels and the plain cam cover you would expect to find on the SP3 model. It appears the earlier 14-digit VIN numbers are not traceable on Ducati’s system, but a specialist confirms the perceived number of limited editions doesn’t always match reality. Please reassure yourself of this before bidding. At some stage, the original red bodywork has been changed to yellow, but apart from that, it is presented in original order. It was bought by the vendor over 25 years ago and he used it regularly over the next 20 years, mainly for trips to the IOM TT. The bike has been in storage since, so it will need recommissioning before use and will be supplied with its original manuals, spare keys and a current V5C.
Estimate: £5,500 - £6,500*
Reg No: DHN 567T MOT: Exempt Frame No: GT2502 512109
This beautifully presented X-7 has been restored by a former Suzuki GB employee, who later ran a classic Suzuki spares business. Originally sold in Sweden, where the bike was supplied with wire wheels, he raided the stores to find as many genuine ‘New Old Stock’ parts as possible to complete the restoration to a very high standard. The engine was treated to new crankcases, heads, barrels, pistons and rings, oil pump and hoses, reed blocks, carbs, air box and rubbers, clutch, some gears, gear selectors and most internal bearings and seals, together with a crank overhaul by Grampian Motors. The frame and tinware have been refinished with a new headlamp, fork stanchions, l/h slider, rear shocks, both mudguards, chainguard, full clock set, master cylinder and hoses, indicators, ignition switch, l/h switchgear, fuel cap and tap, wiring loom and new chain/sprockets fitted. This stunning example has completed just over 1100 miles since restoration and started and ran well whilst being photographed. The X-7 was a top selling model, but surprisingly few have survived, and certainly not in this condition. It will be supplied with a list of parts fitted and a current V5C.
Award-winning restoration
Estimate: £13,000 - £15,000*
Magazine-featured restoration
Estimate: £4,000 - £5,000*
Reg No: BF 5384 MOT: Exempt Frame No: K93348
The Stevens brothers built their first motorcycle in 1911, and the next year they had a powerful V-twin in production. From 1925, they adopted a naming strategy, with a letter denoting the model year and number denoting the engine. ‘K’ was used across the 1928 range, and the Model Eight used a 500cc overhead-valve single developed for the 1925 TT race, hence K8 requires no further explanation. The Model Eight made history at the TT, setting a record lap time at 68.97mph, before the engine went into general production for 1926. The engine used a Binks carburettor, Bosch magdyno, and a mechanical oil pump. Having, we presume, once fallen into dereliction, this rare K8 was restored in the late 2000s and reregistered with the DVLA in 2010. While it has not generally been on the road since, it has reportedly participated in some vintage events, including the VMCC Banbury Run, with its restoration winning several prizes. Unusually for a machine of this period, we understand it retains its matching-numbers engine, frame and gearbox. Our vendor purchased it for his collection in 2021, and recommissioning may be required before use. It is supplied with the current V5C. It is said to be “excellent” in all areas.
Reg No: KRD 895 MOT: Exempt Frame No: S66706
By 1950, many motorcycle manufacturers had developed their own parallel twins to compete with Triumph’s, but the introduction of the 650cc Thunderbird once again put Triumph in the lead. While satisfying the American market, a 650cc twin was also expected to enjoy the domestic success of the 500cc Speed Twin and Tiger 100, with which it shared many components, such as a rigid frame, the headlamp nacelle and the tank-top luggage grid. The model frequently evolved, and 1954 saw the introduction of an alternator. For 1955, the pivoted-fork frame first seen on the 1954 Tigers was introduced, resulting in one of Triumph’s most attractive machines.
This characterful Thunderbird sports a well-preserved restoration, which was completed a few years ago and documented across several issues of Classic Bike Guide . Understood to be a matching-numbers machine, it was acquired by our vendor for his private collection. It has covered only 1,000 miles since 2011 and has not been on the road since 2022, so recommissioning will be required. It is supplied with the current V5C, an old continuation logbook, and a copy of one of the magazine articles.
Recent restoration
Estimate: £4,000 - £5,000*
Reg No: BF 8575 MOT: Exempt Frame No: P11273
During the 1920s, BSA proclaimed “one in four motorcycles is a BSA” and that their bikes were “the most popular motorcycles in the world.” The S30 was part of BSA’s famous S-series “Sloper” range, which appeared in 1927 and was so-called for its sloping 493cc (80 by 98mm) single-cylinder engine, which enabled the saddle to be placed lower for a more desirable centre of gravity. Sidevalve and OHV versions were produced, and the S-series was appreciated not only for its sporting characteristics but also for smoothness and quietness. The original three-speed gearbox was replaced by a four-speed in 1932, by the end of production in 1935 the engine had been increased to 595cc.
Looking immaculate following a meticulous restoration, this overhead-valve 1930 S30-12 was registered with the DVLA in 2018, having evidently been off the road for many years previously. Now slightly mellowed, we are advised that the BSA runs and starts with ease and has recently completed the Banbury Run. It is supplied with three files of paperwork, invoices, and a V5C, and we cannot think of a better machine for events such as the Banbury and Graham Walker Memorial Runs.
Estimate: £4,500 - £5,500*
Reg No: LAX 150D
MOT: Exempt Frame No: T120RDU33063
In 1937 the Triumph Speed Twin was released, launching a range of twins that would epitomise British motorcycles in the post-war years. Derived from the Tiger 110, the 650cc Bonneville T120 débuted at the 1958 Earls Court Motorcycle Show in a dazzling metallic two-tone colour scheme, which would soon become a Triumph trademark. Unlike the Tiger, it featured a splayed-port cylinder head with twin carburettors. It took its name from Bonneville Salt Flats, where in 1956 Johnny Allen set an AMA-certified speed record of 214mph on a modified 650 Triumph. Meanwhile, at the MIRA test track, a pre-production Bonnie hit 128mph. The T120R was chiefly intended for the American market, with high handlebars for long-distance comfort.
This is one of a few T120Rs sold new in Britain, and it appears in beautiful condition following an older restoration. Still with matching-numbers engine and frame, it has spent most of this century on static display, but has been in regular use since our vendor purchased it for his Triumph collection in 2025, hence the mileage reading, which stood at 20,123 in 2008, is now 22,699. Said to start with ease and ride well, it is supplied with the V5C and a dating certificate.
Built by G50 specialist Mick Taberer
Estimate: £7,000 - £9,000*
Reg No: USK 798 MOT: Exempt Frame No: 93572
Developed for the Manx racers, Norton’s legendary Featherbed frame eventually made its way onto the road in 1953, housing the 500cc (and later 600cc) Dominator parallel twin. Other features of the Dominator included the revered Roadholder forks and full-width alloy hubs. While Matchless had a formidable, Manx-bothering engine—the 500cc, OHC single-cylinder G50 unit, which was enlarged from the already successful 350cc engine of the AJS 7R. Originally, just 180 were built for racing between 1958 and 1963, and the 300lb. machines were serious challengers for the Manx Nortons. This striking special combines a G50 engine and a Dominator frame. Built by the celebrated late G50 specialist Mick Taberer, it was first registered in this guise in 1992. A consummate engineer, Mr. Taberer was well-known for his ability to remanufacture most parts for the G50 engine and he worked on many of the engines used by historic racers. We understand that this machine was just emerging from a complete engine overhaul around the time Mr. Taberer passed away in 2025. However, it appears to have been primarily a display piece, with little evidence of road use from this century. A truly wonderful and unique special, it is supplied with the V5C.
Estimate: £3,000 - £4,000*
Reg No: NXS 756 MOT: Exempt Frame No: C216169
A familiar model within Norton’s post-war range, the Model 16H was renowned for robust construction, simple maintenance and dependable performance. Powered by a 490cc side-valve single, it was well suited to everyday use and remains a practical, characterful choice for the classic Norton enthusiast. Finished in Norton’s iconic black and silver scheme with red coachlining, this example has the traditional appearance expected of the marque. Its rigid frame, Roadholder forks, sprung saddle, polished tank panels and black cycle parts combine to give the machine a handsome period presence, while bright chrome detailing adds further visual appeal. Norton Owners Club dating correspondence confirms frame number C2 16169 as a Model 16H allocated on 14th May 1948 and dispatched to Kings of Oxford, Hereford Branch. The letter also records the fitment of a correct replacement 490cc 16H engine, number E2 30870, dated 4th July 1950. During photography, it started readily and ran smoothly. Acquired by the vendor in 2023 following restoration in 2019/20, the Norton is offered with V5C, instruction manual, spares book, history folder, receipts and two unopened gasket kits.
Estimate: £7,500 - £10,500*
Reg No: Un-Registered MOT: Exempt Frame No: 10811
This CRMC registered machine, thought to have been created by Czechoslovakian maestro ‘Josef Vontor’ using a 1974 donor ‘Benelli 500 Quattro was campaigned by vendor until a valve failure in the original Benelli motor necessitated and engine overhaul that stalled due to other commitments. However, this problem has now been overcome as the original Benelli unit has been replaced with a virtually identical specialist-overhauled period Honda 500cc motor incorporating the Benelli side covers and cam cover, electric starter (powered by external slave battery,) etc. The original Del Orto carburettors remain. The overhaul included fitment of new pistons, seals and bearings as necessary. The vendor is sad to part with a machine that he has enjoyed for a decade but feels that his advancing years and recent joint replacements should be respected! The original Benelli motor which is repairable is available separately. Benelli fours need no introduction and were tremendously significant machines during what many consider to be the golden era of motorcycle racing and this example is a tribute to the men involved and their achievements.
Formerly owned by Henry Cole
Estimate: £10,000 - £12,000*
Reg No: KFM 919Y MOT: Exempt Frame No: SC094001008
Honda launched the CB1100F in 1982 for the 1983 model year, and it was produced for one year only. A mighty machine for general-purpose riding, it was powered by a DOHC, air-cooled, four-stroke inline four of 1,061cc. It has been claimed to produce over 100bhp at 8,500rpm and be capable of 140mph. For the more style-conscious or performance-focussed rider, it would have made a fine café racer, and the French firm of Moto Martin, founded in the 1970s by Georges Martin, was happy to oblige. Martin specialised in café racer conversions of Hondas and other Japanese bikes, its output comparable to the work of Bimota in Italy and Harris Performance in England.
Sporting a wonderful period custom paint job, this rare Moto Martin CB1100F has excellent provenance, having recently formed part of the private collection of Henry Cole, the well-known presenter of TheMotorbikeShowand Shed&Buried . While this bike has clearly benefitted from much work at some stage, it appears to have been off the road for most of this century so may require some recommissioning, though it does start and run. The odometer reading of 25,800 miles could be original. The V5C is supplied.
Estimate: £3,000 - £4,000*
Reg No: HPG 217C MOT: Exempt Frame No: CB7210269
Making its debut in 1960, the CB72 was one of the first Hondas to go on sale in Europe, offering lively performance from its four-stroke, overhead-cam, 247cc inclined twin-cylinder engine, which was paired with a four-speed gearbox. Many enthusiasts credit it with influencing the decline of the British motorcycle industry, as it was so much more advanced than typical British machines of the time, and could outperform larger offerings from British makers, with its engine offering some 25bhp and a 90mph top speed. With 200mm twin leading-shoe brakes front and rear, it could stop well, too. The last examples were made in 1967.
This very nicely restored example comes from a deceased estate and has not been run recently. Although thought to be in running order, it will benefit from recommissioning before use. Generally presenting in very original order and displaying a credible 20,584 miles, HPG 217C represents an outstanding opportunity to acquire a well restored example of an early ‘UK supplied’ CB 250. Please note the accompanying V5C shows the engine no as CB72 C 10274G, but the unit in the bike is CB72 102749, suggesting a likely typing error on V5 data entry.
No Reserve*
Reg No: NPR 70J MOT: Exempt Frame No: GDO5716B175
The Birmingham Small Arms factory was established in the Small Heath area of Birmingham in 1861 and as the name suggests manufactured weapons. Around the turn of the century they started making bicycles and progressed on to motorcycles a few years later. BSA went on to be one of the world’s largest producers of motorcycles up until its demise in the early 1970s. Their best-selling model was the Bantam, first seen in 1948 as a 125cc, which became the best-selling British-made bike of all time.
NPR 70J presents as a very nicely restored example and is reported to be in good running order although the vendor advises the usual checks be completed before use. The engine currently fitted is thought to be a 125cc unit (no. RV 125 32382) which is not the engine recorded on the V5C (V5C shows GDO 5716 B175) suggesting an engine change has been carried out at some point. Registering some 19,284 miles, this late model is generally acknowledged as the ‘Bantam to have’ and represents a good opportunity to acquire an attractive example being offered without reserve. Offered with Dating Certificate and V5C.
Very rare survivor
Estimate: £8,000 - £10,000*
Extremely rare restored survivor
Estimate: £4,000 - £5,000*
Reg No: BOY 604H MOT: Exempt Frame No: RS20152
Velocette breathed its last in 1971 after an ill-fated attempt at making scooters. A real pity, because red-blooded thumpers like the Velocette Thruxton were still in great demand. Just before the end, Velocette agent Norm Burling of Burling & Simmons in New South Wales noticed that the Thruxton was more expensive in Australia than the faster, more modern Honda CB750, and he requested a special supply of detuned versions to sell at a more competitive price. Thus the Velocette Sportsman was created, sharing many parts with the Thruxton but having an 8.75:1 Venom Clubman head, Clubman cams, a standard-ratio gearbox, 32mm Amal carburettor, and an ordinary twin seat. Clip-ons and rear-sets were optional. Forty Sportsmans were despatched to Burling, but one went to America, one to Sweden, and two—6745C and 6746C—stayed in Britain. This is one of the two British Sportsmans and the second-to-last Velocette made. Said to be totally original, the odometer shows just 8,411 miles. The previous long-term owner was a marque enthusiast, and the present owner has kept it in a private collection, starting it periodically. Not seen on the road for over two decades, this machine fully deserves to be cherished.
Reg No: SV 4740 MOT: Exempt Frame No: H3213
New Hudson started building bicycles with clip-on engines as early as 1903, but it became a motorcycle manufacturer proper in 1909. The range used JAP engines to begin with, and expanded considerably after the war. In 1927, Bert le Vack was the first man to lap Brooklands at over 100mph on a 500cc machine, using a New Hudson. The 500cc Model One was part of a new range of “Sloper” machines introduced for the 1931 season and, creditable though it was, it could not save the company from the effects of the Depression, and all production ceased in 1933. The enclosure of the crankcase and gearbox was a distinctive feature.
This extremely rare and very early Model One is offered for sale after two stints of long-term ownership, and was registered with the DVLA in 1994 having previously dropped off the database. It was off the road for most of this century, but it was restored in recent years to a lovely condition. The engine was stripped and overhauled, with new piston rings, valves and guides, and the vendor has demonstrated how well it starts and runs. It is supplied with the current V5C.
The Chris Wright collection
Estimate: £4,000 - £5,000*
Reg No: 402 UYY MOT: Exempt Frame No: CB32.6581
By the 1920s, BSAs were often at the front ranks of competition, and one received a Gold Star award for lapping Brooklands at 100mph in 1937; Gold Star duly became the designation for BSA’s top performance models from 1938 to 1963. The 350cc CB32 variant appeared in 1954 with the new “Big Fin” engine, featuring such improvements as a stronger crankshaft and refined valve gear. Fitted with an Amal GP carburettor, it produced around 30bhp.
This excellent “Goldie” has been largely hidden for many years. No record of it being on the road exists from within the last twenty years, and the fact it was re-entered onto the DVLA database in 2017 suggests it spent a long time in abandonment. Its late owner restored it meticulously using many original but some reproduction parts, and a replacement engine was sourced from a CB32 scrambles bike. Upon completion, the BSA was placed on display in his house and it now shows only five miles on the odometer, so some recommissioning and running-in will be required. It is supplied with the V5C and a dating certificate from the Gold Star Owners’ Club, and is bound to be a talking point when it attends its first old motorcycle rally.
Estimate: £7,000 - £8,000*
Reg No: BF 4295 MOT: Exempt Frame No: 30689
Douglas motorcycles were manufactured between 1907 and 1957 in Kingswood, Bristol, and were especially known for their flat-twin engines, initially longitudinal and eventually in a transverse layout. Equipped with the long-running Douglas 2¾hp engine, the Model V was a clutchless two-speed model brought out in the midst of the First World War and immediately plunged into military service. Thousands would have been used by despatch riders and the like and, when the war, was over, many were returned to Douglas to be refurbished in civilian trim and sold throughout 1919 to a market hungry for affordable transport.
When Christopher Wright purchased his first Douglas, a 1957 Dragonfly, in 1975, he little suspected that he would become a lifelong member of the London Douglas Motor Cycle Club and a marque guru whose advice and opinions were sought by fellow owners. He later acquired this 1916 Model V for the private museum of twelve Douglases, spanning 1910 to 1957, which he constructed at the end of his garden. Beautifully restored and very scarce, it passed its last MOT in 2011 with no advisories, but it will require some recommissioning before use.
The Chris Wright collection
Estimate: £3,000 - £4,000*
Reg No: 349 BFM
MOT: Exempt
Frame No: 1666/6
Manufactured between 1907 and 1957 in Kingswood, Bristol, Douglas motorcycles were especially known for their opposed flat-twin engines, initially fore-and-aft-facing but later mounted transversely. The first of the transverse models appeared in the 1930s, and post-war machines featured a pivoted-fork rear frame sprung with torsion bars and leading link ‘Radiadraulic’ front forks with compression springs and hydraulic damping – radical designs for the time. The last new motorcycle produced by the company, the 1955 Dragonfly, was built around an improved version of the existing 350cc engine, but despite its ride comfort being described as ‘equal to a car’, only 1,457 Dragonflys were sold before Douglas was taken over and production ended in 1957. When Christopher Wright purchased his first Douglas, a 1957 Dragonfly, in 1975, it led to him becoming a lifelong member of the London Douglas Motor Cycle Club and a marque guru whose advice and opinions were sought by fellow owners. He later acquired this 1956 Dragonfly for the private museum of twelve Douglases, spanning 1910 to 1957, which he constructed in his garden. Beautifully restored and showing just 766 miles on the odometer, it is offered from many years on static display so will require some recommissioning before use.
Estimate: £3,500 - £4,500*
Reg No: VVS 168 MOT: Exempt Frame No: 102996
The Triton stands as one of the most iconic “specials” of the golden age of British motorcycling. Each Triton was individually created, blending Triumph power with Norton handling to produce a machine greater than the sum of its parts. This example has been built in the true spirit of the period specials and features an impressive specification throughout. It is based around a slimline Featherbed frame and swingarm, complemented by short road headers and a Norvil front disc brake setup for improved stopping performance. VVS 168 is fitted with an alloy fuel tank and Greenspot instruments, while drivetrain refinement is enhanced with a duplex primary chain. The engine has been upgraded with a T120 head, spayed carburettor, high-compression Powermax 10.1 pistons, and high-lift camshafts for enhanced performance. The specification is completed with a tuning approach that reflects the best of classic British engineering, where power, simplicity, and character were key. VVS 168 was running well when acquired by the current vendor, but has since been in storage and may therefore require recommissioning before road use. The V5C and history have been misplaced during a house move. If unlocated, the buyer may need to submit a V62 application for a replacement.
Estimate: £3,500 - £4,500*
Reg No: DOY 606M MOT: Exempt Frame No: B50MX JG00671
The B50 range was conceived with an eye on the lucrative American market with three models, the B50SS Street Scrambler, the B50T Victor Trail and the B50MX off-road racer. All were powered by a unit-construction 500cc engine with a claimed 34bhp, with the limited edition competition use MX model supplied with simpler electrics, stainless mudguards and an alloy tank. They proved to be the last hurrah for British scramblers, and the arrival of lightweight two strokes from Europe and Japan brought about their demise. BSA’s financial problems in 1972 led to the model continuing as the Triumph TR5MX for a couple more years until Meridan’s closure soon after. It has had an engine and gearbox overhaul with new rear shocks, fork stanchions, cables all round, and tyres fitted, together with electronic ignition. The cosmetics have been looked after with the original seat recovered and the frame powder coated. Presented in authentic and excellent condition, it will make a good mount for classic scrambles events or a very exciting bike for daytime road use or a bit of green laning. Unusually for a B50MX, this bike has been registered for the road and will be supplied with a current V5C.
No Reserve*
Reg No: UBD 169G MOT: Exempt Frame No: 1950
Like many other Italian engineering firms, Laverda diversified into motorcycles after WW2. Noticing a demand for bigger bikes, Massimo Laverda visited the US in 1964 to study the market and decided they needed to produce a 650 twin. Laverda bought three motorcycles, a Honda CB77, a Norton 650SS and a BMW R69S to inspect, and the resulting Luciano Zen designed 650cc engine was heavily based on the Honda. This became the basis for the later 750 GT launched in 1969 and ultimately the 1000cc 3C and Jota triples. Brought out to compete primarily with the British vertical twins offered by Norton, BSA and Triumph, the 750 GT was a well equipped but expensive bike in its day. A model rarely seen in the UK, this 750 GT has been in regular use until last year and the vendor reports it’s a good runner that starts on the button. Presented in good, authentic standard condition, it is fitted with electronic ignition, Falcon rear shocks and some neat period style handlebar end indicators. A very practical classic with electric start, 12V lighting and decent brakes, it will be supplied with a set of Craven Panniers, not fitted, and a current V5C.
Custom paintwork by Paul Kerslake
Estimate: £7,000 - £8,000*
Reg No: VAG 186R MOT: Exempt Frame No: 2A24408H7
Harley Davidson was established in Milwaukee in 1903. Always sticking to their signature V-twin layout, as their engines evolved the distinctive shape of the rocker covers led enthusiasts to identify them with names such as “Flathead”, “Knucklehead”, “Panhead”, and “Shovelhead”. Paul Karslake was a British artist known for his versatility across various genres, often employing a photorealistic airbrush technique to create some amazing images. He created iconic portraits of figures including members of The Rolling Stones and Princess Grace of Monaco, with his works being collected by celebrities such as Sir Michael Caine, Keith Richards, and Tracey Emin. He also used his skills on guitars for rock legends Pete Townshend, Keith Richards, and Ronnie Wood, and created some fantastic airbrushed images on custom bikes and scooters. He even custom painted a Boeing 727 aircraft, and his portrait of his then brother in law Keith Richards was the inspiration behind Johnny Depp’s character Jack Sparrow, in the Pirates of the Caribbean. A Harley V-Rod customised with Paul’s images of Beyonce on the fuel tank sold for £60,000 at a charity auction in 2004. This 1977 Shovelhead was custom painted by Paul in 2007 using his photorealistic airbrush technique to depict an Indian Chief’s head on either side of the fuel tank and desert scenes on the mudguards. The quality of the artwork must be seen to be appreciated. The bike has been part of an enthusiast’s small private collection for a number of years, displayed in his house, so will need some recommissioning before use. This lot presents a unique opportunity to acquire an already desirable Harley with one-off paintwork from a world renowned artist. It will be supplied with a copy of an email from Paul, dated 2019, confirming it to be his work and a current V5C.
Estimate: £18,000 - £22,000*
Reg No: EKP 614K MOT: Exempt
Frame No: S2F 27276
Motorcyclists have a long tradition of building bespoke ‘specials’ and probably the most respected engineer in recent times is Allen Millyard. Allen has built everything from V Twin 100cc Hondas to a V10 engined motorcycle. Many of his creations have been based on various combinations of Kawasaki’s triples, ranging from 2 to 5 cylinders. A gifted engineer working in his garage at home, the bikes are designed to look standard but feature many handmade parts that blend seamlessly with the original Kawasaki components. The first 415cc five-cylinder was built by Millyard in 1996 and displayed at the Stafford Classic show, where it won the award for best technical interest. Using 5 cylinders from an original 250 triple, it is thought only six of these 415cc engines were built, with most residing in museums in Japan and the USA. It appears the engine in this stunning example was built many years ago and lay unused until bought by a previous owner and fitted into a period 1972 S2 250 chassis in 2020. The rolling chassis has been restored to original specification, so the bike is presented in show condition and looks deceptively standard, hiding some ingenious engineering work designed to make it practical and rideable. Very often, the biggest problem for engineers is fitting in all those extra exhausts, but the crowning glory of this bespoke special is a wonderful handmade 5 into 2 stainless system that keeps a balanced look to the bike. A unique opportunity to acquire a beautiful machine that will be a talking point at any classic bike show or vintage rally, the vendor reports it runs well and is surprisingly economical, returning better MPG figures than the original donor bike. It will be supplied with a history file of its restoration, an original owner’s manual and current V5C.
1 of just 22 examples built
Estimate: £6,500 - £7,500*
Reg No: HSO 30N MOT: Exempt
No: 755647
Ducati was established in 1926 by Antonnio Ducati, producing electrical components. By the 60s they had become associated with performance bikes, offering a range of 250/350 singles. In response to the demand for bigger bikes chief engineer Fabio Taglioni designed the classic V Twin bevel drive engine first used in the 1971 GT750. This proved to be an immediate success, helped by Paul Smart’s win in the 1972 Imola 200 and the early round case V Twins have become some of the most desirable bikes of the era. This 1975 round case 750 GT, being offered at no reserve, is presented as a practical and usable bike with some sensible modifications for ease of use. It is fitted with electronic ignition, more modern switchgear to replace the notorious CEV items, later instruments and a spin-on oil filter kit. The finishing touch is a set of curvaceous period style panniers to add to its touring credentials. The V5C suggests it was bought new in the UK on 1st April 1975 and stayed with its first owner for 50 years before being bought by the vendor last year. A good usable classic, it will be supplied with a current V5C.
Reg No: STU 630L MOT: Exempt Frame No: 4/73/016
Silk Engineering began producing a water-cooled two-stroke twin in the 1970s, based on the pre war Scott motorcycle. A prototype was exhibited at the Racing and Sporting Motorcycle Show in 1971, and 22 Silk-Scotts were made to order over the next 2 years. Unfortunately, legal problems over the use of the Scott trademark meant he had to use his own name when they launched the Silk 700, a modern take on the classic design in 1975. This rare example being offered is 1 of the original 22 hand built specials made by George Silk before creating the later 700cc models. It is built around a significantly modified Scott Squirrel engine, now at 630cc, matched to a Velocette Venom gearbox. The improved motor was housed in a Spondon frame together with the same company’s Ceriani style front forks and a 8’’ TLS front brake with alloy rims front and rear. Each Silk-Scott was made to order for a specific customer, so each of the 22 is unique. A bike that very rarely comes onto the market, being offered by only its third owner, it is presented in original and unrestored condition and will be supplied with a current V5C.
Estimate: £4,000 - £5,000*
Reg No: NPP 770P MOT: February 2027 Frame No: CB750F1023647
Unveiled at the 1968 Tokyo Motor Show, the Honda CB750 was a landmark design that brought four-cylinder motorcycles into the mainstream. With a SOHC engine, it was faster and smoother than its European sports bike opposition; the Japanese machine was also more technologically advanced with a hydraulic front disc brake and five-speed gearbox. Early examples used permanent mould-casting for the crankcases but an improved die-cast design was soon adopted. The CB750F Super Sport was produced from 1975 to 1978, prior to a new DOHC engine taking over, and was credited with 58bhp and a 114mph top speed. It was distinguished by a four-into-one exhaust and more streamlined bodywork.
This 1976 CB750F presents in lovely condition, having spent recent years on display in a large private motorcycle collection. While it has been kept on the road more or less continuously since 2008, its use during that time has been negligible, with the mileage reading having increased from 30,113 in 2009 to 31,184 at present. Seemingly the recipient of some past restoration work, it is said to run and ride well, and it is supplied with V5C and an MOT with no advisories valid until February, 2027.
Estimate: £8,000 - £9,000*
Reg No: N107 EUG MOT: April 2027 Frame No: ZDM9165005190
In 1971 Ducati’s chief engineer Fabio Taglioni designed the classic V-twin bevel-drive engine first used in the GT750. This proved to be an immediate success, with Paul Smart’s winning the 1972 Imola 200 race, beginning a long tradition of race-winning V-twins. Fondly remembered as one of the greatest superbikes of its generation, the Massimo Tamburini-designed 916 revolutionised motorcycle styling when it was launched in 1994 and gave Carl Fogarty his first Superbike World Championship title that year. So-called for its 916cc displacement, the model used a four-stroke, liquid-cooled, fuel-injected V-twin with four desmodromic valves per cylinder. With a claimed output of 114bhp, it could achieve around 160mph and was produced until 1998. This splendid 916 is an extremely well-preserved and original example of the breed, having covered very little mileage; MOT records chart its gradual progression from 7,545 miles in 2006 to the present reading of 9,631 miles. Evidently well looked-after across its life, it has just received a fresh service, including a belt change, and the vendor describes it as “on the button and ready to go.” It is supplied with the V5C, an MOT with no advisories valid until April, 2027, and detailed service history.
Estimate: £3,000 - £4,000*
Reg No: KHH 127C MOT: Exempt Frame No: B8T103062
Kawasaki Aircraft Ltd. started building motorcycles under the Meihatsu name in 1953, the early machines being modelled on the DKW RT125. In 1961, a new model which would become the Kawasaki B8 was introduced, but the Meihatsu marque was dropped the same year. At the same time, Kawasaki was taking over Meguro, an older bike maker, and when this was completed in 1962, it started selling bikes under the Kawasaki name. The 125cc B8 model was where it all begin, being the very first machine produced purely as a Kawasaki. Its two-stroke, piston-inlet valve engine produced 11bhp at 8,000rpm and was mated to a four-speed transmission. Immediately, it spawned a successful racing derivative, the B8M. Production continued until 1965.
Remarkably, this B8T is believed to be the only example of its kind in Britain, and it presents beautifully, having been registered with the DVLA in 2022 and restored to a very high standard in the present ownership, with an emphasis on originality. Certainly one of the most important Japanese motorcycles ever produced, it is said to be “on the button and ready to go.” The V5C is supplied.
Restored to a high standard No Reserve*
Reg No: BHY 686H MOT: Exempt Frame No: 1073912
Gilera has one of Italy’s longest pedigrees as a motorcycle manufacturer. Giuseppe Gilera started his motorcycle business in Milan in 1909, though regular series production only got going following his move to Arcore in 1920. Throughout the pre- and post-war years, it enjoyed sustained success in road racing. Sadly, it would become the company’s downfall, as sales of its everyday lightweights failed to offset the huge expenses of racing, and in 1969 Giuseppe sold his company to Piaggio. Gilera’s most popular lightweights, like the single-cylinder, five-speed 124 5V of the late 1960s, were purely sensible, economical machines for ordinary Italians, but they were worth owning simply for the hallowed Gilera name.
This rare 1970 124 5V looks lovely following a restoration to a high standard several years ago. Imported and registered with the DVLA in 2019, it has resided since in a large private collection of bikes spanning the 1960s to the 2000s, and has seen minimal use. The odometer reading is 21,588km (13,414 miles)—possibly the total covered since the restoration. Very useable but in need of light recommissioning, it is supplied with the current V5C.
Potential show-winning restoration
Estimate: £1,500 - £2,500*
Reg No: PFJ 626G MOT: Exempt Frame No: R304566
Yamaha’s R-3 was the third and final iteration of their first 350cc sports bike. The company had rather been ‘playing catch-up’ when it came to machines over 250cc. In 1966, re-engineering the 250cc YDS series to squeeze out a bit more power was the best Yamaha could do to field a competitor against bigger offerings like the 305cc Honda CB77. Further challenged by Suzuki’s Super Six T20, Yamaha responded with Project YX03 in 1967, which provided the basis for the fresh but oddball YR-1 (with a new approach to porting), finally giving it the 350 sports-twin it needed. The engine and peripherals were revised to create the YR-2 and then, for the 1969 model year, Yamaha launched the R-3—a potent creation which sold well.
Resplendent in dazzling emerald green, this R-3 received a first-class restoration with its previous owner in America, using original parts wherever possible. Imported and registered with the DVLA in 2022, it has seen minimal use so will require some recommissioning. Displaying only two miles since restoration, running-in will likely be required as well. The current V5C is supplies. This could so easily be a show-winning bike.
Estimate: £7,000 - £8,000*
Reg No: BF 6310 MOT: Exempt Frame No: 11035
Founded in 1893, Royal Enfield is one of the world’s oldest motorcycle marques still in continuous production. The 6HP represents one of the marque’s most capable veteran motorcycles. Powered by a 771cc J.A.P V-twin engine, the 6HP was designed to provide dependable performance at a time when motorcycling was rapidly evolving. Produced during the First World War, these machines showcased Royal Enfield’s reputation for robust engineering and craftsmanship, forming the basis of military combinations used to carry Maxim machine guns. Today, surviving examples are highly sought after for their rarity and historical importance. Purchased by the vendor in 2017 as a restoration project, BF 6310 has since been overhauled to create a complete and useable example that retains many correct period components. It was last used on the road approximately 12 months ago before being placed into storage. We are advised that the engine has been run recently; however, prospective purchasers should expect to carry out a degree of recommissioning before regular use. BF 6310 is offered with a V5C registration document, VMCC certificates for the frame and engine numbers, a small quantity of spares including starter handle, and a folder containing copies of technical diagrams and a selection of invoices.
Estimate: £6,500 - £7,500*
Reg No: CJ 9129 MOT: Exempt Frame No: G88436
Introduced in 1926 as AJS’s first production 500cc overhead-valve single, the G8 represented the cutting edge of motorcycle engineering in its day. Its strong performance and excellent handling helped establish AJS as one of Britain’s premier motorcycle manufacturers during the golden age of motorcycling. Purchased by the vendor in 2015 as a restoration project, this 1926 AJS G8 has since been overhauled and sympathetically restored while retaining many of its correct period components. The frame and engine numbers appear to be correct, and it also retains its original Hereford registration. CJ 9129 is fitted with much of its original tinware, including the mudguards and chaincase, together with the correct P&H lighting set, and a highly desirable, exceptionally rare Lucas racing magneto. CJ 9129 was last used approximately 12 months ago before being placed into storage as part of a significant private collection of pre-war motorcycles. Prospective purchasers are advised that a programme of recommissioning should be undertaken following its period of storage before regular road use. It is offered with a current V5C registration document, which records just one previous keeper since first registration in 1926.
1 of just c.750 examples
Estimate: £3,000 - £4,000*
Reg No: WTN 700H MOT: Exempt Frame No: 129188
WTN 700H was built in 1969 and first registered by Gus Kuhn Motors Ltd on 12th January 1970. Finished in the alternative black and silver colour scheme, the machine benefits from several factory-fitted extras, including Dunlop rims, a Cibie headlamp and the sought-after twin leading-shoe front brake. The previous owner kept WTN 700H for some 30 years and carried out a restoration in 2020. The frame, engine and gearbox numbers are matching and appear correct, although this has not been confirmed by an owners’ club certificate. Also included is a comprehensive history file containing old MOT certificates, copies of previous registration documents, receipts, and a detailed record of the restoration work carried out by the previous owner with photographs. The Mercury has seen only limited use by the vendor, having been ridden on just a handful of occasions. It was running at the time of consignment, but may require a degree of recommissioning before regular road use. A rare and highly collectible example of Norton’s final Featherbed-framed twin, this Mercury presents an excellent opportunity for enthusiasts and collectors alike. Supplied with a current V5C and a comprehensive history file.
Estimate: £5,000 - £7,000*
Reg No: Un-Registered MOT: None Frame No: Not Seen
In 1966 the well-known sidecar racer Colin Seeley began manufacturing his own range of racing bikes using AJS 7R and Matchless G50 engines in his own lightweight frames. A deal was made with AMC to supply motors but they then announced they were stopping production of the power plants. This presented the fledgling Seeley operation with a serious supply problem. Colin’s decision to purchase the contents of the AMC racing department and manufacture the engines himself was a bold move at a time when the British motorcycle industry was collapsing around him. With the supply of engines now secured, the Seeley concern entered a golden period with their machines becoming the privateer’s first choice. Offered from the estate of the late G50 specialist Mick Taberer, this machine has been put together very recently by Pete Swallow using many brand-new parts—the replica Seeley frame, the all-alloy G50 engine and Quaife five-speed gearbox, the Norton forks, the NJB rear shocks, and the stainless cycle parts. It also features a Commando front hub and floating disc, and a Triumph conical rear hub. The vendor describes it as a road-going special, though obviously it still requires completion and is supplied without documentation.
Estimate: £6,000 - £7,000*
Reg No: BVE 589
MOT: Exempt Frame No: 664
Following the 1931 takeover of AJS by Matchless, production relocated to Woolwich. AJS’s identity as a separate marque steadily eroded from then onwards as the machines became more like their Matchless counterparts. 1935 saw the introduction on some models of Matchless-style engines with dry-sump lubrication and vertical cylinders. The 500cc Model 18 first appeared in 1936 and the following year was offered in competition trim as the Model 18T. This rare Model 18T is a 1937 example first registered in November 1936. An older restoration, it presents well and is an increasingly scarce example of the marque’s sporting heritage. Paperwork suggests that BVE 589 remained off the road from 1989 until its purchase by the vendor in 2025. The tax disc displayed expired in 1983, suggesting this may have been the last time it saw road use. Since being acquired by the vendor, BVE 589 has remained in storage. Having been off the road for an extended period, BVE 589 will require a degree of recommissioning before returning to road use. Included within the history file are a current V5C, an original RF.60 logbook, a photocopy of an earlier V5, and a selection of historic photographs showing following restoration.
The Chris Wright collection
Estimate: £5,000 - £6,000*
Reg No: BF 7612
The Chris Wright Collection
Estimate: £3,000 - £4,000*
MOT: Exempt Frame No: 68525
Douglas motorcycles were manufactured between 1907 and 1957 in Kingswood, Bristol, and were especially known for their flat-twin engines, initially longitudinal and eventually in a transverse layout. The very long-running 2¾hp engine of 350cc was used across three models for 1924. The £45 TS had two speeds and no clutch or kick-starter; the £50 SW had two speeds with a clutch and kick-starter; and the £58 CW had three speeds plus accoutrements. The SW and CW also had new-for-1924 wide mudguards.
When Christopher Wright purchased his first Douglas, a 1957 Dragonfly, in 1975, he little suspected that he would become a lifelong member of the London Douglas Motor Cycle Club and a marque guru whose advice and opinions were sought by fellow owners. He later acquired this 1924 Model SW/24 for the private museum of twelve Douglases, spanning 1910 to 1957, which he constructed at the end of his garden. Beautifully restored and very scarce, it has not been used on the road for twenty years or more, so it will require some recommissioning before use.
Reg No: 350 YUK MOT: Exempt Frame No: 9601/5
Douglas motorcycles were manufactured between 1907 and 1957 in Kingswood, Bristol, and were especially known for their flat-twin engines, initially longitudinal and eventually in a transverse layout. The first of the transverse models appeared in the 1930s, and post-war models featured a pivoted fork rear frame, sprung with torsion bars and leading link “Radiadraulic” front forks with compression springs and hydraulic damping. The Mk. V 350cc model was launched in 1949 and also featured the Radiadraulic forks, which contributed to one road tester declaring that the handling was “excellent by any standards.”
When Christopher Wright purchased his first Douglas, a 1957 Dragonfly, in 1975, he little suspected that he would become a lifelong member of the London Douglas Motor Cycle Club and a marque guru whose advice and opinions were sought by fellow owners. He later acquired this 1950 Mk. V for the private museum of twelve Douglases, spanning 1910 to 1957, which he constructed at the end of his garden. In lovely restored condition, it passed an MOT with no advisories in 2012, but it has since spent many years on static display and will require some recommissioning before use.
Estimate: £2,500 - £3,000*
Reg No: LBG 860G MOT: Exempt Frame No: 22111
Aermacchi was initially an aircraft manufacturer founded in 1912 by Giulio Macchi at Varese in Lombardy and like many other Italian engineering firms, began producing motorcycles after WW2. In 1956, they produced their first horizontally opposed four-stroke engine, and by the 1960s had become famous for sporty 250 and 350 singles that very often became the basis for home made race bikes that are still popular in classic racing today. The vendor acquired this neat Aermacchi 250 in 1994 to use in parades and classic racing. It started life as an Ala Verde, but like many others, it has been converted into a race bike and was last used in anger at the Post TT at Mallory Park in 2000. CRMC registered, it has been tuned to Ala D’oro spec, including a Carillo rod, but retains the iron barrel and four speed gearbox of the standard bike. It is fitted with full race style bodywork and alloy wheel rims and includes some spare parts. The bike has recently been given a cosmetic overhaul and will be supplied with a V5 registration document, so it could possibly be put back on the road as an interesting and unusual Cafe Racer.
Beautifully restored
Estimate: £4,000 - £5,000*
Reg No: BFR 585R MOT: Exempt Frame No: 202586
The first bike Yamaha produced in 1954 was the YA-1—like the BSA Bantam, a copy of the German DKW RT125. In typical Japanese fashion, this was soon improved upon with the YA-2 of 1957. The YA-2 was an immediate success in sporting events starting a long tradition of achievements which continue to this day in Moto GP. In spite of Yamaha’s reputation for performance machines, the humble FS1-E—’Fizzy’— is still one of their most fondly-remembered and sought-after products. A whole generation of ’70s motorcyclists cut their teeth on this classic ‘Sixteener Special.’
Registered in Preston and showing a total of nine former keepers, this 1977 FS1-EA is an early model without the Autolube oil injection system. It has had just three keepers since 2004, the vendor, an enthusiastic collector of Japanese motorcycles, having acquired it in 2012. It has not been taxed for the road since 1984, but has received a high-quality restoration with one recent owner, and we think the mileage reading of 22,800 is very likely original. A beautiful example of the ‘Fizzy,’ it is accompanied by the current V5C and will require recommissioning before use.
Estimate: £7,500 - £8,500*
Reg No: UAS 463
MOT: Exempt
Frame No: P18148
Imported in 2000, this wonderful Series 1 R2 is understood to have spent part of its life on display in a museum. It was acquired by the vendor in 2003 and subsequently treated to a mechanical overhaul and part restoration, resulting in an exceptional finish. The work carried out included replacement valve guides, an overhaul of the shaft-drive and throttle worm-drive mechanism, fitment of a new clutch, and servicing of the braking system. It was running and riding well, although in more recent years it has been displayed as an art piece in the vendor’s office. Prospective purchasers should therefore expect to undertake a degree of recommissioning before use. The paintwork and pinstriping are of high quality, and the fuel tank was professionally repainted in 2014. UAS 463 also retains its period Bosch electrical equipment, including the rarely encountered original Bosch ignition key. The date of manufacture for the frame and engine numbers is confirmed by a letter from the BMW Group Mobile Tradition Archives. UAS 463 is offered with its current V5C registration document, several previous V5s, an original owner’s handbook, a collection of period photographs taken at the time of purchase, numerous invoices, and the BMW Group archive letter.
Estimate: £2,750 - £3,250*
Reg No: OV04 LMU MOT: March 2027 Frame No: WB10309A34ZF93244
BMW’s boxer engine is nearly 100 years old and powers machines that are still amongst the most desirable bikes in the world. The R1200C was their first attempt to tap into the cruiser market, designed by BMW head designer David Robb, with a passenger seat that could fold up to become a driver’s backrest. In a brilliant piece of marketing, the bike was featured in the 1997 Bond film ‘Tomorrow Never Dies’ and was one of four BMW motorcycles showcased in ‘The Art of the Motorcycle’ exhibition at the Guggenheim Museum in New York in 1998. The Montauk model was introduced in 2003, offering an altogether more beefy design with an extended rake front end, alloy wheels, a vertically stacked headlight and instrument panel from the R1200CL. This stunning looking R1200C is the later Montauk version with a more solid stance than the standard model. Owned by the vendor for the last 12 years and, he is now thinning down his collection. It has recently been serviced with a new battery and a pair of tyres and is MOTd until March 19th next year. Included in the sale will be a screen and an alternative rear seat, some dealer literature and a current V5C.
Estimate: £2,000 - £3,000*
Reg No: FUG 52D MOT: Exempt Frame No: T20B2030
The Triumph Tiger Cub was introduced in 1953, designed as a light, accessible machine for new riders. Over the years, it evolved, gaining a more robust frame and improved electrics by the mid-1960s. The 1966 model is especially notable, marking a perfect balance between classic charm and updated engineering. This example is a true time capsule, with its original carburettor, air screen, and unrestored seat. The wheels, mudguards, and rims remain as they were, and during photography showed the tank interior in good condition. The delightful Olympic Flame Blue and White colourway remains on this machine, a particularly cherished scheme for the model. It was endearing and charming upon inspection, with the bike rolling freely and moving easily during photography.. First registered to Watson Cairns in Leeds in 1966, it changed hands through Leslie Nuttall, Peter T. Humbleby, and John Robert Brown, before the current lady owner acquired it on June 11, 1973. Used until 2012 with just 10,811 miles, it now awaits a careful recommissioning before returning to the road. It includes a file with previous MOTs, the original buff logbook, and current V5C.
Reg No: KGE 270Y MOT: Exempt Frame No: 902603
Of all their sporting success, Ducati’s most famous victory was Mike Hailwood’s amazing comeback win in the 1978 IOM TT Formula 1 race, which the factory commemorated with a race replica based on the standard 900SS. The 1979 model was only intended to be produced in a limited run of around 200 bikes, but demand was so high it stayed in the range in essentially the same specification with Brembo brake callipers and Dell’Orto carburettors until 1984. This Mike Hailwood Replica project, being offered at no reserve, is from a deceased estate so not much is known of its history. It was bought by the vendor in 2015 from what appears to have been its first owner, who had the bike for 32 years. Spending all of its life in Scotland, it has been stood for a number of years so will need a good recommissioning before use, but it seems to be mainly intact, just missing its front mudguard. One of the more collectable bikes from the era, it is still fitted with Ducati stamped gold cast wheels and finished in the classic Tricolour colour scheme. A rare and pretty bike once restored, it will be supplied with a current V5C.
One of the greatest ‘80s superbikes
Estimate: £20,000 - £24,000*
Reg No: P741 HAL MOT: T.B.A.
Frame No: JH2RC30960M-000034
Launched at the 1987 Tokyo Motor Show, Honda’s VFR750R (codenamed RC30) was more akin to a factory racer than a production superbike. Displacing 748cc, its V4 DOHC engine featured a 360-degree ‘big bang’ crankshaft, titanium conrods, magnesium cam covers, minimal piston rings (one compression, one scraper) and twin radiators. Developing some 112bhp @ 11,500rpm and allied to a six-speed gearbox via a slipper clutch, the result was class leading (and race winning) 150mph plus performance. Notably compact, the homologation special’s aluminium beam frame was fitted with fully adjustable Showa suspension, quick release front forks and a single-sided Pro-Arm rear. The latter was based on an ELF design and facilitated rapid wheel changes. Generously sized discs all round meant that braking was a strength too. Priced at £8,995 in the UK (the equivalent of almost £27,000 today), the RC30 took back-to-back victories in the 1988 and 1989 Superbike World Championships not to mention countless other wins. Production lasted until 1990 by which time some 4,782 machines are thought to have been sold.
The old V5 and V5C Registration Documents which accompany frame 000034 state ‘New at First Registration’ and ‘Declared New at First Registration’ respectively. The vendor understands the Honda to have been unused prior to his late uncle acquiring it from AFT Ltd of Tamworth for £12,000 on April 1st 1997. Granted its current ‘P741 HAL’ number plate that same day, the RC30 boasts an odometer reading of just 802 miles. Known to have been built for the Spanish market during the 1989 model year, AFT’s proprietor, Andy Fraser, apparently remembers the motorcycle still being wrapped in protective plastic when he bought it from an endurance racing team some eight years later. Not ridden on the public road in two decades, the Honda will require careful recommissioning. Surviving RC30s are rarely this well-preserved or offered from such long-term family ownership.
Estimate: £16,000 - £20,000*
Reg No: FZW 768 MOT: Exempt Frame No: 211354
Manufactured in 1926, this rare Husqvarna Model 180 represents an important period in the development of the Swedish marque. The Model 180 formed part of a successful lineage of in-house V-twins developed during the early 1920s, culminating in the refined c.550cc side-valve introduced during the mid-1920s.
Powered by a c.546cc side-valve V-twin, the Model 180 featured robust engineering suited to the era’s demanding road conditions. Typical specification included Bosch magneto ignition, chain drive and girder forks, with power output in the region of 12–15hp depending on specification. Influenced by contemporary American V-twin designs, yet distinctly Scandinavian in execution, the Model 180 developed a reputation as a durable and capable machine during the interwar motorcycling boom.
This charming example has a well-documented Swedish history, previously belonging to school headmaster Torsten Ljungberg, who is understood to have toured throughout Europe with his wife during the 1930s, travelling as far as Italy on the Husqvarna. It was later acquired and restored during the early 1980s by former motocross and Formula racer Stig Jeppsson.
The restoration is described as having been carried out with great attention to originality, the motorcycle being stripped completely and restored using correct period finishes throughout, including cellulose paintwork and appropriate plated, blued and blackened fittings. The fuel tank was hand-lined during the restoration by a family friend using her late father’s original coachlining brushes, the resulting finish retained for its honesty and endearing character rather than refinished to modern concours standards.
Presented today in highly original and well-preserved condition, this rare pre-war Husqvarna represents a rare opportunity for collectors of early European V-twin motorcycles.
PLEASE NOTE: Brought in from Sweden on a temporary basis. For UK permanent importation the buyer will need to obtain a NOVA Certificate.
The Chris Harris Collection
Estimate: £38,000 - £42,000*
Brough Superior is probably the most revered name in motorcycle history, being made by George Brough in his factory on Haydn Road, Nottingham, from 1919 to 1940. Only 3,048 examples were manufactured and it is thought only around 1,000 survive. George Brough’s father William E. Brough had been making Brough motorcycles in Nottingham since 1908 and continued to do so until 1926, but George was convinced he could improve on his father’s designs, hence he added ‘Superior’ to the name. His motorcycles offered high levels of performance and exceptional build quality with most being custom-built to the customer’s needs; rarely did any two leave the factory in the same specification. His flair for marketing was highlighted when he successfully sought permission from the illustrious car maker to describe his machines as “The Rolls Royce of Motorcycles.” After final assembly, each bike was test ridden to ensure that it performed to specification and was personally certified by George Brough. George built an impressive client list, the most famous being T. E. Lawrence (“Lawrence of Arabia”), who owned eight Broughs in total.
The SS80 was offered alongside the SS100 and the 11-50 models. Initially powered by a 988cc JAP sidevalve V-twin—later replaced by a 982cc Matchless V-twin— it was guaranteed to reach 80mph, hence the name. George Brough himself used a specially tuned SS80, nicknamed “Old Bill,” to achieve racing success, including lapping Brooklands at over 100 mph. Of the 1,086 SS80s made, 460 were Matchless-powered.
This excellent SS80 was despatched new with frame number M8/1761 and engine number BS/X 4436 to Mr. A. J. Russell on February 8th, 1937. It was registered with the DVLA in 2000, having presumably been off the road for many years and then restored. In more recent times, it was the star of the Chris Harris Collection. The late Mr. Harris purchased it in 2009, having long sought a Brough. Mr. Harris enjoyed riding it—the mileage reading of 8,474 in 2011 now stands at 10,344. The SS 80 comes with a complete set of barrels, heads, and pistons, a clutch, and a pillion seat + some new tank badges.
The Chris Harris Collection
Estimate: £4,500 - £5,500*
The Chris Harris Collection
Estimate: £5,500 - £6,500*
Reg No: WR 5691
Reg No: WSL 912 MOT: Exempt Frame No: CB319019
The Birmingham Small Arms factory was established in the Small Heath area of Birmingham 1861 and, as the name suggests, manufactured weapons. Around the turn of the century they started making bicycles and progressed onto motorcycles a few years later. BSA went on to be one of the world’s largest producers of motorcycles up until its demise in the early 1970s. The Gold Star range of 350 and 500cc singles and the Rocket Gold Star 650cc twin of the late ‘50s and early ‘60s epitomise British motorcycling in its golden era. Meanwhile, less sporting motorcyclists could enjoy the B31, a stalwart 350cc single of the 1950s with telescopic forks and a plunger rear.
Sadly supplied with little history, we understand this BSA left the factory as a B31 350 but has since been upgraded to DB32 Gold Star specification. It was purchased by the late Chris Harris from a well-known dealer in 2009 (receipt on file), and since then it has been maintained and kept in regular use until recently. The present mileage of 39,618 is up from 30,833 in 2009; light recommissioning may be required. It is supplied with the current V5C, handbooks and some MOT certificates.
MOT: Exempt Frame No: 43932
The Douglas Bros, who started in 1906, acquired the design of a flat-twin engine from J. Barter’s defunct Light Motor Company enterprise. Having two opposed cylinders was much the same solution to twin-cylinder design adopted by over fifty other manufacturers, although Douglas chose a longitudinal layout. The philosophy of “If it ain’t broke, don’t fix it,” worked for Henry Ford, and it worked for the Douglas brothers, too. The 2¾hp was one of their first products, and it remained in production until 1926, only changing gradually (for example, a two-speed transmission became available from 1910). Thousands were used by wartime despatch riders and, in 1924, Douglas claimed that over 75,000 were in daily use. This 1920 Douglas 2¾hp was registered with the DVLA in 2003, having presumably been off the road for some time. It has spent the last 15-20 years in the Chris Harris Collection. It is an impressive paragon of originality, with some desirable period accessories, and the late Mr. Harris enjoyed riding his bikes until the end of 2025. Like all his machines, the Douglas was maintained for the road, though some general checks may now be required before use. It is supplied with the V5C and some handbooks.
The Chris Harris Collection
Estimate: £7,000 - £8,000*
Reg No: MVS 876
MOT: Exempt
The Chris Harris Collection
Estimate: £7,000 - £8,000*
Frame No: 49064
Rudge was made famous by Graham Walker’s 1928 Ulster Grand Prix victory, one of the first road races won at an average of more than 80mph, setting a lap record of over 82mph. The same year, Ernie Nott set a two-hour record at over 100 mph and set further records in 1929. Rudges, especially the bronze-head Ulster model, became a mainstay of road racing in the ’30s, with even Enzo Ferrari running a team in Italy. Sadly, works-supported racing and the supply of racing machines ended around the mid-’30s with the death of Rudge-Whitworth principal J. V. Pugh. Through the 1930s, the 500 Special was Rudge’s entry-level 500, sitting underneath the Sports Special and the Ulster, but it was an exceptional machine in its own right.
This 1932 500 Special was registered in 1993, having presumably been off the road for many years, then restored. It was purchased from a well-known dealer in 2009 for the Chris Harris Collection. Since then, it has been well maintained and enthusiastically ridden—the present mileage of 4,012 has increased from 1,888 in 2012. Reportedly kept in running order until the end of 2025, and stored since, it is supplied with the V5C and assorted handbooks.
Reg No: 410 YUY MOT: Exempt Frame No: 54125
The International moniker was introduced for Norton’s race bikes and road-going TT replicas in 1932. Overseen by Joe Craig, Arthur Carroll had designed an overhead-camshaft engine for the works racers and although it retained the same bore and stroke of the CS1, the International was all new. Gradually developed, the 1950-onward Internationals were available as the 500cc Model 30 and 350cc Model 40, and featured all-alloy engines, close-ratio gears, Roadholder telescopic forks and plunger rear suspension.
This lovely “Inter” was bought for the Chris Harris Collection in 2013 from a well-known European dealer (receipt on file) and reregistered with the DVLA upon arrival. The late Mr. Harris has enjoyed using the Norton sparingly, with the odometer showing 1,004 miles, up from 887 in 2013. Since his ownership, he has used the Norton regularly until the end of 2025. It has always been maintained to a high standard but may require light recommissioning. It is supplied with the V5C, some old handbooks and the last purchase receipt. The DVLA says the Norton was registered in 1939, but that seems to be an error as we believe it dates from 1949.
The Chris Harris Collection
Estimate: £6,000 - £7,000*
The Chris Harris Collection
Estimate: £2,500 - £3,500*
Reg No: BF 6861 MOT: Exempt Frame No: 6183
Ariel began producing bicycles in the late 1800s eventually progressing onto motorcycles in 1902. In the 1920s, its star designer was Val Page, whose handsome creations lent themselves well to the slogan “Ariel: The Modern Motorcycle.” A new range of five bikes was unveiled in 1927, the Models A, B, C, D, and E. The C and D were respectively the Standard and Deluxe ohv 497cc single-cylinder models. In 1928, they gained Brooklands-style fishtail silencers and enclosed valve gear, and further refinements for 1929 (including dry-sump lubrication) led to the C and D becoming the Model E and Model F. Features of the Deluxe Model F included a wider front mudguard, wider tyres, a larger saddle and a luggage carrier.
The late Mr. Harris purchased this magnificent unrestored Model F from Europe in 2013. Registered with the DVLA in 2014, it occupied a prominent place in his collection, where it stood out for its originality (much like the Ariel Square Four also in this sale). Said to start easily, the Model F has been well-maintained and enthusiastically used, though it has not been out since 2025. It is supplied with the V5C, two continuation logbooks and some handbooks.
Reg No: LAX 156D MOT: Exempt Frame No: Y23C3406
The sporty 250cc two-stroke YDS-3 was the machine which brought Yamaha to the public’s attention in Britain. It was late 1964 and the timing could not have been better for Yamaha’s sales and marketing team, coming hot on the heels of Grand Prix success that year with Yamaha taking the crown in the 250cc class. It was also the first Yamaha model to be sold in substantial numbers globally.
The YDS-3 was well received by the motorcycling press; magazine road tests generally gave a very favourable impression and did much to boost sales from 1965-67. The YDS-3C was a scrambler version built with the American market in mind, distinguished by features such as the raised exhaust pipe, engine guard and off-road tyres.
This excellent YDS-3C was imported c.2009 and registered with the DVLA in 2010. The mileage, which stood at 3,398 in 2009, is now just 4,282, reflecting the fact that the Yamaha has mainly been on static display. It is in excellent condition and presents very much to original specification. Having been run in late 2025, it may require further recommissioning before it goes back on the road.
The Chris Harris Collection
Estimate: £20,000 - £24,000*
Reg No: LXW 159 MOT: Exempt
The Chris Harris Collection
Estimate: £6,000 - £8,000*
Frame No: RC7485
Phil Vincent developed his 500cc single-cylinder model in 1935, which was followed in 1936 by the 1,000cc V-twin Rapide; the Rapide gave rise to the even sportier Black Shadow. Introduced in 1948, the Series Cs were the first Rapides with Girdraulic front forks, a Vincent design which combined traditional girder forks with hydraulic damping. The Comet, Rapide and Black Shadow remained in production until Vincent’s closure in 1955, and now rank among the most sought-after motorcycles ever built.
This Series C Rapide was originally sold through Conway Motors on March 15th, 1951, to a Mr. Bird, who kept it until 1987, when he sold it a Mr. Whiting. The late Chris Harris bought it in 2010 for his private motorcycle collection. Mr. Whiting was responsible for much work and some upgrades, including a Hills centre stand, electronic ignition, an Alton alternator and a Grosset electric starter. The mileage stands at 1,696, having been 91,445 in 2012. The sale includes assorted receipts, and original workshop and parts manuals. We have been advised that the upper frame member may not be the original one but may have been replaced by the factory in period; we have further been advised that all numbers look correct.
Reg No: SV 8104
MOT: Exempt Frame No: 1320
Alfred Scott’s long association with two-stroke twin-cylinder engines began when he fitted one to his Premier bicycle, but it was in the ’20s that they became famous. The first Squirrel model appeared in 1921. The water-cooled Super Squirrel was launched in 1925, one year before the celebrated three-speed Flying Squirrel made its début at Olympia. The Flying Squirrel was expensive—nearly twice the cost of a sporting four-stroke of the time—but it was a capable performer. The Super and Flying models were available with 498 or 596cc engines, but the Super was a two-speed.
This 496cc Scott Flying Squirrel was purchased by the late vendor in 2010 to form part of his extensive collection of old British motorcycles, and he has since shown it at a wide variety of VMCC events. In 1962, the Scott was fitted with a replacement engine from 1928, and it further benefits from the fitment of a three-speed gearbox from a 1935 machine. Some light recommissioning may be required following short-term storage. An unusual but famously well-engineered vintage machine, the Super Squirrel is accompanied by the current V5C, an old-style continuation logbook, and many old MOT certificates.
The Chris Harris Collection
Estimate: £6,000 - £7,000*
The Chris Harris Collection
Estimate: £5,500 - £6,500*
Reg No: LPD 264D MOT: Exempt Frame No: RS18479
The 500cc, single-cylinder Velocette Venom was introduced in 1955. It made headlines in 1961 when it drove consistently for 24 hours at an average of 100.05mph at the Montlhéry circuit in France, setting a still unbeaten record. By the mid-’60s, it was getting dated, so the sportier Venom Thruxton model was developed and built from 1965 to 1971. It was so named after a Venom with an uprated cylinder head won its class in the 1964 Thruxton 500. Features of the Thruxton model included a 9:1 compression ratio and an Amal 5GP2 13/8in. carburettor, giving an advertised 41bhp. Not more than 1,108 Thruxtons were built. This beautiful 1966 Venom has been upgraded to Thruxton-style specification. Registered in 1998 (presumably after many years off the road), it was acquired for the Chris Harris Collection in 2007, and has seen light but regular use during Harrris’s ownership (with the present mileage of 19,724 up from 15,498 in 2007). Although well maintained, it has not been run for a few months, so some pre-use checks would be advised. It is supplied with a current V5C, old MOT certificates, and a purchase receipt from 2007.
Reg No: KAH 792 MOT: Exempt Frame No: G5420
Probably the nicest-looking of all the Square Four Ariels, the Mk. I of 1949 was the first model to feature an all-alloy engine, but it still retained the handsome panel tank of the prewar 4F and 4G models. Indeed, 1949 was the last year that the speedometer was set within the fuel tank. Telescopic front forks were introduced on the 4G in 1946 and ‘plunger’ rear suspension had been an option since 1939, but became virtually standard for the Mk. I. A tiny number, however, were produced with a rigid frame.
This magnificent, unrestored ‘oily rag’ Square Four from early Mk. I production was sold new through Chapman’s of Norwich in 1949, with the purchase receipt on file. It has spent the last 15-20 years in the Chris Harris Collection, and in that time has been well maintained and occasionally used. The present mileage of 47,574 has increased from 44,585 in 2011. The late Mr. Harris found it always started easily and, when warm, would start by just pushing the kickstart with his hand (a favourite party trick). Documentation includes the V5C, the original bill of sale, the original RF60 logbook, and extensive handwritten logs of journeys and maintenance.
Estimate: £2,500 - £3,000*
Reg No: L779 VDE MOT: None Frame No: 009371
Ducati was established by Antonio Ducati, initially producing electrical components. After WW2 they moved into motorcycles and in 1971, chief engineer Fabio Taglioni designed Ducati’s vee-twin engine first used in the GT750. This proved to be an immediate success, beginning a tradition of race-winning bikes that have gone on to dominate WSBk racing. The air-cooled SS models were launched to be sporting Ducatis for the masses, providing an unmistakably Italian motorcycle that didn’t carry the usual Ducati steep price tag and expensive maintenance requirements. This nicely presented 900SS, showing just 14628 miles on its speedo was bought by the vendor in 1998 as only its third owner. Unusually for a Ducati from that era, it is still in standard trim, including its original exhaust, and has spent most of its life at his house in France. Maintained by the enthusiast owner, he has kept a detailed record of all the servicing work carried out, and has recently recommissioned the bike ready for sale including new cam belts, plugs, air filter, battery and an oil and filter change. It will be supplied with its original owner’s manual, both keys, detailed service history and a current V5C.
Estimate: £4,000 - £6,000*
Reg No: BF 6974
MOT: Exempt Frame No: 287950
The Model H was one of Triumph’s most popular early models, with some 57,000 produced between 1915 and 1923, of which around 30,000 saw military service. Quick, nimble and durable, it was favoured by the British Army for wartime despatch riders. It was conventionally powered by a 4hp sidevalve single with an excellent Sturmey-Archer three-speed gearbox and belt drive, but was notably the first Triumph to be produced without pedal assistance. The large War Department orders are not the only reason why a large number of Model Hs survives today; the other is that they were remarkably pleasant to ride and sold in large numbers to civilian motorcyclists.
An older restoration that has seen little use by the registered keeper since acquisition in 2017 this Model H has supporting paperwork including a purchase invoice, photographs, VMCC dating certificate (indicates 1919 manufacture frame and 1918 engine) and DVLA correspondence etc. In need of recommissioning prior to use. The ‘Model H’ is well respected for its legendary reliability and BF 6974 represents a good opportunity to acquire a well equipped example with the benefit of a Sturmey CS gearbox.
Estimate: £2,000 - £3,000*
Reg No: YWG 807
MOT: Exempt
Owned by Mick Taberer
Estimate: £10,000 - £12,000*
Frame No: G446157
Introduced to the Norton range in 1928, the ES2 became one of the marque’s most enduring models. Sharing its robust overhead-valve single-cylinder design with other Norton models, it evolved steadily over the following decades. By the post-war era, the ES2 benefited from plunger rear suspension, whilst later models gained the famous Featherbed frame. Renowned for its dependable performance, torquey 490cc engine and timeless styling, the ES2 remains one of the most recognisable British singles of its era. This 1952 Norton ES2 was restored in 2014 and is fitted with a period-correct replacement engine dating from circa 1947, as verified by the Norton Owners Club. Since restoration, the machine has benefited from a new Amal carburettor, clutch, rims, spokes and silencer. The cylinder head has been overhauled with new valve seats, guides and exhaust valves fitted, whilst gearbox components have also been renewed. Accompanying the Norton is a history file containing receipts, paperwork and photographs documenting the restoration. While some wiring and electrical connectors could benefit from cosmetic attention, the machine started and ran smoothly during photography. An charming example of Norton’s long-running single-cylinder model, suitable for club events, touring and local shows.
Reg No: CLY 745
MOT: Exempt Frame No: MK3GS19SN
In 1966 sidecar racer Colin Seeley began manufacturing his own racing bikes using AJS 7R and Matchless G50 engines with his own lightweight frames. When AMC announced they were stopping production of the engines, this presented the fledgling Seeley operation with a serious supply problem. His decision to purchase the contents of the AMC racing department and manufacture the engines himself was a bold move at a time when the British motorcycle industry was faltering. With the supply of engines secured, the Seeley concern entered a golden period with their machines becoming the privateer’s first choice. Registration records indicate that this originated as a 1971 bike which was registered in 1981, presumably after substantial modifications, before it was acquired by Mick Taberer, the late G50 specialist, and breathed on some more. Its second owner (after 1981) was John Melville of Chaldon, Surrey. Taberer purchased it from him in 1990, and was enjoyed by him on many visits to the Isle of Man. Having seen minimal use in recent years (contrast the present mileage of 3,340 with the reading of 3,048 in 2014) some recommissioning will be required. It is supplied with an old-style V5 and represents a fantastic opportunity for even more Manx outings.
Just 79 miles from new
Estimate: £1,500 - £2,500*
Reg No: SOA 223G MOT: Exempt Frame No: R304558
Yamaha’s Y-3 was the third and final iteration of their first 350cc sports bike. The company had rather been ‘playing catch-up’ when it came to machines over 250cc. In 1966, re-engineering the 250cc YDS series to squeeze out a bit more power was the best Yamaha could do to field a competitor against bigger offerings like the 305cc Honda CB77. Further challenged by Suzuki’s Super Six T20, Yamaha responded with Project YX03 in 1967, which provided the basis for the fresh but oddball YR-1 (with a new approach to porting), finally giving it the 350 sports-twin it needed. The engine and peripherals were revised to create the YR-2 and then, for the 1969 model year, Yamaha launched the R-3—a potent creation which sold well. This strikingly good-looking R-3 appears in outstanding condition, having been restored by its previous owner to an exceptionally high standard, using original parts wherever possible. It was imported and registered with the DVLA in 2024, and since the odometer only shows 40km (25 miles), some light recommissioning and further running-in will be required. Supplied with the current V5C, it is easy to picture this superb Yamaha winning awards.
Estimate: £2,500 - £3,500*
Reg No: Un-Registered MOT: Exempt Frame No: DS7115498
This YDS7 was discovered by the previous owner during a house clearance where it remained untouched for decades. It is almost completely original and retains the majority of its factory components, including the original Yokohama tyres. Although there is no evidence present to verify the mileage, the vendor is confident that it is genuine, and it is clear on close inspection that the machine has seen very little use, with many of the components exhibiting little to no wear. Having spent a considerable period in storage, it now presents as an unrestored survivor. At the time of consignment, the engine turned over freely with strong compression. We are advised by the vendor that it has recently been started following the fitting of a new battery, spark plugs, plug caps and ignition coils (the original coils are included), together with a cleaning of the carburettors. However, it will likely require thorough recommissioning before regular road use. It was originally supplied by Eddy Grimstead of London but was never registered with the DVLA. It is offered with an Aircooled RD Owners Club dating certificate, together with a NOVA number and the supporting paperwork required to facilitate registration with the DVLA on an age-related registration number.
Estimate: £2,250 - £2,750*
Reg No: HX06 HPA MOT: None Frame No: ZDMS302AA5B004513
The ST range was launched to satisfy customers demand for a more comfortable version of the classic Ducati V twin, using the 3 valve DesmoTre engine designed to meet the latest Euro3 emission limits. This nicely presented ST3 was bought by the vendor in 2012 after riding one on a tour of New Zealand and deciding once he got home, he had to have one to replace his Triumph 1050ST. It was thought to have been Snells of Bristol’s ex-demo bike and came fitted with a Ducati Performance kit comprising an improved air box, Termignoni silencers and a matching ECU chip together with a re-shimmed rear shock. To improve its touring credentials it has a raised screen, a Garmin Zumo 650 wired handlebar mounting and Ducati luggage including a top box with backrest. Maintained by its enthusiast owner and mainly used at his house in France, he has kept a detailed record of the work he has carried out on it throughout his ownership. It has been recently recommissioned ready for the sale including new cam belts, battery and an oil and filter change. It will be supplied with its comprehensive service record and a current V5C.
Estimate: £1,800 - £2,200*
Reg No: VVC 617 MOT: Exempt Frame No: FD5 3861
The Birmingham Small Arms factory was established in the Small Heath area of Birmingham in 1861 and, as the name suggests, manufactured weapons. BSA went on to be one of the world’s largest motorcycle manufacturers up until its demise in the early 1970s. Their best-selling model, and in fact the best selling British bike of all time, was the Bantam, first seen in 1948 as a 125cc. Over 250,000 Batams were built, with the capacity eventually increasing to 175cc, offering many future enthusiasts their first taste of motorcycling and forming the basis of many competition bikes for all disciplines from trials to road racing. One of the rarer Bantams, this nicely presented bike is a 175cc D5 model, only offered for the 1958 season. The first of the bigger capacity models, it was a development of the swinging arm 150cc D3 but with an increased cylinder bore size, raising the displacement to 173cc and the power to 7.5bhp, together with an Amal Monobloc carburettor. Restored to a good, authentic standard by a previous owner, it comes supplied with a dating letter and a current V5C. Dry stored by the enthusiast owner, it will need the normal recommissioning checks before use.
Reg No: 847 XWD MOT: Exempt Frame No: 8947
Indian was one of the early American motorcycle manufacturers, based in Springfield Massachusetts from 1901 to 1953. Struggling to compete after WW2 they were taken over by Brookhouse Engineering and produced several hybrid models, mainly based on bikes made by Royal Enfield, before eventually becoming part of the AMC group in the early 1960s. One unusual outcome of this partnership was the ‘new’ Indian Chief, based on the Royal Enfield 700cc Constellation. Using the existing engine and frame, the most noticeable change was the 16” wheels fitted with 4.75” wide tyres and suitably bigger mudguards. The front forks had a wider stance topped off with an American Stewart-Warner speedometer, bracketed by an ammeter and the headlight switch in an alloy surround. A small petrol tank and a sprung single saddle completed the traditional American look of the original Chiefs. A bike rarely seen in the UK, this Chief was imported from the USA in 2024 and has since been registered with DVLA. At the time, it was fitted with new tyres and rewired, although not used for a while it will need some recommissioning. A talking point at any gathering of classic enthusiasts, it will be supplied with a current V5C.
Estimate: £6,500 - £7,500*
Reg No: RER 850S MOT: Exempt Frame No: 14045
Launched at the 1975 Milan Motorcycle Show for the 1976 model year, the Moto Guzzi 850 Le Mans was a factory café racer powered by one of Moto Guzzi’s 90-degree overhead-valve V-twins, in conjunction with a five-speed gearbox and shaft-drive. Derived from the 750cc V7 Sport of 1971, the 850 Le Mans produced 71bhp and was said to be good for 130mph. A tamer roadster version, the T3, was produced, compared to which the Le Mans had higher-compression domed pistons, larger valves, and Dell’Orto 36mm carburettors. It is reckoned just 7,036 of the 850 Le Mans were produced. The Le Mans name survived until 1992, but as the 1980s dawned the models grew larger and developed into sports tourers more than café racers. This 1977 Moto Guzzi Le Mans Mk. I is in lovely condition, having spent some years in a private collection. Believed to have been supplied new through Murrays Motor Cycles of Haverhill, over the last twenty years it has seen regular but limited use, with the mileage increasing from 19,988 in 2006 to the present reading of 25,290. It is described by the vendor as “mostly original” and “running very well.” It is supplied with the current V5C.
Raced by Heron Suzuki’s Mick Grant
Estimate: £45,000 - £55,000*
Reg No: Un-Registered MOT: Exempt Frame No: GS1000R-84-1
Launched in 1978, the GS1000 was Suzuki’s first one-litre bike, utilising a four-stroke, DOHC, air-cooled inline-four developed from the GS750. Often known by its factory code of XR41, the GS1000R was one of the conquering race bikes of the early ’80s, with one example famously campaigned by Heron Suzuki, the official works team, and ridden to victory in the 1983 Isle of Man TT by Rob McElnea.
The machine offered for sale was prepared by the factory in Hamamatsu for Mick Grant to ride during the 1984 season with Heron Suzuki, following the retirement of the steel-framed XR69 he rode the previous year. Alongside McElnea, Grant was to campaign his GS1000R in many of the most important Formula One and TT races across the United Kingdom and the Isle of Man. Like many race machines, they were steadily developed, and our machine is offered for sale with its final engine, a race-tuned version of the GSX1100 unit, as used in the Super One class of the British Superbike Championship.
Ownership of such a machine could open the doors for prestigious events across the globe, such as the Goodwood Festival of Speed, historic Grands Prix, and a whole host of other fantastic events staged to showcase such famous machines and provide the owner the chance to ride on many hallowed tracks. Maintained in period as well as in more recent years by Paul Boulton (who joined Heron Suzuki as a mechanic in 1982), it is ready to run and comes with several spares, including a large-capacity fuel tank as used in the Isle of Man TT and other endurance races. It already has an association with Goodwood, having been ridden at the Festival of Speed by former owner Ian King.
Subject to a specialist restoration
Estimate: £17,000 - £19,000*
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
Few motorcycle manufacturers ever had as strong an association with the Isle of Man as Norton. A Peugeot-engined Norton won the first ever Isle of Man TT in 1907, and through the 1930s the International model had great success there. The legendary Manx appeared just after the war, developed from the SOHC International but using, from 1949, an even more potent DOHC design in both 350cc (Type 40M) and 500cc (Type 30M) guises. Long-stroke engines (79.6 by 100mm) were used until 1953, when the short-stroke (85.6 by 86mm) took over, and in 1950 the model received Norton’s Featherbed frame, with its famously low centre of gravity. Producing around 50bhp and typically good for 130-140mph, the Manxes were formidable competitors in international racing, giving rides to the likes of Geoff Duke and Mike Hailwood, and remained in production until 1962.
This beautiful Manx is offered from the estate of the late Mick Taberer, best known as an engine specialist and parts supplier for Matchless G50s. Between himself and another respected restorer, Pete Swallow, the Manx was brought up to its present outstanding condition. Following its completion, the Manx was placed on display in Mr. Taberer’s house and has never subsequently been on the road or race track. Consequently, some checks would be advised before use. The bike is supplied without documentation.
Estimate: £2,000 - £3,000*
Reg No: LGT 693N MOT: Exempt Frame No: SS50-404378
The Honda Motor Company was founded by Soichiro Honda in 1937, initially producing piston rings for Toyota. They made their first motorcycle in 1949 and within 10 years had become the biggest producer in the world. The 1960s S50 was a racier sibling to the Super Cub moped, powered by a SOHC alloy-head 50cc four-stroke engine. During the late 1960s, it was superseded by the SS50, with some subtle improvements and styling updates. A four-speed transmission was used at first, but later supplanted by a five-speed. The SS50’s lively performance made it a popular “Sixteener Special,” rivalling the two-stroke Yamaha FS1-E and Suzuki AP-50, but new British laws from 1977 spelt the end of an era as they restricted all new mopeds to 31mph. This excellent SS50 was imported and registered with the DVLA in 2022, having seeming received some restoration in the past. Showing just 8,790km on the odometer, it presents very much to original specification and in recent years has been preserved in a private collection. It is supplied with the current V5C and an MOT with no advisories until July, 2026, but we are advised that light recommissioning may be required.
Reg No: ABW 986D MOT: Exempt Frame No: 42650
The arrival of the Suzuki T20 Super Six in 1965 caused great excitement and helped Japanese bikes become accepted by enthusiasts. Before, it was easy to dismiss them as commuter bikes, or machines for learners eager to progress to a ‘proper bike’. The Six, however, was a 29bhp, 100mph 250 with six gears (hence Super Six), 12v electrics, Posiforce engine lubrication and a full-width aluminium twin leading-shoe front brake. The bike was an immediate success in production racing and it still dominates 250cc events such as the Classic Manx GP. It won the Motor Cycle News Machine of the Year title in 1966 and 1967, the first Japanese bike to do so. This lovely example is the TC250 X6 Hustler variant made specifically for the American market, essentially a T20 with an upswept exhaust and a few other modifications to accommodate the exhaust. It has undergone a meticulous restoration keeping it as close to original specification as possible, even down to the rare silver control cables and thin handlebar grips. It was imported and registered with the DVLA in 2019 and promptly passed an MOT with no advisories. Since then it has covered just a few hundred miles. It is supplied with a VJMC dating letter.
Extremely rare, low-mileage example
No Reserve*
Reg No: LAF 770X MOT: Exempt Frame No: CB12015337
The launch of the four-cylinder Honda CB750 in 1969 ushered in the 1970s superbike boom, and Honda’s crowning glory of the era was the amazing six-cylinder CBX1000, one of very few six-cylinder motorbikes ever produced. Built from 1978 to 1982, it achieved its aim of being the world’s fastest production motorcycle thanks to its 1,047cc, twin-cam, 24-valve transverse inline-six, which was said to produced as much as 105bhp and deliver speeds of 135mph or even 140. A true tour de force , it was detuned slightly for 1981 and became more of a sports tourer than a superbike, with softer suspension and optional panniers.
This CBX was in regular use until 2016 and was last MOTed in 2018 with only a tyre advisory. A few years ago, it was taken off the road with a view to it being overhauled, although sadly the work stalled and it must now be sold as an unfinished project with some parts missing (though some spares are included). We are advised that work completed so far has included carburettor refurbishment. A very worthwhile summer project, it is supplied with the current V5C.
Estimate: £6,500 - £7,500*
Reg No: P326 GNT MOT: May 2027 Frame No: YB800893
Although Italian, Bimota’s speciality since it was founded in 1973 has been constructing high-quality sports frames round the best bought-in Japanese engines. The YB8 was introduced in 1990, powered by the 1,002cc, DOHC, 20-valve inline-four from the Yamaha FZR1000 EXUP, complete with 38mm Mikuni carburettors. While Yamaha had imposed a power limit of 125bhp, Bimota had no such reservations and let the engine freely produce a claimed 149bhp. The chassis was developed from the Bimota YB4EI, which used an FZR750 motor and, in the hands of Davide Tardozzi, won the first ever World Superbike race at Donington in 1988. Costing a huge—but not unreasonable—£14,000 new, just 573 YB8s were built across three different variations. The YB8 Evoluzione was the final 1993-94 iteration, and featured the Weber Marelli electronic fuel injection introduced on the Furano in 1992, which increased power to 164bhp, in combination with Marzocchi and a single-piston rear brake calliper. Currently on offer, this very striking c.1994 YB8 Evoluzione was registered in Britain in 1997 and is in lovely order, having covered a believed-genuine 20,541 miles from new. Evidently well looked-after and said to be in good running order, it is supplied with the V5C, an MOT with no advisories valid until May, 2027, and a substantial service history.
Recent engine overhaul
Estimate: £2,500 - £3,500*
Reg No: KAW 421P MOT: September 2026 Frame No: CB5002069531
Honda made its first motorcycle in 1949 and within 10 years had become the biggest motorcycle manufacturer in the world. The legendary CB750, with its transverse SOHC inline-four, was launched in 1969 to great acclaim and laid down the blueprint for the modern-day superbike. It was joined in 1971 by a little sister, the CB500 Four, with a similar engine but of 498cc. Officially launched at the 1971 London Racing and Sporting Motorcycle Show in February, 1972, it was declared “one of the show stealers” by Motorcycle Mechanics . With six speeds, a claimed 50bhp and 115mph, plus a front disc brake, its performance was comparable to many 650s. With beautiful paint and brightwork, this striking 1975 Honda 500/4 has lately received a thorough engine overhaul and is described by the seller as running well. It was out of use for several years after 2010 and since then the mileage reading has risen from 21,093 to just 21,209. Clearly sporting an older restoration, it still presents very well and would make a great addition to any collection. The Honda is MOTed with no advisories until September, 2026, and is supplied with the current V5C.
Estimate: £2,500 - £3,500*
Reg No: P488 OMB MOT: February 2027 Frame No: JH2SC33A6TM004984
Honda made its first motorcycle in 1949 and within ten years had become the biggest motorcycle manufacturer in the world. Having arguably originated the superbike with the CB750 of 1969, Honda continued to excel with the CBR900RR Fireblade, launched in 1992. The engineers increased the stroke of its 750cc inline-four to create the 893cc tearaway, which was markedly lighter than other machines in the same class at just 408lbs. dry. Gradual improvements were incorporated over the years, including a more aggressively-styled facelift for 1995, and for 1996 a 1mm bore increase raised displacement to 919cc. After further evolutions, production ended in 2003. This fantastic Fireblade was meticulously restored by a previous owner, then promptly placed on display in his front room. It passed to the present collector owner in 2024, who continued to keep it on display in his showroom, so it still presents as “like new,” stamped Sankie 2361 silencer end can and unused, period-correct Bridgestone tyres. Showing a believed-original 24,338 miles, it has covered only 1,000 miles since 2013 but has been kept in running order while on display. It is offered with the V5C, invoices, two keys, and an MOT with no advisories valid until February, 2027.
The Chris Wright Collection
Estimate: £9,000 - £10,000*
Reg No: BF 9414
MOT: Exempt
The Chris Wright Collection
Estimate: £4,000 - £5,000*
Frame No: HF391
Douglas motorcycles were manufactured between 1907 and 1957 in Kingswood, Bristol, and were especially known for their flat-twin engines, initially longitudinal and eventually in a transverse layout. The Model OB was introduced for 1924 with an overhead-valve engine of 596cc, which rendered the bike ideal for fast touring or pulling a sidecar. A powerful machine boasting such modern equipment as chain-drive and a hand/foot starter, Douglas certainly thought highly of it, as they described it in their catalogue as “the finest piece of craftsmanship ever set between two wheels.”
When Christopher Wright purchased his first Douglas, a 1957 Dragonfly, in 1975, he little suspected that he would become a lifelong member of the London Douglas Motor Cycle Club and a marque guru whose advice and opinions were sought by fellow owners. He later acquired this 1924 Model OB/24 for the private museum of twelve Douglases, spanning 1910 to 1957, which he constructed at the end of his garden. Beautifully restored and very scarce, it has not been used on the road for twenty years or more, so it will require some recommissioning before use.
Reg No: AEN 71 MOT: Exempt Frame No: 7063/4C
Douglas motorcycles were manufactured between 1907 and 1957 in Kingswood, Bristol, and were especially known for their flat-twin engines, initially longitudinal and eventually in a transverse layout. The Competition model is one of only about 145 “Competition” bikes with a rigid rear end, a special low ratio gearbox, and a raised engine and many other changes known as “COMP” models. These were manufactured in small quantities concurrently with standard rear suspension Mk models.
When Christopher Wright purchased his first Douglas, a 1957 Dragonfly, in 1975, he little suspected that he would become a lifelong member of the London Douglas Motor Cycle Club and a marque guru whose advice and opinions were sought by fellow owners. He later acquired this machine, one of only about 145 “Competition” bikes with a rigid rear end. In lovely restored condition, it has been on static display for more than twenty years and will require some recommissioning before use. All machines have a data pack of official documents, owners’ handbooks/parts lists, history, and photographs where available.
Reg No: HJM 311W MOT: Exempt Frame No: 90204083
KTM is an Austrian motorcycle, bicycle and sports car manufacturer now owned by Pierer Mobility that was formed in 1934 by ‘Kronreif & Trunkenpolz Mattighofen’ and began manufacturing motorcycles in 1953. In the late 1970s and early 1980s, manufacturers such as Maico, Husqvarna and KTM were continually increasing engine sizes in a race for maximum power and torque. Still in the air cooled two stroke, twin shock era, they created some wild and brutally powerful hard to handle off road machines for Motocross and Enduro use. This KTM 420 Enduro, being offered at no reserve, is presented in original and standard trim. A rare model from over 45 years ago, not many will have survived the rigours of competition use from a legendary era. It was bought by the vendor in 1982 as its only second owner, after being owned for the first two years of its life by Windsor Comp Shop. It has now been stood for a number of years, but will make a good project to either recommission for use in period off-road events or restore as a rare and collectible example of a competition bike from the past. It will be supplied with a V5 registration document.
Estimate: £4,500 - £5,500*
Reg No: Un-Registered MOT: Exempt Frame No: B152
Rickman Motorcycles was an independent motorcycle chassis constructor established by brothers Derek and Don Rickman in the late 1950s. Successful off-road riders, they initially made frames for themselves, but competitors soon realised how much better the brothers’ bikes handled and limited production was set up. Initially, their frame designs were for off-road scrambles and track racing, but by 1966 kits for road bikes were offered. These were built to take many engines and by the 1970s they produced chassis kits for Japanese bikes like the Honda CB750 and Kawasaki Z1. Seeing the writing on the wall for the heavyweight British off-road bikes in the mid 1960s, the brothers created a tie-up with Bultaco to supply their more powerful two-stroke engines. Developing a smaller, lighter-weight ‘Petite’ frame to take these, the bike revolutionised 250 class racing with Bultaco ultimately designing their own copy that became the Pursang. This example, presented in excellent and original looking trim, is thought to have been raced by Jim Allan. Having formed part of a small private collection for a number of years, it will need recommissioning before use. A rare and collectible model that could still be used in twin shock events or form a fascinating part of any 1960s off-road collection.
Estimate: £5,000 - £6,000*
Reg No: VPX 369T MOT: Exempt
One owner from new
Estimate: £6,500 - £7,500*
Frame No: 1U60113829
Introduced in 1976, the Yamaha XT500 revolutionised the trail bike market. Its rugged air-cooled 499cc four-stroke single, long-travel suspension and exceptional reliability made it equally capable on road or trail, while early Paris-Dakar Rally success cemented its legendary reputation. Today, the XT500 remains one of Yamaha’s most iconic and desirable trail motorcycles. Acquired by the vendor in 2021, this 1979 example has since benefited from a five-year restoration. The engine was overhauled using numerous replacement components, all documented within a substantial history file. Presented in the correct white and black factory colour scheme, it features restored cycle parts, polished alloy rims, stainless spokes and paintwork throughout. Running on a 36mm Mikuni accelerator pump carburettor, the XT500 started readily and performed well during the consigning process. It is also fitted with a rare Hepco & Becker rear luggage rack, a scarce accessory. The restoration has been completed to a high standard, only a handful of chrome-plated cycle parts display light age-related patina, reflecting a machine restored to be ridden and enjoyed rather than simply displayed. Offered with a current V5C, substantial history file and a large selection of original parts removed during restoration.
Reg No: RAN 383R MOT: Exempt Frame No: NK06300
Launched in 1968, the three-cylinder, 750cc T150 Trident was Triumph’s last success story, with the bike going on to dominate the early years of the Formula 750 race series. The T150V model introduced front disc brakes and five speeds in 1971. The final variant was the restyled T160, which also introduced a slanted cylinder block (like on the BSA Rocket III), an electric starter, and disc brakes front and rear. Launched in October, 1974, around 7,000 were built up to early 1976, but it couldn’t rescue Triumph from the general decline of the British motorcycle industry. Some were still being sold at the end of 1977.
This extraordinary T160 was sold new in 1977 by Motorcycle City Reading and has been in single ownership since. It remains in a fantastic state of preservation, although it has not generally been used this century, and the odometer reading is remarkably low at 4,812 miles. We are advised that the engine has never been apart since 1977, but it has received maintenance as necessary, and plenty of cleaning. This Trident museum-quality Trident is supplied with the original sales receipt, several invoices, old MOTs, a loan agreement handbook and the current V5C.
Well-documented history
Estimate: £20,000 - £24,000*
Single family ownership for 99 years
Estimate: £7,500 - £8,500*
Reg No: MFJ 845 MOT: Exempt Frame No: RC11049/C
Always the innovator, by 1935 Phil Vincent had developed his 500cc single-cylinder model, followed in 1936 by the 1,000cc V-twin Rapide. These became the mainstay of production until 1955. From 1948, a more highly tuned V-twin powered the Black Shadow—the fastest production bike in the world at the time, and perhaps the most coveted object on two wheels, even today. Unfortunately, heavy losses led to the company’s closure in 1955, and the demise of some of the greatest motorcycles ever. Introduced in 1948, the Series C models were the first Rapides with Girdraulic front forks, a Vincent design which combined traditional girder forks with hydraulic damping. Said to be matching-numbers, ‘MFJ 845’ was sold new by Emery Bros. of Exeter. It was in use until 1972, when it was exported to America, before being reimported in 1992. Our vendor purchased it in 1997 and embarked upon some refurbishment, before reclaiming its original registration number in 2002. It has not been on the road for twenty years or more, but has occasionally been started. Last run in March, 2026, following a service, some checks may be required before use. It is supplied with a large history file, handbooks and the V5C.
Reg No: CJ 8093 MOT: Exempt Frame No: B.9262
Come 1924, BSA’s annual sales had reached 26,000. At that time, the company employed a logical naming strategy, wherein the number denoted the model year, i.e. H25 means a 1925 Model H. The ‘H’ part referred to single-cylinder, sidevalve engine of 550cc, which was paired with a three-speed, hand-change gearbox and chain final drive. It was the largest offering in the twelve-model 1925 range, and hence the best-suited to carrying a sidecar, of which BSA itself offered seven different models. BSA H25s are now very few and far between, but what is rarer is finding one in sound, unrestored condition. Rarer still is finding such a machine with an original sidecar attached. We are delighted to present just such an offering in magnificent ‘oily rag’ condition, which is being offered for sale having been in the ownership of the same family since 1927—a full ninety-nine years. However, it has not been on the road for some time now and will require a degree of light recommissioning, but it does start with ease and runs well, though the cosmetic side may better suit the preservation approach. This wonderful machine comes with much history, including the V5C, an old buff logbook, and period mileage logs and receipts going back to 1930.
Estimate: £2,000 - £3,000*
Reg No: H785 COU MOT: None Frame No: 1WT017924
Introduced as the final Japanese-built evolution of Yamaha’s legendary RD350 lineage, the RD350 FN2 benefited from years of development and refinement. Powered by Yamaha’s liquid-cooled 347cc parallel-twin engine with YPVS power valve technology, it combined exhilarating two-stroke performance with improved chassis dynamics, braking and aerodynamic bodywork. Among the last high-performance Japanese road-going two-strokes produced by a major manufacturer, the FN2 remains highly regarded by enthusiasts and collectors. First registered on 19th April 1991, this RD350 FN2 is offered from a deceased estate. Finished in black with red and silver graphics, the Yamaha appears to retain its factory bodywork, silencers and instrumentation. Displaying 23,474 recorded miles at the time of cataloguing, the machine presents in largely original condition with light signs of age and use. During inspection, the nearside engine casing had been removed and a replacement Westcountry Windings stator fitted. The flywheel was detached and loosely reassembled with the engine casing for storage, although a retaining nut was not noted. The fuel tank and bodywork had also been loosely refitted. Supplied with a V5C registration document, supplementary service manual and Westcountry Windings invoice.
Estimate: £6,000 - £8,000*
Reg No: KGP 871N MOT: Exempt Frame No: F109615
Appoximately 60,000 Commandos were manufactured and in 1974 a limited edition JPN model was launched, sporting race style bodywork celebrating Peter Williams’s distinctive John Player sponsored Isle of Man Formula 750 TT winning bike.1 of only around 200 made, with most production going to America, this beautifully presented John Player Norton Commando is thought to be a genuine factory built bike, fitted with the correct black chrome silencers. The engine number suggests it was made towards the end of 1974 when some frames were being made by Farina in Italy, identified by having a ‘F’ in front of their number, as explained by the covering letter from the Norton Owners Club included in the sale. Presented in excellent standard trim externally, the engine is fitted with 920cc barrels, the head has been gas flowed, a 4S camshaft has been fitted, converted to belt primary drive and Boyer electronic ignition added, all stopped with improved Norvil front brake disc and Lockheed caliper. Owned by the vendor since 2024 and its previous owner for over 42 years, it ran whilst being photographed and will be supplied with numerous old MOTs and receipts dating from the late 1980s, a workshop manual and current V5C.
Reg No: SSJ 505 MOT: Exempt Frame No: 25595
Moto Guzzi was established in 1921 in Mandello del Lario, Italy, and one of the founding fathers was Carlo Guzzi who gave his name to the company and was also the chief designer. The horizontal cylinder and outside flywheel became Guzzi’s signature layout until the arrival of the big vee twins in the 1960s. The GTV, launched in 1934, forged the way for the later Falcone and the 500cc single was beloved by the Italian military and police forces, remaining in production essentially unchanged until 1976, enjoying forty two years of non-stop production. This GTV 500, being offered at no reserve, is a bike very rarely seen on UK roads and is presented in what appears to be original and unrestored condition. The models top quality specification reflected in its high purchase price compared to the far less sophisticated British 500s of the day. A distinctive looking bike with its trademark horizontal cylinder, outside flywheel and unusual suspension, Guzzi singles always stand out from the crowd. Not run for several years, it is an ideal bike to either recommission, keeping its character, or become a fascinating restoration project. It will be supplied with a current V5C.
Estimate: £2,500 - £3,000*
Reg No: 820 XVK MOT: Exempt Frame No: C15 31673
BSA was one of the world’s largest producers of motorcycles up until its demise in the early 1970s. In the days when learners could ride a 250cc on L plates, one of the more popular models was the C15, a solid and sturdy design that lent itself to modification for competition use. Many have been converted from standard road trim and have gone on to become the mainstay of pre-65 twin shock motocross and trials events.
This professionally converted bike is based on a C15 Sports Star with alloy oil and fuel tanks, alloy mudguards, single seat and a nicely tucked in high level exhaust pipe with an alloy silencer. The wheel rims are flangeless alloys, a 21’ front 18’ rear shod with what appear to be unused tyres. The bike has been part of a small, private collection for a while, so will need recommissioning before use. It is still actually road registered with a current V5C, so could be used in pre-65 off road events or with a daytime MOT make an interesting period green lane bike.
The Chris Wright collection
Estimate: £6,500 - £7,500*
Reg No: Un-Registered MOT: Exempt Frame No: ML26224
Formed in 1689 as a manufacturer of muskets, throughout the 1960s and 1970s, Husqvarna was a dominant force in the off-road world, winning 14 motocross world championships in the 125cc, 250cc and 500cc divisions, 24 Enduro world championships and 11 Baja 1000 victories. Probably their best known models were the motocross bikes of the 1970s, firebreathing twin shock two-strokes ridden to world championship glory by Bengt Aberg and Heikki Mikkola and famously by Steve McQueen in ‘On Any Sunday’. Not much is known about the history of this beautifully presented bike, but it appears to be in excellent and mostly standard trim. The frame number identifies it as a c.1975 CR250, with a ‘250’ sticker on the air box and green number roundels but the engine number of 2055-1514 matches a CR360 model. There are no signs of use and abuse, even the expansion chamber is in good order, which suggests it was never used in anger or has been restored using many N.O.S. parts. A rare survivor that’s well worth closer inspection at the auction, it has been part of a small private collection for a few years, so it will need recommissioning before use.
Estimate: £7,500 - £8,500*
Reg No: SF 1675 MOT: Exempt Frame No: CF 2556
Douglas motorcycles were manufactured between 1907 and 1957 in Kingswood, Bristol, and were especially known for their flat-twin engines, initially longitudinal and eventually in a transverse layout. The very long-running 2¾hp engine was carried into the Model CW in late 1923, ready for the 1924 model year. Interesting features included a three-speed gearbox and a flywheel clutch, but most interesting of all was the fact it was Douglas’s first chain-drive model to go into large-scale production. Deluxe versions were offered with equipment such as a speedometer and a sprung pillion saddle. When Christopher Wright purchased his first Douglas, a 1957 Dragonfly, in 1975, he little suspected that he would become a lifelong member of the London Douglas Motor Cycle Club and a marque guru whose advice and opinions were sought by fellow owners. He later acquired this 1925 Model CW/25 for the private museum of twelve Douglases, spanning 1910 to 1957, which he constructed at the end of his garden. The CW/25 is fitted with a single adult sidecar and with this addition of a tradesman’s box, too, with a box of tools. Beautifully restored and very scarce, it passed its last MOT in 2012 with no advisories, but it will require some recommissioning before use.
Owned by Kevin Keegan
No Reserve*
Reg No: G505 GSC MOT: None
Frame No: 1HD1CAP15LY119778
This Harley-Davidson Sportster was commissioned by legendary football player and manager Kevin Keegan in 1990. It was purchased by Kevin from a Harley-Davidson dealership in Newcastle and then re-finished in a bespoke Newcastle United FC themed livery to celebrate his time as a player at the club. Kevin Keegan is widely regarded as one of the most influential figures in English football. As a player he won the Ballon d’Or twice in1978 and 1979 and enjoyed major success with Liverpool F.C. and Hamburg SV, however it was at Newcastle United where he became an enduring club legend. After helping the club back into the top flight he retired in 1984, but in1992 almost eight years after his final game as a player, Keegan returned to Newcastle United as manager. Repeating his success as a player, he again took Newcastle back into the Premiership further reinforcing his reputation in the North East. His attacking philosophy and charismatic leadership transformed Newcastle into a Premier League powerhouse during the famous “Entertainers” era of the mid-1990s. His connection with the club and city remains legendary among supporters. Based on an XLH 1200 Sportster, the bike was built at Just Harleys of Morpeth. The owners of the garage were Dale and Kelvin and the two bike builders were Hippy and Marty, both were well known around the Harley customisation scene. Kevin visited the garage in his Aston Martin several times to see how bike was coming along and have a chat and a brew with the lads in the workshop. Hippy and Marty got the bike ‘tuned up’ to run ‘sweet as a dream’ but when Kevin picked it up he said ‘oh I’m not riding it - it’s just for show!’ During the early years of its life, this unique motorcycle formed part of a public display at the Newcastle Breweries Museum. At the time the brewery was a major sponsor of Newcastle United, and the museum situated opposite St James’ Park provided a fitting location to showcase this unique fusion of motorcycling and local football pride. After its period on public display, it was later installed on a purpose-built plinth in Kevin’s office at home. The custom black-and-white livery echoes Newcastle United’s famous strip and was intended to celebrate the spirit and identity of the club. Based on an XLH 1200 Sportster, the bike has been subtly modified with many custom parts including drag bars, billet levers and switchgear, a single saddle and a shortened rear mudguard. It was recommissioned at the start of the year by Moto Restoration, including new tyres, to prepare it for sale. Being offered at no reserve, this lot represents a rare convergence of motorcycling heritage, football history, and celebrity ownership. It will be supplied with a signed photo of Kevin on the pitch at St James Park, a letter of provenance and a current V5C.
Notably late, matching numbers, disc-braked example
Estimate: £60,000 - £70,000*
Reg No: WEU 135L MOT: Exempt Frame No: MV4C75 214-0599
It is highly unlikely that MV Agusta’s record of seventeen consecutive 500cc World Championship victories (1958-1974 inclusive) will ever be beaten. The majority were achieved with four-cylinder power and so expectations were high when the Italian marque unveiled a similarly configured road bike, the 600, at the 1965 Milan Motorcycle Show. Unfortunately, Count Agusta’s insistence that the newcomer should be a tourer (lest enterprising privateers modify it into a competitor) resulted in a slow-selling machine whose staid looks were at odds with its exotic engine. Viewed as something of an ugly duckling, the 600 was supplanted by the altogether more swan-like 750 in 1969. Decidedly sporting, the larger capacity machine utilised a similarly race-derived powerplant (sand-cast crankcase and cylinder head, nine-piece crankshaft, heavily ribbed sump, spur gear-driven overhead camshafts) but mounted it in a sleeker frame complete with a 35mm Ceriani front fork, swing-arm rear, Grimeca duo-duplex front drum brake and Borrani 18in. wire wheels. Breathing viâ quad Dell’Orto carburettors, the 750 Sport was credited with developing some 66bhp at 8,000rpm. Reputedly capable of 120mph, the MV Agusta was among the fastest and best looking sports bikes of its generation. Evolving over time, later variants boasted more power, a higher top speed and twin front disc brakes. Decidedly expensive, the model was handbuilt in tiny numbers achieving just 583 sales by the time production ceased in 1975. Revered for its red, white and blue colour scheme, performance, rarity and pedigree, the 750 Sport has long been a ‘blue chip’ collectible. A letter on file from the late E. P. Eacott Esq., writing in his capacity as spares secretary for the MV Agusta Owners’ Club of Great Britain, states that frame number MV4C75 2140599 was fitted with engine number 2140572 and completed on December 12th, 1974. A notably late, disc-braked 750 S, it is further understood to have been supplied new by W. H. Lowe Pty. Co. Ltd. of Balwyn, Melbourne, who were also Ferrari and Lancia concessionaires. Resident in Sydney when Roger Thomas Esq. acquired it in 1984, the MV Agusta relocated with him to Britain some five years later. Entering the current family ownership viâ a Sotheby’s auction during December, 1994, the 750 S has been very sparingly ridden over the past three plus decades. As such, the vendor feels there is a chance that its modest odometer reading of 12,241 miles represents the total covered from new. Stabled alongside a 1978 MV Agusta 832 Monza in his late uncle’s significant collection,
an accompanying missive from the latter concludes with the line: “Imagine the noise when two MVs are terrorising the neighbourhood.” The tank has been repainted but otherwise the motorcycle is believed to be substantially original, although ‘WEU 135L’ will now require recommissioning prior to any use. Among the last 750 S machines to be completed, coming from long-term ownership and pleasingly retaining what it appears to be its factory-fitted engine, frame 2140599 is not to be missed. Offered for sale with old-type V5 Registration Document (which gives an assumed date of manufacture as 1972), dating letter and other correspondence.
The Chris Wright Collection
Estimate: £6,000 - £7,000*
Formula 750 Rob North evocation
Estimate: £12,000 - £14,000*
Reg No: BOH 323 MOT: Exempt Frame No: AA125
Douglas motorcycles were manufactured between 1907 and 1957 in Kingswood, Bristol, and were especially known for their flat-twin engines, initially longitudinal and eventually in a transverse layout. The Endeavour of the mid-1930s was among the first of the transverse-engined models. The shaft-driven, sidevalve 500cc model was developed in secret and launched at the 1934 Olympia Show as Douglas’s range-topping offering, where it was well received by the motorcycling press. However, the public baulked at the £72 10s. 0d. price, and figures suggest only between fifty and 100 were made, with the London Douglas Motor Cycle Club recording thirty survivors. When Christopher Wright purchased his first Douglas, a 1957 Dragonfly, in 1975, he little suspected that he would become a lifelong member of the London Douglas Motor Cycle Club and a marque guru whose advice and opinions were sought by fellow owners. He later acquired this 1935 Endeavour for the private museum of twelve Douglases, spanning 1910 to 1957, which he constructed at the end of his garden. Beautifully restored and immensely rare, it passed its last MOT in 2012 with no advisories but will require some recommissioning before use.
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
The 750cc, three-cylinder Triumph T150 Trident, and its sister the BSA Rocket III, were launched in 1968, just as Formula 750 racing was about to take off. Rob North was approached by the BSA Triumph group in late 1969 to produce a run of frames for a Formula 750 race team that was being assembled for the 1970 Daytona 200. Designed by Doug Hale but revised by North, just eight were built for 1970, followed by a slightly modified second batch for 1971. Powered by both Trident and Rocket III engines, they finished second and third at the 1970 Daytona, then pulled off a clean sweep of the podium in 1971. This Rob North F750 evocation was built by Trident Engineering, reputedly costing £30,000. Since completion, it has never been raced. It has done only one practice day at Mallory Park, since when it has been on static display. Its specification includes a lightweight crank, steel rods, Omega 11.5:1 pistons, 51B Megacycle high-lift cams with stronger pushrods, 32mm Amal carburettors, Boyer electronic ignition, magnesium Ceriani forks, a five-speed close ratio gearbox, and an NEB speedway clutch with belt drive. It also features an adjustable seat subframe. It will require checks before use.
Estimate: £4,000 - £5,000*
Reg No: YXN 494 MOT: Exempt Frame No: GA7 4659
This 1960 model in Clubman trim has matching frame and engine numbers confirmed by the BSAOC. Dispatched to Claude Rye, London, on 16/01/1960, it retains its original engine and presents as a good example of the Birmingham-built sporting twin. YXN 494 benefits from careful ownership and maintenance; the current owner, a classic British motorcycle enthusiast, has owned and used it for five years, storing it under cover in a heated garage. It is described as an excellent starter, usually firing on the first kick, and was running well at the time of consignment. The engine was overhauled in 2000 and the bike has undergone substantial mechanical refurbishment and sympathetic upgrades. The work included a wiring harness, reconditioned magneto and dynamo, Amal 930 30mm concentric carburettor, reconditioned chronometric clocks, 4-spring clutch, kickstart quadrant and pinion, switches, cables, levers, handlebars, primary and timing chains, flexible oil pipes, and an 8-inch twin leading shoe front brake along with Gold Star silencers. Cosmetically it presents very well, but it is worth noting that no centre stand is fitted, although the side stand is present. Offered with a current V5C and a selection of receipts.
Estimate: £4,500 - £5,500*
Reg No: Un-Registered MOT: Exempt Frame No: B50MX GE13386
The B50 range was conceived with an eye on the lucrative American market with three models all powered by a unit-construction 500cc engine with a claimed output of 34bhp. The top of the range B50MX was a limited edition competition use only model supplied with simpler electrics, stainless mudguards and an alloy tank. They proved to be the last hurrah for British heavy duty scramblers and the arrival of lightweight two strokes from Europe and Japan brought about their demise. BSA’s financial problems in 1972 led to the model continuing as the Triumph TR5MX for a couple more years until Meridan’s closure soon after. This B50MX has been part of a small private collection for a number of years and is presented in good, authentic and original looking condition. It is not clear how many MX versions were manufactured as all the B50 models were grouped together, but the B50MX variant is highly sought after today by vintage collectors and classic off-road racing enthusiasts. Not many will have survived in this condition and the bike has been stood for a while, so it will need recommissioning, but will make a fascinating addition to any off road collection.
An outstanding restoration
Estimate: £4,000 - £5,000*
Reg No: BNT 287K MOT: Exempt Frame No: 351-202461
The original Yamaha RD350 was produced from 1973 to 1975, and was sought-after in period as a sophisticated and widely usable machine. Powered by a two-stroke, parallel twin engine mated with a six-speed transmission (or five-speed in some markets, including Britain), it had a single front disc brake and a rear drum brake, and provided pleasingly sporty performance and handling. It was said to produce a very creditable 39bhp at 7,500rpm, contributing to a claimed top speed of 105mph. It was a short-lived model only because Yamaha unveiled an even more advanced successor in the RD400C for 1976. In beautiful condition through and through, and showing just 7,623 miles, this RD350 has had little use since being restored to a phenomenally high standard. We believe the restoration was completed around 2010 (when it ventured onto the road with 6,851 miles on the clock), but it has not been on the road since 2013, which accounts for its excellent state of preservation. While pre-use checks may be advised, the vendor describes it as “ready to go” and we have seen it start readily and idle contentedly. It is supplied with the V5C, some old MOT certificates and photographs.
Estimate: £5,000 - £6,000*
Reg No: UCL 639R MOT: Exempt Frame No: 203018
The Yamaha Motor Co. was formed in 1955 as the powered vehicle division of the massive Yamaha Corporation more famous for making musical instruments. The first bike produced in 1954 was the YA-1—like the BSA Bantam, a copy of the German-made DKW RT125. In typical Japanese fashion this was soon improved upon with the launch of the YA-2 in 1957. This proved to be an immediate success in sporting events starting a long tradition of achievements which continue to this day in Moto GP. In spite of Yamaha’s reputation for performance machines, the humble little FS1-E—‘Fizzy’—is still one of their most fondly-remembered and sought-after products. A whole generation of ’70s motorcyclists cut their teeth on this classic ‘Sixteener Special.’ With nine keepers from new, this FS1-E ranks among the best. It was in single ownership from 1989 to 2017 but had been unused for over a decade when it was bought by our vendor in 2019. He then subjected it to a restoration of the very first grade, with an emphasis on retaining the original specification. We have seen it start and run well, and it is supplied with the V5C and many invoices and photographs from the restoration.
Comprehensively restored
Estimate: £3,000 - £4,000*
Reg No: 972 UYN MOT: Exempt
Frame No: H7824
In 1937 the Edward Turner-designed 5T Speed Twin was released, launching a range of Triumph twins that went on to epitomise British motorcycles in the post-war years. The speedy 500 evolved gradually thereafter gaining, telescopic forks and an optional rear sprung hub in 1946, followed by the famous streamlined nacelle in 1949. In 1953, it became an early adopter of an alternator and coil ignition, and the 5TA arrived in 1959, bringing major changes in the form of a unit-construction engine and gearbox, plus the controversial and short-lived “bathtub” fairing.
This splendid early 5TA, restored in beautiful Amaranth Red, was originally despatched on January 27th, 1959, to Kings Motors of Stretford, Manchester. It has little further history prior to being acquired by the late former keeper, a great enthusiast for old British bikes, in 2015. Previously, the Speed Twin had been off the road for many years, but he stripped it to the bare frame and conducted a very thorough restoration. The finished bike saw some use prior to his death in 2025, and it now appears in fine order but in need of recommissioning. It is supplied with the V5C, a dating certificate and many invoices.
Estimate: £3,500 - £4,500*
Reg No: XBK 930 MOT: Exempt Frame No: 122R90499
Post-war, Norton became especially celebrated for the excellent handling of its Featherbed frame, initially developed for the Manx Norton racers. Launched in 1952, the Dominator 88 was a landmark model, being the first road bike to feature the Featherbed, in conjunction with Roadholder forks and the Bert Hopwood-designed 497cc vertical twin from the Model 7. An outstanding performer, it was produced until 1966, evolving gradually. It gained an alternator and coil ignition in 1958, and from 1960 it was built with the “slimline” Featherbead frame, an increased compression ratio of 8.1:1 and new gear ratios.
This beautiful 1961 Dommie 88 was in single ownership from 1982 to 2025 and was restored to a very high standard during that period. Since completion, however, it has been treated mainly as a display piece and has seen minimal activity. The odometer reading stands at 21 miles, and there is no evidence of road use over the past twenty years. Evidently well cared-for, it remains in fine order and would make a wonderful, straightforward recommissioning project. It is supplied with the V5C, a buff logbook, and many invoices from Norvil and other parts suppliers.
Estimate: £3,000 - £4,000*
Reg No: PRD 980R MOT: Exempt Frame No: KZT00A016257
Introduced in the late 1970s, the Kawasaki Z1000 quickly established itself as one of the era’s iconic superbikes, renowned for its robust engine and muscular design. The vendor, owner since 1989, has cherished and maintained this example to an exceptionally high standard. In 2021, the bike underwent a comprehensive overhaul with over £7,000 invested. The works included a complete engine strip-down with meticulous valve work, along with refurbishment of the brakes, chassis, and suspension. The plating and painting were also refinished, resulting in a machine that presents beautifully today. A documented history of the works carried out, including detailed records of the dates, is kept in the bike’s provenance file. This is complemented by invoices from the renowned Kawasaki parts supplier Z-Power. Additionally, the charging system has been updated with a new stator, and the starter motor has been stripped down and serviced, reflecting the thoroughness of the restoration. The Z1000 starts and runs smoothly, with the engine noted for its mechanical quietness during a recent inspection. This well-cared-for classic is ready to be enjoyed by its next owner, offering a unique combination of period charm and reliable performance.
Estimate: £3,000 - £4,000*
Reg No: NE 7111 MOT: Exempt Frame No: 26676
An increasingly sought-after example of early interwar British motorcycling, this 1926 Raleigh Model 5S reflects the Nottingham firm’s well-engineered approach to lightweight transport. Powered by a single-cylinder four-stroke engine, it was designed to offer simple, reliable and economical motoring to a wide audience during the 1920s. This appealing example benefits from long-term family ownership and a well-documented history. Purchased and fully restored in the mid-1970s by the vendor’s father, founder of Old Bike Mart magazine, it has been carefully preserved since. Following restoration, the Raleigh was used regularly on numerous VMCC events, including the Banbury Run. Of particular note, the machine completed a coastal ride around Great Britain in 1984 to commemorate the 60th anniversary of the Raleigh-sponsored endurance ride undertaken by Hugh Gibson and Marjorie Cottle, adding to its provenance. Unused since 2016, the machine will require light recommissioning prior to returning to the road. Offered from a private collection, this charming Model 5S represents an attractive and usable entry into vintage motorcycling, equally suited to display, light road use, or participation in club events. Offered with V5C.
The Chris Wright collection
Estimate: £4,000 - £5,000*
The Chris Wright collection
Estimate: £4,000 - £5,000*
Reg No: BF 6846 MOT: Exempt Frame No: YF 1462
Douglas motorcycles were manufactured between 1907 and 1957 in Kingswood, Bristol, and were especially known for their flat-twin engines, initially longitudinal and eventually in a transverse layout. In 1930, a pair of new sidevalve 500cc and 600cc models were released, respectively called the S5 and S6. They gained a reputation for being smooth, quiet, flexible and very reliable, some of which may be attributable to the fact that Freddie Dixon, the great pre-war racer, had a hand in their design. They were produced for one year only, becoming the Models D and E in 1931. When Christopher Wright purchased his first Douglas, a 1957 Dragonfly, in 1975, he little suspected that he would become a lifelong member of the London Douglas Motor Cycle Club and a marque guru whose advice and opinions were sought by fellow owners. He later acquired this 1930 S6 for the private museum of twelve Douglases, spanning 1910 to 1957, which he constructed at the end of his garden. Beautifully restored and immensely rare, it has not been on the road for some twenty years or more, so will require some recommissioning before use.
Reg No: TAS 432 MOT: Exempt Frame No: F0350
Douglas motorcycles were manufactured between 1907 and 1957 in Kingswood, Bristol, and were especially known for their flat-twin engines, initially longitudinal and eventually in a transverse layout. Before the BSA Bantam, there was the Douglas Model X Bantam, launched in response to a taxation change which favoured machines under 150cc. The first 1933 models had a 148cc Villiers two-stroke, but for ’34 Douglas produced its own 150cc two-stroke. It was somewhat upmarket, with an enclosed engine and leg shields, and sold for £24 as the Model X, or £27 as the X1, which included dynamo lighting as standard. They were only made up to 1935.When Christopher Wright purchased his first Douglas, a 1957 Dragonfly, in 1975, he little suspected that he would become a lifelong member of the London Douglas Motor Cycle Club and a marque guru whose advice and opinions were sought by fellow owners. He later acquired this 1935 Model X1 Bantam for the private museum of twelve Douglases, spanning 1910 to 1957, which he constructed at the end of his garden. Beautifully restored and immensely rare, it passed its last MOT in 2011 with no advisories but will require some recommissioning before use. All machines have a data pack of official documents, owners’ handbooks/parts lists, history and photographs where available.
Estimate: £2,000 - £3,000*
Reg No: 598 XVB
Estimate: £2,000 - £3,000*
344
MOT: Exempt Frame No: G288977
The Royal Enfield Bullet 350 is one of the longest-running motorcycle designs in production history, valued for its mechanical simplicity, durability and unmistakable single-cylinder character. Rooted in pre-war British engineering and later produced in India, the Bullet has earned enduring appeal for its traditional construction and engaging riding experience. This example is presented in tastefully customised form, retaining the classic proportions of the Bullet while benefiting from a number of well-executed bespoke features. The machine is powered by an all-aluminium engine, reducing weight and improving heat dissipation compared with earlier iron-barrel units. Further enhancements include a self-generating ignition system, removing reliance on a battery and reinforcing mechanical simplicity. Additional period-inspired modifications include alloy flanged wheel rims, a custom seat and a hand-made exhaust system. Induction is via a bellmouth carburettor, while a cable-operated valve lifter is fitted to aid starting. Several components, including the footrests and various brackets, appear to be individually machined, contributing to the purposeful, hand-crafted appearance. The original front brake has been modified to twin leading shoe specification, offering improved stopping performance. The motorcycle is supplied with its V5C registration document.
Reg No: MSL 160 MOT: Exempt Frame No: A46160
The Matchless G3 is widely regarded as one of the most durable and dependable British lightweight motorcycles of the post-war period, earning its reputation through both civilian use and extensive military service. This 1956 example appears to be the result of an older restoration, now presenting with an attractive and well-kept patina consistent with sympathetic long-term ownership. The motorcycle retains a strong period appearance and remains very much in keeping with original specification. At the time of photography, it started first kick and ran smoothly while on its stand, providing a positive indication of mechanical condition. The machine remains on its 6-volt electrical system and is fitted with indicators, which are currently inoperative, noted for guidance only. Well-presented examples of the G3LS are becoming increasingly scarce, and this motorcycle offers an appealing opportunity for those seeking a usable, characterful British single with documented history and sympathetic presentation. The motorcycle is supplied with its V5C registration document and is accompanied by a certificate of authenticity confirming it as a Matchless G3LS model. Further supporting material includes workshop and instruction manuals, parts catalogues, and a collection of period photographs showing previous owners enjoying the motorcycle, adding welcome provenance and historical context.
No Reserve*
Reg No: KSJ 388
MOT: Exempt
Estimate: £2,500 - £3,000*
Frame No: 94785
One of the founding fathers of Moto Guzzi was Carlo Guzzi, who gave his name to the company and was also the chief designer. The forward facing cylinder with an outside flywheel became Guzzis signature layout until the arrival of the big vee twins in the late 1960s. The Airone isn’t as well known in the UK as its bigger brother, the 500cc Falcone, but in Italy the 250cc single was by far the bigger seller and the model was in production from the late 1930s through to 1957. This Airone, being offered at no reserve, was bought by the vendor nearly 30 years ago and has been part of his small private collection of mainly Italian bikes since. First seen in 1939, after WW2 it became Italy’s most popular medium displacement bike, although very few were sold in the UK. The models top quality specification reflected in its high purchase price compared to the far less sophisticated British 250s of the day. It is offered in standard and original trim, fitted with its distinctive fishtail silencer and an optional speedo. Having stood for a number of years, it will need recommissioning before use and will be supplied with a current V5C.
Reg No: 704 UYL
MOT: Exempt Frame No: 255738
Velocette motorcycles were made by Veloce Ltd between 1904 and 1971. One of several motorcycle manufacturers in Birmingham, Velocette was a family-owned firm that compared favourably with BSA, Triumph and Norton. A great technical innovator, many of its patented designs are commonplace on motorcycles today, including the positive-stop foot shift and swinging arm rear suspension with hydraulic dampers. Renowned for quality, the company was “always in the picture” in international motorcycle racing from the mid-1920s through to the 1950s, culminating in two 350cc World Championship titles. The 350cc Velocette MAC was launched in 1933 and developed from the OHV MOV 250. A reliable single-cylinder design, the MAC coped well with the low-grade post-war petrol and was a popular all-rounder amongst motorcyclists in the 1950s. This nicely presented MAC was restored around 2006 and has been owned and ridden by the vendor for the last 12 years. He has recently fitted a new battery, a new Amal Concentric Carb and the petrol tank has been lined and repainted to an excellent standard, at a cost of £750. A good, reliable and easy to maintain mount for vintage events, it presents well and comes with paperwork, RF60 log book and V5C.
Estimate: £2,000 - £3,000*
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
After the war, demand for BSAs reached an unprecedented height, and it responded by releasing a truly bewildering array of models and engines. In particular, BSAs were sought-after by trials riders, and to that end the ZB34 Competition model was produced during the late ’40s and early ’50s to compete in the 500cc trials class. The standard model had a cast-iron head and cylinder, but alongside it was the ZB34A with aluminium alloy head and cylinder. Best of all, though, was the ZB34GS Gold Star model, with the aluminium head and cylinder, but completely reworked engine internals for optimum performance. This BSA ZB34 Competition with a GS crankcase has fascinating provenance. It was originally supplied on March 23rd, 1950, to Ingles Provincial Garage in Derby, but ended up being shipped to New Zealand to compete in trials over there, its features including double-damped front forks and a close-ratio gearbox. Since being imported back to Britain, the Beesa has not been registered with the DVLA but it does have a BSA Owners’ Club Dating Certificate, so getting it registered ought to be straightforward. We are advised that it starts, runs and rides well, and is supplied with the dating certificate only.
Reg No: WHD 963R MOT: Exempt Frame No: ST70149525
Marketed as the Dax in Japan and Europe and the Trail 70 in North America, the Honda ST70 was a minibike produced from 1969 to 1971. Powered by a 70cc four-stroke, air-cooled engine, the ST70 and its sister, the ST50, stood apart from other minibikes thanks to their distinctive pressed-steel frame. As the Beach Boys sang about one of its ancestors, the ST70 was “more fun than a barrel of monkeys,” besides being very useful if you wanted to cover a lot of distance around fields, race circuits and so on. The popularity of the ST-series has been such that Honda revived it in 2023, albeit in larger 125cc form, but still with the same 1970s styling.
This charming 1976 ST70 was acquired by our vendor in 2020 for his collection of old motorcycles. While he has used it for some short runs, for most of the recent past the Honda has been a static exhibit, as we may infer by comparing its 2006 mileage reading (5,887) with its 2014 reading (5,980). The present reading is 6,128 miles. Seemingly a very original example with a lovely patina, the Honda may require some recommissioning. The current V5C is supplied.
Estimate: £2,000 - £3,000*
Reg No: JBD 300T MOT: Exempt Frame No: CB250N2014318
While Honda built some of the definitive superbikes of the 1970s, commuters could enjoy similarly sophisticated engineering but on a smaller scale with models such as the CB250N Super Dream, produced from 1978 to 1986. Equipped with an air-cooled SOHC parallel twin of 249cc, with electronic ignition, twin Keihin carburettors and a six-speed transmission, the CB250N quickly became one of the best-selling bikes in Britain, initially because it was perfect for learners—laws at the time restricted learners to 250cc, but in 1983 the limit was lowered to 125cc. Producing 27bhp at 10,000rpm, it was credited with an 83mph top speed. This lovely, early CB250N was one of the thousands sold new in Britain. It was in long-term ownership between 1997 and 2020, though it appears to have been off the road for most of this century. It was put on the road in 2021, however, and evidently benefits from some recent refurbishment, including paintwork improvements, though in other respects it appears highly original. It joined our vendor’s small collection of old motorcycles in 2023 and since then has been well cared for but not ridden. We note the low mileage reading of 3,405. The Honda is supplied with the V5C.
Estimate: £3,000 - £4,000*
Reg No: DRV 329W MOT: Exempt Frame No: JHMSC012112496
The Honda Motor Company made their first motorcycle in 1949 and within 10 years had become the biggest manufacturer in the world. The CB750/4 was launched in 1969 to great acclaim and laid the blueprint for the modern superbike, begetting a range of SOHC fours. As other Japanese manufacturers caught up, Honda responded with an improved range of DOHC models such as the CB900F Super Sport. The CB900F was produced from 1979 to 1983, with European sales particularly in mind. Its 901cc air-cooled straight-four was mechanically similar to Honda’s other large engines and produced 95bhp. Paired with a five-speed gearbox, it was a fair match for larger bikes like the Kawasaki KZ1000, Suzuki GS1000 and Yamaha XS1100. Showing 31,000 miles on the odometer, this CB900F has benefited from some recent refurbishment and has clearly been cherished, although it was out of use for most of the 2000s. It was returned to the road in 2021, and while it is a very original machine, it has evidently received new paint and new tyres in recent years. Now MOT-exempt, it is still a very usable bike on modern roads, but simple enough for the home mechanic to maintain. The current V5C is supplied.
Well-preserved low-mileage example
Estimate: £2,500 - £3,500*
Just over 22,000 miles from new No Reserve*
Reg No: X633 DSH MOT: T.B.A. Frame No: ZDMM300AAYB011074
Produced from 1993 to 2001, the Ducati Monster 600 found great popularity as an affordable big bike, and gave many enthusiasts their first taste of the Ducati marque. It originated in 1992 as a styling exercise by Miguel Angel Galluzzi, and ended up becoming known as the bike that saved Ducati due to its popularity and cheap development costs, with over 300,000 produced. With its 583cc, 54bhp V-twin and five-speed gearbox, it was a lively performer and said to be good for 116mph.
This 2000 Monster 600 was imported and registered with the DVLA in 2016 and was retained by its first British keeper until 2020, when it passed to our vendor. Seldom used since 2016, the odometer reading remains at under 34,000km (21,000 miles). It was in regular but sparing use and used by our vendor until the end of last year, in which time it has been in storage and being started from time to time. Nevertheless, the vendor advises that it has been started from time to time and runs well, though we advise bidders to undertake their own checks before venturing onto the road. The current V5C is supplied.
Reg No: VO03 FBB MOT: T.B.A. Frame No: SMTTE521VR3177908
Triumph is the largest surviving British motorcycle manufacturer but it hasn’t been an easy path for the Midlands manufacturer. The entire British bike industry collapsed in the 1970s in the early 1980s Triumph went into receivership. After a few years and a lot of legal wrangling, businessman John Bloor bought the name and manufacturing rights, and Triumph production restarted in the early 1990s. The inline-triple Daytona 955i sports bike was launched in 1997 as the T595, but was renamed in 1999 to reflect its displacement. The DOHC, liquid-cooled engine with four valves per cylinder generated 128bhp at 10,500rpm, and was said to give a maximum speed of 161mph. The 955i regularly evolved up to the end of production in 2006. This impressive Daytona has had six keepers from new, and was acquired by our vendor in 2021. It has only ever been used sparingly and was in storage between 2011 and 2016, and has been again since November, 2024, hence it is a well-preserved machine which has covered only around 22,000 miles from new. The vendor maintained well while it was in use, but it will now require light recommissioning. It is supplied with the current V5C.
Estimate: £6,000 - £8,000*
Reg No: VU 3821 MOT: Exempt
Showing just 1,136 miles
No Reserve*
Frame No: Un-Seen
It is thought the current registered keeper acquired VU 3821 in 1958 as a dismantled project and carried out a restoration c.1980 following which the machine was in regular use including many miles with ‘two up’ on events both in the UK and Europe.
The specification includes a twin port head and very rare period Bosch Electric lighting set with Magdyno and 100mph Bonniksen. Generally a very nice and well equipped machine it will require recommissioning before use and offers an excellent opportunity to acquire a well equipped Model 90 lookalike with the benefit of past restoration and long term ownership. On inspection the frame number located does not match the number on the registration document although its extensive paperwork file includes a V5C, various correspondence, sketches, photos, invoices/receipts (which support the c.1980 restoration,) MOTs back to 1980 and information relating to Bosch electrical equipment.
Reg No: PMH 233X
MOT: Exempt Frame No: 090986
Fabio Taglioni’s bevel-drive V-twin, first used in the 1971 Ducati GT750, was an immediate success, helped by Paul Smart’s win in the 1972 Imola 200. The Imola bike was gradually adapted for production, resulting in the Super Sport of 1974. A revised Super Sport was produced between 1975 and 1982 in two guises; the 900 used the 864cc square-case V-twin, and the 750 used the same, but with sleeved bores. Various improvements were made during production, and in 1978 a 900 Super Sport won the Manx TT, ridden by Mike Hailwood. In 1979, the Borrani wire were replaced by Campagnolo alloys, and further styling changes were made in the early 1980s. One of the last Super Sports, this 900 project has just been unearthed with other bikes, having been off the road since 1986. It has apparently been in single ownership since 1982 (albeit with two former keepers), and the number plate suggests it was supplied through Powerhouse Motorcycles of Kentish Town. Showing just 1,136 miles on the odometer, this Ducati could be recommissioned and enjoyed as an ‘oily rag’, or treated to a full restoration. The engine turns, the gears select, and the bike is supplied with an old-style V5.
Estimate: £15,000 - £17,000*
This impressive outfit combines a rare Vincent Black Knight, one of only around 130 made, with a period Watsonian Monaco sidecar. Bought by the now sadly deceased vendor as a solo in 1972, it was used extensively by him for trips around the UK over the years. Intriguingly, it was discovered that this actual bike, together with a Monaco sidecar, had been featured in an article across two issues of ‘Motor Cycling’ in July 1955, documenting a trip around France taking in the St Etienne-Paris-St Etienne Rally. It is thought that the journalist borrowed the bike from the Vincent factory, which was then matched to Watsonian’s prototype Monaco sidecar, fitted just 20 hours before departure. The registration number ‘URO 107’ was issued in Hertfordshire, so the bike could possibly have been first registered to Vincent in 1955. Unfortunately, when the factory records were given to the VOC in the early 1960’s, the information for the series D models was missing so we cannot confirm this. Initially used as a solo, around 20 years ago, a 1957 Mk1 Monaco sidecar Body No. H672 was added to re-create the outfit featured in the article. Both bike and sidecar were restored in the past by the vendor, a time-served coachbuilder, although it has not been run for a few years, so will need recommissioning before use. Included in the sale are copies of the original ‘Motor Cycling’ magazines in which the bike was featured, and even a 1972 letter from the now re-named ‘Motor Cycle’ when the owner informed them he had rediscovered the bike. There is a good paperwork file including some handwritten notes, contemporary Vincent factory service information, plenty of sidecar information, some tools and parts and even a period pair of Belstaff waxed cotton overtrousers together with a V5C.
Estimate: £10,000 - £12,000*
Reg No: TEV 743W MOT: Exempt Frame No: 900600
In spite of Ducati’s continued success in World Superbike and Moto GP, their most famous victory was Mike Hailwood’s amazing victory in the 1978 IOM TT Formula 1 race. After retiring from bike racing in the late 1960s and carrying injuries from his Formula 1 career, he won his comeback race adding to his already legendary status. After Mike’s spectacular victory on the NCR Sports Motorcycles Ducati, the factory commemorated his win with the introduction of a race replica based on the 900SS. Originally titled the ‘900 Replica’, the 1979 model was produced in a limited run of around 200 and had a fibreglass cover over a regular 900 Super Sport fuel tank. By 1980, the fuel tank was steel, but the bike was essentially the same as the 1979 version with a one piece fairing, Brembo brake callipers and Dell’Orto carburettors. By 1981 a two piece fairing was fitted to simplify maintenance.
This stunning looking Mike Hailwood replica was bought by the vendor from Made in Italy Motorcyles in 2021, where it was serviced and had new tyres fitted and has been used sparingly since. Part of the second batch of bikes with a steel fuel tank, it has since been fitted with a two piece fairing for ease of maintenance, but the original one piece fairing is included in the sale. The previous owner had the bike from 2004 to 2021, and it was restored in his custodianship with an extensive paperwork file documenting the process, together with previous receipts from the 1990s included in the sale. Fitted with replica Keihan stainless steel silencers, it will be supplied with a Haynes manual, a genuine Ducati workshop manual, the aforementioned paperwork file and a current V5C. A rare chance to acquire a beautiful bike that commemorates one of the greatest moments in motorcycle sports history.
Reg No: 590 XWB MOT: Exempt Frame No: 122 62176
Norton was formed in 1898 and started building motorcycles with French and Swiss engines in 1902. In 1907, a Norton with a Peugeot engine won the first Isle of Man TT race, starting a long tradition of sporting excellence and going on to dominate racing in the 1940s and 1950s. Developed for their Manx Norton race bikes, the legendary Featherbed frame eventually made its way onto the road in 1953, housing the 500cc Dominator engine. By the late 1950s, the engine had been increased in capacity first of all to 600cc and then 650cc, matching the classic Featherbed frame to the equally iconic Roadholder front forks. Finished in Norton’s attractive ‘Polychromatic Grey’, this beautifully presented Dommie was repatriated from the USA in 2016. The bike was treated to a full restoration in 2023, including an engine overhaul, the distinctive all over grey paintwork refinished and the chrome either replaced or re-plated, together with refurbished wheels and electrics. Restored to be ridden, it is fitted with some neat chrome indicators and slightly higher handlebars for comfort. Now UK registered but not used for a couple of years, it will need some recommissioning and will be supplied with a current V5C.
Estimate: £7,000 - £8,000*
Reg No: BT 9562 MOT: Exempt Frame No: 929561
Introduced during a period of rapid growth for the British motorcycle industry, the 494cc Triumph Motorcycles Model P quickly established itself as one of the Coventry firm’s most successful and enduring models. Designed as practical, affordable and dependable everyday transport. Dating from 1926, this handsome and highly evocative Triumph Model P is presented in attractive sidecar trim and displays considerable period charm throughout. Finished in traditional livery with coachlined fuel tank, black cycle parts and correct-style fittings, the outfit benefits from an especially authentic appearance. Features include acetylene-style lighting, sprung saddle, hand-change controls, artillery-pattern wheels and period exhaust arrangement, all contributing to its interwar character. The accompanying sidecar is further equipped with both a windscreen and tonneau cover. Having formed part of a museum environment for a number of years, the outfit has clearly been carefully preserved and presents to a notably high cosmetic standard throughout. While not currently in regular road use and therefore requiring light recommissioning prior to returning to service, the machine appears complete, highly presentable and exceptionally well cared for. A charming and highly eye-catching vintage Triumph sidecar outfit. The registration ‘BT 9562’ remains with the machine and a V5C is present.
Estimate: £3,000 - £4,000*
Estimate: £3,000 - £4,000*
Reg No: Un-Registered MOT: Exempt Frame No: Not visible
Introduced during a fascinating period of experimentation within the British motorcycle industry, the Beardmore Precision remains one of the more unusual and technically interesting machines of the vintage era. Produced between 1921 and 1924 following an arrangement between F. E. Baker Ltd and the Glasgow engineering firm William Beardmore & Company, Beardmore Precision motorcycles quickly gained a reputation for innovative engineering and unconventional design. Notable features included leaf-sprung suspension front and rear, an external contracting front brake and a fuel tank integrated into the frame structure, all contributing to a remarkably advanced appearance for the early 1920s. Although the marque enjoyed success in contemporary trials competition, financial difficulties following the 1924 Isle of Man TT ultimately brought production to an end. Dating from 1923, this example was acquired by the current vendor some years ago and subsequently stored alongside other machines. Unused for an extended period, the motorcycle will now require recommissioning prior to any return to road use. Accompanied by correspondence with noted automotive historian Mike Worthington-Williams, this rare Beardmore Precision presents an appealing restoration or preservation opportunity for the vintage motorcycle enthusiast.
Reg No: YC 3165 MOT: Exempt Frame No: 1071482
Introduced during the golden era of the British lightweight motorcycle industry, the New Imperial Model 2 formed part of the Birmingham manufacturer’s highly regarded interwar range. Founded in 1887, New Imperial developed a strong reputation for producing well-engineered and attractively finished motorcycles, becoming respected for the quality and reliability of its lightweight and middleweight machines during the 1920s. Powered by a dependable side-valve engine, the Model 2 offered economical motoring combined with refined road manners and quality cycle parts. The 1926 season introduced a distinctive fuel tank design unique to that year alone, making surviving examples especially desirable amongst enthusiasts today. Dating from 1926, this example presents in highly attractive condition throughout and displays considerable visual appeal. Finished in traditional black livery with striking green tank panels and correct-style detailing, the motorcycle benefits from a smart older restoration and is complemented by charming period features including girder front forks, sprung saddle, period lighting equipment and bulb horn. Having formed part of a collection and not recently used on the road, the motorcycle will require light recommissioning prior to returning to use. Accompanied by its V5C registration document, this is a rare and attractive vintage British lightweight motorcycle.
Beautifully restored
Estimate: £2,500 - £3,500*
Reg No: 658 UXW MOT: Exempt
One owner from new
Estimate: £8,500 - £9,500*
Frame No: A74550
Nineteen fifty-eight saw AMC introduce some fabulous 650cc parallel twins, including the Matchless G12 CSR and its sister, the AJS Model 31 CSR. Matchless already had the 593cc G11, but the G12 was conceived to meet demand from America for an even larger machine. As with the G11, there was a standard G12, which had large mudguards and a 7.5:1 compression ratio. Then there was the CS, a street scrambler with 8.5:1 compression and light alloy mudguards, and finally the CSR (nicknamed the Coffee Shop Racer), which was in similar tune but with more in the way of road trim. The G12 was an effective rival for BSA, Norton and Triumph, and survived until 1966.
This beautifully restored 1960 G12 CSR was registered with the DVLA in 2007, having evidently been off the road for many years beforehand. Since that time, it has been in single ownership and was enthusiastically ridden for some 4,300 miles up to 2015, when it was placed into storage. Our vendor reports that it is running, however, so should only require minimal recommissioning. It is supplied with the V5C, a workshop manual and other literature, plus some old MOT certificates.
Reg No: HHB 200W MOT: Exempt Frame No: CB12017017
The launch of the four-cylinder Honda CB750 in 1969 ushered in the 1970s superbike boom, and Honda’s crowning glory of the era was the amazing six-cylinder CBX1000, one of very few six-cylinder motorbikes ever produced. Built from 1978 to 1982, it achieved its aim of being the world’s fastest production motorcycle thanks to its 1,047cc, twin-cam, 24-valve transverse inline-six, which was said to produced as much as 105bhp and deliver speeds of 135mph or even 140. A true tour de force , it was detuned slightly for 1981 and became more of a sports tourer than a superbike, with softer suspension and optional panniers.
This CBX1000 was purchased new by our vendor on September 30th, 1980, and remains in very original condition, with even the supplying dealer’s number plate still attached. It was in regular use until 2019, when the vendor started to find it was getting too heavy for him, so it has been in storage since, but has been started regularly to keep the oil circulating. It will now need some light recommissioning but promises to be a most worthwhile project. It is supplied with the V5C, the original V5, some old MOTs and a workshop manual.
Bespoke example
Estimate: £6,000 - £8,000*
Just 4,000 recorded kms
Estimate: £5,000 - £7,000*
364
Harley-Davidson’s bikes epitomise large-capacity cruisers that many have tried to copy but have never managed to match the brand’s image and prestige. The FXR lineup was originally engineered in the late 70s and offered better handling than previous models whilst retaining classic American styling together with the “bulletproof” 1340cc Evolution engine. This bespoke built Harley appears to have started life as a standard FXLR Low Rider, but has been heavily customised to give it a longer and more aggressive look. The long and low stance is exaggerated by 16’ inch wheels on black rims, shod with as new Avon Cobra whitewall tyres. Straight drag bars and chrome fork shrouds beef up the front end, with a cut off mudguard tidying up the rear. Performance Machine brake calipers with a floating front disc provide stopping power. The 1340 EVO engine has slash cut pipes and is fitted with neat little oil pressure and temperature gauges. The crowning glory is the custom paintwork and the sprung single saddle. A stunning looking custom model that will be a talking point at any bike gathering, it will be supplied with a current V5C.
Reg No: Q961 WRS MOT: None Frame No: VF1ACVYB2JW187176
This splendid Twizy was built in 2018 and has been in Great Britain at least since 2021, when it was MOT’d, though it was not in use on the road between September, 2022, and May, 2025, and the V5C document declares that it was first registered with the DVLA in September, 2025. Consequently, it shows just one registered keeper. The Twizy has clearly only been used sparingly across its life and primarily for local errands, with the odometer reading standing at just under 4,000km (2,500 miles), so it is no surprise that it still presents in nearly-new condition. The vendor describes the motor, the cycle parts, the bodywork, the transmission and the electrics as “excellent,” and our own inspection of the car has given us no cause to disagree. Although the Twizy was MOT’d in May, 2025, it has seen minimal use since. We would therefore encourage prospective bidders to undertake their own checks, but we are confident that they will find everything to their satisfaction. Now that the model has been out of production for three years, we might go so far as to say that it will be difficult to find another which is still as “showroom fresh” as this one.
Twin shock trials model
Estimate: £2,000 - £3,000*
Reg No: Un-Registered MOT: Exempt Frame No: 493
The Yamaha Motor Co. was formed in 1955 as the powered vehicle division of the massive Yamaha Corporation, more famous for making musical instruments. In 1973, they recruited British trials champion Mick Andrews to help develop and promote a trials bike to compete in a market that was up until then dominated by the Spanish manufacturers. The TY250 launched in 1974 proved to be an immediate success, winning championship events around the world. Yamaha blended Mick Andrews competition experience with Japanese build quality to create one of the best selling trials bikes of the era. This c1977 TY250 is presented in amazingly authentic condition for a competition bike that was designed to be used and abused. Bought by the vendor over 10 years ago, he has used it sparingly and has kept it stored in his air-conditioned hanger. Run recently, the engine has been overhauled, and the fuel tank flushed out and sealed. The bike that will be eligible for use in classic twin shock trials events, and with its simple air cooled two stroke motor will be easy to maintain. Maybe a top seller in its day, not many will have survived the rigours of competition use in this condition.
Estimate: £8,000 - £10,000*
Reg No: Un-Registered MOT: Exempt Frame No: Not visible
The G50 was developed in 1958 from the AJS 7R, but with the capacity increased to 500cc, around 180 G50s were built over the next four years. This c.1962 G50 is a genuine Plumstead built model, not a modern day replica. Its known history goes back to 1971 when it finished 16th in the Senior Manx Grand Prix ridden by Fred Holmes. Purchased a couple of years later by the vendor, the original magnesium crankcase had been replaced by sturdier alloy ones and a Quaife 5-speed gearbox added. It was raced by him and a friend around the Northern England and Scottish circuits until 1975 when it became uncompetitive against the two strokes and was taken apart and mothballed for a number of years. With the advent of classic parading, it was taken out of hibernation and put back together and recommissioned with a new barrel and piston, and a new megaphone to make it more presentable. Once again it was enjoyed by the vendor and his friend at events like the Festival of a Thousand Bikes and the Bob Mac Memorial Races. A good opportunity to acquire a genuine bike from the golden era of British racing motorcycles.
Reg No: NFW 568Y MOT: Exempt Frame No: HP428
The Harris Magnum was developed in the late 1970s and became the ultimate special/streetfighter builders’ starting point. Sold in kit form, buyers received the frame, swingarm and bodywork and would then source their own engines and running gear to create some fantastic one-off specials. This Suzuki based Magnum project, being offered at no reserve, is from a deceased estate so unfortunately not much is known of its history. The chassis number on the V5C is HP428 and says it was first registered in 1983, although the actual number is not clearly visible under a good layer of paint. It is fitted with a Suzuki GSXR1100 oil-cooled motor, the legendary 1127cc version still favoured by drag racers and engine tuners today, of c.1990 vintage together with brakes, wheels and upside down front forks from a similar era model. The rear damper is an Ohlins unit finished off with a Harris Performance exhaust and classic streetfighter style dual headlights. The frame number is quoted from the V5C as it is not visible under a good layer of paint. Not run for a number of years, it will need a good recommisioning before use and will be supplied with a current V5C.
100 year anniversary edition
Estimate: £5,000 - £6,000*
Reg No: GX03 WAJ MOT: June 2027 Frame No: 5HD1BMY163Y087547
Harley Davidson was established in 1903 and has gone on to become one of the world’s most iconic and longest running motorcycle manufacturers. Harley epitomise large-capacity cruisers that many have tried to copy but have never managed to match Harley’s image and prestige. Mechanical engineer Bill Davis designed and built a predecessor to the Softail and patented the design, eventually selling his patents to Harley-Davidson in 1982. The Fat Boy was one of numerous Harley-Davidson models built on the Softail frame, with the classic big V-twin engine at its centre. The 2003 Harley-Davidson FLSTF model is particularly desirable because it marked Harley-Davidson’s 100th anniversary with a special tank badge embossed with the dates 1903 to 2003. This 100th Anniversary Edition Fat Boy has been recently recommissioned to prepare it for sale, including a general service, new battery and an oil change. Successfully put through an MOT on 8th June, the speedometer needed replacing at the time, but the old one showing 13,000 miles, will be included in the sale. It comes fitted with the correct commemorative tank badges, a single seat and a pair of soft saddle bags. This collectible Harley will be supplied with a current V5C.
Recent mechanical and cosmetic overhaul
Estimate: £5,000 - £6,000*
Reg No: S246 BTA MOT: April 2027 Frame No: ZD4LDA000WN100530
Aprilia introduced its RS series of sports bikes in 1991, and added the V-twin RS250 to the range in 1995. Conceived as a roadgoing counterpart to the RSW 250 Grand Prix bike (as raced by Valentino Rossi, Max Biaggi, Loris Capirossi et al.), it was powered by a Suzuki RGV250 engine which Aprilia modified with a revised ECU and Aprilia-designed parts including the expansion chambers, barrels and airbox. Said to produce 60bhp and paired with a six-speed transmission, the RS250 became one of the most highly regarded lightweight sports bikes of the ’90s and was produced until 2002. This RS250 was extensively renovated during 2020 and 2021. The mechanical overhaul involved new pistons and rings, Cougar Power Valves, replated cylinders, new carburettor parts, an EBS clutch plate and new brake components. The bike was resprayed and equipped with Valentino Rossi decals. Since then, it has only covered 300 miles. Deviations from standard include the Tyga front fairing, clip-on handlebars, Gilles footrests and Nitron rear shock absorber, but the original parts are supplied should one wish to restore the factory finish. The Aprilia shows 21,100 miles on the odometer. It is supplied with the V5C, several invoices and an MOT with no advisories.
Estimate: £5,000 - £6,000*
Reg No: EW 883 MOT: Exempt Frame No: 12910
Douglas motorcycles were manufactured between 1907 and 1957 in Kingswood, Bristol, and were especially known for their flat-twin engines, initially longitudinal and eventually in a transverse layout. Throughout the Pioneer era and into the 1920s, Douglases evolved in several ways, but relied very much on the venerable 2¾hp engine. Proof of the quality of the engineering was established on several occasions, such as in the 1914 Six Days Trial, when the Douglas works’ three-speed machines were awarded the Team Prize. Perhaps more importantly, the bikes played a crucial rôle in the war effort, being supplied to the British, Belgian and Australian armies. This lovely 1913 Douglas 2¾hp spent many years in the ownership of noted enthusiast Ray Cordy and his family. With them, it was regularly rallied with the VMCC and participated in several Anglo-Dutch rallies, acquiring a mellow patina in the process. In the present ownership, it has continued to be rallied and is said to be running well. These Douglases are very popular machines for the Pioneer Run, and we hope to see this one participating again in the near future. It is supplied with the current V5C.
Six-cylinder 1970s superbike
Estimate: £4,500 - £5,500*
Reg No: VEJ
MOT: Exempt Frame No: CB12016356
The Honda Motor Company made their first motorcycle in 1949 and within ten years had become the biggest motorcycle manufacturer in the world, going on to make over 400 million two-wheelers. The launch of the four-cylinder CB750 in 1969 ushered in the 1970s superbike boom, and Honda’s crowning glory of the era was the amazing inline-six CBX1000, one of very few six-cylinder motorbikes ever produced. Built from 1978 to 1982, it achieved its aim of being the world’s fastest production motorcycle thanks to its 1,047cc, twin-cam, 24-valve transverse inline-six, which was said to produce as much as 105bhp and deliver speeds of 135mph or even 140. It was detuned slightly for 1981 and became more a sports tourer than a superbike, with softer suspension and optional panniers. Showing 23,382 miles, this lovely 1979 CBX1000 has had a total of eight registered keepers, with our vendor purchasing it in 2007. He used it lightly and intermittently until a few years ago, so some light recommissioning will be required before it goes back on the road. In generally good order with a few non-standard parts, it has the potential to be a really usable and enjoyable machine. It is supplied with the V5C.
No Reserve*
Reg No: AY05 FOC MOT: None Frame No: 5MZAX14J553100258
After leaving Harley-Davidson, Erik Buell started building his own bikes in 1985, and so began a tradition of putting Harley-Davidson’s powerful V-twins into frames intended for a sportier kind of riding. The XB9R Firebolt was launched in the early 2000s with the 984cc Harley Sportster engine, but owners wanted more from the engine, and so the XB12R Firebolt arrived in 2003, featuring a 1,203cc engine. Producing 103bhp, the XB12R delivered punchy performance, but still boasted the sharp and agile chassis for which Buells are revered. Production ended in 2010, but not before at least one road tester had pronounced it “the best sportbike ever built by Buell.” A fairly rare machine in Great Britain, this XB12R Firebolt was purchased new by our vendor in 2005, and he rode it enthusiastically but sparingly up to 2025, covering just over 22,000 miles. As one would expect, it is a very well-preserved machine, and the vendor describes it as “good” in all areas. Unfortunately, other commitments forced the vendor to stop riding it last year, hence some light recommissioning may be required before it goes back on the road. It is supplied with the current V5C.
Estimate: £2,000 - £3,000*
Reg No: PY 3816
MOT: Exempt Frame No: 19680
Introduced in 1924, the 499cc Levis T3 represented one of the Birmingham manufacturer’s larger and more refined models of the vintage era. Founded by Butterfields Ltd in 1911, Levis quickly established a reputation for producing lightweight, sporting and technically advanced motorcycles, becoming particularly well known for their successful two-stroke designs. Powered by a robust side-valve single-cylinder engine, the T3 was designed as a practical and well-finished machine, offering dependable performance, strong low-speed pulling power and notably straightforward maintenance. The model featured characteristic girder-type front forks, full enclosure mudguards and quality cycle parts throughout, reflecting the high manufacturing standards for which Levis had become known. Dating from 1924, this example presents in particularly attractive condition throughout and displays a charming period appearance. Finished in traditional black with contrasting coachlined fuel tank and correct-style Levis transfers, the motorcycle retains excellent vintage character and visual appeal. Features include period lighting equipment, sprung saddle, rear carrier and hand-change controls, all contributing to its authentic interwar presentation. Having been part of a collection and not recently used on the road, the machine will require light recommissioning before use. A handsome and increasingly rare vintage British motorcycle complete with V5C.
No Reserve*
Reg No: CDN 342
MOT: Exempt Frame No: XB312403
Introduced immediately following the Second World War, the 350cc BSA B31 formed part of BSA’s highly successful new post-war motorcycle range and quickly established itself as one of the Birmingham manufacturer’s most dependable single-cylinder machines. Derived from pre-war BSA overhead-valve designs developed by Val Page and refined during the war years, the B31 combined robust engineering with economical running costs and straightforward maintenance. The B31 was one of the first new civilian motorcycles produced by BSA following the end of the war and featured the company’s telescopic front fork design from launch, providing improved ride quality and handling over many contemporary machines. Combined with rigid rear suspension and traditional black finishes, the early post-war B31 models possess a particularly purposeful appearance. Dating from 1946, this example survives in notably original and unrestored condition throughout, displaying an appealing degree of age and patina consistent with long-term preservation. Features include a sprung saddle arrangement, original style luggage carrier and period fittings throughout. Having formed part of a collection and not recently used on the road, the machine will require recommissioning prior to returning to use. An honest and increasingly difficult-to-find post-war BSA single.
Estimate: £3,000 - £4,000*
Reg No: PP 3119
MOT: Exempt
One owner from new
Estimate: £2,500 - £3,000*
Frame No: Not Seen
Introduced during one of the most innovative periods of the British motorcycle industry, the 250cc Beardmore Precision remains a fascinating example of early interwar engineering. Produced following an arrangement between F. E. Baker Ltd and the Glasgow engineering concern William Beardmore & Company, Beardmore Precision motorcycles became known for their unconventional design features and advanced appearance relative to many contemporaries. The lightweight 250cc models were intended to provide economical and practical transport while still incorporating technically distinctive characteristics. Beardmore Precision machines featured unusual frame construction, quality cycle parts and advanced suspension arrangements, giving them a refined and individual character for the era. Dating from 1925, this example presents as a wonderfully original and characterful vintage lightweight. Displaying an appealing degree of age and patina throughout, the machine retains considerable authenticity and visual charm, complemented by period features including girder front forks, leather tool case, acetylene-style lighting and correct-style controls. Having formed part of a collection and not recently used on the road for an extended period, the motorcycle will require sympathetic recommissioning and a degree of restoration work prior to any return to use. Accompanied by both its original buff log book and current V5C registration document.
Reg No: W258 KBD
MOT: None Frame No: JH25C35A7YM300634
The launch of the four-cylinder CB750 in 1969 ushered in the Superbike boom in the seventies and started a power between the Japanese manufacturers for faster and faster bikes. The CBR1100 Blackbird, named after the Lockheed SR-71 aircraft, was the world’s fastest production motorcycle when released in 1996 and held that title until the arrival of the Suzuki Hayabusa a few years later.
A striking looking bike in a rich metallic blue, instead of the more common black or red, this Blackbird has only had one owner from new in March 2000. The vendor has used it for long distance rides and touring holidays, never as a commuter and certainly not as a track day bike. It has been main dealer serviced, the last one being around 1500 miles ago, and it has always been stored in a dry garage. To maintain its touring credentials, included in the sale will be a Givi carrier, a large Givi top box, an Oxford tank bag and an Oxford tail pack. It will be supplied with a service book and a current V5C.
Created by Allen Millyard
Estimate: £14,000 - £16,000*
Reg No: TXC 182M MOT: Exempt Frame No: SS50Z226815
Even outside of the motorcycling world, Allen Millyard is renowned for such wild machines as his eight-litre Dodge Viper V10-engine motorcycle, and the vintage-inspired Flying Millyard, powered by a five-litre V-twin. His great love, however, has always been for Japanese engineering, hence the creation of such machines as this extraordinary Honda “SS250” special.
Introduced in the late ’60s, the Honda SS50 sold in its thousands as the moped craze swept through ’70s Britain. The slick four-stroke looked like a miniature café racer; with flat bars, upswept exhausts and a sexy slim tank, it was every boy racer’s dream… until they prodded the kickstart. The 3bhp, 49cc Honda took nineteen seconds to reach 30mph, and when hot-headed sixteen-year-olds realised that, many opted for the zippier two-stroke competition, but the SS50 was still one fine machine to pose on…
This “SS250” has the performance to match the looks, thanks to Allen Millyard, who inserted the DOHC four-stroke single from a 2006 Kawasaki KX250F motocross bike into the 1974 SS50 frame. We are told it has been dyno-tested at 28.6hp at the rear wheel— plenty for a bike that originally weighed 168lbs! Other modifications include a handmade rear swingarm, extra bracing for the engine, and others too numerous to list. Like most Millyard builds, it is finished to a ‘factory standard.’ The radiator and cooling system are beautifully executed, and the CB450 speedometer incorporates a digital temperature gauge. It has seemingly covered under 400 miles since completion and is supplied with the V5C.
Built By Allen Millyard
Estimate: £24,000 - £26,000*
Reg No: VAN 598S MOT: Exempt
Frame No: KH250B018542
Even outside of the motorcycling world, Allen Millyard is renowned for such wild machines as his eight-litre Dodge Viper V10-engine motorcycle, and the vintage-inspired Flying Millyard, powered by a five-litre V-twin. Millyard’s great love of Japanese engineering, however, means most of his creations derive from 1970s Kawasaki two-stroke triples. The standard ‘Kwakkers’ had engines ranging from 250 to 750cc, but with the Millyard hacksaw at work, they have been transformed into various two-, three-, four- and five-cylinder specials. By blending new, handmade parts with original components, all look deceptively standard at first glance. Millyard built his first 415cc five-cylinder in 1996 and promptly won an award for the most technically interesting machine at the Stafford Classic Mechanics Show.
Some mind-boggling engineering led to the creation of this Kawasaki S1 550cc custom, which has an inline-four also derived from two of the S1 250cc triples. By cutting and joining the crankcases and pressing a custom four-cylinder crankshaft, Millyard created a unique two-stroke, which he documented for the benefit of us laymen in his fascinating YouTube channel. A unique opportunity to own a true one-off masterpiece, this Millyard Kawasaki will be a talking point at any classic bike gathering. The V5C is supplied.
Estimate: £2,500 - £3,500*
Reg No: Un-Registered MOT: Exempt Frame No: 410955
Peugeot was one of France’s earliest motorcycle manufacturers and was a pioneer of V-twin and double overhead-cam machines, all of which brought great success in competition during the pre-war years. By the 1930s, however, the French public wanted affordable transport; Peugeot became one of many manufacturers to field a range of lightweights, and as they started selling en masse the company lost interest in racing. Throughout the 1950s, Peugeot was France’s largest motorcycle manufacturer, offering 50cc mopeds, 100 and 125cc two-stroke singles, 250 and 350cc two-stroke twins, and assorted scooters. The Type 57 was a typical 125cc model, produced in several variations.
This supremely characterful Type 57 TAL was imported from France some years ago, and was last sold at one of our auctions in 2018. Since then, it has formed part of a private motorcycle collection, but despite looking like a project, it has been kept in running order and is said to ride well. A true exemplar of the ‘oily rag’ philosophy, we would love to see it on the road. It is supplied with French documents and a NOVA certificate.
Reg No: VHA 834
MOT: Exempt Frame No: DA1012404
The 650cc BSA A10 Golden Flash was developed in 1949 to compete with the parallel twins offered by Triumph and Norton. With a good turn of speed and a strong chassis, it was equally happy as a weekend pleasure bike or lugging around a sidecar. It was produced until 1963 with gradual evolutions. Following the 1969 release of Easy Rider , a new craze swept Britain. Around the same time, The Sunday Times had published a colour article on the Oakland Hell’s Angels, and before long articles on choppers were appearing in Bike magazine, Revell model kits were on sale, and the British chopper scene sprung into life at a grass-roots level. This A10 chopper is a rare survivor from those formative years, and absolutely period-correct. It was in single ownership from 1996 to 2017, when it was acquired by our vendor, having been off the road for some years and requiring much work. Engine and gearbox overhauls were performed by T&L Engineering in Bedford. The forks were stripped and rechromed by Northampton & Midland Plating, and the magneto and dynamo have been overhauled. We have seen the BSA start willingly and be ridden round the vendor’s yard. It is supplied with the V5C and assorted invoices.
No Reserve*
Reg No: 764 UXV MOT: Exempt Frame No: FR3135
The Red Hunter originated with Ariel’s chief designer Edward Turner, who felt a need to get away from the company’s sober black colour scheme and enliven the range. Putting a 500cc OHV engine designed by predecessor Val Page in a rigid frame, he introduced a flashy scarlet and chrome fuel tanks and the option of a higher compression ratio, and so created the Red Hunter in 1932. Equipped with alloy crankcases and a choice of sports exhausts, Red Hunter variants of 250, 350 and 500cc Ariels became a hit, enduring until 1959. There were frequent updates, including a change to Maroon paint in the 1950s; swing-arm suspension and, for the 500, an alloy head in 1954; and an alloy head for the 350 in 1956.
Little is known of this Red Hunter, one of the first of the alloy-head 350s, prior to its acquisition in 2006 by the previous owner, who never used it on the road. Ownership passed to our vendor in 2018, and since then some light restoration and paintwork improvements have been performed, though the machine still exhibits a pleasant patina. He has kept it in running order and reports that it starts with ease. It is supplied with the current V5C.
Reputedly prepared by Sammy Miller
Estimate: £4,500 - £5,500*
Reg No: 706 UYE MOT: Exempt Frame No: CRT 373
The Ariel HT5, a 497cc single producing 24bhp at 5,800rpm, made its début at the 1955 Scottish Six Days Trial. Although there were no great successes in its first season, matters were different in 1956, helped by the new works rider Ron Langston. For several years thereafter, the HT5 was in a class of its own, and it is widely considered among history’s greatest trials motorcycles. Production stopped after about 450 units in 1959, but perhaps the most famous machine, Sammy Miller’s much-modified ‘GOV 132’, continued winning trials at the highest level into the 1960s. This marvellous example was purchased by the vendor’s father in the late 1970s, but it is thought that it had previously passed through the hands of Sammy Miller, since it was bought with a fibreglass seat, petrol tank and mudguards to the same specification as those on ‘GOV 132’. The then-owner’s son—our vendor—used it for pre-’65 trials in the 1980s, including the Talmag Trophy Trial and several events in the Sammy Miller series. However, he later replaced the Miller-specification fibreglass parts with an alloy tank and mudguards. The vendor advises that the Ariel is “all up and running,” and it is supplied with the V5C.
Johnny Brittain’s Works machine
Estimate: £5,500 - £6,500*
Reg No: LUY 86 MOT: Exempt Frame No: 26485
The first Royal Enfield Bullets were produced in 1932, and since then they have become somewhat legendary for their world-record production run, which has exceeded ninety years—though the design has obviously been updated many times, and production now takes place in India. Early Bullets were powered by a 350cc OHV single, and a significant update for 1949 introduced telescopic forks at the front and a swingarm at the rear. During this period, it became a tour de force in trials, with works rider Johnny Brittain winning the 1952 Scottish Six Days Trial and the 1953 International Six Days Trial, the latter without losing any points.
‘LUY 86’ is an extremely important survivor, having been prepared by the Royal Enfield works for Johnny Brittain, with a well-documented trials career. It was formerly owned by Don Morley, along with another works Bullet, who kept them both wonderfully original, unrestored condition. Although ‘LUY 86’ has not been run on the roads for many years, the vendor has campaigned it in the Sammy Miller British Bike Trials Championship. It has recently been refurbished, with an overhauled magneto, and is said to be “in good running condition.”
Estimate: £4,000 - £5,000*
Reg No: BS 9116 MOT: Exempt Frame No: B36588
The distinctive “Round Tank” BSA Model B was introduced in 1924 and quickly became a popular model, as it was ideal for learners and also for travelling tradesmen who simply needed the most basic, cheap and dependable personal transport. It used a 250cc sidevalve engine with a two-speed gearbox and rear-wheel brakes, but had the advanced features of chain drive and an automatic oil pump, though an auxiliary hand pump was retained. A three-speed gearbox was offered as an option from 1926, and a new “Wedge Tank” superseded the original cylindrical tank in 1927. This lovely 1928 BSA B28 is a Deluxe model, and is offered for sale in excellent restored condition. It was registered with the DVLA in 1972, which must be when it entered preservation, though it was out of use until recently. Our vendor purchased it at the start of 2025 and since then has conducted further improvements, including having the magneto refurbished by Armoto, the carburettor refurbished by The Timing Chest, the valves lapped, and LED lights fitted. A basket has even been fitted to carry a battery which powers a working set of trafficators. It has recently completed the Banbury Run, and is supplied with the V5C and a VMCC Dating Certificate.
Estimate: £5,250 - £6,250*
Reg No: PNW 588C MOT: Exempt Frame No: 63046
The first Royal Enfield motorcycle was built in 1901 by the Enfield Cycle Company of Redditch having previously manufactured bicycles, lawnmowers and stationary engines. Under various owners, the name has continued to the present day, making it one of the longest-lasting names in the two-wheeled world. This 750 Interceptor Cafe Racer had many modifications to improve its appearance and performance. The Cafe Racer look has been achieved with a Rickman fuel tank with a Monza cap, a sports half fairing, clip-ons, Ducati SS-style seat, rearset footrest and Smiths electronic instruments. Chassis improvements include an AP Racing twin piston caliper gripping a floating disc, Borrani alloy rims and Lansdown fork internals. The engine was overhauled 3000 miles ago and now features twin Amal carbs, electronic ignition, an oil cooler with braided hoses, belt primary drive and a Hitchcocks five-speed gearbox. An altogether impressive specification put together at great expense, the bike has run recently and will be supplied with numerous invoices for items bought during the build. The vendor reports ‘it goes very well’ and it will be supplied with a pair of soft panniers, manuals and a current V5C.
Reg No: Un-Registered MOT: Exempt Frame No: Not Visible
This Rickman Metisse rolling chassis project, being offered at no reserve, is from a deceased estate, so unfortunately not much is known of its history. There are no signs that it was ever registered so it may have only had competition use, and the only visible number on the frame is either 110V or 110Y. A ‘Certificate of Authenticity’ from MRD Metisse supplied with the bike quotes a frame number of R984, suggesting that number was supplied to Boyer Racing to house a 650 Triumph twin in 1971, although there are no signs of a number stamped on the headstock in the normal place to verify this. Please satisfy yourself of these points before bidding. The engine mounting plates and central oil tank look suitable for a Triumph engine from that era, and the position of the footrest and general running gear would back up that it was intended for track use. Metisse frames were quite generic, so I am sure it could be adapted to take engines from other manufacturers. This lot will make a challenging but ultimately rewarding project to create a bespoke one off special, with a nostalgic 1970s character, and will include some period Rickman catalogues.
Estimate: £2,000 - £3,000*
Reg No: R284 DKY MOT: May 2027 Frame No: KD14067
Introduced as the fuel-injected evolution of Moto Guzzi’s long-running California range, the California 1100i combined the marque’s charismatic longitudinal 1,064cc V-twin with dependable electronic fuel injection, shaft drive and effortless long-distance touring ability. Finished in the attractive factory navy blue and beige colour scheme, it remains one of the most distinctive Italian touring motorcycles of the 1990s. First registered in 1996, this California 1100i is presented in its original dark blue and cream finish and is equipped with a touring screen and rear luggage rack, making it well suited to continental touring or relaxed weekend use. Displaying 83,527 kilometres on its odometer, the motorcycle is fitted with the correct kilometre-per-hour speedometer, reflecting its origins. The current vendor is reluctantly offering the Moto Guzzi for sale simply due to a lack of use, feeling it is time for the machine to be enjoyed by its next custodian. Offered complete with its V5C registration document and a current MOT valid until May 2027, this handsome Italian V-twin represents an appealing opportunity to acquire a comfortable, characterful and increasingly sought-after classic sports tourer with unmistakable Moto Guzzi charm.
An unrestored example No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
A Peugeot-engined Norton won the first Manx TT in 1907, and through the 1930s the International had great success there. The legendary Manx model appeared just after the war, developed from the SOHC International but using, from 1949, an even more potent DOHC design in both 350cc (Type 40M) and 500cc (Type 30M) guises. Long-stroke engines (79.6 by 100mm) were used until 1953, when the short-stroke (85.6 by 86mm) took over, and in 1950 the model received Norton’s Featherbed frame. Producing around 50bhp and typically good for 130-140mph, the Manxes were formidable when piloted by the likes of Geoff Duke and Mike Hailwood, and remained in production until 1962. This 350cc Model 40M Manx with the short-stroke engine (which exhibits certain works features) is believed to date from 1957. An extraordinary unrestored survivor from the period, our vendor bought it as a young man in the ’60s and took it racing, including in the Manx Grand Prix, where he finished 42nd in 1968. Shortly after, he met his wife and so hung up his helmet. The Norton has since remained in storage, but the engine has been turned over and it remains free with compression. It is offered without documentation.
No: FMW 861J MOT: Exempt Frame No: DE19351TR6R
In 1950, the 650cc Triumph Thunderbird was released to meet the demand for higher-capacity motorcycles, particularly from the United States, Triumph’s largest export market. A higher-performance version, the T110, arrived in 1954. The success of the Thunderbird and the 500cc TR5 Trophy trials model led to the creation of the 650cc TR6 Trophy in 1956. It was developed specifically for the US market, and, in particular, California desert racing. Gradually improved and affectionately nicknamed the “Desert Sled,” it was famously ridden by Steve McQueen in the 1964 ISDT, while a special TR6P version called the Saint (“Stops Anything In No Time”) was developed for British police forces. The model was replaced in 1973 by the Tiger TR7V. This lovely, vibrant TR6 was exported new to America, but it was reimported into Britain in 2020 and acquired by its most recent owner in December, 2024, with the intention of enjoying it on the Cornish lanes. Sadly, he passed away during 2025 and the bike has not seen significant use since then, so some pre-use checks may be required. Bidders may note the low mileage reading of 7,718. The Triumph is supplied with the V5C and a purchase receipt.
No Reserve*
Reg No: PHD 40P MOT: Exempt Frame No: 333560
Launched in 1967, the 745cc parallel-twin Norton Commando was lauded by Motor Cycle News as its Machine of the Year on five successive occasions from 1968 to 1972. The bored-out 850 model (actually 828cc) arrived for 1973 and steadily evolved, with the ultimate Mk. III of 1975-77 benefiting from electric start and front and rear disc brakes, though it was heavier and higher-geared than its predecessors. The engine was an air-cooled parallel twin, inclined forward a few degrees, with two overhead valves per cylinder, two Amal Concentric carburettors and coil ignition. The engine, transmission and rear swingarm used an Isolastic Anti-Vibration System, with rubber mounting components contributing towards a refined riding experience. This Commando was purchased by its late owner in 2025, sadly just a few weeks before he passed away, hence it has been stored since and some pre-use checks may be required. It has evidently received much attention over its life, including a colour change from black to white. We would draw bidders’ attention to the low odometer reading of 9,454 miles, which, together with some MOT history, reflects the occasional use the bike has received since 2008. The V5C is supplied.
Low mileage example No Reserve* Reg No: BCZ 6826
No: JS1AD111400104337
The original Suzuki GSX-R600 of 1992-93 was a very rapid sports bike featuring a water-cooled, 600cc inline four-cylinder engine. Although short-lived and not originally imported into Britain, the model was reintroduced for 1997 having been redesigned with Suzuki Ram Air Direct (SRAD) and made available to the British market. In that guise, it remained in production unchanged until 2000, though the GSX-R600 remains in production having undergone several evolutions. The SRAD models had a 12.0:1 compression ratio, carburetted fuel supply, a six-speed transmission and produced around 92bhp. They were credited with a 0-60mph time of 3.5secs. and a 150mph top speed. This low-mileage GSX-R600 has only seen intermittent use over the last twenty years, and was last on the road in 2022, after it had covered just over 20,000 miles. It has had twelve keepers from new and was bought by our vendor in 2025 as a weekend project, though circumstances now force its sale. He has made good progress with the renovations, including fettling the carburettor, and we are advised that the Suzuki now runs well, though further work is required. The current V5C is supplied.
Estimate: £3,500 - £4,500*
Reg No: 527 KUP MOT: Exempt Frame No: 27408
P+M was established in 1904, based in Cleckheaton, and eventually became known as Panther. The Swallow Sidecar Company was founded in Blackpool in 1922 and ultimately evolved into the luxury automotive brand Jaguar. This striking combination was restored by the vendor in 2012 to a very good standard and has been kept in his small private collection since. Like most Panthers, it had to work for its living in its early years, and this one was used by a chimney sweep to do his rounds. The restoration included fresh chrome all round, a complete respray of the bike and the sidecars metalwork, new upholstery and 3 new wheel rims. There are some photos and receipts documenting the process, where the fuel tank alone cost over £650 to seal, chrome and paint. Dry stored in a heated garage, the vendor has enjoyed taking his kids and grandchildren out for pleasure trips on sunny days. The frame number is quoted from the V5C as it is not visible under a good layer of paint. A good looking outfit, it will need recommissioning before use and will be supplied with a manual, a spares list, a paperwork file and a current V5C.
Classic Featherbed/Thunderbird Cafe Racer
No Reserve*
Reg No: 116 VF MOT: Exempt
Frame No: P14 83883
One of the enduring images of the 1960s heyday of British motorcycling is the Triton, a perfect blend of the legendary Norton Featherbed frame and ideally a Triumph 650 twin engine. This stunningly presented Triton has all the important 1960s Cafe Racer look, matched by its specification. The frame started life as a Dominator 99 but looks to have been fitted with a c.1956 Thunderbird engine in the early 1990s. The wideline frame has the all important racing style tank and seat together with a centrally placed oil tank, alloy rims shod with period correct tyres, rearsets and a TLS front brake. Clip on handlebars with alloy levers sit on either side of a 140mph speedo and a 10k tachometer. The 6T engine has an alloy head fed by twin Amal Mk2 Concentrics with sparks provided by Lucas Competition mag. The look is completed by swept back exhaust pipes and Gold Star style silencers. The bike has receipts from Steve Tonkin for over £8400 of work carried out in the early 2000s, which is included in the sale. Part of a small private collection for a number of years it will need recommissioning before use and comes with a V5C.
Estimate: £3,500 - £4,500*
Reg No: T.B.C. MOT: Exempt Frame No: 70520
Douglas manufactured a range of motorcycles and briefly cars from 1907 to 1957, unusually based in Kingswood, Bristol, away from the Birmingham hotbed of automotive production. The brothers William and Edwin Douglas founded the Douglas Engineering Company in 1882.
This 1924 2¾ HP two speed model was bought by the vendor in 2015 and restored by him over the next couple of years. The paintwork was refinished and much of the nickel replated, together with a magneto overhaul, new cables and a reproduced leather seat and toolboxes. The 1920s look is finished off with a period wicker basket on the rear carrier. It has been stored in a heated garage and used sparingly since the restoration for a few vintage runs but as with any bike of this age, it will need recommissioning before use. Included in the sale will be some Douglas books and a continuation RF60. The frame number is quoted from the V5C as it is not visible under a good layer of paint. Please note, the vendor is in the process of placing the registration number on retention and a replacement will be issued as soon as possible.
One owner from new
Estimate: £4,750 - £5,750*
Reg No: RHG 983T MOT: Exempt Frame No: 522206
Suzuki launched the GS1000 in 1978, setting a new benchmark in the superbike division. The vendor bought this GS1000ET new in 1979, accumulating 23,750 miles over the next few years. With the arrival of family, it was mothballed until 2018 when he decided to recommission it, although once started the job turned into an more extensive restoration. Leaving the engine undisturbed internally due to its relatively low mileage, a good clean up and repolished outer covers was all that was needed. The carbs were ultrasonically cleaned by a specialist with service items such as plugs, caps, oil and filters replaced. The chassis received more attention with the frame being repainted, the wheels refinished, the seat re-covered and its crowning glory, the deep metallic red paintwork redone at great expense. Many N.O.S. items were purchased, including a genuine Suzuki front mudguard, fork stanchions, indicators, grips and tyres. All the fasteners were either replaced with correct Suzuki ones or the existing ones replated. The frame number is quoted from the V5C as it is not clearly visible under a good layer of paint. Stored in a dry garage since and only used sparingly, it will be supplied with a current V5C.
No Reserve*
Reg No: 301 CPD MOT: Exempt Frame No: RS8940
The 350cc Velocette MAC was launched in 1933 and was developed from the 250cc MOV. Weighing just 280lbs., it was credited with a 75mph top speed and proved very reliable, low-grade post-war petrol, so that it became popular for touring and commuting. Originally designed with girder forks, the MAC was mildly modified for British Army service during the war, and in 1948 the design was updated with Dowty Oleomatic forks. It continued to sell in volume until 1959, with further improvements, including fully adjustable swingarm rear suspension, taking effect from 1953. This very characterful 1957 MAC has just been unearthed from a garage where it was hidden away for decades, having been purchased by our vendor in 1971 and put into storage in 1974 with the intention of undertaking some work. It has acquired a splendid ‘oily rag’ patina, which we would be very much inclined to preserve, though there is always the scope for undertaking a full restoration. Either way, this lovely Velo promises to be a very enjoyable machine once it is up and running again. The engine turns and all the gears select. It is supplied with a buff logbook and the current V5C. 397
Estimate: £2,000 - £3,000*
Reg No: 117 XWG
MOT: Exempt
Frame No: R13 85266
Like many Nortons, the Model 50 lived long but evolved often. Introduced in 1933, it survived until 1963, always with a 348cc OHV single-cylinder engine and four-speed gearbox. Production, however, was interrupted by the war and did not restart until 1956. From a rider’s point of view, the later models might be considered the best, for it was in 1959 that the Model 50 gained the Featherbed frame, renowned for its excellent handling qualities, along with coil ignition and improved lighting. The new ‘Slimline’ Featherbed took over from 1961. By that stage, the ageing engine no longer offered the glamour of high speeds, but it was sturdy and dependable, hence its longevity.
This ‘oily rag’ 1960 Model 50 has been in single ownership since 1985. Although not in regular use, it has been periodically fired up and ridden round the garden just to keep the works in order. With its matching-numbers engine and frame, it could serve as the basis for a restoration, but perhaps it would be a pity to wipe away such characterful patina—in this condition, it will go down a treat at rallies. It is supplied with the V5C, and the odometer shows 17,300 miles.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
FBM was founded in Bologna in 1951 as Fabbrica Bolognese Motocicli by Franco Morini and Vittorio Minarelli, one of many small Italian marques specialising in mopeds and lightweight two-strokes, but a falling-out in 1956 saw Minarelli rename the company FB Minarelli. The opening of a new factory in 1967 coincided with another name change to Motori Minarelli, and by the 1970s the company was producing as many as 250,000 units a year, and enjoying some success in 50cc racing. Although seldom encountered in Britain, Minarelli’s products had a strong following in parts of Europe and also South America. This very lithe machine is typical of Minarelli’s racing 50s which were so competitive in the 1970s, although sadly nothing is known of the history of this particular example. It is not known when it was last raced, but it has spent the last few years on static display, having been specifically selected by the vendor as a great addition to his private collection of 50cc racers. It will therefore need recommissioning before use, and although it would still make a strikingly attractive display piece, we think it would be put to the best use in historic 50cc racing. There is no documentation supplied.
World renowned, record breaking ‘one off’
Estimate: £100,000 - £150,000*
Reg No: V10 OTT MOT: T.B.A.
Frame No: SABTVR03689093786
After decades spent in an environment where precision was paramount, Allen Millyard left the security of full-time employment to concentrate on his first love, building bespoke motorcycles. No ordinary mechanical engineer, Millyard is known the world over for turning improbable pipe dreams into reality. The creator of aero-engined and V12 two-wheelers, not to mention numerous ‘additional cylinders’ bikes, he typically tries to make things look as ‘OEM’ as possible, a trait which has seen the renowned Barber Vintage Motorsports Museum acquire some of his past projects. Conceived without thought to onward sale and coming directly from the great man’s personal collection, the unique Millyard Viper V10 has become a legend in its own lifetime. The genesis for its conception was the acquisition of a decade-old Dodge Viper GTS engine (complete with snake’s head-embossed magnesium rocker covers) in 2004. Painstakingly handcrafted over the next five years, the eight-litre V10-powered machine passed a Motorcycle Single Vehicle Approval Test before being initially road registered as ‘RX09 LVH’ on August 1st, 2009. An avid MotorcycleNewsreader since the 1970s, when he delivered copies as a paper boy, Millyard invited MCN’s Chief Road Test Rider, Bruce Dunn, to sample the Viper V10 at Bruntingthorpe Proving Ground later that same month. The result, using a higher-geared rear sprocket but not full throttle, was 207.101mph! Credited with developing 500bhp and 525lb. ft., the monstrous powerplant has tubular subframes (steel front and alloy back) bolted to it, while the single-sided swing arm is attached to the gearbox. Typically well-executed, the Millyard Viper V10 features tailor-made forks, 75mm JCB hydraulic ram stanchions, converted Vauxhall Carlton damper rods, Hagon springs and two recalibrated Yamaha R1 shock absorbers at the rear. The original cast iron flywheel was supplanted by an alloy one, the handmade exhaust headers were ceramic coated and the ‘cans’ modelled on those of a Suzuki TL1000S, in keeping with the bike’s ‘street cruiser’ æsthetic. Impressively, Millyard has covered over 9,000 miles aboard the Viper V10 including trips to Guernsey, the Isle of Wight and the Isle of Man where he rode it around the famous TT circuit. Invited to attend the 2014 Salon Privé concours d’élégance , the two-wheeler scooped the prestigious event’s ‘Most OTT’ (Over The Top) award, being re-registered with the decidedly appropriate number plate ‘V10 OTT’ thereafter. Testament to the trust which exists between Allen Millyard and his fellow The Motorbike Show presenter Henry Cole, the latter agreed to be pillion for a successful attempt on the Fastest Tandem Motorcycle World Record. Documented on the small screen and internet, the duo beat the previous record by
almost 5mph in May, 2023. Using the generous runway at Elvington Airfield, North Yorkshire, the intrepid duo were officially timed at 183.5mph. Described by Millyard himself as one of the most significant and recognisable members of his personal collection, the Viper V10 boasts its own Wikipedia page. A former MCN cover star, it has also graced the pages of The Daily Telegraph , Daily Mail and Daily Star . The subject of numerous internet articles and YouTube searches, the bike has a global following. Better executed to our eyes than the ten similarly powered but non-street legal Tomahawk four-wheeled motorcycles which Dodge reputedly sold for $555,000 each and a world away from the various modified ‘Boss Hoss’ V10 bikes out there, the Millyard Viper V10 stands in a class of one. H&H is honoured to be the first auction house that Allen has entrusted with one of his creations directly. A one-off built by a one-off, this amazing motorcycle is accompanied by a history file, V5C Registration Document and two interchangeable seats: a lower-slung, more supportive solo seat, and a traditional looking dual seat. Photography kindly supplied by Gun Hill Studios.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
MV Agusta is one of the most famous names in motorcycle history having won 270 Grand Prix races, 38 World Riders’ Championships and 37 World Constructors’ Championships with legendary riders such as Giacomo Agostini and Mike Hailwood. Count Domenico Agusta had a passion for motorcycle racing and much like Enzo Ferrari, the Agusta family produced motorcycles almost exclusively to fund their racing efforts, with the company going on to dominate Grand Prix racing in the ‘50s, ‘60s and ‘70s. Away from the race track, MV Agusta’s 50cc mopeds were popular with ordinary, cash-strapped Italians who doubtless enjoyed living out their Agostini fantasies when no one was looking. Models such as the early ’60s Liberty were frequently modified for racing, and could be quite successful. This lovely c.1968 MV Agusta 50cc road racer has been restored to a high standard in the traditional Rosso Corsa . Sadly, nothing is known of its past life as racer, but in recent years it has been a static exhibit on a carefully curated collection of racing 50s. An extremely rare machine in Britain, it would look good in any collection, but perhaps it really deserves to be recommissioned and returned to historic 50cc racing. There is no documentation.
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
FBM was founded in Bologna in 1951 as Fabbrica Bolognese Motocicli by Franco Morini and Vittorio Minarelli, one of many small Italian marques specialising in mopeds and lightweight two-strokes, but a falling-out in 1956 saw Minarelli rename the company FB Minarelli. The opening of a new factory in 1967 coincided with another name change to Motori Minarelli, and by the 1970s the company was producing as many as 250,000 units a year, and enjoying some success in 50cc racing. Although seldom encountered in Britain, Minarelli’s products had a strong following in parts of Europe and also South America. This very lithe machine is typical of Minarelli’s racing 50s which were so competitive in the 1970s, although sadly nothing is known of the history of this particular example. It is not known when it was last raced, but it has spent the last few years on static display, having been specifically selected by the vendor as a great addition to his private collection of 50cc racers. It will therefore need recommissioning before use, and although it would still make a strikingly attractive display piece, we think it would be put to the best use in historic 50cc racing. There is no documentation supplied.
No Reserve*
Reg No: Un-Registered MOT: None Frame No: Not Seen
Perceiving a large market for tuning parts for scooters and lightweight motorcycles, Paco Tombas founded the firm of Metrakit in the Barcelona in the mid-1970s to produce performance-oriented parts covering everything from crankshafts, pistons and clutch discs to gaskets and two-stroke exhaust systems. Before long, Metrakit was also offering motocross equipment, and bikes with Metrakit parts were proving very competitive in local and international competitions. Eventually, in the early 2000s, the company branched into the production of complete miniature Grand Prix-style bikes, intended for the purpose of training future Grand Prix riders. Some of these early models included the Mini Moto GP50, GP70 and GP80, and the Pre-GP125. Equipped with lively two-stroke engine producing 32bhp, and weighing just 128lbs., the Pre-GP125 is the natural stepping stone to Moto3 or Red Bull Rookies. While little is known about the past of this Metrakit, we are informed that it has a 125cc engine, so is believed to be the Pre-GP model, and has seen action on a number of European racing circuits. In more recent years, it has formed part of a private collection of low-capacity machines. It is supplied without documentation.
Family owned since 1966
Estimate: £6,000 - £7,000*
Reg No: 444 WMX MOT: Exempt Frame No: CB.32.8489
By the 1920s, BSAs were often at the front ranks of competition, and one received a Gold Star award for lapping Brooklands at 100mph in 1937; Gold Star duly became the designation for BSA’s top performance models from 1938 to 1963, which were notably victorious in the Isle of Man Clubmans TTs between 1949 and 1956. The 350cc CB32 variant appeared in 1954 with the new “Big Fin” engine, featuring such improvements as a stronger crankshaft and refined valve gear. Fitted with an Amal GP carburettor, it produced around 30bhp.
This exceptional ‘matching-numbers’ 1959 Gold Star Clubman 350cc retains its original buff log book and has been preserved in its original specification having been in single-family ownership since 1966, though it has been restored to bring it up to its present superb condition. It has always been dry-stored and maintained and, although not used since the death of the present keeper’s grandfather in 2003, it has been kept clean and periodically fired up. There can be few original Clubmans as good as this one, and after some straightforward recommissioning it should be ideal for reliving the glory days of the Ton-Up Boys.
Rare BSA-engined model
Estimate: £2,250 - £2,750*
Reg No: HVH 308 MOT: Exempt Frame No: KS 2990
Like many British motorcycle companies, Ariel began producing bicycles in the late 1800s, eventually progressing on to motorcycles in 1902. Introduced for the 1954 season, the new 650cc twin-cylinder Ariel FH650 Huntmaster utilised the highly regarded BSA A10 Golden Flash engine in the newly developed Ariel pivoted rear fork frame and has the distinction of being the brand’s last new four-stroke model before the arrival of the two-stroke Leader range in the early 1960s. The engine shared its internals and cast iron cylinder head with the A10, but had a more compact valve cover that made it easier to adjust the valve clearances and an Ariel badged timing cover. This BSA A10 engined Huntmaster has been restored in the past, keeping a good degree of originality. The wheels were refurbished with new rims and spokes, shod with period correct tyres, and the paintwork re-finished with a red fuel tank and side panels. It was recommissioned in 2024, including a reconditioned magneto and dynamo overhaul. Not used much since due to ill health, it will need the normal checks before being ridden. It comes supplied with an Ariel Owners Club dating letter together with a current V5C.
Estimate: £4,000 - £5,000*
Reg No: YXX 929 MOT: Exempt Frame No: RS 13849
Renowned for the quality of its products, Velocette was “always in the picture” in international motorcycle racing from the mid 1920s through to the 1950s, culminating in two 350cc World Championship titles and its legendary, and still-unbeaten, record of averaging over 100mph for 24 hours on a 500cc single-cylinder machine. This was achieved on a Clubman Venom in 1961, cementing its reputation as one of the best sports bikes of its day. The Clubman was the more sporty version of the standard Venom coming with rear set footrest, lower handlebars, twin leading shoe front brake, alloy rims and tachometer. This example was dispatched from the factory on 3rd January 1960 to dealers Pride and Clark of London and first registered that June. Bought by the vendor in 2021, the engine was overhauled in 2022 including a re-bore, new big end and re-conditioned magneto and has only completed running in miles since. It has the correct Dunlop alloy rims, 120 MPH speedo and 8000K tachometer together with distinctive fishtail silencer. Not used recently due to ill health, it will need the normal checks before use. It will be supplied with over 60 receipts, some technical information and a current V5C.
Only 6,470 miles recorded
Estimate: £3,500 - £4,500*
Reg No: YT04 YVK MOT: None Frame No: JH2SC57A84M003570
Introduced for 2004, the Honda CBR1000RR Fireblade marked a significant step forward in Honda’s superbike development. Drawing heavily on technology from Honda’s MotoGP programme, the new Fireblade was lighter, more compact and more powerful than its predecessor, featuring a 998cc fuel-injected four-cylinder engine, aluminium twin-spar frame and race-inspired mass centralisation. Widely regarded as one of the finest superbikes of its era, the model combined exhilarating performance with Honda’s renowned build quality and everyday usability. This 2004 example was first registered on 14th April 2004 and is finished in the iconic white colour scheme. Acquired by the vendor in 2009, the machine has been sparingly used throughout his ownership and displays a remarkably low recorded mileage of just 6,469 miles, supported by a consistent MOT history. MOT records show mileage increasing by less than 1,000 miles between 2007 and its final test in 2018, highlighting its limited use. The machine’s last MOT expired in June 2019 and it has seen little use since, suggesting that a degree of recommissioning should be anticipated before returning to regular road use. Offered from long-term ownership, this low-mileage Fireblade presents an increasingly rare opportunity for acquisition.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
FBM was founded in Bologna in 1951 as Fabbrica Bolognese Motocicli by Franco Morini and Vittorio Minarelli, one of many small Italian marques specialising in mopeds and lightweight two-strokes, but a falling-out in 1956 saw Minarelli rename the company FB Minarelli. The opening of a new factory in 1967 coincided with another name change to Motori Minarelli, and by the 1970s the company was producing as many as 250,000 units a year, and enjoying some success in 50cc racing. Although seldom encountered in Britain, Minarelli’s products had a strong following in parts of Europe and also South America. This very lithe machine is typical of Minarelli’s racing 50s which were so competitive in the ’60s and ’70s, although sadly nothing is known of the history of this particular example. It is not known when it was last raced, but it has spent the last few years on static display, having been specifically selected by the vendor as a great addition to his private collection of 50cc racers. It will therefore need recommissioning before use, and although it would still make a strikingly attractive display piece, we think it would be put to the best use in historic 50cc racing. There is no documentation supplied.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
From 1958, Leopoldo Tartarini started to produce restyled copies of the East German MZ for Italian motorcyclists, using the Italemmezetta name. In the 1960s, the company adopted the Italjet name, and produced a wide variety of machines from 50cc lightweights up to the 650cc Grifon, which was powered by a Triumph Bonneville engine. Its specialism, however, was always in very small machines, including children’s bikes. A number of its 50cc models proved successful in racing, and were so widely acclaimed for their beautiful looks that examples have been exhibited in New York’s Museum of Modern Art and Guggenheim Museum.
This 1960s Italjet is surely among the prettiest 50cc racers ever made, although sadly nothing is known of the history of this particular example. It is not known when it was last raced, but it has spent the last few years on static display, having been specifically selected by the vendor as a great addition to his private collection of 50cc racers. It will therefore need recommissioning before use, and although it would still make a strikingly attractive display piece, we think it would be put to the best use in historic 50cc racing. There is no documentation supplied.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
FBM was founded in Bologna in 1951 as Fabbrica Bolognese Motocicli by Franco Morini and Vittorio Minarelli, one of many small Italian marques specialising in mopeds and lightweight two-strokes, but a falling-out in 1956 saw Minarelli rename the company FB Minarelli. The opening of a new factory in 1967 coincided with another name change to Motori Minarelli, and by the 1970s the company was producing as many as 250,000 units a year, and enjoying some success in 50cc racing. Although seldom encountered in Britain, Minarelli’s products had a strong following in parts of Europe and also South America. This very lithe machine is typical of Minarelli’s racing 50s which were so competitive in the ’60s and ’70s, although sadly nothing is known of the history of this particular example. It is not known when it was last raced, but it has spent the last few years on static display, having been specifically selected by the vendor as a great addition to his private collection of 50cc racers. It will therefore need recommissioning before use, and although it would still make a strikingly attractive display piece, we think it would be put to the best use in historic 50cc racing. There is no documentation supplied.
Un-Registered MOT: Exempt Frame No: Not Seen
FBM was founded in Bologna in 1951 as Fabbrica Bolognese Motocicli by Franco Morini and Vittorio Minarelli, one of many small Italian marques specialising in mopeds and lightweight two-strokes, but a falling-out in 1956 saw Minarelli rename the company FB Minarelli. The opening of a new factory in 1967 coincided with another name change to Motori Minarelli, and by the 1970s the company was producing as many as 250,000 units a year, and enjoying some success in 50cc racing. Although seldom encountered in Britain, Minarelli’s products had a strong following in parts of Europe and also South America. This very lithe machine is typical of Minarelli’s racing 50s which were so competitive in the ’60s and ’70s, although sadly nothing is known of the history of this particular example. It is not known when it was last raced, but it has spent the last few years on static display, having been specifically selected by the vendor as a great addition to his private collection of 50cc racers. It will therefore need recommissioning before use, and although it would still make a strikingly attractive display piece, we think it would be put to the best use in historic 50cc racing. There is no documentation supplied.
No Reserve*
Reg No: KLW 559 MOT: Exempt Frame No: ZB3151660
The Birmingham Small Arms Company Ltd. was established in 1861 and originally manufactured weapons. Around the turn of the century, they started making bicycles and progressed to motorcycles a few years later. One of BSA’s first new civilian motorcycles after the Second World War, the 350cc B31 quickly established itself as one of the manufacturer’s most dependable single-cylinder machines. Derived from pre-war BSA overhead-valve designs developed by Val Page and refined during the war years, the B31 combined robust engineering with economical running costs and straightforward maintenance. It initially combined up-to-date telescopic forks with a straightforward rigid rear end, but before long it was improved with plunger rear suspension. It was credited with producing 17bhp and achieving around 70mph. Sporting a beautiful patina, this plunger-equipped B31 has been in single ownership since the 1970s, alongside the Levis A2 also in this sale. It has been off the road in dry storage since 1986 and will now require recommissioning or more extensive mechanical restoration, though the engine turns over with compression. This lovely ‘oily rag’ is on the DVLA database, but a new V5C will need to be applied for.
Estimate: £2,000 - £3,000*
Reg No: FAX 311K MOT: Exempt Frame No: RV44949
The Suzuki RV125 was a motorcycle series manufactured by Suzuki from 1972 until 1982 and reintroduced as the RV125 VanVan in 2003. The original Suzuki RV125 had a 5-speed gearbox and an air-cooled 123cc single-cylinder two-stroke engine. The RV range also included 90cc and 50cc machines. A quirky ‘dual purpose’ machine, it was built with capability for both on-road and off-road use.
The RV125 has become a sought after model and enjoys a cult following with some viewing it as a two-wheel ‘beach buggy’ whilst it’s now even becoming increasingly popular with camper van users as well.
This tidy example currently displays an extremely modest mileage of just 4,419 with the vendor advising it has been run recently but noting the kickstart operation is intermittent and therefore requires adjustment. Offered with Swansea V5C.
Estimate: £3,500 - £4,500*
Reg No: F495 GEG MOT: None Frame No: JH2PC1608KK001494
The GB500TT was a model made for the Japanese domestic market, based on the more common XBR500, and was designed to re-create the style and character of the classic British single. Featuring Honda’s RVFC radial four-valve head and, most importantly, an electric starter together with a disc front brake, it offers a perfect combination of Honda’s legendary build quality with the appeal of a 1960s British cafe racer. This striking-looking example is the more sought-after ‘TT Tourist Trophy’ version with its single seat, wire wheels with alloy rims, reverse megaphone style exhaust and clip on handlebars. Offered in essentially original unrestored condition, the wheels have been professionally rebuilt with stainless spokes and it is fitted with an almost new genuine Honda HM MK6 stamped silencer. Gold pinstripping has been added to the tank to match the seat stripping, and together with the curved back to the seat, evokes memories of a 1960s AJS 7R. In regular use and run whilst being photographed, it shows just a credible 6697 miles on the speedo backed up with a good MOT trail, and will be offered with its original Owners Manual, PDI sheet, some receipts and a current V5C.
Reg No: Q599 NPP MOT: None
Frame No: HP867
Established in 1972, Harris Performance Products stands as one of the titans of British motorcycle engineering. Born out of a passion for road racing, the company earned global legendary status by perfecting what the major factories often compromised on: chassis dynamics, and unparalleled structural rigidity. They became world-renowned for designing bespoke, lightweight, and exquisitely welded chassis. Their legendary “Magnum” series of frame kits allowed riders to drop in motors from Kawasaki and Suzuki, creating the definitive, highly coveted superbikes of the era. Offered as part of a deceased estate, little is known about the early history of this Magnum. Registered in 1987 on a Q plate, the old-style V5 records a Harris frame number of ‘HP867’, although we have been unable to locate it beneath the thick layer of paint. The engine is a 1000cc Suzuki unit with the engine prefix ‘GS10X’, indicating that it likely originated from an 1980s Katana or a similar model. HP867 is fitted with many period performance components, including various Harris Performance items, a WP rear shock absorber and steering damper, and AP Racing brakes. It will require a degree of recommissioning, but it represents an excellent opportunity to acquire a high-quality classic superbike special.
Reg No: Un-Known MOT: Exempt Frame No: 1U6004482
The Yamaha XT500 was produced from 1976 to 1989 and brought the Japanese marque a multitude of competition successes. Powered by a four-stroke, 499cc single, the XT500’s most enduring claim to fame was its victory in the inaugural Paris-Dakar Rally in 1979. The model had previously been successful in the Paris-Abidjan-Nice Rally and was also campaigned widely in motocross. Offered as part of a deceased estate, this Yamaha XT500 has been in long-term storage and is supplied without documentation. According to what appear to be matching frame and engine numbers, It is believed to be a circa 1977 model, however the exact year and registration status are unverified and will need to be confirmed by the buyer with the DVLA and relevant owners’ club. It displays the expected patina associated with extended storage, though it appears to have seen relatively little use. The odometer shows 4,262 miles, but this cannot be warranted due to the absence of supporting documentation. The XT appears largely complete, although the clutch lever is broken. Some recommissioning will be required before use, but the engine turned over with compression at the time of consignment.
No Reserve*
Reg No: WUU 768N MOT: Exempt
No Reserve*
Frame No: 41523
In the 1970s, Suzuki’s GT125, GT185 and GT250 twins and the GT380, GT550 and GT750 triples represented the last hurrah for the large-capacity two-stroke engine before emission regulations brought about their demise. Introduced in 1971 for the Japanese market only, the learner-legal GT250 was many a novice’s dream, producing around 26bhp and capable of a claimed 90mph. It reached the European and American markets in 1973, with the exhaust system modified to meet emissions regulations, and before long it was a best-seller in the 250cc class. Things got even better in 1978, when the GT250 X7 took over, raising the top speed to 100mph. Showing a possibly genuine 13,400 miles on the odometer, this lovely GT250 has had ten keepers from new. The previous owner kept it from 1999 to 2012, and our vendor has owned it ever since. It presents in a beautiful restored condition, although it has been on the road very little, if at all, this side of the millennium, and has been treated mainly as a display piece. After a period of storage, it now represents a rewarding and straightforward recommissioning project which is sure to be well received at old bike rallies. The V5C is supplied.
Reg No: YK53 BLZ MOT: None Frame No: VNBS125TR3A010698
The French motorcycle manufacturer Sherco was founded in 1998 specialising in off-road motorcycle designs. The name derives from the amalgamation of Bultaco and Sherpa, harking back to the company’s origins. Best known for their extremely popular trials bikes, they also produce enduro and supermoto bikes. Currently the company has two production facilities. A factory in Caldes de Montbui, Spain, some 30 kilometres north of Barcelona where the company’s trials bikes are manufactured and another at Nimes, France where Enduro and supermoto bikes are built.
This 2003 ‘modern’ trials machine is road registered and reported to be in running order. It comes with a Swansea V5C recording four former keepers.
BMW was established in the early 1900s as a manufacturer of aircraft engines and produced their first motorcycle in 1923, the R23, already sporting the flat twin boxer configuration they have now become synonymous with. Faced with impending emission regulations being developed in the United States and Europe, more control was needed over the amount of fuel entering the combustion chamber. From an engineering standpoint, this was easier to achieve with more cylinders at an overall smaller displacement leading to the K series of 1000cc flat fours and 750cc triples.
The vendor advises this example has been started relatively recently but requires a new battery and recommissioning following a period of storage. The last MOT expired February 2025. Displaying a very credible and relatively low recorded mileage of 28,519 with only 4 former keepers indicated, it is accompanied by a history file including a Swansea V5C, Owners Handbook, Workshop manual and expired MOT certificates dating from 2002.
Estimate: £8,000 - £10,000*
Reg No: JGX 293V MOT: Exempt Frame No: 528212
Introduced in 1978, the Suzuki GS1000S was developed to celebrate Suzuki’s success in American Superbike racing with rider Wes Cooley. Based upon the acclaimed GS1000 platform, the model featured distinctive sporting bodywork, a small handlebar-mounted fairing and bold competition-inspired livery. Powered by Suzuki’s robust 997cc DOHC four-cylinder engine, the GS1000S combined impressive performance with excellent reliability and is today regarded as one of the most desirable Japanese superbikes of its era. First registered on 7th May 1980, this UK-market example is presented in the highly attractive and increasingly sought-after factory white and red colour scheme, complemented by the model’s distinctive handlebar-mounted fairing and sporting bodywork. Remarkably, the accompanying V5C records just two former keepers, while the current vendor has owned the machine since November 1981, representing over four decades of continuous custodianship. The MOT history records a modest 11,992 miles at its last test in July 2019 and shows very limited mileage accumulation throughout the last two decades, suggesting careful use and preservation. The motorcycle is offered complete with its current V5C registration document.
Reg No: HFO 148N MOT: Exempt Frame No: 2393
Massimo Laverda visited the US in 1964 to study the market and on his return he persuaded his father, Francesco Laverda, that to succeed in the US they needed a 650 twin. Laverda bought three motorcycles, a Honda CB77, a Norton 650SS and a BMW R69S, which they examined. Although they took elements from all three, the resulting Luciano Zen designed 650cc engine was heavily based on the Honda. This became the basis for the later 750 GT launched in 1969 and ultimately the 1000cc 3C and Jota triples.
This 3C project, being offered at no reserve, is from a deceased estate so not much is known of its history. It has been stood for a number of years so it will need a good recommissioning, but has survived in fairly standard and original trim. A receipt from Service Exchange Parts indicates it had a crank overhaul and a gear shaft rebushed, at a cost of £907, in November 2002. It will be supplied with a current V5C.
Estimate: £2,250 - £2,750*
Reg No: TAO 374 MOT: Exempt Frame No: RS9254
Velocette motorcycles were manufactured by Veloce Ltd, a family owned firm, in Hall Green Birmingham, between 1905 and 1971. Producing mainly hand-built motorcycles, they compared favorably with the bigger concerns such as BSA, Triumph and Norton and while a relatively small manufacturer, was a great technical innovator and many of its patented designs are commonplace on motorcycles today including the positive-stop foot shift and swinging arm rear suspension. Renowned for the quality of its products, the company was “always in the picture” in international motorcycle racing. The MSS was the predecessor to the Venom and Thruxton models. This MSS, from a deceased estate, is presented in good authentic condition. Bought by the vendor in 1981, he restored it as a bike to use on vintage runs and rallies and used it regularly over the next 30 years including a Lands End to John’O’Groats run. It is fitted with alloy rims, 12V electronic ignition and indicators to make it more practical for road use, together with a set of period Craven panniers. Dry stored for a number of years, the bike will need recommissioning before use and will be supplied with its original buff log book and a current V5C.
No Reserve*
Reg No: H651 NMS MOT: None Frame No: GV73B105755
Suzuki has been a major force in motorcycle manufacturing since the 1950s, with a strong heritage in both road and competition machines. Iconic models such as the GSX-R series helped define the modern superbike era, cementing Suzuki’s reputation for performance-focused yet accessible motorcycles. Offered as part of a deceased estate, this 1990 Suzuki GSX-R1100L is presented in the distinctive black and red colour scheme and has previously been the subject of a street-fighter style project. The GSX-R has been in long-term storage and will require thorough recommissioning before use. It remains fitted with its original exhaust system and retains a generally complete appearance, offering a strong base for either further customisation or return to standard specification. A non-standard odometer is currently fitted; therefore, the true mileage cannot be verified. Increasingly sought after, early 1990s GSX-R1100 models are becoming highly desirable within the classic superbike market. This example represents an appealing opportunity for restoration, recommissioning, or a bespoke build. It is supplied with a current V5C registration document along with a selection of old MOT certificates.
Under 14,000 miles from new
Estimate: £2,500 - £3,500*
Reg No: HF53 JOH MOT: September 2026 Frame No: JKAZRT20ABA018443
The Kawasaki ZRX1200 range was launched in 2001 with the 1200S and appealed to riders on account of its 1,164cc inline-four engine, which was said to produce 123bhp and achieve a 155mph top speed. The enthusiasts’ favourite, however, was the 1200R, which arrived in 2002 and introduced fantastic 1980s-inspired styling, closely resembling Eddie Lawson’s racing Z1100R. Production of the ZRX1200s continued to 2007, and, thanks to their highly durable engines, quite a few are still going strong. This delightful 2003 Kawasaki ZRX1200R has had nine registered keepers, including one from 2016 to 2025. Our vendor purchased it in late 2025 because he wanted a stylish and comfortable machine for some tours he had planned, and consequently it has taken him to Scotland and the Continent in his eight months of ownership, covering about 1,500 miles. In spite of that, it has still covered under 14,000 miles from new, as evidenced by the impressive MOT and service record (there are six entries in the original service book between 2011 and 2016). Our vendor describes it as “a pleasure to ride” and will be riding it to the sale. It is supplied with service history, two sets of keys and the current V5C.
Estimate: £3,000 - £4,000*
Estimate: £2,750 - £3,750*
425
Reg No: DGN 543X MOT: Exempt Frame No: RC04-1025797
Honda fours won the Bol d’Or, France’s most famous 24-hour endurance race, from 1976 to 1979. It was therefore no surprise that from 1979, Honda marketed versions of its roadster fours under the Bol d’Or name. Fitted with a three-quarter fairing, the CB750F Bol d’Or was particularly comfortable on the long-distance runs for which it was designed. A rare and highly collectible example of Honda’s iconic CB750F Bol d’Or 2, this 1981 model was originally supplied to the Japanese Domestic Market before being imported into the UK in 1992. From research carried out by the vendor, they advise that it could be 1 of 150 bikes from a very limited production run for the Japanese market, to celebrate Honda’s victory at the Suzuka 8 hours race, although this has yet to be independantly verified; the vendor believes provenance probably lies in Japan. Regardless, it is an increasingly sought-after variant of the legendary CB750 series. It started and ran at the time of consigment, however, it will require the usual checks before being returned to regular road use. It is offered with a history file containing receipts for parts, a Haynes workshop manual, and a current V5C registration document.
Reg No: F301 FVF MOT: None Frame No: 8216 100343
Gilera was established in 1909 and one of their most famous models was the single-cylinder Saturno designed by Giuseppe Salmaggi in 1939. After a period of inactivity, Gilera returned to the sports bike market with the Saturno Nuovo, developed as a joint venture between Gilera engineer Sandro Colombo and Japanese designer N Hagiwara. Recreating the spirit of the original Saturno, this featured a 4 valve water-cooled engine in a Café Racer chassis, becoming the basis for a range of 350, 500 and 600cc bikes such as the RC600, the Super Motard Nordwest and the Dakota. The Dakota 500 is rarely seen in the UK, having never been officially imported. This beautifully presented example, in excellent and original condition, appears to have spent its early years in Spain before being imported into the UK in 2020. A well equipped bike with good quality European brakes and suspension, it uses Gilera’s own engine with a hydraulic clutch and most importantly with a big single, electric start. The vendor has ridden it a couple of times a year but suggests it will need light recommissioning before use. It will be supplied with assorted service items, original Spanish paperwork, old MOTs and V5C.
No Reserve*
Reg No: Q460 FLF MOT: None
No Reserve*
Frame No: HP899
Founded in 1972 by brothers Steve and Lester Harris, Harris Performance established itself as one of Britain’s foremost motorcycle chassis specialists. The firm’s best-known road products were the Magnum and Harribox frame kits, which allowed owners to combine proven Japanese powerplants with race-bred British chassis engineering. Introduced during the 1980s, the Harribox represented Harris’ interpretation of the emerging perimeter-frame concept. Together, the Magnum and Harribox ranges became icons of the British specials scene. Offered as part of a deceased estate, little is known of the history of this rare Harris special. Registered in 1989 on a Q plate, the old-style V5 records a frame number of ‘HP899’, although we have been unable to locate this. Power is provided by a water-cooled, 1000cc Yamaha engine from a Yamaha FZR1000. Offered as a restoration project and missing some components, HP899 retains many desirable parts, including upside-down front forks, Dymag wheels, and AP Racing brakes. Also included are the original bodywork and alloy Harris fuel tank, offering the opportunity to return the machine to its earlier appearance should the next owner wish to do so. Accompanying the machine is the old style V5 and a selection of period photographs showing how it appeared during the early 1990s.
Reg No: MRH 720A MOT: Exempt Frame No: P1384325
This highly individual 1959 Norton “Manki” special is a distinctive hybrid combining a classic British chassis with a proven Japanese engine, built in the spirit of the well-known Manx-inspired specials. At its core is a 1959 Norton Featherbed frame and swinging arm; This has been adapted to accept a 650cc engine from a Suzuki LS650 Savage. According to the vendor, the Manki was built by Martyn Roberts, a professional motorcycle engineer with a background including Triumph and Prodrive. The Manki has benefited from recent mechanical reconditioning and is said to start easily, and run well. It has been set up with a more comfortable seat and handlebar arrangement making it more usable for road riding. Some cosmetic attention is now required, offering scope for the next owner to further refine it. Further supporting the build is a comprehensive technical manual written by the builder, supplied as a Word document, along with a detailed online build thread documenting the entire construction process. This is a true one-off special with genuine engineering depth and strong visual presence. Offering an opportunity to acquire a unique Featherbed-based hybrid with real usability it is supplied with a current V5C registration document.
VMCC/Pendine Sands racing history
No Reserve*
Reg No: NLA 627V MOT: Exempt Frame No: JHMSC0220108876
Honda was tightening its grip on the American market, and in 1974 introduced its Gold Wing range of large, long-distance tourers, which in time would threaten to out-Harley Harley. The earliest models were built with a 999cc water-cooled, SOHC flat-four, but were modest in comparison to their successors. The second-generation GL1100 arrived for 1980, and would be built in Ohio from 1981. Designed for increased comfort, it was enlarged to 1,085cc, giving 81bhp at 7,000rpm, and featured a longer wheelbase, air suspension and an adjustable seat. With fairing, windscreen and panniers, the GL1100 became Japan’s first full tourer, though the Standard model was kept bare. A GL1100 set a world record for touring, covering 457,000 miles. Sold new in Britain, this rare Gold Wing was out of use for two decades or more prior to being acquired as a project by our vendor in 2022. He began its recommissioning by stripping, cleaning and overhauling the carburettor with new parts, and has recently fitted new timing belts. We have seen it running well. It has also benefited from recent paintwork improvements, though the badges are yet to be fitted. Supplied with the V5C, it represents a fantastic opportunity to complete a nearly-finished project.
Reg No: BFL 388B MOT: Exempt Frame No: 173218
Associated Motor Cycles brought out a new range of lightweights for the 1959 model year, among them the Matchless G2 250cc, which spawned a sporting version, the CSR, in 1962. The engine was modified, with a steel rather than cast-iron flywheel and a higher-compression piston, though much of the CSR’s appeal lay in its rakish, café racer good looks. Clip-ons and a flashy chromed tank ensured it could mingle with larger brethren at the Busy Bee, and still hit a respectable 75mph on the A1. In the words of Real Classic , “They combine the look, feel and acoustics of the archetypal Brit four-stroke single with the ease of use of a two-stroke tiddler.” An original mudguard sticker indicates that this Oily Rag G2 CSR was supplied new through Hallens Motorcycles of Cambridge, and since 2018 it has been on display in a private collection. Previously, it had been in occasional use and was even raced. Having been renovated in 2012 by Mark Nolan, it was ridden to a highly creditable 81mph over a mile at a VMCC meeting at Pendine Sands in 2013. Occasionally started in the current ownership, the Matchless is accompanied by the V5c, old MOT certificates, and some speed event paperwork.
Reg No: Un-Known MOT: None
Frame No: Not visible
Harris Performance Products is a celebrated British motorcycle engineering firm founded in 1972 by brothers Steve and Lester Harris. Among its most famous products was the Harris Magnum frame series, introduced in the late 1970s and developed throughout the 1980s. Designed as a lightweight, high-performance alternative to contemporary production motorcycle frames, the Magnum earned a reputation for exceptional handling, rigidity, and race-bred performance, making it a popular choice for both competitive racers and discerning road riders. Offered as part of a deceased estate, this Harris Magnum is presented as an ongoing project. Little is known about its prior history and it is supplied without any documentation, therefore its registration status will require verification with the DVLA. Its fitted with a water-cooled 750cc Kawasaki engine, bearing the ZX750F prefix, indicating it is likely derived from a late-1980s GPX or ZXR model. Mostly complete, It retains various period performance components, including what appear to be race-spec upside-down front forks, a WP Racing rear shock absorber, and a Micron exhaust system, along with other 1990s hardware. A strong basis for restoration, this Harris Magnum offers an appealing project for enthusiasts of classic British chassis engineering and period superbike performance.
No Reserve*
Reg No: G899 NGF MOT: February 2027
Frame No: RC242300689
Honda made its first motorcycle in 1949 and within 10 years had become the biggest producer in the world. The VFR750F was launched in 1986, and featured a marvellous DOHC, four-stroke, 16-valve, carburetted and water-cooled V4 of 748cc. Its VF700 predecessor had suffered from defective cams, so Honda went out of its way to make sure the VFR750F was, if anything, over-engineered. It produced a lively 104bhp and, with six speeds to play with, was a remarkably flexible bike. There were frequent updates, and 1988-89 models were distinguished by a revised fairing and a redesigned exhaust system.
This 1989 VFR750F has had just four previous keepers, including its most recent buyer, a late motorcycle collector. It was refurbished and returned to the road in 2023, having previously been out of use for 15 years or more, hence we believe the mileage reading of 29,100 is probably original. It is largely a very original bike, though the exhaust is aftermarket. Although recently MOTed, with certificate valid until February, 2027, it has not generally seen use for a couple of years, so some recommissioning may be required. The current V5C is supplied.
Reg No: Un-Registered MOT: Exempt Frame No: Not seen
Matchless, one of the oldest British motorcycle manufacturers, operated in Plumstead, London, from 1899 to 1966. After merging with AJS in 1931 to form Associated Motor Cycles (AMC), Matchless continued to produce celebrated models well into the mid-1960s. The Matchless G9, alongside its AJS counterpart, the Model 20, was developed to rival the twin-cylinder offerings from BSA and Triumph. Launched in late 1948 for American sales, and reaching the home market in mid-1949, it featured telescopic forks, a swing-arm rear and a double seat as standard. ‘Jampot’ suspension took over from 1951, and a new Burman gearbox arrived for 1952. With its 498cc engine, it was reckoned to be capable of about 85mph. Carrying the Norfolk registration ‘UVF 770’, this wonderful, newly discovered Matchless has just emerged from long-term storage. The DVLA does not have a record of the number, indicating that the bike has been off the road since before the DVLA computerised its database in the late 1970s. Unfortunately, there is no supporting paperwork to assist with reregistration. The bike is in a fantastic ‘oily rag’ condition, however, and will make an extremely worthwhile recommissioning project. The engine turns over with compression, and the mileage reading of 50,524 is very likely original.
Estimate: £3,000 - £4,000*
Reg No: SVO 61G MOT: Exempt Frame No: 1393031
This attractive Norton café racer special has been constructed around a desirable slimline Featherbed frame from a Model 50 and is powered by a 650cc twin-cylinder engine, creating a machine that embodies the spirit of the traditional British special. The Featherbed chassis is widely regarded as one of the finest handling motorcycle frames of its era and remains highly prized among enthusiasts. Presented in clubman trim, SVO 61G is equipped with a host of period-inspired features including flanged alloy wheel rims, alloy mudguards, a racing seat, twin-leading-shoe front brake, twin Smiths chronometric instruments and BSA Gold Star-style silencers. The overall appearance is both purposeful and evocative of the golden age of British motorcycling. The Norton was reportedly won by a previous owner as the prize in an online competition. Aside from this, little is known of its earlier history. Acquired by the current vendor and subsequently placed into storage, the machine has not seen recent use and will require a degree of recommissioning before returning to the road. Offered with a V5C registration document, this distinctive Norton special represents an appealing opportunity to acquire a characterful British café racer with considerable visual presence and period appeal.
Estimate: £2,500 - £3,500*
Reg No: OHP 706
MOT: Exempt Frame No: 31381
Royal Enfield is one of the oldest motorcycle manufacturers in the world, with roots tracing back to 1893 in the United Kingdom as part of the Enfield Cycle Company. The brand began by producing bicycles before moving into motorcycles and motor components in the early 20th century. Their machines quickly gained a reputation for durability and were widely used by both civilian riders and military forces. The Royal Enfield Model G 350 was part of Royal Enfield’s post-war 350cc single-cylinder lineup, developed during the late 1940s and 1950s. It was designed as a practical, robust motorcycle aimed at reliable everyday transport rather than outright performance. This Royal Enfield 350 G was first registered in 1953. The subject of an older restoration, it is offered for sale as part of a private collection. The vendor advises that the motorcycle was running when purchased but has since been in storage so will require the usual recommissioning checks before being returned to road use. OHP 706 is supplied with its current V5C and is accompanied by a useful history file, including an original Royal Enfield Parts Book, a selection of invoices, and a printed workshop maintenance manual, providing valuable reference material for future maintenance and ownership.
No Reserve*
Reg No: KBM 155
MOT: Exempt Frame No: S75377
Introduced in 1949, the Sunbeam S7 Deluxe was the refined evolution of the original S7, benefiting from improved front forks, a revised frame and numerous engineering updates while retaining its distinctive shaft-driven, overhead-cam parallel-twin engine and unmistakable styling. Today, the S7 Deluxe is appreciated for its smooth, gentlemanly character and its unique place in post-war British motorcycling history.
Finished in its attractive green livery and displaying a pleasing level of original patina, this honest S7 Deluxe has recently been in storage and will require recommissioning before returning to the road, although it is reported to have run well prior to being laid up. An appealing opportunity to acquire an unspoilt example suitable for sympathetic recommissioning and enjoyment. Accompanying the motorcycle is a Swansea V5C and a useful selection of spares including a BeamSpark electronic ignition system, the original carburettor, a driveshaft and various gaskets.
Reg No: Un-Registered MOT: Exempt Frame No: 1B092
Moto Guzzi was established in 1921 by three friends from the Italian Air Corps and is Europe’s oldest motorcycle manufacturer in continuous production, based in the same factory in Mandello del Lario overlooking Lake Como. One of the founding fathers was Carlo Guzzi who was also the chief designer, always innovative they were very successful in Grand Prix racing with products as diverse as the 350cc horizontal single that won five world championships in a row to the incredible 500cc V8. The forward facing cylinder with an outside flywheel became Guzzis signature layout until the arrival of the big vee twins in the late 1960s. The Zigolo was introduced in 1953, a low cost step up from the company’s original two-stroke, the 65cc Guzzino. Keeping to Guzzi’s traditional horizontal cylinder layout, the engine was an Antonio Micucci design, initially 98cc and then 110cc in 1960. The pressed steel enclosed body panels borrowed their inspiration from Vespa scooters to attract the commuter market. This unregistered early 110cc engined Zigolo, being offered at no reserve, has been part of a small private collection of Italian bikes for several years. A rare model in the UK, it would make an ideal first restoration project.
Estimate: £2,500 - £3,500*
Reg No: CN 1479 MOT: Exempt Frame No: 1766
Velocette produced expensive, high-quality two-stroke motorcycles of (nominally) 250cc, which gained an excellent reputation and were entered in competitions such as the Isle of Man TT, with some success. The single-cylinder machines had many advanced features, such as a throttle-controlled oil pump, which set them apart from other manufacturers’ products. The factory gradually developed this machine from the ‘A’ series and variants, through the ‘H’ series and model ‘U’ and variants, culminating in the model ‘GTP’ of 1930, which was produced until 1946. The GTP was a reliable lightweight motorcycle with good steering and power delivery. In generally tidy condition, CN 1479 was purchased by the registered keeper in February 2005. Whilst the mechanical condition is unknown and engine and frame numbers have not been located, it comes with a paperwork file including invoices/receipts including for a magneto overhaul, an MoT dated Oct 2006 in addition to a 2005 purchase receipt. A nicely mellowed older restoration, it represents and excellent opportunity to acquire an attractive example of the very popular Velo lightweight.
No Reserve*
Reg No: B708 HFE MOT: Exempt Frame No: PF 30803
Moto Guzzi was established in 1921 by three friends from the Italian Air Corps and is Europe’s oldest motorcycle manufacturer in continuous production, based in the same factory in Mandello del Lario overlooking Lake Como ever since. After mainly producing single cylinder designs for their road bikes Moto Guzzi launched the 750cc V7 in 1969 to satisfy the demand for larger capacity bikes and the iconic transverse shaft drive vee-twin layout has now become Guzzi’s signature design, with the sporty Le Mans models becoming the most sought-after model. The V35 and V50 models were launched as lightweight versions of the bigger capacity vee-twins introducing an entirely new group of riders to the mystique and cachet of the Moto Guzzi brand. Complete and in running order prior to having been laid up around 2017, this believed NATO specification V50 has not been started recently. Presenting in fair condition it will obviously require recommissioning prior to use. The engine and frame numbers were not located upon inspection. Understood to have Dutch origins, it was UK registered in August 2011 and retains its panniers and other ‘non standard’ equipment. Offered with a history file including a V5C registration document and old MOT certificate dated 2013.
Reg No: Un-Registered MOT: Exempt Frame No: 6666
Rickman Motorcycles was an independent motorcycle chassis constructor established by brothers Derek and Don Rickman in the late 1950s, and by 1966 frame kits for road bikes were being offered. In the 1970s, frames were developed for Japanese superbikes with the most desirable being the one to house kawasaki Z900/1000 motors. This Rickman Metisse rolling chassis project, being offered at no reserve, is from a deceased estate so unfortunately not much is known of its history. The chassis ID plate states it was manufactured in 1978, on number 6666, and the presence of Kawasaki switchgear and instruments suggests it was probably then built around a Z1000 motor. Very few Rickman Kawasakis were built and complete bikes now command a very high value. This chassis is fitted with Lockheed twin disc front/single disc rear brakes, Marzocchi shocks and some nice Ronal cast wheels finished in gold. Whilst the mounting plates look to match a Kawasaki Z engine, I’m sure other contemporary engines such as Suzukis’ GS or Honda’s CBs would fit with a bit of imagination. This lot will make a challenging but ultimately rewarding project to create a bespoke one off special, with a nostalgic 1970s character.
Introduced in 1948 as a 150cc machine, the LE Velocette was a complete departure from normal motorcycle development. Being a water-cooled, flat twin, side-valve, shaft drive and monocoque chassis all at the same time could be seen as perverseness, but Velocette had never been a company to follow the herd. Enlarged to 192cc for 1951, it had a model run of over 20 years.
This example is a complete, older restoration, in fair condition that has not been used since 2017. Although believed to be in running order, it will require recommissioning prior to use. Previously used as a ‘go to work’ machine as well as regular attendance on VMCC and LE Club events, it is ‘known’ as a well sorted and reliable machine and represents a good opportunity to acquire a potentially rewarding and hopefully easy recommissioning/restoration project. Upon inspection the engine and frame numbers were not found. Offered with a history file including old V5C, RF60 logbook and old MOT certificates.
No Reserve*
Reg No: XHN 273S MOT: Exempt Frame No: F11259
Phelon and Moore was established in 1904 and based in Cleckheaton. They are best known for manufacturing machines with a sloping cylinder that replaced the front frame downtube, built under a patent filed by Joah Phelon in 1901. Initially known as P+M, they launched a new model called the Panther in the mid 1920s, eventually adopting the title as a brand-name for all their products. In the 1950s the 250cc model 65 had a more traditional OHV upright single cylinder in a swinging arm frame with telescopic front forks. According to late owner’s son, his father carried out a full restoration over a number of years. A skilled coachbuilder by trade, he had a varied collection of cars and motorcycles, including a Vincent Black Prince. According to the tax disc displayed, it was last on the road in 1987, although little is known about its early history. The engine turns over, but it will require thorough recommissioning before use. Supplied with an old-style V5C that records the correct engine number; however, the frame number is incorrect by one digit, likely due to a clerical error (the document lists the frame as F11269, when it should be F11259).
Estimate: £2,000 - £3,000*
Reg No: SPE 287
Estimate: £6,500 - £7,500*
MOT: Exempt Frame No: 33887
Introduced during the late 1930s, the Triumph Speed Twin became one of the most influential British motorcycles ever produced, combining smooth parallel-twin performance with refined road manners and elegant styling. Presented here is a highly evocative Triumph 5T Speed Twin offered together with a period Swallow sidecar outfit. Acquired by the vendor during 1976, the machine is understood to have been restored and rebored during his ownership before seeing only limited use thereafter. The Triumph was subsequently placed into dry barn storage during 1985, where it has remained ever since. Today the motorcycle itself presents in appealing older restored condition with considerable period charm throughout, retaining an attractive maroon finish and numerous correct-looking details. The accompanying Swallow sidecar is included as a worthwhile restoration project in its own right, currently disassembled and requiring comprehensive restoration work. Having been off the road for approximately four decades, thorough recommissioning and general inspection will naturally be required prior to any return to use. Accompanying paperwork includes its RF60 continuation logbook together with an older registration certificate.
Reg No: MP53 VAY MOT: T.B.A. Frame No: JY43GG0314C053661
Among the most iconic high-performance ATVs, the Yamaha Banshee earned a formidable reputation thanks to its lightweight chassis, aggressive styling and exhilarating twin-cylinder two-stroke powerplant. Produced between 1987 and 2006, the Banshee acquired a cult following among enthusiasts and remains one of the most sought-after quad bikes manufactured. This example is a 2004 Yamaha Banshee Black Limited Edition (YFZ350), one of the final iterations before production ceased. Finished in its distinctive factory black livery. At its heart lies Yamaha’s 347cc liquid-cooled parallel-twin two-stroke engine, paired with a sixspeed manual gearbox, renowned for its sharp throttle response and performance. Imported from Canada in August 2024, this example has covered a mere 31 miles since new. Enhanced with a number of performance and cosmetic upgrades including performance expansion chamber exhausts, Renthal handlebars, extended swingarm, upgraded rear axle assembly, competition-style nerf bars, road-biased tyres, headlamp guards and a road-going lighting package. A rare opportunity to acquire a highly desirable Black Limited Edition example of Yamaha’s legendary Banshee, a machine that encapsulates the golden era of two-stroke performance. Offered with current V5C.
Estimate: £2,000 - £3,000* Reg No: YUK 347
In the late 1950s, BSA offered a highly regarded range of parallel twins, with the 500cc A7 and 650cc A10 models forming the backbone of its sporting and touring line-up. The A10, particularly in its ‘Rocket’ variants, delivered enhanced performance through higher compression, improved breathing and the adoption of an alloy cylinder head. This example is understood to have been built by the vendor almost 67 years ago and combines the frame of a 1959 A7 with a 650cc A10 ‘Rocket’ specification engine. The engine is stamped ‘CA10R’ and is fitted with an alloy cylinder head and Amal Monobloc carburettor, consistent with the more sporting Super Rocket-type specification. Presented in a period-style finish, with a lighter, more purposeful aesthetic reminiscent of BSA’s later Rocket Gold Star concept, the machine is further enhanced by a chrome fuel tank and lightweight mudguards, and presents well. It has been off the road for some time and will require recommissioning prior to use. Offered for sale due to the vendor’s declining health, the machine is accompanied by a current Swansea V5C. An unusual, long-term owned and characterful one-off BSA twin, offering considerable appeal as a usable classic.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: 5A8491
Whilst the British manufacturers were producing bigger and bigger engined bikes, there was always a good demand for smaller capacity models in Italy. By the 1950s, Moto Guzzi’s model range encompassed models such as the Stornello, the Airone and the Lodola to satisfy this need. First seen at the Milan Fair in December 1959, Stornello sales began in 1960. It was designed to be an economical, easy to maintain bike with an affordable purchase price, and as a 125cc could be ridden by sixteen-year-olds. In 1968, a 160cc version was introduced, allowing it to be used on Italian motorways.
This 1968 160cc Stornello, being offered at no reserve, has been part of a small private collection of Italian bikes. Presented in essentially original and standard trim it appears to be all there and fairly solid. Obviously needing a complete overhaul, it will make an interesting first restoration project and an unusual model to take on vintage runs and rallies. Owned by the vendor for a number of years, it is not registered but will be supplied with a copy of an Italian ‘Automobile Club d’Italia’ registration document.
No Reserve*
Reg No: LJT311 MOT: Exempt Frame No: FA71116
Introduced in 1946, the BSA A7 was the Birmingham firm’s first post-war parallel twin and became one of Britain’s most successful middleweight motorcycles. Renowned for its reliability, smooth power delivery and versatility, the model formed the basis for numerous sporting and touring variants throughout the 1950s and remains highly regarded by classic motorcycle enthusiasts today.
Manufactured in 1957 and first registered on 5th February 1958 as ‘LJT 311’, this example was originally despatched to The Badger Garages, Blandford Forum, Dorset, as a Grey-finished 500cc A7. Accompanying correspondence from the BSA Owners’ Club records that the vendor, a long-term owner, acquired the machine in 1963 and, during his ownership, converted it into an RGS-style machine fitted with twin carburettors. The motorcycle is now powered by a 650cc BSA A10 Gold Star Twin engine (DA10R.8452), providing enhanced performance while retaining its period character. Further BSA Owners’ Club documentation confirms the machine’s history and supports retention of its original registration number. A well-documented and interesting period-modified BSA twin offered with an accompanying history file.
No Reserve*
Reg No: OAA 632
MOT: Exempt Frame No: CB319070
Introduced in 1945, the B31 was one of the most successful post-war models produced by the BSA. Powered by a dependable 348cc overhead-valve single-cylinder engine, the model earned a reputation for reliability, economical running costs and strong all-round performance. Equally at home as everyday transport or on longer journeys, the B31 became a familiar sight on British roads throughout the 1950s and remains a popular choice amongst classic motorcycle enthusiasts today. This 1955 example is offered as a rewarding recommissioning project and is presented in an attractive maroon and cream colour scheme. The vendor acquired the machine in 2015 and has enjoyed ownership as part of a private collection. Showing four previous registered keepers, the BSA appears substantially complete and retains many correct period features including valanced mudguards, toolbox, rear carrier and single saddle. The machine has been in storage and will require recommissioning before returning to the road. Regrettably offered for sale due to the vendor’s ill health, it presents an excellent opportunity to acquire a desirable B31 with scope for sympathetic improvement and future enjoyment.
Equipped with EZS two-seat sidecar
No Reserve*
Reg No: SU51 PAN MOT: T.B.A. Frame No: JH23C26A3YM400822
Following the success of the Gold Wing in the USA, Honda perceived that European motorcyclists would appreciate something similar, but lighter and more manoeuvrable. Thus the ST1100 Pan-European was introduced in 1990, with a water-cooled, DOHC 1,085cc V4 engine instead of the Gold Wing’s flat-four. It otherwise shared most of the Gold Wing’s elementary specification, such as shaft drive, a full fairing and integral panniers. The ST1100 went on sale in America a year after its European introduction, filling a niche between the Honda VFR750F sports tourer and the larger Gold Wing. Said to produce 100bhp at 8,500rpm, its handy features included a 40-amp alternator for powering touring accessories, as well as optional ABS and traction control. Production ended in 2002, when it was replaced by the ST1300. This end-of-the-line ST1100 could hardly be better suited for touring being equipped with a rare, Dutch-made EZS sidecar with sociable seating for two adults. The vendor has enjoyed many tours of Britain with the Pan-European, and it still presents in fine fettle having covered only 41,400 miles from new, as the very creditable MOT history testifies. We have seen the bike start readily and run well. It is supplied with the V5C.
No Reserve*
Reg No: 639 AAC MOT: Exempt Frame No: 1820982
The first NSU motorcycle appeared in 1901 followed by their first car in 1905. WWII left NSU’s factories destroyed, but they resumed production of their pre-war models in 1946 and introduced the Max in 1953. This had some very innovative features including a monocoque frame made from pressed steel which was later inherited by the Supermax. By 1955 NSU had become the largest motorcycle producer in the world and was said to have inspired Soichiro Honda’s early designs. The Max 250 featured a unique Albert Roder-designed Ultramax connecting link drive for its single overhead camshaft and full-width alloy hubs. An expensive bike in its day, but built with typical German quality, it could outperform many larger capacity machines. First registered in 1958, this NSU Max is presented in the correct black and silver colour scheme with chrome tank panels, dual saddle, and fitted with a rear luggage rack. Reportedly in good condition for its age, the machine displays an appealing, largely original appearance with period patina befitting a well-preserved classic. Offered complete with its V5C registration document, it represents an opportunity to acquire one of Germany’s most technically advanced and desirable lightweight touring motorcycles of the post-war period.
Reg No: S278 LRY MOT: None Frame No: JKAZX900CCA015523
A response to Honda’s ultra-lightweight CBR900RR of 1992, Kawasaki had its mighty Ninja ZX-9R ready for the 1993 Paris Motorcycle Show ahead of 1994 production. Using a liquid-cooled, DOHC, 16-valve 899cc inline-four and six-speed transmission squeezed into an aluminium twin-spar frame, Kawasaki had what was claimed to be a 140bhp, 168mph machine weighing 477lbs.—a match for the Honda, though generally considered less sharp but more stable and faster in a straight line. Apart from the fundamentals of the engine, the model was almost completely redesigned during 1998 and remained in production until 2003. Having suffered an accident in 2013 after which it was declared a Category C insurance loss, this eye-catching ZX-9R was rescued and rebuilt to a custom specification. With the fairings removed, it now appears as something of a streetfighter, but is most impressive for its excellent custom paintwork, which lends the bike a marbled finish from a distance, and, upon close inspection, reveals an intricately-detailed collage of comic book-style art. Having been off the road since July, 2025, a few checks may be required before riding. Offered with current V5C.
No Reserve*
Reg No: AAS 876 MOT: Exempt Frame No: 85780
The 500cc, single-cylinder Matchless G80 was produced from 1946 to 1966 and proved popular both at home and in export markets. The design originated in the 1930s and went into production with Teledraulic forks and plunger rear suspension. It was updated with a swing-arm rear in 1949, which was a vast improvement; Associated Motor Cycles (makers of AJS and Matchless) had decided to adopt Velocette’s twin-shock swing-arm design for its top models. Various types of shock absorbers were fitted at different times. With poor-quality post-war fuel, the G80’s original compression ratio was 5.8:1. By 1951 it had gained an alloy cylinder head, and compression rose to 7.3:1 in 1956. In 1957, AMC switched from Burman gearboxes to their own make.
Originally registered in Dorset as ‘FJT 57’, this Matchless was in single ownership from 2008 to 2025, but was immediately taken off the road and placed into storage. It remains a handsome machine in spite of its layers of dust, and ought not to require a large amount of work before it is ready to take to the road again. The current V5C is supplied.
Recent BMZRC use
No Reserve*
Reg No: A542 FLW MOT: Exempt Frame No: 60785886
By the 1970s, BMW enjoyed a great reputation for quality and reliability— exemplified by the R100 range of 1976—but less so for glamour and excitement. To revitalise its image, it engaged stylist Hans Muth to create a sleek, up-to-date sports tourer design, with the resulting R100RS being easily distinguished by its almost futuristic fairing, the result of hours in a wind tunnel. While 125mph was the claimed top speed, its ability to cruise at 100mph was its most impressive attribute, which made it a joy over long distances. It shared its 980cc flat-twin and five-speed with the other R100s, but the RS was the most popular, selling 33,648 units up to 1984. Having apparently been in single ownership between 1986 and 2025, this R100RS has been in storage with other machines since 1994. It was seemingly supplied new through Slocombes of Neasden, and the 18,500 miles indicated on the odometer is almost certainly original. Display an attractive patina, there is scope to simply recommission the BMW and enjoy it as an ‘oily rag’, or it could undergo a full restoration. The engine turns over, all gears can be selected, and a current V5C is supplied. The original BMW panniers are a desirable feature.
Reg No: Un-Registered MOT: None Frame No: N/A
Founded in East Germany in 1953 as a successor to IFA, MZ (Motorad Zschopau) initially produced a development of the pre-war, two-stroke DKW engine upon which IFA had relied. Walter Kaaden was quick to develop 125cc singles and 250cc twins for racing, and these MZs often outran the best four-strokes. In later years, MZ started to lose sales to Japanese makers, and by the 1980s it was in severe difficulties. However, a group of enthusiasts saw in the humdrum MZ 250s of the era the potential for some really brisk racing. In 1986, the Formula Lightweight Racing Club was founded, and MZs performed so well in it that, in 1995, it became the British MZ Racing Club. The series is open exclusively to the 250cc models produced from the 1970s and into the 2000s, and it is a requirement that all bikes use an original frame, petrol tank, engine case, carburettor, fork externals and swing-arm. This thrilling machine has been built specially for BMZRC use and was campaigned extensively between 2023 and 2025, apparently with very good results. One of the most affordable routes into racing, it is offered with spares including wheels, engine cases, heads and barrels. There is no documentation.
Estimate: £2,000 - £3,000*
Reg No: T.B.A.
MOT: Exempt Frame No: 406973
Introduced during a period of post-war expansion for the Italian motorcycle industry, the MV Agusta 175 series helped establish the marque as one of Europe’s leading manufacturers of lightweight sporting motorcycles. Benefiting from the engineering expertise and competition pedigree of the Agusta family, the 175 combined elegant styling with lively performance and notably high build quality. Models such as the CSTL proved especially popular with riders seeking a refined yet sporting machine suitable for both everyday use and touring. Dating from 1955, this handsome MV Agusta 175 CSTL is presented in striking red and silver livery and displays considerable visual appeal throughout. Clearly restored in the past, the machine presents in smart older restored condition with polished alloy engine cases, chromed exhaust, wire-spoked wheels and attractive period detailing complementing the motorcycle’s elegant Italian styling. Features include the shapely fuel tank with MV Agusta insignia, sporting riding position and neatly integrated rear bodywork, all contributing to its purposeful mid-century appearance. Having formed part of a static collection in recent years, the motorcycle appears highly complete and notably well presented throughout. A charming and increasingly collectible example of one of MV Agusta’s most stylish lightweight sporting motorcycles.
No Reserve*
Reg No: 882 YUW MOT: Exempt Frame No: RCA51
Moto Guzzi was established in 1921 by three friends from the Italian Air Corps and is Europe’s oldest motorcycle manufacturer in continuous production, based in Mandello del Lario overlooking Lake Como. They were very successful in GP racing with products as diverse as the 350cc horizontal single to the incredible 500c V8. By the 1950s, Moto Guzzi had introduced models such as the Normale, the Falcone, the Airone and the Lodola. The Lodola featured a lightweight 175cc OHC single cylinder engine, and looking to build on its success, Moto Guzzi introduced the 234cc Gran Turismo, increasing power to 11 BHP. The model was the company founder and original designer Carlo Guzzi’s last design before his death in the early 1960s. This 1956 Grand Turismo model, being offered at no reserve, has been part of a small private collection of Italian bikes for a number of years. Presented in essentially original and standard trim it appears to be complete and fairly solid. Obviously needing a complete overhaul, it will make an interesting first restoration project and an unusual model to take on vintage runs and rallies. UK registered, it will be supplied with a current V5C.
Estimate: £2,000 - £3,000*
Reg No: CX09 URM MOT: None Frame No: ZDCSC58B09F401166
For decades, Honda has set the benchmark for dependable, high-quality motorcycles, combining proven engineering with exceptional build quality and rider-friendly performance. From commuters to touring machines, the marque has earned a loyal following worldwide for producing motorcycles that are both reliable and rewarding to own. Presented here is a 2009 Honda CBF1000 AT-9, a well-balanced sports tourer designed to offer effortless performance and everyday practicality. Powered by a smooth 998cc inline four-cylinder engine, the CBF1000 delivers strong, usable power and confident handling, making it equally suited to touring, commuting, or leisure riding. Offered from nine years’ ownership, CX09 URM has been dry stored and on SORN since the Covid pandemic, having been taken off the road due to the vendor’s ill health. It was running at the time of consignment and is said to be “ready to roam” by the vendor, but it will require the usual checks before being returned to regular use. Specified with touring in mind, the machine is fitted with panniers, a top box, heated grips and a chain oiler. It had covered 24,399 miles when last MOT tested on 17th May 2019 and is offered complete with its current V5C registration document.
Fascinating unrestored example
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: 181 5295
Developed for the Manx Norton race bikes, the legendary Featherbed frame eventually made its way onto the road in 1953, housing the 500cc twin-cylinder engine in the Dominator 88. Further development increased the engine size and the introduction of the 650SS in 1962 resulted in one of the best-performing bikes of the era, and an object of desire for Ton-Up Boys. The SS is a very rare bike nowadays, as so many became donor bikes for various Featherbedframed specials.
Registered new in London as ‘192 FLR’ (but no longer on DVLA records), the absence of a suffix suggests that this is one of the first 650SS Dominators from 1962 or early ’63. The late owner is known to have owned it almost from new, but by the mid-1970s it had been taken off the road and placed into storage, hence it is offered for sale as a supremely original, unrestored bike in need of sympathetic renovation. It is understood to be entirely complete, and the engine turns over with compression. There is no paperwork, but it should be a straightforward matter to reregister it with the help of the Norton Owners’ Club.
Estimate: £3,000 - £4,000*
Reg No: NK07 GKN MOT: None Frame No: SMZHC40DS7B004385
Introduced during the 2000s as a modern interpretation of the classic British single-cylinder roadster, the CCM SR-40 Street Scrambler combined traditional styling with contemporary engineering. Hand-built in Britain by CCM Motorcycles, the SR-40 utilised Suzuki’s proven 398cc DR-Z400 powerplant in a lightweight chassis, creating a motorcycle with distinctive character and engaging performance. Produced in relatively small numbers, the model has developed a loyal following amongst enthusiasts. First registered on 1st July 2007, this SR-40 is presented in an attractive silver and black colour scheme and benefits from just two former keepers recorded on its accompanying V5C. The current vendor acquired the machine in July 2016 and has maintained it as part of a private collection. The motorcycle presents well throughout and features desirable upgrades including a Trail Tech Vapour digital instrument display and bespoke radiator guards. MOT history records 7,832 miles at its most recent test in August 2024. Combining minimalist styling with robust Suzuki-derived mechanicals, this rare British-built machine represents an excellent opportunity to acquire one of CCM’s distinctive hand-built motorcycles. Offered with Swansea V5C.
Reg No: RGX 187X MOT: Exempt Frame No: 5A80002356
Yamaha entered the 1980s with the stated intent of increasing its market share at the expense of Honda. A result of this policy was the announcement of a number of new models developed to address (perceived) niches in the market. The TR1, unveiled to the public at the 1980 Cologne Show was one such machine. The model was conceived as a touring motorcycle of comparatively light weight, with good fuel economy and low maintenance costs.
A UK Market machine when new, ‘RGX 187X’ was first registered on 4th November 1981 and originally painted silver. It changed hands several times within the first decade of its existence, and was colour changed to black with red wheels in 1992. Our vendor acquired it in 1996 and rode it sparingly, before parking it up with the intention of someday restoring it. Several other major projects took precedent however, and now he has opted to sell it due to age. The vendor has recently got it running, although he has advised that it will need further recommissioning and a thorough check over. It is supplied with a V5C, assorted old MoT certificates and other sundry items relating to the history.
Reg No: T.B.A. MOT: Exempt Frame No: ZB 31S 20380
Introduced in 1945, the B31 was one of the most successful post-war models produced by BSA. Powered by a 348cc overhead-valve single-cylinder engine, the model earned a reputation for reliability, economical running costs and strong all-round performance. Equally at home as everyday transport or on longer journeys, the B31 became a familiar sight on British roads throughout the 1950s and remains a popular choice amongst classic motorcycle enthusiasts today.
This example from a diseased estate has a comprehensive ownership history file boasting a known history from new. Although appearing complete it will require restoration. We understand that by the time of sale it will have been issued with another age related registration number. Offered at no reserve with original RF60 logbook, V5C, instruction and parts books and multiple service sheets.
These conditions apply to all sales held by H&H Classics Limited in England and Wales to the exclusion of all other Terms and Conditions and no alteration or modification to these Conditions will be binding on H&H Classics Limited unless accepted in writing by them.
Your attention is specifically drawn to the “Notes for Intending Purchasers” published in the front of the catalogue.
In these Terms and Conditions the following words and expressions shall unless the context otherwise requires have the following meanings:
Auctioneer means H&H Classics Limited whose Registered Office is at Sterling House Maple Court, Tankersley, Barnsley, England, S75 3DP; company number 02852199 and Auctioneer means its representative who actually conducts the sale.
Bidders Registration Form means the form to be completed by each bidder pursuant to Condition 12.5.
The Buyer is the only person whose bid is accepted by the Auctioneer to conclude the contract for the purchase of a Lot.
Buyer’s Commission shall have the meaning given in Condition 14.
Catalogue includes any advertisement, brochure, estimate, price list and other publication generated or published by or on behalf of the Auctioneer in relation to a sale.
Contract means the contract formed pursuant to these Conditions between any of the Seller, the Buyer and the Auctioneer.
Entry Form means the form to be completed by the Seller as to each separate Lot pursuant to Condition 1.1.
Estimated Value means the value given by the Seller in the Entry Form as the Estimated Value of the vehicle and if more than one value is given, the higher of those values.
Expenses in relation to a Lot means the Auctioneer’s charges and expenses for illustrations, special advertising, packing, freight, transport, storage and any other charges and expenses of that Lot (other than the commission) plus VAT on any of them.
The charges for uplifting an item, either sold or unsold, into storage, with charges, are as follows:
Motor Cars
Uplift – From £175
Storage – £12 per day for the first fourteen days or part thereof and £40 per week or part thereof thereafter (subject to change without notice).
Motorcycles and Scooters
Uplift – From £120
Storage – £5 per day for the first fourteen days or part thereof and £12 per week or part thereof thereafter (subject to change without notice).
Bicycles
Uplift – £20
Storage – £3 per day for the first fourteen days or part thereof and £8 per week of part thereof thereafter (subject to change without notice).
Automobilia/Motobilia
Charges for these items are determined by size and weight:
‘A’ - the standard charge and will not be marked in the sales catalogue - £8 uplift and £1 per day storage (subject to change without notice).
‘B’ - larger items and marked * in the sales catalogue£20 uplift, £2 per day storage (subject to change without notice).
‘C’ - the largest items marked ** in the sales catalogue£50 uplift, £5 per day storage (subject to change without notice).
‘R’ - items needing to be ‘Referred’ for individual quotations marked ‘R’ in the sales catalogue (subject to change without notice).
Hammer Price means the price in £ sterling at which a Lot is knocked down by the Auctioneer to the Buyer at the fall of the hammer.
Lot means any item or items consigned with a view to its or their sale at auction.
Premises means the place at which the Auctioneer are conducting that particular sale.
Reserve means the minimum Hammer Price (if any) agreed between the Auctioneer and the Seller at which the Lot may be sold.
The Sale means the auction sale in respect of which the Lot is consigned for sale.
Sale Proceeds means the net amount payable by the Auctioneer to the Seller being the Hammer Price less the sum of the commission, the expenses, the entry fee (if not already paid) and the VAT chargeable on any of them.
Seller means the person who offers the Lot for sale whether or not he is the true owner.
Seller’s Commission means commission payable by the Seller pursuant to Condition 6.
Stated rates means the usual rates of Commission, Entry Fees and any other charges for the time being plus the VAT chargeable on any of them. The current rates are as from:
Motor Cars
Entry Fee – from £250 + VAT
Vendor’s Premium – 5% + VAT (min £500 + VAT)
Buyer’s Premium – 12.5% (min £500 + VAT) on the first £500,000 of the hammer price of each Lot, and 10% + VAT on the balance thereafter
Motorcycles & Scooters
Entry Fee – from £60 + VAT
Vendor’s Premium – 10% + VAT (min £150 + VAT)
Buyer’s Premium – 15% + VAT (min £150 + VAT) on the first £250,000 of the hammer price of each Lot, and 12.5% + VAT on the balance thereafter
Bicycles & Registration Plates
Entry Fee – from £60 + VAT
Vendor’s Premium – 20% + VAT (min £150 + VAT)
Buyer’s Premium – 20% + VAT (min £150 + VAT) on the first £100,000 of the hammer price of each Lot, and 15% + VAT on the balance thereafter
PLEASE NOTE: Online bidding attracts an additional 2% + VAT commission
Total Amount Due means the Hammer Price in respect of the Lot sold plus the Buyer’s commission and additional charges and expenses due from a defaulting Buyer under these Conditions plus VAT chargeable on any of them expressed in £ sterling.
Payment can be made by bank transfer using our bank account details as follows:
NatWest, 23 Sankey Street, Warrington, Cheshire
WA1 1XH
Account Name: H&H Classics Ltd
Account No: 71060480
Sort Code: 01-09-17
BIC: NWBKGB2L
IBAN: GB98NWBK01091771060480
Usual Charges means the total of the Commissions, Entry Fees and any other reasonable costs and expenses plus VAT payable thereon.
VAT means UK Value Added Tax at the prevailing rate from time to time.
Vehicles includes, where appropriate, incomplete vehicles.
1.1 An Entry Form in respect of each Lot must be completed fully and accurately, with an honest description of the Lot, signed and dated by the Seller and accompanied by the Entry Fee, when the Lot is entered. The Auctioneer may at any time ratify an incomplete form.
1.2 Any documentation pertaining to the Lot must be sent with the Entry Form to the Auctioneer’s office, or in any event delivered with the Lot to the Premises. The Contract between the Seller and the Auctioneer will be formed when the Auctioneer receives a signed Entry Form for the Lot, whether by hand, post, fax, email or by any other means, and whether or not the Entry Fee for that Lot has been paid, and whether or not the Form has been signed by the Auctioneer.
1.3 All relevant matters pertaining to the Lot such as a financial encumbrance, serious accident damage or other factors affecting value which are known to the Seller must be stated on the Entry Form. If a sale is lost because of the failure of the Seller to disclose to the Auctioneer all
information which may reasonably be expected to affect the provenance, title, value or any other aspect of the Lot, the Auctioneer will charge and the Seller must pay the stated rates (both to Seller and Buyer) plus VAT.
1.4 If the Seller wishes to retain the registration number of a Lot, it is the Seller’s responsibility to notify the Auctioneer in writing on the Entry Form. It is the Seller’s responsibility to take all necessary steps to ensure that the current registration number is retained and a new number allocated prior to the Lot being sold. If the Seller does not do so, the Auctioneer shall not be responsible for any loss or damage whatsoever and howsoever arising out of the Seller’s loss of the right to the registration number following the sale of the Lot.
2.1 The Auctioneer shall have absolute discretion whether or not to accept any Lot for sale and shall be entitled to select the auction place, date, catalogue placement and photographs for the Lot.
2.2 The Seller gives the Auctioneer full and absolute right to photograph and illustrate any Lot placed in its hands for sale, and to use such photographs and illustrations as are provided by the Seller at any time at its absolute discretion (whether or not in connection with the Sale), with indemnity against copyright infringement.
2.3 The Seller is wholly responsible for the factual accuracy of, and for any judgments or opinions expressed in, the catalogue description of each Lot entered by him, and for any error, misstatement or omission of information in that description. Whether the description has been prepared by the Auctioneer or the Seller, a copy of the typed text will be provided to the Seller within a reasonable time prior to the Auction, and unless the Seller reacts with comments or changes prior to the Auction, the Auctioneer may treat that description as accepted by the Seller.
3.1 The Seller warrants to the Auctioneer and to the Buyer either that he is the true owner of the Lot or that he is duly authorised to sell the Lot by the true owner, and is able to transfer or procure transfer of good and marketable title to the Lot free from a third party claims or encumbrances.
3.2 In the event of an unsettled hire purchase, finance agreement or any other charge or lien affecting the Lot, the Auctioneer reserves the right to settle the amount due of such charges not exceeding the Sale Proceeds and
if the Sale Proceeds are less than the charges outstanding the Seller will be responsible for the settlement of the balance forthwith. There will be a charge of £75 plus VAT for this service.
3.3 Each Lot, in the condition as described on the Entry Form, and with all keys, spare or extra items and documents shall be delivered to the Premises at the expense of the Seller. The Seller of a Lot not held by the Auctioneer at the Premises or under its control warrants and undertakes to the Auctioneer that the Lot will be made available and in a deliverable state at the time stated by the Auctioneer.
3.4 The Seller shall indemnify both the Auctioneer, its Employees and Agents, and the Buyer separately, against all payments, costs, expenses, demands, or any loss or damage whatsoever and wheresoever incurred or suffered by any of them in respect of any breach of these Conditions on the part of the Seller.
4.1 The Seller shall be entitled, prior to the sale to place a Reserve on any Lot, this being the minimum Hammer Price at which the Auctioneer is authorised to sell that Lot and to make its usual charges. A Reserve once placed by the Seller shall not be changed without the consent of the Auctioneer.
4.2 The Auctioneer may, at its option, sell the Lot at a Hammer Price below the Reserve but in any such case the Sale Proceeds to which the Seller is entitled shall be the same as if the sale had been at Reserve.
4.3 Where no Reserve has been placed on the Lot the Auctioneer shall in no way be liable should the Lot be purchased for a price below the lowest estimated selling price. In any event, any written or oral estimate of likely selling price given by the Auctioneer is an expression of opinion only and may not be relied upon by the Seller nor give rise to any claim.
4.4 If a Reserve is placed by the Seller in a currency other than Pounds Sterling, such a Reserve shall be calculated and converted into Sterling at the spot rate of exchange quoted to the Auctioneer by the National Westminster Bank Plc at close of business on the last banking day prior to the date of the Sale. The certificate in writing of the Auctioneer as to such rate shall be conclusive.
4.5 Where a Reserve has been placed, only the Auctioneer
may bid on that Lot on behalf of the Seller. Should the Seller buy in his own Lot, the Seller must pay to the Auctioneer its stated rates (both Seller and Buyer) before the Lot is removed.
5.1 The Seller may by notice to the Auctioneer withdraw the Lot from the Auction. If the Seller does so he shall be liable to pay the Auctioneer the stated rate of the Seller’s and Buyer’s commission calculated on the estimated value of the Lot that the Auctioneer would have received had the Lot been sold for the estimated value. For the purposes of this clause the estimated value shall be the higher of:-
(a) the Seller’s estimate of value as previously notified to the Auctioneer 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, or if none,
(c) the Auctioneer’s reasonable estimate of its value;
(d) plus VAT on such fee in either case and expenses;
5.2 In the event that the Seller withdraws the Lot from the Auction the Seller shall arrange for the collection/removal of the Lot at his own expense within 2 working days after the date of withdrawal provided that the Seller may not collect the Lot unless or until any withdrawal fee payable under Conditions 5.1 shall have been paid in full and any storage charges have been met by the Seller.
6. The Seller authorises the Auctioneer to deduct from the Hammer Price commission at the Stated Rate subject to the relevant minimum commission for each Lot, plus Expenses and VAT on both. The Seller acknowledges the Auctioneer’s right to charge and retain the Buyer’s Premium also in accordance with Condition 14.
7. The Seller of a Lot which is a road going means of transport warrants and undertakes to the Auctioneer that, as at the date of the Sale, either:
(a) the Lot will be VAT paid in the EU and registered in the UK, will be lawfully usable on the public road, complying with the provisions of current Road Traffic Legislation and all relevant regulations made thereunder and any statutory modifications thereof, and there is or will be in force an MOT Certificate required in relation to such use; or (alternatively)
(b) the Seller has notified the Auctioneer that the Lot does not or will not meet these requirements, and cannot legally be used on the road.
8. The Seller hereby agrees to indemnify the Auctioneer, its Agents and Employees against any and all claims, liability or damage and all related costs and expenses arising out of the proper execution by the Auctioneer of their obligations to the Seller under these Conditions, and in particular against any liability or claim which may be incurred by the Auctioneer as a result of any defect in the Lot, whether proving dangerous to human life or health or otherwise giving rise to a claim against the Auctioneer, or as a result of any default by the Seller or any breach of any of the warranties or undertakings herein by the Seller.
9.1 Where any Lot fails to sell, the Auctioneer shall notify the Seller accordingly. The Seller shall make arrangements either for the Auctioneer to re-offer that Lot for sale, or forthwith to collect the Lot and to pay the Expenses. If such arrangements are not made:
(a) by 1pm on the day following the date of the Sale, the Seller shall be responsible for the costs of any removal, storage and other expenses related to that Lot;
(b) within 3 months after formal notification by the Auctioneer to the Seller, the Auctioneer shall have the right (pursuant to the Torts (Interference with Goods) Act 1977 or any legislation that re-enacts or replaces it) to sell the Lot by private treaty or at public auction without reserve and to deduct from the Hammer Price or price received any sum owing to the Auctioneer including (without limitation) removal, storage and insurance expenses, the Expenses of both auctions, Commission at the Stated Rate on the sale and all other reasonable expenses, before remitting the balance to the Seller; or if he cannot be traced, placing it in a bank account in the name of the Auctioneer on behalf of the Seller.
9.2 If the Seller later sells the Lot as a result of its exposure at the auction the Auctioneer will be entitled to their normal commission. In any event the Auctioneer will be entitled to try and effect a sale as the Seller’s agent within 14 days after the date of the auction (that time limit does not apply to a sale by the Seller). If the Auctioneer does so sell the Lot, they will also be entitled to their normal commission.
10.1 Where a Lot is sold, the Auctioneer shall initiate
payment, by bank transfer, of the Sale Proceeds to the Seller 14 days after the Auctioneers have received in cleared funds the Total Amount Due from the Buyer. Should no bank details be provided by the seller, the Auctioneer will effect payment by sending its cheque, drawn in favour of the Seller, 14 days after receipt of cleared funds, by first class mail at the Seller’s risk.
10.2 If before the Total Amount Due is paid by the Buyer (whether or not because the Auctioneer has given credit terms to the Buyer) the Auctioneer pays to the Seller an amount equal to the net Sale Proceeds, title in the Lot shall pass from the Seller to the Auctioneer.
10.3 In the case of overseas Sellers, the Sale Proceeds will be paid to the Seller either in Sterling or in such other currency available to the Auctioneer as may have been agreed in writing between the Seller and the Auctioneer before the date of the Sale. The Auctioneer shall calculate the rate of exchange for the Sale Proceeds by reference to the spot rate of exchange quoted by the National Westminster Bank Plc at close of business on the date of the Sale, whichever is more favourable to the auctioneer.
10.4 If the Auctioneer receives notice of any dispute related to a sold Lot before the Sale Proceeds have been remitted to the Seller, the Auctioneer may withhold payment from the Seller until it thinks fit or until the Dispute is resolved, whichever is earlier.
10.5 The Auctioneer retains the right to withhold partial or total payment for any Lot if items committed to the Sale by the Seller and sold as part of the Lot, including any relevant documents, have not been delivered by the Seller.
10.6 The Seller shall maintain their insurance of the Lot until they are in receipt of the Sale Proceeds
11.1 If the Buyer fails to pay the Auctioneer the total Amount due within 21 days after the Sale, the Auctioneer will notify the Seller and take the Seller’s instructions as to the appropriate course of action. So far as in the Auctioneer’s opinion it is practicable, the Auctioneer will at the Seller’s expense assist the Seller to recover the Total Amount Due from the Buyer, but the Auctioneer shall be under no obligation to institute proceedings in its own name.
11.2 If circumstances outside the Auctioneer’s control do not permit the Auctioneer to take instructions from the
Seller, the Seller hereby authorises the Auctioneer, at the Seller’s expense, to agree special terms for payment of the total Amount Due; to remove, store and insure the Lot sold; to settle claims made against the Buyer or the Seller on such terms as the Auctioneer shall in its absolute discretion think fit; to take such steps as are necessary to collect the monies due by the Buyer to the Seller; and if necessary to rescind the sale and refund money to the Buyer.
12.1 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. The Auctioneer has to rely on information as to the date, condition and authenticity provided by the Seller and does not provide its own description, and does not and cannot undertake its own inspection of vehicles or other Lot and it is the responsibility of the Buyer to ensure that the Lot conforms to the description in the catalogue. The Auctioneer cannot check or verify the authenticity of the chassis or VIN number under which a vehicle is offered, but relies on the Seller’s description. Buyers should take particular care to verify in advance the authenticity of a vehicle that is claimed to have important racing, rallying or ‘ex-works’ history as it was common in period for a competition vehicle of a single identity to have more than one chassis, body or other mechanical components. This may have happened several times, both in a vehicle’s ‘works’ career and thereafter in private owner hands. Sometimes ‘works’ vehicles were fitted with different registration plates, so that a vehicle could meet a particular event’s start date deadline. These historical factors may lead to there being in existence multiple and competing claimants to the same vehicle identity.
12.2 The Buyer shall be the person making the highest bid at or over Reserve (if any) that is accepted by the Auctioneer, and the Contract shall be concluded at the fall of the hammer. The Auctioneer shall have the absolute discretion to settle any dispute related to bidding at the Sale. All sales are deemed not to be sales in the course of a business, unless notified to the contrary.
12.3 Every bidder shall be deemed to act as a principal unless the Auctioneer has, prior to the auction date, acknowledged (either by acceptance of the Bidder’s
Registration Form which discloses the true principal, or otherwise in writing) that the bidder is acting as agent on behalf of a disclosed principal.
12.4 The Auctioneer may in its absolute discretion refuse to accept any bid, advance the bidding as it may decide, withdraw or divide any Lot, combine any two or more Lots, and in the case of dispute may put up any Lot for auction again.
12.5 A prospective bidder should register his intention to bid for a Lot by completing fully and signing a Bidder’s Registration Form prior to executing his bid. If this has not been completed before the fall of the hammer, the Buyer shall forthwith complete the Bidder’s Registration Form. The Bidder shall also provide photographic identification. Failure to do so shall not invalidate the sale, unless the Auctioneer, in its absolute discretion, so decides.
12.6 Any bid which fails to reach the Reserve may be submitted by the Auctioneer to the Seller and if the Seller accepts that bid, the Lot will be deemed to have been sold to the Buyer at the sum bid at the fall of the hammer and the normal Terms and Conditions will apply to that sale.
13.1 Where a Lot is illustrated by a photograph, in the case of a vehicle with a registration number visible, that number will not be transferred with the vehicle to the Buyer unless the registration particulars appear in the written part of the description and the transfer has been authorised by the Seller. If the vehicle is sold to the Buyer before the formalities of the allocation of a different registration number to that vehicle are completed with the DVLA, the Buyer accepts that he will take all steps necessary to cooperate with either the Seller or the Auctioneer to have the number re-transferred to the Seller or as may be, and will take no steps to register the vehicle with the number in his name.
13.2 Whilst the interests of prospective Buyers are best served by personal attendance at the Sale, the Auctioneers will if so instructed execute bids on their behalf. Neither the Auctioneer nor its Employees or Agents will be responsible for any error or default in doing so or in failing altogether to do so. Where the Auctioneer executes bids on behalf of an absent bidder, each Lot will be bought as cheaply as is allowed by other bids and any relevant Reserve.
14. The Buyer shall pay to the Auctioneer in respect of
each Lot the Buyer’s Commission calculated on the Hammer Price at the stated rates as set out above.
15. Where a Lot is described in the Catalogue or announced at the time of Sale as being subject to VAT on import, VAT will be payable in addition to the Hammer Price (which VAT may or may not be refundable by HM Customs & Excise on proof of export).
16.1 Upon the sale of a Lot, the Buyer shall:
16.2 Unless he has already done so, complete a Bidder’s Registration Form as in Condition 12.5 above;
16.3 Pay to the Auctioneer the total amount due, at latest by midday on the day after the Sale, notwithstanding that where the Buyer wishes to export the Lot, an export licence may be required which must be obtained by the Buyer at his own cost;
16.4 Accept that any payments received by the Auctioneer from a Buyer may be applied by the Auctioneer towards any sums owing from that Buyer to the Auctioneer on any account whatsoever, without regard to any directions of the Buyer or his agent, whether express or implied.
17.1 Until the total amount due has been received by the Auctioneer:
(a) title in a Lot shall not pass to the Buyer but the risk shall;
(b) no Lot may be taken away by or on behalf of the Buyer.
17.2 The Buyer shall be responsible for any removal, storage and insurance charges and any other Expenses on any Lot not paid for and taken away from the by 1pm on the day following the day of the sale.
17.3 If the Lot remains under the vendor’s control for any reason, either at their property or a third-party one, then the Buyer must remove it within ten days of the sale. Failure to do so will result in the Lot being uplifted to secure storage at the Buyer’s expense.
18.1 If a Buyer fails either to pay for or to take away any Lot, the Auctioneer may without further notice to the Buyer, at its discretion and without prejudice to any other rights or remedies it may have, exercise one or more of the following rights or remedies, as may be relevant, in relation to any and all remedies for non-payment that the Auctioneer may choose to exercise. The Buyer will pay to
the Auctioneer all legal and other costs borne by it on a full indemnity basis.
18.2 To charge interest at a rate not exceeding 3% per month over Natwest Bank’s base rate on so much of the total amount due as remains unpaid after the date and time referred to in condition 16.3 for the first two months. After that period of time to charge interest at a rate not exceeding 1.75% per month over Natwest Bank’s base rate on so much of the total amount due as remains unpaid after the date and time referred to in condition 16.3.
18.3 To issue proceedings against the Buyer for payment of the total amount due and/or for damages for breach of contract. If the Seller decides to sell the Lot elsewhere, the Auctioneer may proceed against the Buyer for the Commission which it would have earned both from the Seller and the Buyer together with VAT on both had the Buyer paid for the Lot in accordance with these Conditions.
18.4 To rescind the sale of that or any other Lots sold to the same Buyer at this or any other Sale, in respect of which title has not passed.
18.5 To resell the Lot or cause it to be resold by public or private sale, such that any deficiency in the total amount due resulting from such resale (after giving credit for any payment) together with the full costs incurred in connection with the Lots shall be paid to the Auctioneer by the Buyer; any surplus in excess of the Sale Proceeds of that resale shall belong to the Seller.
18.6 To store the Lot at the sole expense of the Buyer and to release the Lot only after payment in full of the total amount due, together with the accrued cost of the removal, storage and insurance and all other expenses incurred in connection with the Lot.
18.7 To retain that or any other Lot sold to the Buyer at the same or any other auction and to release the same only after payment of the total amount due.
18.8 To apply by way of set-off any Sale Proceeds of any Lot then due or at any time thereafter becoming due to the Buyer towards settlement of the total amount due and expenses and the Auctioneer shall be entitled to a lien on any property of the Buyer which is in the Auctioneer’s possession for any purpose.
18.9 To reject or ignore any bids made by or on behalf of
the defaulting Buyer at any future sales or insist upon a cash deposit before accepting any bids in future.
19.1 All Lots are offered as seen with all faults and defects without any guarantee or warranty attaching thereto as to condition, roadworthiness or otherwise and with all faults and defects whether apparent upon examination or not.
19.2 In any event, neither the Seller nor the Auctioneer shall be liable for any indirect or consequential loss whatsoever, and the maximum liability of the Auctioneer together with its Employees and Agents, in the event of any claim against them arising from the sale of any Lot shall be limited to the Hammer Price plus Buyer’s Premium in respect of that Lot.
20. The Auctioneer in all respects acts and will be treated as agent for the Seller (except where the Auctioneer is expressly stated to be selling as principal), and is not responsible for any default by the Seller or the Buyer to the other party.
21. The Auctioneer will not accept any liability for damage sustained to a Lot that is attributable to members of the public or non-Auctioneer operatives during the Sale or any removable items left within lots during the same period. Any claims for damage and / or lost items must be submitted to the Auctioneer in writing no later than 3 working days after the date of the Sale and include a valid quote for repair or replacement and digital photographs where applicable.
22. The Auctioneer shall be under no liability for any injury, damage or loss sustained by any person while on the Auctioneers premises (including any premises where a sale may be conducted or where a Lot, or a part of a Lot, may be on view from time to time) except for death or personal injury caused by the negligence of the Auctioneers or its employees and agents in the course of their duties to the Auctioneers.
23. The Auctioneer shall have the right, at its sole discretion, without assigning any reason, to refuse any person admission to its Premises or attendance at any of its Sales, or to view any Lot.
24. The Auctioneer shall keep and use any data relating to the Buyer and the Seller in accordance with the provisions of all relevant data protection legislation. The Buyer and
the Seller consent to such data being kept and used for appropriate purposes, including informing the Buyer and the Seller of any offers or other matters of interest from time to time.
25. The copyright in all written matter and illustrations relating to Lots shall remain at all times the absolute property of the Auctioneer, and any person wishing to use such materials, or any part of them, shall require the prior written consent of the Auctioneer.
26. If any Condition or part of a condition in these Terms shall be held to be invalid or unenforceable, the validity or enforceability of the remaining Conditions will not thereby be affected.
27. These Conditions shall be governed by and construed in accordance with English Law. All transactions to which these Conditions apply and all matters connected therewith shall also be governed by English Law. Each of the Auctioneer, the Seller, the Buyer and any bidder hereby submits to non-exclusive jurisdiction of the courts of England and Wales.
1928 AJS K8
1926 AJS G8 275 1936 AJS Model 18T Competition 119 An assortment of Michelin
202 1955 BSA RGS Replica
234 c.1955 BSA ZB34 Gold Star
246 1930 BSA S30 ‘Sloper’ OHV
253 1970 BSA Bantam
256 1955 BSA CB32 Gold Star
260 c.1971 BSA B50MX
287 1955 BSA B31 350cc
Gold Star evocation
304 1958 BSA Bantam D5
322 1925 BSA H25 with Model 7 Sidecar
326 c.1960 BSA C15 Scrambler
333 1960 BSA A10 Super Rocket
334 c.1971 BSA B50MX Scrambler
347 1950 BSA ZB34 Competition
374 1946 BSA B31
380 1954 BSA Chopper
384 1928 BSA B28 Deluxe
403 1959 BSA B32 Gold Star
411 1949 BSA B31
1925 Beardmore Precision 250cc
2004 Benelli Tornado Tre 900RS 250 c.1980 Benelli ‘Josef Vontor’ Quattro Race replica 312 c.1994 Bimota YB8 Evoluzione
444 1959 BSA 650cc Super Rocket Evocation
446 1975 BSA A7 650cc Special
447 1955 BSA B31
460 1952 BSA B31
372 2005 Buell XB12R Firebolt
228 1980 Bultaco Sherpa T 350 Pyrenees
458 2007 CCM SR-40 Street Scrambler
135 c.1960 Cezeta 501
226 1910 Douglas Model D
227 1957 Douglas Dragonfly
257 1916 Douglas Model V
258 1956 Douglas Dragonfly
276 1924 Douglas Model SW/24
277 1950 Douglas Mk. V
288 1920 Douglas 2¾hp Model V
315 1924 Douglas Model OB/24
316 1950 Douglas Competition model
328 1925 Douglas CW/25
331 1935 Douglas Endeavour
341 1930 Douglas S6
342 1935 Douglas Bantam X1
370 1913 Douglas 2¾hp
394 1924 Douglas 2 3/4 HP
229 1997 Ducati 900SS
239 2002 Ducati 998S
242 1996 Ducati 916 SP3
264 1975 Ducati 750 GT
267 1995 Ducati 916
283 1983 Ducati Mike Hailwood Replica
297 1993 Ducati 900SS
303 2006 Ducati ST3
351 2000 Ducati Monster 600
354 1982 Ducati 900SS
356 1980 Ducati 900 Mike Hailwood Replica
216 c.1951 Egli-style Vincent Comet Special
104 Esso two-stroke oil dispenser and cans
118 Fina petrol pump globe
121 Gasboy petrol pump
269 1970 Gilera 124 5V Strada
455 1959 Moto Guzzi Lodola
241 1975 Harley Davidson X90
262 1977 Harley Davidson Shovelhead
329 1990 Harley Davidson Sportster
368 2003 Harley Davidson FLSTF Fat Boy
207 1979 Harley-Davidson XLCR
363 1994 Harley-Davidson Low Rider
367 1983 Harris Magnum
414 1987 Harris Magnum
426 1989 Harris ‘Harribox’ Project
430 c.1987 Harris Magnum Project
126 1959 Heinkel Tourist 175
143 1977 Honda PA50 Camino
209 1970 Honda CB750 Police Bike
230 1977 Honda CB750 F2
252 1965 Honda CB72
266 1976 Honda CB750F Super Sport
284 1989 Honda VFR750R RC30
309 1975 Honda SS50
311 1981 Honda CBX1000 Super Sport
313 1975 Honda CB500
314 1996 Honda Fireblade CBR900RR
348 1976 Honda ST70 Dax
349 1979 Honda CB250N Super Dream
350 1981 Honda CB900F Super Sport
362 1980 Honda CBX1000 Super Sport
371 1979 Honda CBX1000 Super Sport
376 2000 Honda CBR1100XXY Blackbird
406 2004 Honda CBR1000RR
413 1989 Honda GB500TT
424 1981 Honda CB750F Bol d’Or 2
2009 Honda CB1000F AT-9
1974 Honda-Kawasaki “SS250” Special
c.1975 Husqvarna CR250 210 1969 Indian Velo 500
Innocenti original double-sided light-up sign
c.1963 Italjet 50cc Racer
1963 Lambretta Li1150 Series 3 (186)
142 1968 Lambretta J50 Deluxe
145 1971 Lambretta GP200 Electronic
146 1957 Lambretta LD150 Mk3
148 1961 Lambretta Li125 series 2
149 1964 Lambretta Eibar Li150(200) Winter Model
150 1959 Lambretta Li125 Series 1 Framebreather
152 1970 Lambretta GP150(125)
153 1964 Lambretta TV175 series 3
154 1965 Lambretta LI150 Special ‘Stanley Road’
156 1963 Lambretta GT200
157 1961 Lambretta Li150 series 2
160 1970 Lambretta GP150 (RB230) Custom Special
162 1963 Lambretta TV175 series 3
163 1967 Lambretta SX150 Special
165 1966 Lambretta SX200
112 Lambretta Accessories bundle
124 Lambretta Li126 ‘City Cruiser’ bicycle new in box
101 Lambretta light-up garage sign
102 Lambretta light-up shop display bundle
117 Lambretta period metal signs
113 Lambretta pictures and signs bundle
111 Lambretta shop display bundle
204 1980 Laverda Jota
220 1979 Laverda Jota 180
261 1969 Laverda 750 GT
420 1975 Laverda 3C
238 c.1930 Levis A2
373 1924 Levis T3
221 1960 Matchless G3L
344 1956 Matchless G3LS
361 1960 Matchless G12 CSR 650
366 c.1962 Matchless G50
429 1964 Matchless 250 G2 CSR
432 c.1955 Matchless G9
451 1952 Matchless G80
402 c.2005 Metrakit 125 Mini GP Bike
399 2009 Millyard Viper V10
240 1958 Moto Parilla 125 Sprint
251 1982 Moto Martin Honda CB1100F
306 1978 Moto Guzzi 850 Le Mans Mk. I
325 1947 Moto Guzzi GTV
345 1952 Moto Guzzi 250 Airone
387 1996 Moto Guzzi California
425 1989 Gilera Dakota 500
436 1960 Moto Guzzi Zigolo
438 c.1985 Moto Guzzi V50 ‘NATO’ spec
445 1968 Moto Guzzi Stornello
398 c.1974 Motori Minarelli 50cc Racer
401 c.1970 Motori Minarelli 50cc Racer
407 c.1969 Motori Minarelli 50cc Racer
409 c.1968 Motori Minarelli Racer
410 c.1967 Motori Minarelli 50cc Racer
330 1974 MV Agusta 750 S
400 c.1968 MV Agusta 50cc Racer
454 1955 MV Agusta 175 CSTL
453 c.1995 MZ 250cc racing bike
255 1930 New Hudson Model One 500cc
360 1926 New Imperial Model 2
200 1960 Norton Dominator Deluxe
206 1972 Norton Commando 750
213 2019 Norton 961 Street prototype
248 c.1960 Norton Dominator G50 Special
249 1948 Norton Model 16H
273 1970 Norton Mercury
290 1949 Norton Model 30 International
299 1952 Norton ES2
308 1956 Norton Manx 30M
324 1975 Norton JPN Commando
338 1961 Norton Dominator 88
357 1955 Norton Dominator 88
388 c.1957 Norton Manx 40M
390 1976 Norton 850 Commando
397 1960 Norton Model 50
427 1959 Norton ‘Manki’ Special
433 1968 Norton Cafe Racer
457 c.1962 Norton Dominator 650SS
449 1958 NSU Max
110 Original RAC double sided sign
105 Pair of chromed Lambretta SX200 side panels
392 1947 Panther 120 & Swallow Sidecar
441 c.1957 Panther 250 Model 65
379 1952 Peugeot Type 57 TAL
340 1926 Raleigh Model 5S
114 Redex Oil dispensor / cans
364 2018 Renault Twizy
318 c.1965 Rickman Bultaco
386 c.1971 Rickman Rolling Chassis
439 c.1978 Rickman CR Rolling Chassis
271 1916 Royal Enfield 6HP
343 1957 Royal Enfield Bullet 350
383 1953 Royal Enfield Bullet Trials
385 1965 Royal Enfield 750 Cafe Racer
434 1953 Royal Enfield 350 Model G
289 1932 Rudge 500 Special
201 1936 Scott Flying Squirrel
294 1925 Scott Super Squirrel
274 c.2025 Seeley G50 special
300 c.1971 Seeley G50
417 2003 Sherco Trials bike
265 1973 Silk Scott
353 1931 Sunbeam Model 9/90 Special
435 1951 Sunbeam S7 Deluxe
208 1990 Suzuki GSX-R1100
214 2006 Suzuki GSX-R750 Track Bike
217 1969 Yamaha YDS6
218 1977 Suzuki GT750 231 1975 Suzuki B120 243 1979 Suzuki X-7
1984 Suzuki GS1000R XR41 Works Racer
1966 Suzuki TC250 X6 Hustler
1999 Suzuki GSXR-600
1979 Suzuki GS1000ET
412 1972 Suzuki RV125
416 1974 Suzuki GT250
419 1980 Suzuki GS1000S
108 Tansad Flyabout pedal scooter
123 Texaco oil dispenser and oil can
259 1962 Triton T110
393 1959 Triton 650
205 1927 Triumph Model P
215 1924 Triumph Model R Ricardo
224 1967 Triumph Mountain Tiger Cub
232 1973 Triumph T150V Trident
233 1968 Triumph Bonneville T120R
236 2010 Triumph Métisse Steve McQueen Desert Racer
237 1967 Triumph Bonneville T120
245 1955 Triumph 6T Thunderbird
247 1966 Triumph T120R
282 1966 Triumph Tiger Cub
298 1919 Triumph Model H
320 c.1975 Triumph T160V
332 c.1970 Triumph T150 Trident
337 1959 Triumph 5TA Speed Twin
352 2003 Triumph Daytona 955i
358 1926 Triumph Model P
389 1971 Triumph TR6
442 1952 Triumph 5T Speed Twin Combination Sidecar
159 1971 Tula Tourist 200
106 Various original period Lambretta items
107 Various Vintage Automobilia
222 1959 Velocette Venom
254 1970 Velocette Sportsman
295 1966 Velocette Venom to Thruxton specification
346 1955 Velocette MAC
396 1957 Velocette MAC
405 1960 Velocette Venom Clubman
421 1957 Velocette MSS
437 c.1930 Velocette GTP
440 1949 Velocette LE
127 1966 Vespa VBC Faro Basso Retro Custom
134 1977 Vespa 50 Special Series 3
141 2003 Vespa PX200
144 1972 Vespa Rally 200 ‘The Ace Face’ Sting evocation
147 1966 Vespa SS180 Super Sport
151 1951 Vespa ACMA 125 V51
155 1978 Vespa ET3 Primavera 125
158 1965 Vespa VBB Retro ‘Faro Basso’ Custom
161 1966 Vespa Sprint GT125
164 1952 Vespa Hoffmann A
219 1949 Vincent Comet Series C
293 1951 Vincent Rapide Series C
Printed by Park Communications, a Carbon Neutral Company, on FSC® certified paper. Park works to the EMAS standard and its Environmental Management System is certified to ISO 14001. This publication has been manufactured using 100% offshore wind electricity sourced from UK wind. 100% of the inks used are vegetable oil based, 95% of press chemicals are recycled for further use and, on average 99% of any waste associated with this production will be recycled and the remaining 1% used to generate energy. This document is printed on paper made of material from well-managed, FSC®-certified forests and other controlled sources.
321 1952 Vincent Rapide Series C
355 1955 Vincent Black Prince/Watsonian Combination
109 Vintage petrol pump
120 Wurlitzer 3560 Zodiac
‘Lambretta SX200’ Jukebox
137 1975 Yamaha McLaren Pit Bike
223 1985 Yamaha RD350 31K
225 1999 Yamaha V-Max Full Power
235 1977 Yamaha XS750
270 1969 Yamaha R-3 350
279 1977 Yamaha FS1-E
292 1966 Yamaha YDS-3C
301 1970 Yamaha R-3 350
302 1972 Yamaha YDS7
319 1979 Yamaha XT500
323 1991 Yamaha RD350 FN2
335 1973 Yamaha RD350
336 1977 Yamaha FS1-E
365 c.1977 Yamaha TY250
415 c.1977 Yamaha XT500
422 1990 Suzuki GSX-R1100L
443 2004 Yamaha Banshee (YF2350) Black Edition
459 1981 Yamaha XV1000 TR1
133 1956 Zundapp Bella 200
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