H&H National Motorcycle Museum | 25 March 2026

25th March 2026, National Motorcycle Museum

CONSIGN YOUR CLASSIC SCOOTER TODAY

One of the greatest 250 racers of all time

Estimate: £48,000 - £54,000* Reg No: Un-Regsistered

on page 121

NOTES FOR INTENDING PURCHASERS

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.

Admission

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.

Bidder Registration

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.

Currency Converter

Solely for the convenience of bidders, a currency converter is provided at H&H sales. The rates quoted for conversion of other currencies to pounds sterling are indicative only and provided by our partner Bidpath. We will not be responsible for any errors, inaccuracies or omissions in the currency converter.

Bidding Increments

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 Failure to comply with this could result in the facility to bid being withdrawn.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

Premium

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.

Warranty

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.

Commission / Telephone Bids

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).

Payment

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 Licence / Dates

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.

Removal of Lots

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.

Vehicle Identity and Competition History

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 INFORMATION

Auction Venue National Motorcycle Museum

Coventry Road, Bickenhill, Solihull, West Midlands B92 0EJ

Schedule Viewing:

Tuesday 24th March, from 1pm

Wednesday 25th March, from 9am

Auction:

Vintage Scooters – Wednesday 25th March at 11am

Classic Motorcycles – Wednesday 25th March 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 - 126 The Vintage Scooter Auction

1955 Moto Rumi Formichino

No Reserve*

Reg No: 812 XWB MOT: Exempt

Frame No: 20884

Styled with typically elegant Italian simplicity, the Formichino combined flowing bodywork with compact proportions, creating a scooter that was both functional and visually distinctive. Its enclosed body panels, integrated headlamp nacelle and small wheels gave it a charming, almost automotive appearance, while the twin-seat arrangement made it practical for everyday use. These qualities helped the model gain popularity during a period when lightweight two-wheeled transport played an important role in post-war mobility across Europe. The example offered here appears to have benefited from restoration work carried out many years ago. Evidence of this can be seen in the paintwork, where older finishes and signs of previous repainting are now beginning to show through, contributing to the machine’s period patina. The scooter retains considerable character and presents as an appealing project for sympathetic recommissioning or preservation. Accompanied by its V5 registration document, this Formichino represents an increasingly collectable example of an unusual and technically interesting Italian scooter. Today, surviving machines are appreciated by collectors of early Italian scooters and post-war micro-transport, making this a characterful example of a charming and innovative design.

1959 MotoVespa 125

No Reserve*

Reg No: XAS 963

MOT: Exempt Frame No: VT 206871

The iconic Vespa was launched by Piaggio in Italy in 1946, and demand proved to be so strong that licensing agreements were signed with various companies around the world, with Motovespa acting as Piaggio’s Spanish licence holder. Linking with a manufacturer in Spain allowed Piaggio to bypass the government policy of not allowing the import of goods that could be produced locally and avoid import tariffs and restrictions. Motovespa initially imported complete scooters from Italy, secretly labelling them with Spanish serial numbers before beginning full production in 1953, still using many parts supplied from Piaggio’s factories in Italy and France. The chassis number of VT206871 suggests this is a Spanish ‘made under licence’ version of Vespa’s popular VBA 125cc scooter. First registered in the UK in 2004, it appears to have spent most of its life in Europe. Presented in an attractive two-tone red and white finish, it comes supplied with a front carrier, spare wheel with target cover, separate rider and pillion saddles and a dual tail pipe exhaust. Bought by the vendor in 2017, it has not seen much use since so it will need some recommissioning before use and comes supplied with a current V5C.

1957 Lambretta LD150 Mk3

Restored by Disco Dez Scooters

No Reserve*

102

1958 Lambretta TV175 Series 1

British-market machine subject to a recent restoration

Estimate: £10,000 - £11,000*

103

Reg No: UXK 507 MOT: Exempt Frame No: 284669 150LD

The Lambretta LD Mk1 was first introduced in 1951 as a 125cc model 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. 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 was subject to a complete restoration in 2014 and finished in one of the unique original colours of the time by Disco Dez Scooters, who are known for their quality and prolific output of accurate machines. Still in really nice condition, it was in full running order when parked up a few years ago. The engine now turns freely although no attempt was made to start it at time of consignment. Offered at no reserve.

Reg No: 9448 WB MOT: Exempt Frame No: 04015

This example from 1958 was sold new in the Sheffield area, making it one of the first large-capacity Lambrettas to pass through the British Lambretta Concessionaires agency in Croydon. After a long period of lay-up, it was acquired by the vendor in a dilapidated state in 2023, and he immediately embarked upon a meticulous restoration. The panel work has been painted in the correct shade of ‘Ivory’ and the original fixings were sent off for either chrome plating or zincing as required whilst the engine was subject to a bare casing overhaul. Many original features have been retained that are unique to the TV Series I such as the correct fuel tank, the original 23mm Dell’Orto carburettor and frame-breather air intake system, plus the original style seat and headset cable adjusters.

Seldom do examples of the TV 175 Series I come onto the market, and British registered from new machines are particularly rare – especially in restored condition. It is offered with its original RF60 buff logbook and a current UK V5C.

2002 Italjet Dragster 125

Only 7,378km (4,584 miles) from new

Estimate: £2,000 - £3,000*

104

2011 Vespa GTS 300 Super

105

Reg No: AK02 GWV MOT: T.B.A • Frame No: 152873

Introduced in 1998, the Italjet Dragster is one of the only mass-produced scooters with a ‘RAAD’ forkless front suspension and a spaceframe. The founders of the company who were also brothers, Alessandro and Leopoldo Tartarini, obtained a patent for this combination in 1997. This is one of the most distinctive scooters ever conceived and is proving popular with collectors and enthusiasts alike. Residing in a private scooter collection of fabulous and interesting examples since 2015, this example has covered only 7,378km (4,584 miles) from new. A rare bike when new and rarer today to find in good order, it comes with a Swansea V5C. DVLA record the colour as being silver - Italjet dragsters were originally offered in silver with blue trellis frame so it has likely been resprayed to a good standard in metallic black with decals replaced prior to the vendor’s ownership. We are advised it has recently been serviced and it is hoped a new MOT will be in place in time for the sale.

Estimate: £2,000 - £3,000*

Reg No: WA11 JLO MOT: May 2026 Frame No: ZAPM4520000048714

This 2011 Vespa GTS 300 Super represents an opportunity to acquire a one-owner, exceptionally low-mileage example of Vespa’s flagship performance scooter. Finished in the sought-after matt black colour scheme, it carries a purposeful appearance that has helped establish the GTS 300 Super as one of the most desirable models in the modern Vespa range. Its combination of clean styling and proven mechanical robustness has ensured strong demand among enthusiasts and everyday riders. At the time of inspection the scooter ran as expected, with no warning lights displayed on the dashboard and no signs of hesitation. This supports the impression of a machine that has been used sparingly and with considerable care throughout its life. Examples showing such low mileage, particularly from the earlier years of GTS 300 Super production, are becoming increasingly difficult to find as many have long since been used for daily commuting. Offering a blend of style, practicality and strong real-world performance, this Vespa provides an appealing option for collectors, urban riders and Vespa enthusiasts alike. As an unusually low-mileage early GTS 300 Super, it represents a particularly attractive and usable modern classic.

1968 Lambretta SX200

106

1960 Heinkel Tourist

Beautifully restored No Reserve*

107

Reg No: SRR 446F MOT: Exempt Frame No: SX200 850363

Many regard the SX200 to be the finest scooter Innocenti produced. The SX range retained most styling features of the preceding TV 175/200 Series III, although the bodywork 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 had a simple kill switch on the standard LI. The SX200 had improved performance and gearing over the previous TV200 models. The SX is the quintessential Lambretta, prized by collectors and the SX200, with its uniquely styled panels and powerful motor, is the absolute top of the scooter tree. Our lucky vendor has just won this competition prize but has no need of it. A later SX200 model with rectangular front badge and push-in front fork buffers, we understand it has had a full professional quality respray in a correct factory colour and complete mechanical refresh. The engine has been overhauled to standard specification and the original disc brake overhauled. With 12v conversion, all new cables throughout, original Giuliari seat with new cover, new tyres and 2 full sets of keys and Swansea V5C, it is ready to be enjoyed.

Reg No: MSJ 136 MOT: Exempt Frame No: 0204076

While Lambrettas and Vespas were purely about economy, in Germany Heinkel conceived of a luxury scooter. Unveiled in 1953, the Tourist was one of the larger scooter models, and came equipped with such luxuries as a clock and a steering lock, and of course it could carry luggage and a spare wheel. Mechanically, the four-stroke engine (174cc from 1954) was highly unusual for a scooter and did away with the two-stroke requirement of mixing fuel and oil, while the chain ran in an enclosed oil bath within the swingarm. Over 100,000 Tourists were made up to 1965, and in Britain they were imported by firms including Excelsior, Nobel Motors and Hans Motors, but most sales occurred on the Continent and British Tourists are very scarce. Offered from a collection, this 1960 Tourist was registered with the DVLA in 1998, and has been subject to a very high-quality restoration. The red and black livery is wonderfully period, and it is finished with a chrome luggage rack and spare tyre. The Heinkel has seen some use in Britain, although it has lately been on SORN so some recommissioning may be required. Guaranteed to turn heads at any scooter rally, it is supplied with the current V5C.

1963 Honda Juno M85

A rare early automatic scooter

Estimate: £4,500 - £5,500*

Reg No: T.B.A MOT: Exempt

108

1958 NSU Prima D 150

No Reserve*

Frame No: T.B.A

In 1961, Honda launched the Juno M80. A technologically advanced machine, it was powered by a horizontal opposed twin-cylinder four stroke engine mounted behind the front wheel, which was coupled to a variable-ratio hydraulic transmission. Initially only available in 125cc form, the engine was later enlarged to 169cc and the model was redesignated as the M85. Honda hugely overestimated the scooter market’s appetite for complex and expensive machinery, and production of both Juno models had ceased by early 1964. Only 5,880 were made. Purchased by the vendor during a ‘scooter shopping trip’ in Belgium, this extremely rare Juno M85 was found to be in an extraordinarily original, running condition. Little is known about its early history other than that it was imported to Belgium from Japan as part of a collection of machines, however it has evidently been extremely well cared for during its previous life. Imported to the UK immediately after purchasing it, the vendor immediately gave the rare Honda a service and used it to commute on for several months through London. Now registered and offered with a UK V5C, it is said to be in ‘good running order’ and would be a deserving addition to any suitable collection.

Reg No: 669 UYG MOT: Exempt Frame No: 2089066

Under the name NSU Prima, the NSU works in Neckarsulm Germany built motor scooters that replaced the NSU Lambretta, which had been manufactured under an Innocenti license since 1950. The first version, the Prima D, came onto the market in 1956 and was offered alongside the Lambretta for around a year. NSU Lambretta production ended in 1956 after 117,043 units were sold. By the end of the production period in 1964, 160,645 NSU scooters had been manufactured under the ‘Prima’ name.

Understood to have been imported into the UK and registered in 2014, this rare example of the NSU Prima D has evidently been subject to some previous restorative works and has been part of the vendor’s large collection since 2023. Now offered in need of some further attention but said to be “running and riding” by the vendor, it could be treated to a small amount of work and used in ‘patina’ condition, or alternatively fully restored. It is offered complete with its UK V5C registration document.

1963 Lambretta TV175 Series 3

From the Keith Mason collection

Estimate: £5,000 - £7,000*

110

1965 Vespa SS180

Eddy Grimstead ‘Hurricane’ tribute

Estimate: £6,000 - £8,000*

Reg No: AFW 597A MOT: Exempt Frame No: Not Seen

By the 1960s the introduction of the TV range established the classic long and sleek Lambretta look that went on to become a style icon of the era, culminating in the Bertone designed ‘Grand Prix’ models of the late sixties. As the founder of the company that imports the new Lambretta, it is very fitting that Keith had a genuine 1960s classic in his collection. This nicely restored example of a Series 3 TV175 ‘Tourismo Veloce’ in white is fitted with a rear luggage rack and a spare wheel, with an Innocenti black wheel cover incorporating a small pocket. This machine was imported into the UK in 2017 and registered on an age related ‘A’ plate with DVLA. 1960s Lambrettas, especially the 175cc and 200cc models, have a massive following and this particular machine would look amazing in someone’s collection or perfect for the sunny Sunday ride out. This scooter is being sold as a collector’s item, part of a stunning private collection of vintage and classic machines that have all been dry stored for several of years and will require recommissioning before use. It will be supplied with a current V5C.

Reg No: TEU 239C MOT: Exempt Frame No: VSC1T0014951

Imported in the summer of 2002, this delightful example of the top-of-the-range SS180 was subject to a full restoration by its then owner, David Ilsley. Ilsley opted to have the scooter liveried in full Eddy Grimstead ‘Hurricane’ style regalia, with chromium plated mudguard and side panels and a contrasting metallic paint colour over the original Piaggio Grey, just as it would have been done in the 1960’s. The SS would then be fitted with a custom seat and remade Ulma style mudguard bar, double legshield trim and florida bars to complete the look, plus remade Vigano style ‘jag-lights’ were mounted to the sidepanels. The original 180cc engine was subjected to an overhaul, and its original SI 27.23 carburettor was also refurbished.

Having been used extensively over the years and being a feature at several scooter rallies across the UK, the vendor acquired it in 2015 and has enjoyed it whilst maintaining it to a high standard. It is now offered for sale complete with a history file that includes several copies of original Grimstead advertising plus a current V5C.

112 2022 Yamaha NEO’s Electric Scooter

No Reserve*

Reg No: KS22 VHE MOT: None Frame No: RLCSY141000001171

“This is an ideal time to consider efficient new urban mobility solutions. The way everybody moves around the city is undergoing a massive transformation as people turn away from congested public transport and look for a simple and accessible way to live, work and move in the city.” So runs Yamaha’s sales spiel for the NEO’s electric scooter, which had its European launch in March, 2022. Featuring a 2.3kW hub-mounted motor and a removable 50.4V lithium-ion battery, it was launched to compete with the traditional 50cc class and offered a 23-mile range, or 42 miles with the dual-battery option, with a 27mph top speed. NEO’s are produced in one of three colours: Milky White, Aqua and Black. We are delighted to offer one of the first European NEO’s, which is presented in nearly-new condition having only been used up to the end of 2024. It is in excellent cosmetic order and still represents very practical urban transport, though some recommissioning will be required. As one of Yamaha’s first mass-market electric scooters (alongside the 125-equivalent E01), it is something of a landmark model and must surely be of considerable interest to scooter collectors, too. The V5C is supplied.

1965 Vespa SS90

Owned by Paul Melici of PM Tuning

Estimate: £14,000 - £18,000*

113

Reg No: KHH 592C MOT: Exempt Frame No: V9SS1T 1840

The Vespa SS90 made between 1965 and 1971 is much sought after by collectors due to its extreme rarity as only around 5000 were produced, with most of these having been lost to the ravages of time. Developed to be a sporting variant of the small-frame Vespa, it sported a dummy fuel tank, a centrally located spare wheel, a more aerodynamic leg shield and a pad on top of the dummy tank that riders could use to crouch low behind the headlight. The engine was also upgraded from the standard ‘90’, with a four-speed gearbox, a higher compression ratio, a larger 19mm carburettor and a modified exhaust.

This rare SS90 has been owned and maintained by Paul Melici, M.D. and founder of P.M. Tuning. Understood to have been imported to the UK some time ago, it retains clear engine and frame numbers and has been subject to a full nut and bolt restoration to a very presentable standard. The bodywork has been meticulously restored and the engine overhauled and is said to have covered only 10 test miles done since. Today, it presents as a rare opportunity to acquire an SS90 that could be used immediately to either ride or show. It will be supplied with a current V5C.

1966 Lamberetta SX200

Beautifully restored original British-market SX

Estimate: £9,000 - £10,000*

1963 Lambretta TV175 Series 3

114

Reg No: OGC 790D MOT: Exempt Frame No: SX200836658

Widely regarded as the pinnacle of the golden age of scootering, the SX200 was practically unrivalled in terms of speed and quality of finish when it replaced the TV200 in 1966. Visually distinguished by sleeker side panels, the SX200’s 198cc engine produced 11bhp, giving a claimed top speed of 66mph. With a front disc brake and shock absorbers as standard, owners considered the SX200’s handling to be exceptional, and it’s no wonder they were the favourite model of scooter racers, to say nothing of the Mods, for whom the model was the ultimate status symbol. From January, 1966, to January, 1969, 20,783 SX200s were produced –it really did have “SX Appeal.” The SX200 sold very well in Britain, and we are delighted to offer this early British-market 1966 example which has just emerged from an extensive restoration. Sadly, we know little of its history prior to its acquisition in project condition by the vendor, so it will be up to the new owner to make history. In its present condition – the vendor describes it as “excellent” in all areas – it appears well-prepared for extensive use, whether to scooter rallies or Mod weekenders. The inclusion of original accessories such as spotlights and a luggage rack greatly adds to its period appeal.

No Reserve*

Reg No: AEV 452A MOT: Exempt Frame No: 509928

The Lambretta TV175 series 3 was launched in March 1962 and was the first scooter supplied with an internal disc brake. It was a remarkable change from the previous TV175 Series 2 with new sleek styling.

This example is finished in a vibrant colour scheme with interesting accessories. Most of the original components appear to have been re-used including all badges and the panel scrolls. We understand the scooter is powered by a standard TV175 engine with no modifications except for a 12V upgrade. The panels all appear to fit well and the side panels close easily. The type of rear wheel disc accessory is fairly rare to find now and included the threaded rear hub nut to easily take the Styla spinner. The front wheel accessory is also quite unique. Continental white wall tyres are fitted. Understood to have been in full working condition when parked up a few years ago, it is still in good presentable order despite needing some tidying mainly to the accessories. The engine is free and turned over when inspected but no attempt was made to start it. Previously with agreed valuation of £7000, it is now offered at no reserve.

1961 Velocette Viceroy

One of only c.700 produced

Estimate: £3,500 - £4,500*

116

1961 Lambretta Li150 Series 2 (Rapido 225)

Estimate: £3,500 - £4,500*

117

Reg No: 297 XWB MOT: Exempt Frame No: S266

The Velocette Viceroy scooter featured a 250cc horizontally opposed two stroke, twin-cylinder engine with shaft drive, offering a top speed of 65mph. With reed valve induction, electric start and 12” wheels, it was quite an ambitious design for the time, which reflected in its high selling price and almost inevitably it was a commercial failure. It is thought that only around 700 were made, making it a rare collector’s item today. This Viceroy scooter was part of the Tony East collection on the Isle of Man until bought by the vendor a couple of years ago. Restored by Tony in 2010, it became part of the display in his famous museum in Kirk Michael. Recommissioned and re-registered in the UK in 2023, it was fitted with a pair of new batteries and the starter motor was reconditioned. The vendor has since enjoyed riding it to local events, including winning the best bike award at the Thornton Le Dale classic show. In August 2024, it was featured in Scooter Nova magazine with a copy included in the sale. It will be supplied with the old IOM registration documents, original handbook and service manual, period sales brochure and V5C.

Reg No: 807 UYO MOT: Exempt Frame No: 946174

The Lambretta Li150 series 2 was launched in October 1959. Based on the successful series 1, the obvious difference was 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. This is a fully mechanically uprated scooter with valuable performance upgrades. These include a genuine SX200 engine casing with 225 cylinder using a GP200 4-speed gearbox with 19 tooth front sprocket, 28mm Carburettor LHT Reed manifold and Clubman big bore exhaust. With a long range fuel tank and, we understand, new engine cowls, the seat is a Scoots and Soul custom item and there is also a custom black leather tool bag. The front brake is a red caliper disc ‘anti-dive’ reverse pull conversion, the rear shock an adjustable Hagi and the front shock a Targa line. Supplied with a period inside leg shield spare wheel carrier and rear sprint rack, it is offered with an attractively low reserve.

1961 Vespa Messerschmitt GS 150 (GS3)

Estimate: £5,000 - £6,000*

118

1962 Lambretta LI 125 Series 3

119

Reg No: 826 XUT MOT: Exempt Frame No: VD2TS 31894

In 1955, Messerschmitt had recently taken over the German Vespa franchise from Hoffman and decided to build their own version of the GS 150 alongside their microcars. In 1958, the ban on German aircraft manufacturing had been lifted, and Messerschmitt wanted to return to their core product offering, so a new business, Vespa GMBH Augsburg was formed. Continuing production, Augsburg essentially followed the revisions of Piaggio’s GS (VS2, 3, 4 and 5) and added parts that were unique to the German built GS 150’s. This particularly late example of the German built GS is a GS3 Type 212 variant. Little is known of its early history; however, it was imported to the UK in 2009 and was owned by two keepers until the vendor acquired it in 2025. Evidently subject to a previous restoration, it has been maintained by Retrospective Scooters of North London for the vendor and is said to be in ‘good running order’ on its original-type GS 150 engine, although cosmetically it may require some attention. Still retaining its original Denfeld seat (which has been recovered in black at some point) and Hella swan-neck light, it is supplied complete with its UK V5C registration document.

No Reserve*

Reg No: 851 UYX MOT: Exempt Frame No: 125L13029977

The Lambretta Li Series 1 was launched in April 1958 and was a dramatic departure from the shaft driven LD range that had preceded it. The new 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 was an instant hit with buyers. 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 that launched in December 1961 was a much slimmer version with increased fuel efficiency and sleek 60s looks. It too was a very popular scooter.

Offered with a Lambretta Club of Great Britain dating letter and current Swansea V5C document, this 1962 project, with SX150cc engine with new internals, comes with a number of parts including frame, two side panels, mudguards, forks, running boards, petrol tank, tool box, three wheels, flywheel cowling, seat, rear hub, airbox, bridge piece and engine stand.

1959 Lambretta Li/Vespa GTS300 Hybrid

Bespoke special based on a Li150

Estimate: £2,200 - £2,800*

Reg No: Un-Registered MOT: Exempt

1963 Lambretta LI150 Series 3

120

121

Frame No: Not seen

It was only when Vespa launched the GT125/200 models that you could buy a traditionally styled scooter offering reliable 70MPH+ performance with brakes to match. This started a trend for enthusiasts trying to get the best of both worlds, the classic looks of a 1950s Lambretta with the performance of the new designs. This Lambretta/Vespa hybrid is from a deceased estate so unfortunately, not much is known of its history. The frame and bodywork started life as a 1959 Lambretta Li150 with the engine taken from a Vepsa GTS. These FI models were either 250cc or 300cc, and the engine number ‘M454M’ suggests this is a 300 version, but we have no paperwork to confirm this. A lot of clever engineering has been carried out to blend the two together, including keeping the 12” wheels and disc brakes of the GTS. The scooter starts and rides, but may need some recommissioning work before use. There is no V5C registration document, but it will be supplied with the original buff log book for the Li150, showing a registration number 338YRE. This number is no longer recognised by DVLA, but with the RF60 in place may be recoverable.

To GP 200 Endurance Racing Specification

Estimate: £6,000 - £7,000*

Reg No: XMW 839A MOT: Exempt Frame No: 15011365189

While Mods dominated the headlines with their bank holiday antics, scooters attracted a more serious following during the 1960s with the racing crowd, which was originally managed on a small scale by the Federation of British Scooter Clubs, prior to the arrival of the British Scooter Sport Organisation in 1975. The Li 125 and 150 models were some of Lambretta’s most popular offerings up to 1967, but the original company had its zenith (and also its swansong) with the GP range of 125, 150 and 200cc models from 1969 to 1971. There was always a desire to make Lambrettas go faster, and a wide variety of tuning parts were offered, including large-capacity cylinders and five-speed gearboxes. This exciting racing special began its career in the 1970s, but it ended up languishing in a dismantled state until last year, when the vendor put it back together for historic sprints, hill-climbs and track days. The 1963 Li frame is paired with later GP bodywork, and features an engine enlarged to 225cc. Performance parts and modifications include an Avanti reed-valve cylinder, a 38mm flat-side carburettor, a five-speed gearbox, a hydraulic inboard disc brake, a steering damper, outboard fork dampers, an R1 rear damper, and a Protti expansion exhaust. Said to go like a rocket, it really deserves to see some action this season.

2005 Vespa PX125

A brand new, delivery mileage example

Estimate: £5,000 - £6,000*

122

c.2012 Peugeot Vogue 50

123

Reg No: KRZ 6808 MOT: None Frame No: ZAPM5010000008575

In an unbroken production run starting in 1946 and ending with the PX Disc range in 2017 over 10 million Vespas have been sold making it one of the most popular motor vehicles ever produced. The steel-bodied, geared, two-stroke PX range released in 1977 is the ultimate expression of this design classic. Featuring the same fundamental design principles as the original 98 but now incorporating numerous modern enhancements including electric start and hydraulic disc braking, it remains a functional workhorse that remains a common sight on most Italian streets.

This 125cc example of the Vespa PX is a 2005 year ‘disc’ model, which is considered by many to be of far finer build quality than some of the later examples produced.

First delivered to a Northern Irish Piaggio Dealer, it remained unregistered with the DVLA until 2017 when it was acquired by a private collector. After several years on static display, this effectively brand-new machine is now surplus to requirements, as the vendor also has another delivery mileage example. Displaying just 4 miles on the odometer, it is said to be in ‘excellent running order’ as you’d expect from a brand new machine and is supplied with its UK V5C registration document.

No Reserve*

Reg No: Un-Registered MOT: None Frame No: UGACCAABA00006992

Peugeot introduced its 103 moped in 1971, and as with most mopeds of the time, sales soared thanks to the early ’70s fuel crisis. Where Peugeot had the edge over rival 50s from the likes of Honda and Puch was in the style stakes; in true Parisian fashion, the 103 Vogue model offered chic transfers in bright colours that would appeal to the more fashion-conscious buyer. The model was long-lived, experiencing updates in 1988 and 1996. Much later, in 2012, to celebrate its 110th anniversary as a motorcycle manufacturer, Peugeot wound back the clock and offered a retrospectively-styled Vogue. While the colour scheme was updated, in terms of its operations it remained refreshingly analogue; unnecessary encumbrances such as electric indicators and an automatic fuel-oil mixer were omitted – it was like sitting on a 1970s time machine, and the price was under 1,000 euros. To the best of our understanding, this edition of the Vogue was never sold in Britain, and consequently this represents an extremely rare opportunity to acquire a highly collectable machine in nearly-new condition. Surely one of the most charming two-wheelers of this century, it has never been registered and has covered just nine delivery kilometres.

1974 Vespa 50 Pedalo (Pedali)

An extremely rare British market ‘Pedali’ Vespa

Estimate: £5,000 - £6,000*

124

1977 Vespa 50R EV Conversion

Electric Engine Conversion

Estimate: £4,500 - £5,500*

125

Reg No: HAU 351N MOT: Exempt Frame No: V5A1T 846586

The Vespa Pedali V5A1T was created in 1971 for the French market. The regulations there meant that pedals were required to allow the mopeds into the bicycle category and thus required no license plate. The 49.77cc 2 stroke engine had a standard kickstart and a rear hub that incorporated a special chain mechanism to propel the scooter forward, and the pedals were attached to a narrowed frame. First registered on the 20th September 1973, this seldom-seen Pedali was sold new to the Brighton, Sussex area. Little is known about its first fifteen years, however the little Vespa was evidently mollycoddled, as when it was acquired by the vendor in 1988 it was said to have been in a particularly good, original condition and retained its often missing and all-important pedals. The vendor, one of the longest running Vespa dealerships in the world, immediately set about a restoration of the bodywork, and repainted it from red into the current (and correct) ochre livery. Kept on static display until this year, when the vendor got it running and ready for sale, it is now presented as an extremely interesting example that would have good cause to find a home in any serious collection.

Reg No: VDV 854S MOT: October 2026 Frame No: 151641

The Vespa 50 was launched in 1963. It was one of the last designs of Corradano D’Ascanio, and became a huge success for Piaggio, becoming their overall top selling model of all time. The 90cc small frame was also released at the same time as the 50cc version and acted as a step-up between the 50cc model and the 125cc machines released later. This late example of the V90 was first registered in 1977 and is though to be a UK registered from new machine. Acquired by the current keeper in 2018, it had been subject to a previous restoration into its current blue colour scheme some years previously. Maintenance work has been entrusted to Retrospective Scooters of North London throughout the vendor’s ownership, with the most significant item of work being the fitment of Retrospective’s emissions busting electric motor conversion in place of the original two-stroke unit. The motor is powered by a 48 volt, 4 watt battery giving it a range of 30 miles, and the scooter was re-registered with the DVLA as an electric bike under 50cc, putting it in the moped category and therefore learner legal.

1983 Yamaha Bop II

No Reserve*

Reg No: BFX 869Y MOT: Exempt

126

NOTES

Frame No: 5F1002171

Yamaha Motorcycles was formed in 1955 and the first bike produced was the YA-1, like the BSA Bantam a copy of the DKW RT125 but in typical Japanese fashion, this was soon improved upon with the launch of the YA-2 in 1957. Yamaha soon expanded into ‘soft bikes’ with the Passol moped in 1977, which featured a step-through design to make it pleasant for women to ride in skirts. The cutesy LC50 range emerged in 1979, which was sold as the Bop II in Britain, the Champ in America, and the Malic in Japan. A rival to the Honda ST70, the Bop II featured a two-speed automatic transmission, vacuum-operated fuel tap and automatic choke. It was designed for a maximum speed of 30mph and could be equipped with features such as a front shopping basket and rear parcel rack.

This 1983 Bop II appears in supremely original condition, complete with all the factory-supplied stickers and the original number plate. It was taken off the road in 1991, and has since been well-preserved, but recommissioning will be required before use. It sports a lovely patina and shows 7,412 miles.

2026 CLASSIC AUCTION CALENDAR

MARCH

Classic Motorcars

Kelham Hall, Newark, Nottinghamshire

18th March 2026

Classic Motorcycles & Vintage Scooters

National Motorcycle Museum, Solihull, West Midlands

25th March 2026

APRIL

Classic Motorcars

Pavilion Gardens, Buxton, Derbyshire

29thApril2026

MAY

Classic Motorcars

Millbrook Proving Ground, Milton Keynes, Bedfordshire 10thMay2026

JUNE

Classic Motorcars

Kelham Hall, Newark, Nottinghamshire

17th June 2026

JULY

Classic Motorcycles & Vintage Scooters

National Motorcycle Museum, Solihull, West Midlands

22ndJuly2026

Classic Motorcars

Pavilion Gardens, Buxton, Derbyshire

29thJuly2026

SEPTEMBER

Classic Motorcars

Kelham Hall, Newark, Nottinghamshire

23rdSeptember2026

OCTOBER

Classic Motorcars

Pavilion Gardens, Buxton, Derbyshire

14th October 2026

Classic Motorcycles & Vintage Scooters

National Motorcycle Museum, Solihull, West Midlands

28th October 2026

NOVEMBER

Classic Motorcars

Millbrook Proving Ground, Milton Keynes, Bedfordshire 22nd November 2026

To arrange a complimentary valuation for the sale of your motorcar, motorcycle or scooter, please contact us on 01925 210035 or email sales@handh.co.uk

WAYS TO BID

By Commission • On the Phone +44 (0) 1925 210035 WAYS TO WATCH

In Person • Online at HandH.co.uk

In Person

Online at HandH.co.uk

Our YouTube Channel

Lots 200 - 474

An Auction of Classic and Collector Motorcycles

1967 BSA Spitfire MKII

Reg No: KCK 708F MOT: Exempt Frame No: A65SA4503Y

This BSA Spitfire Mk II was acquired as a restored and running motorcycle, with subsequent ownership focused on addressing known issues and refining the machine. Since acquisition it has been fitted with brand new, correct-specification AMAL carburettors, together with a metal fuel tank replacing an earlier fibreglass example. An electronic ignition system has also been installed to improve starting and reliability, with the original ignition components accompanying the motorcycle. Chokes have recently been fitted and new choke cables and a joiner are supplied with the machine, requiring fitting to complete the arrangement; the choke lever itself is not present. The motorcycle is described as starting readily. The machine carries a ‘U’ prefix to the serial number, indicating original supply to the United States market. This designation reflects period factory practice where machines were assembled using available cycle parts to meet export demand, which may explain the absence of certain later features such as the 190mm front brake or alloy wheel rims. Overall, this Spitfire Mk II represents a well-presented example that has benefited from continued mechanical attention following restoration and is offered with accompanying original components.

c.1951 Mondial 125 Sport

No Reserve*

201

Reg No: Un-Registered MOT: Exempt Frame No: 1127

FB Mondial was founded in Milan in 1929 by the Boselli family, with the FB in the name derived from ‘Fratelli Boselli’. They produced some of the most successful racers in the 1950s, winning five World Championships in period. In 1957, Soichiro Honda approached Mondial with a request to purchase a race bike. Count Boselli gave him a racing Mondial that he used as a benchmark for what was needed to compete on a world scale. The 1951 Mondial Sport is a 125cc road bike inspired by the world championship winning racer that dominated the 125cc class in the 1950s. Featuring a parallelogram blade type front fork, plunger rear suspension, low bars and finished in classic silver and blue paintwork, it’s a typically Italian, beautiful looking sports bike from the era. This example, being offered at no reserve, is thought to have been restored in Italy in the past and has been part of an Italian enthusiast’s small private collection for the last couple of years. A very rare bike on these shores, it would be a fantastic addition to any collection and an interesting mount for classic events such as the Moto Giro d’Italia and the Milan-Taranto.

1960 Velocette Viper

No Reserve*

Reg No: 921 XVT MOT: Exempt

202

1919 Royal Enfield RE201

No Reserve*

Frame No: RS14534

Veloce Ltd., the family-owned business which made Velocettes, was a great technical innovator, patenting designs such as the positive-stop foot shift and swinging-arm rear suspension with hydraulic dampers. Its motorsport successes included two 350cc World Championship titles and a still-unbeaten 500cc single-cylinder record of averaging over 100mph for 24 hours. The Venom, itself a 500cc single, appeared in 1955 as a sports version of the MSS, and the Viper was introduced alongside as its 350cc sister. With an engine designed by Charles Udall with a high-compression piston and light-alloy cylinder head, the Viper was handsomely finished in Black or Willow Green with plenty of chrome, and remained in production until 1968. It was said to produce 28bhp and achieve 90mph. Originally registered in Hull as ‘539 HRH’, this beautiful 1960 Viper was issued with its present registration in 2022. Understood to have been in single ownership until 2015, it has had four owners since then, and entered the current ownership in 2021. It has evidently received a very high-quality restoration at some stage. Since the Viper fell out of use more than twenty years ago, and remained inactive until it was M.O.T.’d in 2021, it seems likely that was when the restoration was completed. Supplied with the V5C, it fully deserves to be used and shown.

Reg No: SV 4932

203

MOT: Exempt Frame No: 1638

The first Royal Enfield motorcycle was built in 1901 by the Enfield Cycle Company of Redditch having previously manufactured bicycles, lawnmowers and stationary engines. Eventually adding ‘Royal’ to the company name, under various guises, they have continued production through to the present day making it one of the longest-lasting names in the two-wheeled world. The 225cc RE201 was part of the company’s range offered to the general public after WW1. It was initially presented in 1914, but production was delayed due to the war, with few civilian machines produced before 1919. This RE201 model, being offered at no reserve, is from a deceased estate so unfortunately not much is known of its history. It has been part of a small private collection of early post WW1 models that the vendor enjoyed maintaining and using on vintage runs and rallies. It looks to have been restored at some point in its life, keeping a good degree of originality, fitted with period P&H carbide lights and a typical for its time wicker rear basket. A Banbury Run eligible bike, it has not been run for a while, so it will need recommissioning and is supplied with current V5C.

1993 Suzuki GSX1100F PowerScreen

1963 Malanca Nicki Sport

204

Reg No: L848CNF MOT: None Frame No: GV72A-102277

Introduced in the late 1980s, the Suzuki GSX1100F was developed as a large-capacity sports-tourer combining strong performance with long-distance comfort. Powered by Suzuki’s proven 1052cc oil-cooled inline four-cylinder engine, the model delivered smooth power and strong mid-range torque, making it well suited to both spirited road use and relaxed touring. With its full fairing, stable chassis and comfortable riding position, the GSXF1100 established itself as a capable and dependable all-rounder during the early 1990s. This 1993 example is finished in classic red which suits the model’s distinctive sporting lines. Significantly, the motorcycle has remained within the same family from new, suggesting consistent and careful ownership throughout its life. At the time of photography the machine started and ran well, with the electrically adjustable screen operating correctly. Showing a recorded mileage of just 6,500 miles, it represents a notably low-mileage example of the model and an increasingly uncommon sight today. Offering a blend of performance, comfort and practicality, the GSXF1100 remains an appealing and highly usable modern classic.

No Reserve*

Reg No: WTN 675A MOT: Exempt Frame No: MNST 0019289

Malanca was established in 1947 by Mario Malanca near Bologna. After working for Ducati, he began producing hubs and wheels before building his first complete bike in 1956. Initially, they used ubiquitous ‘Franco Morini’ engines, but by 1960, a new factory was built to cope with burgeoning sales and to produce their own engines. In 1968, Malanca made their racing debut with future multiple world champion Walter Villa and Otello Buscherini and in five years the team won six Italian championships in the 50cc and 60cc classes, with Buscherini winning two 125cc GPs. Unable to keep pace with the larger concerns, the company ceased trading in 1986. The Nicki Sport is a stylish bike with a typically Italian shapely petrol tank, race-style single seat and slim looks. Probably its most distinctive feature is the exhaust that splits into two at the cylinder and has a chrome silencer either side, giving a very balanced look. Imported from Italy a couple of years ago, it has been authentically restored, even down to the correct ‘Malanca’ badged handlebar grips. Rare in the UK, it has been registered with DVLA on an age related plate and will be supplied with a V5C.

1936 Norton Model 18

206

1996 Kawasaki ZX6R

207

No Reserve*

Reg No: SXS 754

MOT: Exempt

Frame No: 31858

A long-lived model in the Norton range, the Model 18 arrived in 1923. The OHV 490cc (79 by 100mm) engine was advanced, and it promptly won the inaugural Maudes Trophy for the endurance feat of averaging 64mph over twelve hours at Brookland; a similar 500cc OHV Norton won the 1924 Senior T.T., ridden by Alec Bennett. After the International became Norton’s top performance model in 1932, the Model 18 continued to be well-regarded as a sports touring model and, with progressive updates, remained in production until 1955. With its shapely saddle tank, big ‘thumper’ engine and sturdy girder forks, this 1936 Model 18 conforms beautifully to the post-vintage archetype. It most recently changed hands in November, 2022, having been out of use for a very long time previously – twenty years, at least. It evidently received some recommissioning to get it through an M.O.T. in October, 2022, but it has not been subject to any excessive restoration. Instead, its patinated appearance suggests an older repaint, and it now displays a charming ‘oily rag’ character that we would be loath to restore away. Some checks may be required before use, but we anticipate this being a very pleasant machine to enjoy on pre-war rallies.

No Reserve*

Reg No: N803 PUV MOT: None

Frame No: ZX600F024893

Introduced in the mid-1990s, the Kawasaki ZX-6R represented a significant step forward in the development of the middleweight supersport class. Combining sharp styling with strong performance from its 599cc inline four-cylinder engine, the model quickly established itself as a formidable competitor both on the road and in production-based racing. With its aluminium perimeter frame, responsive chassis and rev-hungry power delivery, the ZX-6R became a benchmark for handling and rider engagement, helping to cement Kawasaki’s reputation within the highly competitive 600cc category. This 1995 example is presented in Kawasaki’s familiar green and white colour scheme and displays approximately 15,700 miles on the odometer. The ZX-6R’s purposeful styling, lightweight feel and agile handling made it one of the most exciting machines of its class when new, and today these early models are increasingly appreciated by enthusiasts of 1990s Japanese performance motorcycles. The machine did run smoothly at the time of photography and is offered with its V5C registration document. Today the ZX-6R remains an engaging and usable example of the era’s middleweight superbike design, offering strong appeal to riders and collectors alike.

c.1956 Gilera 150 Sport

Reg No: Un-Registered MOT: Exempt

Frame No: 18-1715

Gilera participated in the classic Italian road races popular in the 1940/50s, the most famous one for motorcycles being the ‘Milano-Taranto’. The 1956 race was won by Pietro Carissoni on a Gilera 500, but in 1957 the race was cancelled at the last minute in the wake of a tragedy in the Mille Miglia. This signalled the end of open road racing in Italy, but since 1987, a historical re-enactment has taken place based on the original route. This Gilera 150 is said to have been prepared by Team Villanova to take part in the ill-fated 1957 Milano Taranto race that was cancelled at the last minute. Unable to compete in the ‘race that never was’, it was subsequently used in many other events before forming part of a collection in Italy. It is typically Italian in style with modifications for competition use such as the race seat, alloy rims, rear set footrest and controls, ace bars and a faired in rear mudguard. The engine number is 195-1584, suggesting it is a Sport model. An interesting bike to parade in classic events, it will be supplied with a NOVA number to aid future registration.

1949 Triumph Tiger 100

No Reserve*

Reg No: TXS 698 MOT: Exempt Frame No: T10025911

Having had great success with his 1937 Speed Twin, Edward Turner created the 498cc Tiger 100 in 1939, with 100 indicating its claimed maximum speed. It featured forged-alloy pistons and a larger tank, and was promoted with an 1,800-mile drive from John-o’-Groats to Land’s End, then to Brooklands for six hours of high-speed laps, managing one lap at 88.5mph. However, war stopped production, and Triumph’s factory was bombed in 1940. Post-war, the Tiger returned with new telescopic forks; progressively updated, the final pre-unit T100s were made in 1959. One of the last Tigers made before the nacelle era, this beautiful 1949 example was first registered in Hull as ‘KRH 662’ and was issued with its present registration in August, 2023. It is understood to have had just one owner until 1997, followed by long-term ownership up to 2021, and two further owners, with the present acquiring it in April, 2023. Clearly the beneficiary of a high-quality restoration at some point in the past, M.O.T. records indicate that it was in regular use until 2013. Supplied with the V5C, it appears to be in excellent order but we advise prospective bidders to undertake their own checks.

1989 Yamaha FZR1000 EXUP

210

1927 AJS 350cc Model H4

211

Estimate: £1,800 - £2,200*

Reg No: F706 TOW MOT: May 2026 Frame No: 3LG000260

The Yamaha FZ range was launched with the steel framed FZ750 in 1985 in answer to Suzuki’s trend-setting race replica GSXr750. The FZR1000 Genesis was launched in 1987 with its major improved feature being an all-new aluminium perimeter-type frame, marketed as the ‘Deltabox’. Although Yamaha had previously used the aluminium Deltabox frame design on their Grand Prix winning race machines, this would be its first application on a mass produced road bike. In 1989 the bike was once again improved with a more sculpted frame and the addition of the ‘EXUP’ exhaust power valve. This first generation 1989 Yamaha FZR1000 EXUP was treated to a good overhaul last summer, including a new pair of Bridgestone tyres and a set of HEL braided brake lines. Various parts were powder-coated during the recommissioning, including the wheels, rear subframe, air ducts and the engine side cases with a new screen fitted at the same time. It is presented in mostly original condition, with a Yoshimura Performance exhaust, and comes fitted with a single-seat converter. The bike passed an MOT in May 2025 and has not seen much use since and will be supplied with a current V5C.

Estimate: £5,000 - £6,000*

Reg No: BF 6567 MOT: Exempt Frame No: H75704

Dating from 1927, this machine represents the AJS Model H4, a 350cc side-valve single produced during a period when the Wolverhampton marque had firmly established its reputation for robust engineering and dependable road performance. Models of this type formed an important part of the AJS range during the late 1920s and were valued for their straightforward mechanical layout and practical usability. Presented as an excellently restored example, the machine displays a high standard of finish throughout. The brightwork and plated components remain in very good order and complement the deep black paintwork and neatly executed pinstriping, creating a machine that is both visually striking and evocative of the period. The AJS was last used during the present ownership in 2025 and, following the usual recommissioning associated with a short period of inactivity, should prove an enjoyable mount for vintage motorcycling events such as the Banbury Run or Graham Walker Run. Accompanied by its V5C registration document and showing two previous keepers recorded with the DVLA, the machine has formed part of a small private collection of restored vintage motorcycles and is now offered as the vendor reduces the size of the collection.

1973 Triumph TR6R Tiger

212

1958 BSA Bantam D5

Estimate: £3,200 - £3,800*

Reg No: UYK 680M MOT: Exempt Frame No: AG46101

Triumph is one of the most iconic and revered names in the history of motorcycling, established in Coventry in 1885. In 1937, the Edward Turner-designed Speed Twin was released, launching a range of Triumph twins that have gone on epitomise British motorcycles in the post-war years. Many believe the various Speed Twin, Thunderbird, Bonneville, Tiger and Trophy models to be the ultimate versions of the classic British vertical twin, with the 1973 models being the last of the Meriden-made bikes before the ill-fated co-operative take over in 1974. This TR6R Tiger 650 has been restored by a previous owner to a very high standard, keeping as much originality as possible. The 1973 models are often considered to be the best examples of the long running design, before significant changes were implemented with the 1974 models, coinciding with the start of the industry’s financial decline. Presented in Triumph’s race team colours of metallic blue and white, it represents the end of the original Triumph production at Meriden before the workers’ co-operative takeover. The bike has been fitted with electronic ignition during its extensive restoration and will be supplied with 2 keys and current V5C.

Estimate: £2,200 - £2,800*

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. Around the turn of the century they started producing bicycles, progressing onto motorcycles a few years later. BSA went on to be one of the world’s largest 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. One of the rarer Bantams, this nicely presented bike is a 175cc D5 model, only offered for the 1958 season. It was a development of the existing swinging arm 150cc D3 model, but with an increased cylinder bore size that increased the displacement to 173cc, and together with an Amal Monobloc raised the power to 7.5 bhp. 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.

1960 Ariel Leader

214

1934 Zenith LC1 250cc

Formerly owned by racer Basil Keys

Estimate: £2,000 - £3,000*

Reg No: OFF 410 MOT: Exempt Frame No: T14020A

The Ariel Leader was introduced in the late 1950s as a distinctive British lightweight motorcycle designed to provide clean, practical and weather-protected transport. With its pressed-steel bodywork, enclosed mechanicals and integrated panniers, the Leader stood apart from conventional motorcycles of the period and has since become one of Ariel’s most recognisable post-war designs. This example dates from 1960 and is fitted with the desirable factory-style screen and panniers, enhancing both its period appearance and touring practicality. The vendor reports that the engine was overhauled approximately 645 miles ago and that the motorcycle was running well at the time of photography. While no workshop invoices are supplied for the work, this information is noted for guidance only. The machine is offered with its V5C registration document present and correct. An HPI check confirms the vehicle as clear and records a total of six former keepers. The motorcycle was first registered in the UK in 1994, having previously been registered overseas. Increasingly appreciated for its originality, usability and unmistakable styling, the Ariel Leader remains an appealing choice for collectors of characterful British lightweights.

No Reserve*

Reg No: BPL 654 MOT: Exempt Frame No: M595

Freddie Barnes went into business in Weybridge in 1904 and soon started building motorcycles under the Zenith name. Pre-Kaiser War, he enjoyed great success with his patented Gradua infinitely variable belt-drive, but after that became redundant with chains supplanting belts, he turned to building machines with JAP singles and V-twins which proved formidable in competition. Though Zenith’s heyday ended with Barnes’s departure in 1930, it continued to produce well-made machines with JAP engines, such as the lightweight 250cc LC1, which was produced from 1934 to 1940. This splendid 1934 LC1 appears in superb condition following a recent restoration. The buff logbook indicates that it was been used by Arthur Smallbone of Sompting, Sussex, between 1949 and 1955. Smallbone also owned a 1913 Zenith Gradua which participated in some early Pioneer Runs. It appears that in the 1970s both Zeniths passed to Basil Keys, who started sprinting a Rudge during the 1930s and became a prominent racer, competing in the Isle of Man TT and Brighton Speed Trials. ‘BPL 654’ was sold from the Keys Collection in 2014 needing restoration, which was performed by the present owner to an excellent standard, the tank being rechromed by Derby Plating. The Zenith is said to run well and is accompanied by the current V5C and the 1949 buff logbook.

1945 Ariel W/NG

Genuine Ex-WD model

Estimate: £4,000 - £5,000*

216

1952 Panther 100 Combination Sidecar

217

Reg No: XXS 131 MOT: Exempt Frame No: XG56969

The Ariel W/ NG 350 was a model designed and built for the British armed forces during the Second World War. By 1944, aluminium was in short supply, so the primary drive cover and timing case were produced in pressed steel, with other shortages dictating that the handlebar grips were made of canvas rather than rubber. This ex-WD Ariel 350 was supplied on 31st of January 1945 under War Department Contract number S88049. Authentically presented, the bike had been laid up and dry stored for over 30 years until the present owner recommissioned it last year and obtained the present registration number from DVLA. It is offered with all the hard to find original WW2 equipment including pressed steel engine covers, rare canvas grips, control levers, field stand, headlamp mask, rear convoy light and kickstarter arrester clip. The saddle bags, as well as the front and rear seats are original with new tyres fitted during the recommissioning. Showing a nice patina, the vendor reports that it starts easily and runs well with good charging and oil circulation. An ideal bike for use on vintage runs and WW2 re-enactment events, it will be supplied with a current V5C.

Estimate: £2,000 - £3,000*

Reg No: UNO 181 MOT: Exempt Frame No: 20658

This 1952 Panther sidecar outfit is presented in good, original running condition and retains a notably authentic specification. The motorcycle benefits from its original mudguards, fuel tank and side boxes, together with the distinctive Dowty pneumatic front forks, which remain fully functional and reportedly have had all seals replaced. Practical upgrades are limited and sympathetic, including stainless-steel mudguard stays and an electronic ignition discreetly housed within the original magneto casing. The engine is original and retains its correct carburettor albeit with a modern air filter element, fitted with a sidecar sprocket, and is described as being almost oil-tight. Starting is reported to be straightforward using the original half-compression lever, with the engine running well and the gearbox selecting gears smoothly. The outfit is paired with a comfortable Squire sidecar and is reported to drive well and track straight. The wiring to the rear lamp and sidecar lighting is present but will require reconnection, and it is believed that the stop-light switch will need replacement. Overall, this represents an appealing and usable example of a classic British sidecar combination, retaining a high degree of originality with sympathetic upgrades for practical road use.

1978 Rickman-Kawasaki CR1000

Estimate: £9,500 - £10,500*

218

Reg No: PFU 255S MOT: Exempt Frame No: 6388M

In the 1970s, Japan’s motorcycle manufacturers were lauded for their powerful and sophisticated engines, but many enthusiasts maintained that the best frames were still built in Britain, specifically by Rickman. Consequently, bike-builders started producing hybrid machines which combined the best of both worlds, with Rickman supplying frame kits intended to enhance the best Japanese components. This 1978 Rickman-Kawasaki CR1000 is a striking example, with history back to 1991. Its then-owner kept it until 2017, when his advancing years prompted its sale, and it has had only two keepers since. Barn-stored and covered during that 26-year period, it has subsequently been stripped back to the frame and reassembled, with the 1,000cc engine cleaned and overhauled. The outer casings were polished by Briteworx and the period Mikuni carburettor was refurbished by Vapourworx. The stanchions were reground by A. M. Philpot, the nickel-plated frame was cleaned and the polished forks were refurbished with new seals. Wearing new tyres and Lockheed racing brakes, the Ronal lightweight wheels were refurbished with new bearings, and a new chain and sprockets. Its cosmetic refurbishment has seen it returned to its original paint scheme as applied by the supplying dealership, Grimsby Kawasaki. It has been fitted with a new Delkevic stainless exhaust system and now sounds superb, with the vendor affirming it runs and rides well.

1930 Rex R 147cc

Estimate: £2,000 - £3,000*

219

Reg No: BF 8789 MOT: Exempt Frame No: W11158

Not to be confused with the pre-war marque from Coventry, a completely different Rex company produced motorcycles in Sweden from 1908, having cut its teeth building bicycles. Early machines used Swiss Motosacoche engines or Rex’s own 2½hp MFR (Maskinfabriken Rex) V-twins, possibly copies of a 310cc NSU design, but by the mid-1920s it was relying entirely on proprietary engines, particularly from Villiers and JAP, which spanned 147 to 746cc. Rex continued to thrive even after the Second World War, when it offered a range of small, proprietary-engined two-stroke machines which ideally suited Swedish needs during the post-war petrol shortage. Probably unique in Britain, this very sweet 1930 Rex is powered by the Villiers 147cc two-stroke. It has been restored to a beautiful standard, which must be considered particularly impressive due to the lack of similar Rexes to use as reference points, but has no British history prior to 2018, when it was acquired by the present owner, a prolific collector. It has been registered with the DVLA but will require some recommissioning after static display. The simplicity and familiarity of the Villiers two-strokes makes the Rex an ideal machine for a newcomer to the vintage world, and we think it would particularly suit a young rider seeking their first vintage bike. Such a rare machine thoroughly deserves to be used.

1929 AJS M5

220

1960 Panther Model 120

221

Estimate: £4,000 - £5,000*

Reg No: BF 8378 MOT: Exempt Frame No: M114427

The 1920s was a wonderful decade for A. J. Stevens & Co., with AJS machines achieving great results in racing and record-breaking, and the production motorcycles naturally benefited from its competition experience. The 1929 machines also happened to be the AJS’s first saddle-tank models, giving them a very modern look, and one particularly appealing offering was the side-valve 350cc Model M5, catalogued as the “Standard Sporting Machine” and rated at 3.49hp. Priced at £45 and weighing 253lbs., it featured semi-TT handlebars and footrests, but was not supplied with a speedometer or steering damper as standard.

This lovely 1929 AJS M5 has no history prior to it being by the current owner, a prolific collector, in 2017, but it was clearly restored by a previous owner to a very high standard. It appears to have been restored many years ago and has mellowed well since completion. It has not been used in the present ownership but it was fired up in 2025. After the necessary recommissioning, it will be wonderful to see this “Ajay” at vintage events such as the Banbury Run and Graham Walker Run, where it will certainly be well-received.

Estimate: £4,000 - £5,000*

Reg No: 815 FXK MOT: Exempt Frame No: 28412

One of the great British “thumpers” of the post-war period, the Panther Model 120 was a sturdy, torquey and handsome 645cc single-cylinder bike designed particularly with the sidecar market in mind, though as a solo bike it made for a very comfortable touring machine. Its “sloper” engine, designed by Granville Bradshaw, was essentially pre-war technology, but its robustness ensured it remained in demand even in the 1960s. Sadly, Panthers struggled to compete with other, larger marques, and Phelon & Moore, its makers, went into receivership in 1962. Following its introduction in 1959, the Model 120 managed to survive until the P. & M.’s parts stock ran out in 1966, and then the company folded.

This lovely 1960 Model 120 has a history of enthusiast ownership going back at least to 2003, and appears to sport an older restoration which has now mellowed most attractively. is a collectable machine today. It has spent the past few years on static display in a small collection, so some recommissioning will be required. Supplied with the current V5C, this wonderful Panther stands out as a rare and unfairly overlooked survivor from the golden age of British singles.

1930 Motoconfort 100cc

An extremely rare early autocycle

Estimate: £1,500 - £2,500*

222

1973 Kawasaki Z1

223

Reg No: BF 9280 MOT: Exempt Frame No: 86108

In 1924, Alphonse Tallet, Charles Benoît and Abel Bardin founded the Motobécane company, to begin production of motorcycles. Their first model, the MB1, was an undamped pendulum-fork model equipped with a 175cc twin-cylinder two-stroke engine and belt drive. An extremely simple design, and popular in its native France, it sold well throughout the 1920s despite competition from other motorcycles in the under-250cc class. A similar marque with close ties to Motobécane was Motoconfort, which by 1930 was wholly owned by Motobécane. Various identical models were sold under both names. Essentially an early autocycle, this lovely 100cc Motoconfort lightweight machine has been dated to 1930 and is an extremely rare survivor outside of France; indeed, it may be unique in Britain. It has no British history prior to 2020, when it was acquired by the vendor, a prolific collector, but we are advised that was restored by the previous owner, evidently to a very high standard. The Motoconfort now presents extremely well, although it will require light recommissioning work before it goes back on the road. It represents a delightfully unusual machine which will not only be ideal for vintage rallies but possibly also for autocycle and cyclemotor events, e.g. with the “Buzzing” Club.

Estimate: £9,500 - £10,500*

Reg No: FWY 138L MOT: Exempt Frame No: Z1F-17777

Imported from the United States by the vendor in 2019, this 1973 Kawasaki Z1 has been thoroughly restored to ride by the owner. The engine is reportedly rebored to first oversize (0.5 over), with new cam chain guides, cam bearings, and a replaced cam chain and rollers. It retains its original points ignition. All engine bearings are said to have been inspected, along with wheel and swingarm bearings which were cleaned and greased. The bike features replated or new fasteners where needed, mudguards, and wheel rims, with new-old-stock parts sourced from Z-Power. The Z-Power high-quality pattern replica exhaust completes the package. The cylinder head has been refreshed with new valve guides and a light skim, while the carburettors and clocks have been refurbished. The chain oil system retains its oil tank however is not equipped with the pump. The paintwork has been refinished to a very high standard and has a glass like appearance, the bike started and ran smoothly at the time of consignment. Shod with Avon tyres, this Z1 presents beautifully and is ready for the road or display. It is supplied with its current V5C.

2000 Kawasaki ZRX1100 R

Estimate: £2,500 - £3,500*

224

1925 Triumph Model P

225

Reg No: V635 VKE MOT: None Frame No: JKAZRBC12YA035121

Introduced in the late 1990s, the Kawasaki ZRX1100R formed part of the manufacturer’s celebrated retro-inspired “muscle bike” line, drawing clear stylistic influence from the Eddie Lawson–era superbikes of the early 1980s. With its distinctive bikini fairing, flat seat, twin rear shocks and purposeful stance, the model combined classic superbike styling cues with the performance and reliability of modern Kawasaki engineering. At its heart lies a robust 1052cc inline four-cylinder engine derived from the ZX-11 powerplant, tuned to deliver strong mid-range performance and effortless road manners. Paired with a stiff steel frame, adjustable suspension and a powerful braking system, the ZRX1100R earned a reputation for combining muscular performance with excellent real-world usability. The model quickly developed a loyal following among enthusiasts who appreciated its blend of traditional styling and modern capability. This example is described as having had just one previous owner, suggesting careful long-term stewardship. The motorcycle is presented with its V5C registration document and was running smoothly when photographed. The ZRX1100R remains one of the most recognisable examples of Kawasaki’s retro-performance machines and continues to enjoy strong enthusiast appeal among collectors of 1990s Japanese muscle bikes.

Estimate: £5,000 - £6,000*

Reg No: PW 4284 MOT: Exempt Frame No: 901025

Difficult trading conditions in the mid-1920s prompted Triumph to produce a machine that could undercut its rivals on price but maintain the marque’s reputation for high quality. Introduced in 1925, the Model P succeeded in achieving Triumph’s aims, selling for £42 17s. 6d., a figure that only BSA could approach with their 493cc 3½hp 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 a 1,000 a week during 1925. This beautifully-presented 1925 Model P was sold through Verralls in 2004 to the late enthusiast Norman Wilson, from whose estate the previous owner acquired it in 2009. He kept it until 2021, when it passed to the present owner, an enthusiastic collector, who placed it on static display. Beautifully restored in the past, with details in the style of the gold award-winning Model P which participated in the 1925 1,000 Mile Stock Trial. Last on the road in 2007, it will require straightforward recommissioning, after which it will make a splendid machine for vintage events. A copy of a period 1,000 Mile Stock Trial report is on file.

1933 AJS R8

Estimate: £4,500 - £5,500*

Reg No: LXS 317

MOT: Exempt

226

1952 Panther Model 100

227

Frame No: 882

AJS had a fantastic time in the 1920s, with many successes in racing and record-breaking, and the production bikes benefited accordingly. This was much in evidence in the new range for 1930, which introduced a variety of very beautiful models boasting such features as twin-port heads, overhead valves, alloy pistons, strong crankshafts and stiffened frames. With all those features, the 500cc R8, with its launch price of £59 10s., was the sort of machine any enthusiast might aspire to own. Financial difficulties following the Wall Street Crash led to AJS’s takeover in 1931 by Matchless, which fortunately recognised the merits of the R8 and kept it in production unchanged until 1936. Our 1933 AJS R8 is a tremendously handsome machine and has evidently been restored at some stage in the past, with its condition now taking on a pleasingly mellowed appearance. The V5C shows no former keepers prior to its acquisition by the present owner, a prolific motorcycle collector, so its past is something of a mystery, but it has clearly been very well cared-for in the owner’s hands. As part of a collection, it has not been on the roads recently so a degree of recommissioning will be required, but it will be extremely rewarding to put this seldom-seen “Ajay” back on the rally circuit where it belongs.

Estimate: £5,000 - £6,000*

Reg No: ESJ 855

MOT: Exempt Frame No: 4660

Produced by Phelon & Moore in Cleckheaton, Yorkshire, Panther specialised in big, torquey single-cylinder machines which excelled at pulling sidecars and covering long distances. The impressively long-lived Model 100 ran from 1932 to 1963, with many improvements over the course of its life, but always powered by the same ohv 598cc single. The first Panther was launched in 1924, but the Phelon & Moore name was not dropped until somewhere around 1929. Famously, it was a Model 100 which transported Misses Florence Blenkiron and Teresa Wallach from London to Cape Town and across the Sahara in 1935. By the early 1950s, the Model 100 was employing a Burman foot-change four-speed gearbox and Dowty Oleomatic forks, and 1952 was the first year for the Lucas Magdyno. An extremely good-looking bike, this 1952 Model 100 exhibits an older restoration which has now acquired a most attractive patina. Having been on static display in a private collection since 2019, it will require some checks before it has been used on the road. It has, however, been run in 2025 and has the potential to be a very dependable classic bike which is sure to turn heads at rallies. It is sold with the current V5C.

1935 BSA W35-8 Blue Star

Single-family ownership for over 80 years

Estimate: £4,500 - £5,500*

Reg No: SVS 989

228

1927 Scott Flying Squirrel Touring De Luxe

Reportedly the only survivor of its kind

Estimate: £6,500 - £7,500*

229

MOT: Exempt Frame No: FS2362

Birmingham Small Arms was established in Small Heath, Birmingham, in 1861 to manufacture weapons. Around the turn of the century, they started making bicycles and progressed onto motorcycles a few years later. BSA applied the Blue Star name to the sports versions of its overhead-valve R35 (350cc) and W35 (twin-port 500cc) models of 1935, equipping them with all the desirable go-faster equipment such as high-compression pistons, performance cams, upswept exhausts, Amal pump carburettors and four-speed foot-change gearboxes. Priced at £61, the 500cc Blue Star was one of the most exciting machines in BSA’s 17-model range of 1935, but it was replaced by the Empire Star in 1936. Remarkably, this excellent example of a 1935 W35 Blue Star resided in one family for over 80 years. Originally registered ‘CNW 804’, it spent its early life in the Huddersfield area and underwent a period of refurbishment in the 1980s, but was reregistered ‘SVS 989’ in 1993. It was purchased for the present owner’s motorcycle collection in 2018, since when it has been on static display. While it has been periodically started, it will require some recommissioning before it can be used. It is sold with the current V5C and an historic buff logbook.

Reg No: NF 7008 MOT: Exempt Frame No: 1465

Launched in 1926, the Scott Flying Squirrel was famous among vintage motorcycles for its unconventional water-cooled, two-stroke twin-cylinder engine (of either 498 or 596cc), paired with a three-speed gearbox, as well as its exceptionally high price. It was produced in a variety of configurations for racing, sports and touring uses. The Touring De Luxe appeared briefly in the 1927 catalogue but found few buyers. Indeed, John Underhill, former Registrar for the Scott Owners’ Club, said of ‘NF 7008’: “This machine is unique. It is the only survivor of its model… and probably the only one manufactured.” This magnificent one-off joined the present owner’s extensive collection in 2019, prior to which it was restored by the previous custodian’s late father. The quality of the work speaks for itself from the photographs, and could reasonably be called “concours standard.” We note the V5C records the engine as 596cc, though Scott records indicate engine number FZ552A should be 498cc. Having been on static display for several years, some recommissioning will be required. The Scott will, of course, be welcomed to vintage events such as the Banbury Run and Graham Walker Memorial Run, and it is thoroughly deserving of a wide audience.

1970 Ducati 450 Scrambler

Recent restoration

Estimate: £4,000 - £5,000*

230

1962 BSA Rocket Gold Star

Restored by the National Motorcycle Museum

Estimate: £9,000 - £11,000*

231

Reg No: SVM 356H MOT: Exempt Frame No: DM450S 460421

Ducati was already producing 250 and 350 Scramblers, but the American importers, Berliner Motor Corporation, requested a bigger version to compete against the BSA Victor. The 450 was introduced in 1969 and was the first model to use the 436cc engine, the largest displacement that the engine could be stretched to. The frame received input from the racing department and was a strengthened version of the one used on the smaller models. The 450 was successfully used in flat track, enduro and scrambles racing with the same basic styling reintroduced a few years ago on the modern range of Vee Twin Scramblers. The biggest of the bevel singles, this 450 scrambler has recently undergone extensive and sympathetic restoration, with the vendor sourcing parts from around the world. The engine has been overhauled with a new carb, clutch plates and a new gear selection mechanism and finished off with a genuine upgraded Conti exhaust. Electrics have been improved with a 12v conversion, and the Marzocchi rear dampers and front forks have been refurbished. The wheels have been reassembled with NOS Radielli chrome rims, resulting in an authentic and very usable classic scrambler. It will be supplied with a current V5C.

Reg No: 968 XMA MOT: Exempt Frame No: GA10 145

By the 1920s, BSAs were often front-runners in competition, and when one received a Gold Star award for lapping Brooklands at 100mph in 1937, Gold Star became the designation for BSA’s top performance models from 1938 to 1963, culminating in the Rocket Gold Star of 1962, which placed the A10 Super Rocket’s 646cc parallel twin into a Gold Star frame. The model was a hit, and was only discontinued in 1963 after 1,584 had been built because the A10 engine was superseded by the new unit-construction A65 twin. This matching-numbers 1962 Rocket Gold Star presents beautifully, having been the recipient of an older restoration by the National Motor Museum. Originally despatched on April 16th, 1962, to Cooke’s Garages in Crewe, it was acquired in the 1970s by an enthusiastic collector who favoured BSAs, and was in single ownership for many years before it was purchased by the National Motorcycle Museum. It was then restored to the excellent condition that it now appears in before being raffled off. Last taxed in 1998, the Goldie has been occasionally started and ridden on private land, but may require some checks before road use. It is supplied with the current V5C.

1962 Triumph Bonneville T120R

Restored to a really high standard

Estimate: £7,000 - £8,000*

232

1942 Harley-Davidson WLA

Authentically restored

Estimate: £19,000 - £21,000*

233

Reg No: 251 PTG MOT: Exempt Frame No: D19369

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, while the whole Triumph range for 1959 received uprated crankshafts. It took its name, of course, from Bonneville Salt Flats, where in 1956 Johnny Allen set an AMA-certified speed record of 214mph on a heavily modified 650 Triumph. Meanwhile, at the MIRA test track, a pre-production Bonnie hit 128mph; few bikes could boast such a combination of style and speed. Built during the final year of the original pre-unit engine, this 1962 Bonneville was enjoyed by the first owner until he had to go to work on the oil rigs off Scotland, and it then was passed around a group of his friends, until eventually it was restored to an exceptionally high standard. Since the restoration was completed, it has seen little use and has not been on the road recently, but it has been cared for cosmetically and we are advised that it runs well. It is supplied with the V5C and a buff logbook.

Reg No: YWG 204 MOT: Exempt Frame No: 42WLA54190

Torquey and robust, the Harley-Davidson WL with its 45ci (740cc) ‘Flathead’ V-twin was ideal for military duties such as scouting and escorting, and so it was transformed into the army-model WLA in 1940, along with the Canadian Army WLC. Commissioned as part of American military expansion, it soon found itself in the European war theatre, supplied to the Allies under the Lend-Lease scheme. Production of around 70,000 ended in 1945, but was revived for the Korean War from 1949 to 1952. The main differences from the WL were drab paint, sideless mudguards, and various accessories such as a heavy-duty luggage rack for radios and a machine gun scabbard. This 1942 WLA has been beautifully and authentically restored with uncompromising attention to detail. The restorer went to great pains to source all the correct army equipment, and we would defy anyone to find fault. Registered with the DVLA in 2016, it has lately been off the road, though we are advised by the vendor that it “starts with ease and is a joy to ride.” Pleasantly patinated and in regular use until recently, it would be perfect for everything from motorcycle rallies to ’40s weekends and militaria fairs.

2016 MV Agusta F4

Just three miles from new

Estimate: £9,000 - £11,000*

2000 Suzuki 1200 Bandit S

234

Reg No: MX66 KSU MOT: February 2027 Frame No: ZCGF630BBHV006565

MV Agusta famously dominated Grand Prix racing during the ’50s, ’60s and ’70s, but motorcycle production ceased in 1977 for MV to concentrate on its helicopters, only restarting in 1999 after the Castiglioni family took over the name and launched a new range starting with the F4 series. The F4 was every bit a return to form, with its four-cylinder, four-stroke, 16-valve engine, intended for the Superbike World Championship. In 2005, it was enlarged to become the F4 1000, and a redesigned second-generation model took over from 2010. The basic model featured a new camshaft, lighter con-rods, twin injectors and a deeper sump, and in 2013 it was again improved with a wider-bore, shorter-stroke engine said to produce 195bhp at 13,400rpm. Finished in the special-edition Pearl White, ‘MX66 KSU’ is very likely the lowest mileage MV Augusta F4 in existence, with just three miles recorded from new, and we believe it represents an unrepeatable opportunity to obtain such a machine. With only two owners from new (the present since 2018), it has very recently received a full service at DMC Moto Birmingham, and is described by the vendor as “excellent” in all respects. All the original keys, books, a current V5c, and a paddock stand are supplied, making it an unmissable opportunity for the devoted superbike collector. Where could you source another?

No Reserve*

Reg No: WK05 XTX MOT: None Frame No: JS1A9111200102439

Introduced in the mid-1990s, the Suzuki Bandit 1200 quickly earned a reputation as one of the most versatile and dependable large-capacity road motorcycles of its era. Powered by a robust air/oil-cooled 1157cc inline four-cylinder engine derived from Suzuki’s earlier GSX-R models, the Bandit combined strong torque with relaxed everyday usability. Its comfortable riding position, stable chassis and straightforward mechanical layout made it popular with riders seeking a machine capable of both spirited road riding and longer-distance touring. By the early 2000s the Bandit 1200 had become well established as a practical yet characterful all-rounder, appreciated for its durability, strong mid-range performance and ease of maintenance. With its muscular styling and proven engineering, the model continues to enjoy a loyal following among enthusiasts looking for an affordable and usable modern classic. This 2005 example is presented in silver and displays approximately 15,000 miles on the odometer. The motorcycle was heard running at the time of inspection and is fitted with an aftermarket sports silencer in place of the standard exhaust. Offered with its V5C registration document, it represents a straightforward and appealing example of Suzuki’s well-regarded Bandit 1200.

1953 Norton Model 7 Dominator

1950 Sunbeam S8

236

Reg No: HSU 125 MOT: Exempt Frame No: H12 47889

The 1953 Norton Dominator Model 7 is a celebrated British twin-cylinder motorcycle, renowned for its robust engineering and classic styling. Introduced in 1949, the Model 7 was Norton’s first parallel-twin, featuring a 497cc engine designed by Bert Hopwood. Known for its smooth performance, comfortable ride, and dependable engineering, the Model 7 became a cornerstone of Norton’s lineup until it was succeeded by the Model 88 in 1955. This particular Model 7, a swinging arm variant, has been through an older restoration and has seen some use before becoming part of a private museum collection in 2002. The motorcycle was re-registered in 1987, changing its registration from NVM 523 to HSU 125. It comes complete with a modern V5 and its original buff logbook, documenting its history. Offered at no reserve, this Model 7 presents a unique opportunity to own a piece of Norton’s rich legacy. Its classic design, combined with its well-documented provenance and historical significance, make it an ideal candidate for vintage runs, rallies, and discerning collectors. As with many long-term display pieces, it will require recommissioning before returning to the road.

No Reserve*

Reg No: FDN 372 MOT: Exempt Frame No: 4434

The 1950 Sunbeam S8 is a distinctive example of post-war British motorcycle engineering. Designed by Erling Poppe and introduced in 1949, the S8 was conceived as a lighter, sportier companion to the touring-focused S7, although both models shared the same 487cc overhead-cam, longitudinal twin-cylinder engine with shaft drive. This arrangement provided notably smooth and refined performance, qualities for which the model became well regarded. In contrast to the S7’s balloon tyres, the S8 adopted conventional tyres, BSA telescopic front forks and a cast-aluminium silencer, giving it a more purposeful appearance. With a claimed top speed of around 85mph, production continued until 1956, although sales remained relatively modest due to the model’s comparatively high purchase price. This example presents in similar condition to long-term static display machines and benefits from a well-documented history. The original buff logbook records four previous owners and the motorcycle is supplied with a modern V5C registration document. Acquired by the current keeper in 1980, it has since formed part of a private museum collection and has remained on display. As such, it will require recommissioning before returning to road use.

1955 Matchless G9

No Reserve*

238

1956 Triumph 5T Speed Twin

239

Reg No: MVN 228 MOT: Exempt Frame No: A36353

Matchless, one of the oldest marques of British motorcycles, was manufactured in Plumstead, London, from 1899 to 1966. Known for producing a diverse range of machines, from small two-strokes to 750cc four-stroke twins, Matchless established a reputation for durability, engineering quality and competition success. Among its notable early achievements was victory in the first single-cylinder race at the Isle of Man TT in 1907. This particular G9 has been part of a private collection since 1982 and has largely been kept on static display. Its history is well documented with both an original buff logbook and a modern V5C registration document confirming its provenance. DVLA records note three previous owners, including a transfer within the same family, while the buff logbook provides further detail on earlier ownership. A representative example of mid-century British motorcycle engineering, the Matchless G9 combines classic styling with dependable twin-cylinder performance. Having spent many years in a static collection it will require recommissioning before road use, but it remains a complete and authentic machine with strong documentation. Offered at no reserve, it represents an appealing opportunity to acquire a well-provenanced British twin suitable for sympathetic restoration or use.

Estimate: £3,000 - £3,500*

Reg No: 925 HML MOT: Exempt Frame No: 5T79082

The Edward Turner designed 500cc twin cylinder ‘Speed Twin’ was first offered for sale in 1937 and was a turning point for the motorcycle industry, lighter than many contemporary singles with significantly more power and torque. Early models had either rigid rear suspension or Triumph’s trademark Sprung Hub, but by 1956 swinging arm suspension was standard across the range. The basic layout survived in various engine sizes up to 750cc until the eventual closure of the factory in the early 1970s. Triumph staged a remarkable comeback in the 1990s with a range of new machines based on the spirit of bikes like the original Speed Twin. This beautifully presented swinging arm Speed Twin, re-finished in classic Triumph metallic blue and silver, has been restored to a very high standard. The paint and chrome are in excellent condition and the wheels have been refurbished with new rims and spokes, shod with period correct Avon Speedmaster tyres. Electronic ignition has been fitted, and the bike started well and ticked over nicely when being photographed. The frame number and engine numbers match, and it comes supplied with an original Triumph spare book and a Haynes manual, together with a current V5C.

The Keith Mason Collection

1969 Egli Vincent Black Shadow

From the Keith Mason collection

Estimate: £33,000 - £39,000*

Reg No: TUJ 887H MOT: Exempt Frame No: RS11244

The Hot Rod in Keith’s ‘Holy Trinity’ of Vincents, this Egli Black Shadow Cafe Racer was custom built by John Mossey Classics in 2023. A stunning looking bike presented in fantastic condition, it was first registered in 2023 but declared manufactured in 1969, so it has Historic vehicle status and is tax and MOT exempt. The chassis specification includes a nickel plated Egli spine frame and oval box section swing arm, 18” Borani flanged alloy rims fitted with Bridgestone BT46 tyres, a 250mm Fontana 4LS drum front brake, a 210mm Fontana 2LS drum rear brake, 38mm Ceriani GP forks and alloy yokes, Hagon Rear shocks, a 5” Puca Smiths EGLI electronic Speedo, a 3” Pucs Smiths EGLI Rev counter, a Lucas headlight with flyscreen, Magura controls and CNC alloy footrests and brackets with pillion pegs. The bodywork features a curvaceous 3 gallon alloy fuel tank with Monza flip up filler cap, alloy front mudguard, gloss black GRP vented side panels and rear mudguard and a race seat unit with removable solo hump. The Black Shadow Engine has been fully blueprinted with gas flowed heads, a pair of Dellorto 34mm PHB carburettors and a Pazon electronic ignition system exiting through a bespoke JMC chrome plated big bore 2-1 exhaust, with a curved reverse cone silencer. Most importantly, it can all be fired up with an Alton 12V electric start conversion for ease of use. Supplied with a paddock stand, the combination of a Black Shadow engine in an Egli frame is without doubt one of the most iconic and desirable Cafe Racers ever built. This machine is being sold as a collector’s item, part of Keith’s stunning private collection of Vintage and Classic machines that have all been dry stored for several years so will require recommissioning before use.

1961 BSA A10

From the Keith Mason collection

Estimate: £3,500 - £4,500*

241

1947 Matchless G80L Scrambler

From the Keith Mason collection

Estimate: £2,500 - £3,500*

242

Reg No: 988 BYN MOT: Exempt Frame No: GA7 16255*

BSA was established in Small Heath in 1861 and initially manufactured weapons. Around the turn of the century, they started making bicycles, progressing 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 650cc A10 Golden Flash was developed by Bert Hopwood in 1949 to compete with the parallel twins being offered by Triumph and Norton at the time. With a good turn of speed and a strong chassis, it probably became the world’s first ‘Sports Tourer’, equally happy as a weekend pleasure bike or lugging around a double adult sidecar during the week. Later models featured swinging arm rear suspension and full-width hubs, becoming the basis for the Rocket Gold Star. This early 1960s model is authentically presented in the rare Nutley Blue colour scheme and has been dry stored as part of Keith’s private collection, not run for a while, it will need some recommissioning before use. Included in the sale is a paperwork file of receipts, old MOTs, manuals and a current V5C. *The frame number is not clearly visible so has been taken from the V5C.

Reg No: Un-Registered MOT: Exempt Frame No: Not Seen

Matchless is one of the oldest names in motorcycling. An amalgamation with AJS in 1938 formed the AMC group, with very often two similar being bikes offered as either Matchless or AJS, with not much more than the tank badges distinguishing them apart. The G80 was a single cylinder 500cc built between 1946 and 1966, and together with its equivalent AJS Model 18 was one of AMCs best selling models. This early post war G80 is in ‘Scrambler’ trim and is evocative of a different era in off-road riding. In the days of bikes now having 12” of suspension travel front and rear, riders back in the day made do with perhaps 3” at the front and a rigid rear end with just a sprung saddle for comfort. Not much is known of its history, but it is presented in authentic oily rag condition with alloy guards and a straight through exhaust, as an off-road bike, it is not registered. This machine is being sold as a collector’s item, part of Keith Mason’s stunning private collection of Vintage and Classic machines that have all been dry stored for several years and will require recommissioning before use.

1974 Triumph T140V Bonneville

From the Keith Mason collection

Estimate: £4,000 - £5,000*

243

1975 Suzuki RE5

From the Keith Mason collection

Estimate: £8,000 - £12,000*

244

Reg No: Un-Registered MOT: Exempt Frame No: T140V NN64120

Triumph is one of the most iconic names in the history of motorcycling, and in 1937 the Edward Turner designed Speed Twin was released, launching a range of Triumph twins that went on to epitomize British motorcycles in the post-war years. The Bonneville name, first used to commemorate Jonny Allens speed records at Bonneville Salt Flats, is probably the most evocative of the era and was placed on Triumphs best performing bikes. This Triumph T140V 750 Bonneville is presented in excellent and original US export specification with chrome mudguards, hi rise handlebars and a smaller capacity but far prettier peanut fuel tank. Finished in metallic purple with Alaskan White scallops and gold pin stripes, it has the later rear disc brake and left foot gear change, and the original restrictive cigar silencers have been replaced with some Dunstall style free flow long megaphone ones. This machine is being sold as a collector’s item, part of a stunning private collection of Vintage and Classic machines that have all been dry stored for several years and will require recommissioning before use. It will be supplied with a US title and NOVA number to aid registration with DVLA if so desired.

Reg No: NAJ 326P MOT: Exempt Frame No: 13668

Only starting to produce motorcycles after WW2, by the early 1960s they were second only to Honda in numbers of two-wheelers manufactured. Better known for their performance two strokes Suzuki was at the forefront of the race to develop the Felix Wankel rotary engine concept, releasing the RE5 in 1975, still the world’s only mass-produced rotary engined motorcycle. Whilst a technological masterpiece, it was perhaps ahead of its time and only about 5000 were made between 1975 and 1976. With its futuristic design penned by Giorgetto Giugiaro, Suzuki definitely went out on a limb and even today the design looks like something you would only see in concept drawings, yet love it or hate it, it suits the bike and adds to the character. This rare RE5M in Midnight Blue is the earlier model with its distinctive barrel shaped instrument cluster and round indicators. Presented in very original condition, it was UK registered from new and will be supplied with a current V5C. Offered as a collector’s item, it has been part of a stunning private collection of Vintage and Classic machines, which have all been dry stored for several years and will require recommissioning before use.

1946 Triumph Purdy Special

From the Keith Mason collection

Estimate: £20,000 - £24,000*

Reg No: OXS 273 MOT: Exempt Frame No: TF 10220

245

Part of Keith Mason’s personal collection of over 30 classic bikes. A lifelong motorcycle enthusiast, Keith started working in his local bike shop at the age of 15 before eventually branching out on his own a few years later. From humble beginnings, his Moto GB group now comprises 15 bike shops and is responsible for importing 9 different brands into the UK. We are honoured to offer his collection for sale. This incredible bespoke machine is a masterpiece in engineering from the renowned artisans at Purdey Engineering. Purdey Historic Motorcycles was formed by two brothers with a vision to create bespoke English motorcycles, using their 50 years of experience in traditional engineering skills. With a passion and inspiration achieved through their love of creative engineering, they work from a traditional barn-style workshop located in the heart of rural Buckinghamshire. This wonderful machine is based on a 1946 Triumph T100, using many original parts including the bolt up rigid frame, girder forks, an all alloy 500cc pre unit engine, Amal carb with twin float chambers and a Smiths Cronometric speedo. The real craftsmanship is in the bespoke items such as the beautiful tan leather seat, panniers and toolbox that have been handcrafted to create the authentic vintage style and classic looks. Hundreds of hours have been spent creating this bike with exacting attention to detail and a high level of finish. Commissioned in 2021, it is fitted with period correct Avon tyres and a Brown & Barlow slide throttle, with a plate on the frame suggesting it is 1 of 5. It has carried out only 66 test miles before being dry stored in Keith’s collection, so will need recommissioning before use. It will be supplied with its original matching leather documents case containing user instructions and a current V5C.

1964 Triumph T120C West Coast

From the Keith Mason collection

Estimate: £10,000 - £14,000*

Reg No: Un-Registered MOT: Exempt Frame No: DU 10497

Triumph is one of the most iconic and revered names in the history of motorcycling. Many believe the T120 Bonneville, first seen in 1958, to be the ultimate version of the classic British vertical twin and it is now one of the most sought after bikes of the era, especially the ‘C’ competition models. The Competition models were designed primarily for off road use, and produced in very limited numbers from 1963 to 1968. The ‘West Coast’ model was specifically made for and distributed by Johnson Motors of California and was different in specification to the East Coast models distributed by TriCor in Baltimore. Fitted with wide swept back handlebars, high level pipes, engine bash plate, lightweight alloy mudguards, no pillion footrests, large air cleaners and off road tyres, Triumph hoped this model would be the ride of choice for the serious competitor, and they guessed right as they were winners straight out of the crate! This stunning T120C was previously part of the Zimmerman Brothers Collection in California and was restored by Bill Hoard, the famous engineer who worked on many of the Zimmerman Triumphs. Collectors in the USA agree that his work has set the benchmark for renovating Triumphs over the years, now retired, this may be a rare chance to acquire one of his stunning restorations. It would be hard to find a more factory correct example, the bike is as it was when it left the Meriden factory in 1964. This machine is being sold as a collector’s item, part of Keith’s stunning private collection of Vintage and Classic machines, which have all been dry stored for several years and will require recommissioning before use. It will be supplied with a US title and a NOVA number to aid registration with DVLA if so desired.

1955 Norton Model 7

From the Keith Mason collection

Estimate: £3,000 - £4,000*

247

1966 Triumph 6T Thunderbird

From the Keith Mason collection

Estimate: £4,500 - £6,500*

248

Reg No: XFC 881 MOT: Exempt Frame No: K1259688

Pre WW2, Norton mainly produced mainly single cylinder engines, but after WW2, jumped on the twin bandwagon in 1948 when they introduced the Model 7. Designed by Bert Hopwood, the new 500cc engine was fitted into the existing ES2 plunger frame. It was the first bike to use the Dominator name and proved to be a solid and reliable model, even finding favour with the Japanese police force. The Model 7 continued as a cheaper alternative to the ‘88’, its first major revision arriving in 1953 in the form of a new swinging-arm frame. The model was dropped at the end of 1955, but the same basic cycle parts were used for a 600cc successor, the Model 77, which continued in production until 1958. This 1955 model is presented in excellent, authentic condition with a good degree of originality. This machine is being sold as a collector’s item, part of Keith’s stunning private collection of Vintage and Classic machines, which have all been dry stored for several years and will require recommissioning before use. The frame number is not clearly visible under a layer of paint, it will be supplied with some old MOTs and a current V5C.

Reg No: Un-Registered MOT: Exempt Frame No: DU41672

The 650 Thunderbird 6T was developed to satisfy buyers’ demands for more power. This is a truly stunning Thunderbird, previously part of the Zimmerman Brothers Collection and restored by Bill Hoard, the famous engineer who renovated many Triumphs for the museum. He is considered to be one of the best bike restorers in the world, with his work gracing many collections in the USA. The Thunderbird was introduced by Triumph in 1949 and produced until 1966, making this example the final version. The Thunderbird name and its “paper dart” logo were thought up by Triumph Managing Director Edward Turner on one of his regular trips to Triumph’s operations in the USA, and the mighty Ford Motor Company had to pay Triumph Motorcycles to use the name on their new 2 seater convertible in 1955. It would be hard to find a more factory correct example. This machine is being sold as a collector’s item, part of Keith’s stunning private collection of Vintage and Classic machines, which have all been dry stored for several years and will require recommissioning before use. It will be supplied with a US title and NOVA number to aid registration with DVLA if so desired.

1969 Triumph T120R Bonneville

From the Keith Mason collection

Estimate: £5,000 - £7,000*

249

1969 BSA A75 Rocket 3

From the Keith Mason collection

Estimate: £6,500 - £8,500*

250

Reg No: Un-Registered MOT: Exempt Frame No: T1205 DU84137

Triumphs bikes epitomise British motorcycles in the post war years, with many believing the T120 Bonneville, first seen in late 1958, to be the ultimate expression of the classic British vertical twin, and is now one of the most sought after bikes of the era, especially the later 1960s pre oil in frame 650cc models. This stunning 1969 Bonnie was previously part of the Zimmerman Brothers Collection in California and was restored by Bill Hoard, the famous engineer who worked on many of the Zimmerman Triumphs. Collectors in the USA agree that his work has set the benchmark for renovating Triumphs over the years, now retired, this may be a rare chance to acquire one of his stunning restorations. It would be hard to find a more factory correct example, the bike is as it was when it left the Meriden factory in 1969. This machine is being sold as a collector’s item, part of Keith’s stunning private collection of Vintage and Classic machines, which have all been dry stored for several years and will require recommissioning before use. It will be supplied with a US title and a NOVA number to aid registration with DVLA if so desired.

Reg No: VVK 468G MOT: Exempt Frame No: A75 RXC01013

Birmingham Small Arms was established in 1861, initially manufacturing weapons. Early in the 20th century, they started producing bicycles, progressing onto motorcycles a few years later. BSA became one of the world’s largest manufacturers until its demise in 1973. Their last new model was the 750cc 3-cylinder Rocket 3 launched in 1969. Only around 5900 Rockets were manufactured between 1969 and 1972. The accompanying dating letter from the TR3OC says this example was built in the Small Heath factory on 16th January 1969, and dispatched to BSA New Jersey, USA the day after. The frame number of A75R XC01013 suggests it’s possibly one of the first off the production line. Beautifully presented in red, the engine has benefited from a top end overhaul, new carbs and an oil pressure gauge has been added for peace of mind. There are several owners manuals, handbooks and magazines accompanying the bike together a few receipts, old MOTs, a current V5C and two sets of keys. This machine is being sold as a collector’s item, part of Keith’s stunning private collection of Vintage and Classic machines which have all been dry stored for several of years and will require recommissioning before use.

1976 Triumph T160 Legend

From the Keith Mason collection

Estimate: £9,000 - £13,000*

Reg No: SCG 769P MOT: Exempt

Frame No: GK05144

251

After the final closure of the Meridan factory, many of the now redundant engineers started their own companies specialising in modifying and tuning Triumphs. Probably the best known was Les Williams, the Triumph race team manager, best known for building Slippery Sam, the production racing T150 that won the IOMTT production race for five consecutive years. Les set up a spares and servicing operation, producing various bespoke models over the years, the most sought after being the ‘Legend’. Just a limited run of 61 handmade ‘Legend’ specials were put together by Les and his team to showcase his company’s products, this bike is number 52 and was originally commissioned by Ian Bayliss. The specification is fantastic including a distinctive and stylish humped solo race seat and rear mudguard unit, a large capacity alloy race fuel tank with Monza filler cap, as fitted to the original Slippery Sam, Akront alloy rims, AP Lockheed twin front disc, sports handlebars, oil cooler and an oil pressure gauge. The look is finished off with a bespoke exhaust system with 3 into 2 header pipes and upswept high flow silencers. The bike is supplied with an incredible paperwork folder documenting its service and rebuild history, including all the correspondence between the owner who commissioned the bike and Les himself, together with numerous receipts accumulated along the way. The pile of receipts is over 1 inch thick! This machine is being sold as a collector’s item, part of Keith Mason’s stunning private collection of Vintage and Classic machines that have all been dry stored for several years and will require recommissioning before use. It will be supplied with the aforementioned document/history folder and a current V5C. The engine no. is GKO5144, the frame number is not clearly visible under a good layer of paint.

1951 Royal Enfield Works ISDT 500

From the Keith Mason collection

Estimate: £9,000 - £13,000*

Reg No: KAB 547 MOT: Exempt Frame No: T1870

This ex-works Royal Enfield 500 Twin is one of four bikes especially built by the factory to compete in the 1951 ISDT in Varese, Italy, and is the only known survivor having featured in many classic publications over the years. Offered in full ISDT trim, it still has spare cables in place and many other neat little competition modifications. ‘KAB 547’ was allotted to works rider Jack Stocker in the 1951 ISDT taking place in Italy, with the team winning the International Trophy without losing any marks. The factory team also won the manufacturer’s prize. Capitalising on this, Stocker and his team-mates were featured in Royal Enfield’s post-ISDT advertising, and ‘KAB 547’ was also displayed on Royal Enfield’s stand at the 1951 Motorcycle Show. In the following year’s ISDT in Austria, ‘KAB 547’ was ridden by Johnny Brittain as part of the British Vase B team, but unfortunately, he was sidelined on the fifth day with engine failure. A handwritten note on file states that the factory then rebuilt the engine while retaining the original cylinder heads. Many years later, Bob Gardiner was able to buy ‘KAB 547’ from the famous sports photographer, writer and off-road authority, Don Morley. Correspondence with Don may be found within the accompanying paperwork file, together with historical material relating to the bike accumulated by Bob Gardiner, including a list of all publications in which this historic machine appeared. It should be noted that the V5C still lists the original engine number 1870, although the cases presumably fitted after the blow up in 1952 are stamped T2432. A rare opportunity to acquire a historically important bike, it will be supplied with its substantial paperwork file. This machine is being sold as a collector’s item and will require recommissioning before use.

1967 Yamaha YR1 Grand Prix

From the Keith Mason collection

Estimate: £5,000 - £7,000*

Reg No: Un-Registered MOT: Exempt

253

1961 Dunstall Triumph 6T Thunderbird

From the Keith Mason collection

Estimate: £4,500 - £6,500*

254

Frame No: R1 05734

This nicely presented 1967 Yamaha YR-1 350cc Grand Prix was previously part of the famous Mitzel Builders Auto Collection in North Dakota. A rare bike that was never officially imported into the UK, only a few entered Europe through France and Scandinavia. The specification and performance in the 1960s outstripped many larger capacity bikes with standing start 1/4 mile times of under 14 seconds, enough to embarrass 650 Triumphs and Nortons! An unusual feature was that the gear change lever and rear brake lever could be reversed to cater for traditional motorcyclists used to a British and US style right foot change. Many made it onto the race tracks with Yamaha themselves eventually offering the TR2 over the counter racer. Authentically restored in the USA to a good degree of originality, apart from some later indicators, the mileage shown on the odometer is 21,842. It is not registered with DVLA but will be supplied with a NOVA number to aid this process. This machine is being sold as a collector’s item, part of a Keith’s stunning private collection of Vintage and Classic machines, dry stored for several of years, it will require some recommissioning prior to use.

Reg No: YSR 773 MOT: Exempt Frame No: D15075

In 1937, the legendary Speed Twin was released, launching a range of Triumph twins that went on to epitomize British motorcycles in the post-war years. To satisfy riders’ desire to improve their bikes, many firms such as Dunstall and Rickman made accessories to improve the performance and looks. This matching numbers pre-unit Thunderbird has been restored in the past and fitted with a period Dunstall body kit comprising of fuel tank, dual seat, bikini fairing, clip-ons with alloy levers, alloy top yoke and friction steering damper, rear sets, Akront Alloy rims and swept back front pipes with Dunstall long megaphone silencers. The engine has been improved with a twin carb conversion together with Mk1 Amal Concentrics and velocity stacks, a rev counter drive on the timing cover and an external engine breather. If you are after something slightly different, this bike will stand out from the crowd. It will be supplied with some old tax discs and a current V5C. This machine is being sold as a collector’s item, part of Keith’s stunning private collection of Vintage and Classic machines that have all been dry stored for several years and will require light recommissioning before use.

1955 Norton Dominator

From the Keith Mason collection

Estimate: £3,500 - £4,500*

255

1954 Triumph T100

From the Keith Mason collection

Estimate: £5,500 - £7,500*

256

Reg No: VFO 881 MOT: Exempt Frame No: 75121

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. By the late 1950s the engine had been increased in capacity to 600cc, fitted into the classic Featherbed frame matched to equally iconic Roadholder front forks and alloy full width hubs. Standard Dominators are remarkably rare nowadays, perhaps because so many have been turned into Triton Cafe Racers. This particular bike has had some subtle changes over the years, including being fitted with a later engine, number 9205 114, suggesting it’s from a 600cc 99 model. The engine had a rebore and full top end overhaul in 2022 with a new Amal Monobloc fitted at the same time. An early 750 Commando front wheel with 8 inch TLS front brake plate has been fitted for better stopping power. This machine is being sold as a collector’s item, part of a stunning private collection of Vintage and Classic machines which have all been dry stored for several years and will require light recommissioning prior to use. A great bike for use on vintage runs and rallies, it is supplied with a current V5C.

Reg No: Un-Registered MOT: Exempt Frame No: Not Seen Triumph made its first motorcycle in the early 1900s, beginning a continuous run of production until its closure in 1983. The Tiger 100 was the sports version of the Speed Twin and marketed as the ‘supreme mount for the sportsman’. The ‘Motor Cycle’ described the model as a ‘thoroughbred sporting 500 calculated to inspire pride of ownership on account of its magnificent all round performance and its handsome appearance’.This pre unit 1954 Tiger 100 in classic ‘Silver Sheen’ is an early swinging arm model with an all alloy top end. Bought by Keith at Mecum a few years ago, it had previously been restored and displayed in an American Motor Museum. After spending most of its life overseas, this iconic 50s Triumph was repatriated in 2017 and will be supplied with a US Title and a NOVA number to aid registration in the UK if so desired. Being offered as a collector’s item, it has been part of a stunning private collection of Vintage and Classic machines which have all been dry stored for several years and will require recommissioning before use. Engine no. 47583, the frame number is not clearly visible under a good layer of paint.

1972 Triumph T150V

From the Keith Mason collection

Estimate: £5,500 - £7,500*

257

1961 Velocette Venom

From the Keith Mason collection

Estimate: £4,000 - £5,000*

258

Reg No: XEU 628K MOT: Exempt Frame No: T150V KG03832

The Trident triple was Triumph’s last success story. This 1972 T150 model spent its early years in the USA before being repatriated in 2017. After the mixed reception to the Ogle Design of the first Tridents, a more traditional Triumph look was adopted, giving a lighter, leaner, more elegant style with a smaller tank, revised mudguards and simpler side panels, complemented by tapered silencers. The groups new 8” twin leading shoe conical front brake and hub was adopted and the wheel size now mirrored that of the rear, both using 19” spoked rims. This 1972 T150 spent its early years in the USA before being repatriated back home in 2017. Offered in excellent condition, it is presented in export specification including a US style small fuel tank finished in black with gold scallops and white pinstripes, chrome front and rear mudguards, Western style chrome swept back handlebars and Norton Pea Shooter style reverse cone silencers. This machine is being sold as a collector’s item, part of Keith Mason’s stunning private collection of Vintage and Classic machines that have all been dry stored for several years and will require recommissioning before use. It will be supplied with a current V5C.

Reg No: 147 PKK MOT: Exempt Frame No: RS15275

Velocettes were produced between 1904 and 1971. The company, while small, was a great technical innovator and many of its designs are commonplace on motorcycles today including the positive-stop foot shift and swinging arm rear suspension with hydraulic dampers. Renowned for the quality of its products, 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 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 Venom in 1961, cementing its reputation as one of the best sports bikes of its day. This example has been authentically restored in the past, keeping a good degree of originality. It comes with the original buff log book, service manual and spare parts book together with a number of invoices/receipts for work completed over the years. This machine is being sold as a collector’s item, part of Keith’s stunning private collection of Vintage and Classic machines which have all been dry stored for several years and will require recommissioning before use. It will be supplied with a current V5C.

1966 Triumph T120 Bonneville

From the Keith Mason collection

Estimate: £5,000 - £7,000*

Reg No: KDM 11D

MOT: Exempt

259

1966 Kawasaki W1 650

From the Keith Mason collection

Estimate: £5,000 - £7,000*

Frame No: 31561

Triumph is one of the most iconicnames 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 launched a range of Triumph twins that went on to epitomize British motorcycles in the post-war years. Many believe the T120 Bonneville, first seen in late 1958, to be the ultimate version of the classic British vertical twin and is now one of the most sought after bikes of the era. This iconic Bonneville is presented in typical 1960s colours of Grenadier Red and Alaskan White. Unlike most Triumphs of the era, it appears to have spent its entire life in the UK and has been authentically restored, keeping a good degree of originality even down to the period correct Dunlop tyres. This machine is being sold as a collector’s item, part of Keith’s stunning private collection of vintage and classic machines which have all been dry stored for several years and will require recommissioning before use. It will be supplied with a current V5C.

Reg No: ACN 232D MOT: Exempt Frame No: W1F 03857

Kawasaki Heavy Industries began offering bikes under the Kawasaki name in 1965. The first model was a modified K1, which you could say was a BSA A10 copy because it sported a 650cc motor with improved lubrication, christened the W1. In the late 1960s they built a reputation for high performance 2 stroke twins and triples before returning to four strokes with the four-cylinder Z1. With its DOHC 900cc engine offering over 130mph it easily became the fastest mass produced bike in the world. The Japanese were often dismissed as just copying European designs, but this W1 represents what the British manufacturers should have been producing in the 1960s. It boasted 50bhp with a top speed of 115mph, the fastest production bike from Japan at the time. Offered in good, original and unmolested condition with some lovely patina, it will be supplied with a dating letter, 2 Keys, a current V5C and 3 magazines that this bike has been featured in. This machine is being sold as a collector’s item, part of Keith Mason’s stunning private collection of Vintage and Classic machines that have all been dry stored for several years and will require recommissioning prior to use.

1959 Triumph T120 Bonneville

From the Keith Mason collection

Estimate: £9,000 - £13,000*

Reg No: Un-Registered MOT: Exempt Frame No: T120 026569

261

Triumph is one of the most revered names in the history of motorcycling. Established in 1885, by the early 1900s, they had made their first motorcycle, beginning a continuous run of production until their eventual closure in 1983. In 1937 the Edward Turner designed Speed Twin was released launching a range of Triumph twins that went on to epitomise British motorcycles in the post-war years. Many believe the T120 Bonneville to be the ultimate version of the classic British vertical twin and is now one of the most sought-after bikes of the era. The Bonneville name was used to commemorate Jonny Allens speed records at Bonneville Salt Flats and was always placed on Triumph’s best performing bikes. The ‘Holy Grail’ for Triumph collectors is the one year only first generation T120, identifiable by its single downtube frame and nacelle headlamp. By 1960, the bike had been modified with a duplex frame and a separate headlamp, making the early models very much sought after. This excellently restored example is one of just over 400 finished in the rare Royal Blue and Pearl Grey colour scheme, rather than the more common Tangerine and Grey. According to a fascinating report prepared by Shawn Brittain of Brittain Appraisals in Canada, which will be included in the sale, it was restored by Tim Bardsley in Canada, and his assessment rates everything as ‘excellent’. You will find it hard to see a more authentically restored T120, nothing has been overdone and it looks like it has just rolled off the production line in Meridan nearly 70years ago. This machine is being sold as a collector’s item, part of Keith Masons stunning private collection of Vintage and Classic machines, which have all been dry stored for several years and will require recommissioning before use.

1969 Honda CB750 Sandcast

From the Keith Mason collection

Estimate: £20,000 - £24,000*

Reg No: VVK 228G MOT: Exempt

Frame No: CB750 1004844

Honda was established 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 worlds biggest motorcycle manufacturer. They have since produced over 400 million two-wheelers and millions of other power products. The legendary CB750/4 was launched in 1969 and laid down the blueprint for the modern day superbike, with the most collectable examples being the first 7414 off the production lines that had distinctive ‘Sandcast’ crankcases, amongst many other unique features. The bike made its debut in the USA in January 1969 and reached the UK in April. Honda planned on selling 1,500 CB750s a year, so to keep production costs low, they used a gravity casting technique for the crankcases as opposed to the more costly ‘Die Cast’ method. However, demand for the CB750 skyrocketed, and Honda soon needed to increase production to 1,500 a month! The first 7414 left the factory with the mythical ‘Sandcast’ cases and have since become some of the most collectable bikes from the era. This beautiful example was imported from California, and has been registered in the UK with an age related 1969 ‘G’ number plate. All the chrome is original Honda, including a set of un-stamped HM300 pipes, it has the original wrinkle fuel tank, double cut front mudguard, DID wheel rims, short chain guard, original stubby brake lines and sandcast gearboxes on the clocks, all identifying features on the early models. This historically important machine is being sold as a collector’s item, part of Keith’s private collection of Vintage and Classic machines. Dry stored for a while, it was last started up at the end of 2024, so it will need recommissioning before use and will be supplied with a current V5C.

1971 BSA A75 Rocket 3 Mk2

From the Keith Mason collection

Estimate: £6,000 - £8,000*

263

1973 Dunstall Norton Commando

From the Keith Mason collection

Estimate: £7,000 - £9,000*

264

Reg No: FMW 621J MOT: Exempt Frame No: A75 RGE00733

The three cylinder BSA 750cc Rocket 3 launched in 1969, and the bikes in race trim dominated the early days of Formula 750, with John Cooper famously beating Agostini’s MV Agusta in the 1971 Race of the Year. Only around 5900 Rockets were manufactured between 1969 and 1972. The accompanying dating letter from the TR3OC says that this Mk2 model was built in the Small Heath factory on the 14th June 1971, and dispatched to BSA Los Angeles, USA on the 15th. After the mixed reception to the Ogle Design of the first Rocket 3s, a more traditional BSA look was adopted, giving a lighter, leaner, more elegant style with a smaller tank, revised mudguards and simpler side panels, complemented by tapered silencers. A timeless classic in Etruscan Bronze and Dove Grey, it was repatriated and registered with DVLA in 2017. This matching numbers Rocket 3 been tastefully and authentically restored and would grace any collection. This machine is being sold as a collector’s item, part of Keith Mason’s stunning private collection of Vintage and Classic machines that have all been dry stored for several years and will require recommissioning before use. It will be supplied with a current V5C.

Reg No: TTJ 23L MOT: Exempt Frame No: 210228

Norton was established in Birmingham in 1898 and began building motorcycles in 1902. In 1907, a Norton with a Peugeot engine won the first IOMTT race, starting a long tradition of sporting excellence. The Commando model launched in 1967 as a 750cc carried on this theme, culminating in Peter Williams’ victory in the 1973 Formula 750 TT. Always a popular bike with tuners and production racers, many firms such as Norvil and Paul Dunstall made performance accessories to improve the standard models. This bike has been fully restored with a period Paul Dunstall body kit comprising a fuel tank, dual seat, bikini fairing, clip-on bars, rear set footrests, Lockheed front disc brake, Akront flanged alloy rims and upswept pea shooter silencers. The bike is in excellent condition and has been painted to a very high standard in a stunning metallic blue. It’s a true time warp homage to the ‘70s Cafe Racer and looks stunning. This machine is being sold as a collector’s item, part of Keith’s stunning private collection of Vintage and Classic machines, which have all been dry stored for several years and will require recommissioning before use. It will be supplied with a current V5C.

1964 Triumph T120R Bonneville

From the Keith Mason collection

Estimate: £5,000 - £7,000*

265

1973 Triumph T150V

From the Keith Mason collection

Estimate: £5,000 - £7,000*

266

Reg No: Un-Registered MOT: Exempt Frame No: DU10152

Many believe the T120 Bonneville, first seen in late 1958, to be the ultimate version of the classic British vertical twin and is now one of the most sought after bikes of the era. This stunning 1964 Bonnie was previously part of the Zimmerman Brothers Collection in California and was restored by Bill Hoard, the famous engineer who worked on many of the Zimmerman Triumphs. Collectors in the USA agree that his work has set the benchmark for renovating Triumphs over the years, now retired, this may be a rare chance to acquire one of his stunning restorations. It would be hard to find a more factory correct example, the bike is as it was when it left the Meriden factory in 1964. This machine is being sold as a collector’s item, part of Keiths stunning private collection of Vintage and Classic machines which have all been dry stored for several years and will require recommissioning before use. It will be supplied with a US title and a NOVA number to aid registration with DVLA if so desired.

Reg No: PGW 556L MOT: Exempt Frame No: NGO 4116

By the early 1900s Triumph had made its first motorcycle, continuing production under various ownership until its eventual closure in 1983. The 3 cylinder 750cc 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. This T150V was built in the Meridan factory on the 214th November 1973 and dispatched to dealers Coburn and Hughes soon after. Restored in the past as a bike to be ridden, not just looked at, it is painted in a wonderfully fitting 1970s metallic purple finish. To add to the sporting theme, it is fitted with alloy rims, a single sports seat and a Piper 3 into 1 exhaust that I’m sure makes an impressive sound. This machine is being sold as a collector’s item, part of Keith’s stunning private collection of Vintage and Classic machines, which have all been dry stored for several years and will require recommissioning before use. Engine no. NGO4116, the frame number is not clearly visible under a good layer of paint, supplied with a TRO3C dating letter and a current V5C.

267 1979 Triumph T160 Legend Replica

From the Keith Mason collection

Estimate: £8,000 - £11,000*

Reg No: YDY 10T MOT: Exempt Frame No: XN07059

The closure of Triumph’s Meriden factory prompted many of its leading designers and engineers to start their own companies specialising in modifying and tuning their former employer’s twins and triples. Probably the best known of these was Les Williams, the ex-Triumph factory race team manager who had risen to prominence with ‘Slippery Sam’, the tuned T150 Trident which won the Isle of Man TT’s 750cc production class for five consecutive years (1971 – 1975). As well as a spares and servicing operation, Williams built a variety of bespoke machines over the years (including various ‘Slippery Sam’ replicas). Produced between 1984 and 1992, his ‘Legend’ series was intended to be the ultimate expression of a road legal T160 Trident. Extending to just sixty-one, individually numbered examples, each was cosmetically tailored to its first owner’s wishes.

A replica or evocation of one of Les Williams’s ‘Legend’ models, this particular T160 has been modified in the style of a 1970’s TT Travelling Marshal’s bike complete with a distinctive humped solo race seat, upswept ‘Ray Gun’ silencers and larger capacity alloy race fuel tank, as fitted to the original Slippery Sam. The machine is also fitted with an oil cooler, oil pressure gauge, sports handlebars, rear set footrests, twin front discs and Akront alloy wheel rims. Prior to becoming part of Keith’s collection, it had a good service including a new primary chain and top end overhaul by Keith Dixon at a cost of £1096. A matching numbers bike, it comes supplied with 19 old MOTs, a receipt for the overhaul, 2 keys and a current V5C. The Legend Replica / Evocation is being sold as a collector’s item, part of a stunning private collection of Vintage and Classic machines that have all been dry stored for several years. As such, it will require some light recommissioning before use.

1950 Vincent Series C Comet

From the Keith Mason collection

Estimate: £8,000 - £12,000*

Reg No: DSV 885 MOT: Exempt Frame No: RC16894

Introduced for 1935, the Comet was a high performance derivative of Vincent’s Meteor 500cc single. Developed by the Stevenage firm’s chief engineer, Phil Irving, the newcomer featured such niceties as a backbone frame with integral oil tank and cantilever suspension at a time when most rivals were persisting with ‘rigid’ rear ends. Acting as a stressed member, the tuned OHV aircooled engine was allied to a Burman BAP four-speed gearbox. As well as the standard roadgoing machine, customers could buy competition versions namely the ‘TT’ and ‘Special’ (the latter being a TT fitted with a lighting set).

Initially available in Series A guise, the Comet was updated to Series C specification during 1948 (the Series B label having been applied to the reworked Meteor). Boasting ‘Girdraulic’ forks, Vincent’s sporting single shared its 7.3:1 compression ratio and carburettor with the marque’s fearsome Black Shadow Twin. Credited with developing some 28bhp @ 5,800rpm, the Series C was reputedly capable of 90mph making it faster than many larger-engined contemporaries. Interestingly, Vincent had engineered a Series D Comet by the time of its demise in 1955 but only assembled a single example (others were subsequently put together using parts scavenged from the factory).

Part of Keith’s ‘Holy Trinity’ of Vincents, this Series C Comet is presented in excellent and standard condition, authentically restored by the previous owner. The bike comes with a paperwork file of receipts and handwritten notes covering the work carried out during the refurbishment, along with a rider’s and workshop manual. This machine is being sold as a collector’s item, part of this stunning private collection of Vintage and Classic machines which have all been dry stored for several years and will thus require recommissioning before use. It will be supplied with a continuation VE60 and current V5C.

1969 Honda CB750 KO

Early ‘Diecast’ model

Estimate: £10,000 - £12,000*

269

1973 Kawasaki Z1

Wiseco 1047cc big bore kit

Estimate: £15,000 - £17,000*

270

Reg No: LWT 343H MOT: Exempt Frame No: CB750-1010453

The legendary CB750/4 was first seen in late 1968 and released to the public in 1969, the first models had sandcast crankcases, but soon after the improved K0 model appeared. To the bike enthusiast, the machine was simply light-years ahead of the British 650 parallel twins, still with drum brakes, push rods and four-speed boxes. The SOHC four cylinder engine with electric start offered race bred technology for the masses, and motorcycling would never be the same again. This stunning looking CB750KO is finished in the confusingly named ‘Candy Blue Green’ colour scheme with a broad gold stripe. Restored to a very high standard, it has been part of a small private collection of 1970s Superbikes and enjoyed by the vendor on gentle summer runs, and when not in use, sits in his home office. It appears to have the correct parts you expect to find on early models including black faced clocks with 8500 red line and the flip at the rear of the seat. It comes with a VJMC dating letter, tool kit and current V5C, representing a rare chance to acquire a beautifully presented part of motorcycling history and would grace any collection.

Reg No: FWW 336M MOT: Exempt Frame No: Z1F 11857

This Z1 was restored in Finland using many genuine Kawasaki parts and some reproduction items like the Z- Power 4into4 replica exhaust. It has been displayed in the Finnish Motorcycle Museum in the past. The frame was powder coated with the fuel tank/tail section/ side covers repainted. Wheel rims, headlight brackets, handlebars, and mudguards were re-chromed and the seat restored with correct strap buckles fitted. A new wiring loom, Electrex rotor and Dyna electronic ignition was fitted along with a modern regulator/rectifier. The fork legs were re-chromed, taper roller steering bearings fitted and needle roller swinging arm bearing kits installed together with new brake lines and factory option second front disc. Rare genuine rear-view mirrors and an original chain oil tank (no pump) are fitted. The engine has been bored to 1047cc with 71mm Wiseco high compression pistons and adjustable camshaft sprockets, giving an improved torque output of 93.5Nm over the 80Nm stock and 76.5 BHP at 7000RPM, as shown on the supplied dyno sheet. Imported to the UK in 2023, forming part of a collection of 1970s Superbikes, it is supplied with original Owners Manual, Workshop Manual, parts books and a current V5C.

1973 Honda CB750 K4

Just 45 miles covered post-restoration

Estimate: £4,000 - £5,000*

271

c.1934 Rudge Ulster

A well-presented example

Estimate: £7,000 - £8,000*

272

Reg No: WWE 910L MOT: Exempt Frame No: CB750E-23050201

Unveiled at the October, 1968, Tokyo Motor Show, the Honda CB750 was a landmark design that brought four cylinder motorcycles into the mainstream. 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. Arriving in 1973, the K4 model could be had in Flake Sunrise Orange, Freedom Green Metallic and Boss Maroon Metallic. Further distinguished by a chromed upper fork, black headlight housing, and larger taillight and turn signals, the Honda also featured an improved twin cable throttle system and achieved some 60,000 sales. Finished in Flake Sunrise Orange, this magnificent 1974 example has benefited from a very thorough restoration following its acquisition by the vendor in 2019. Details of the thousands of pounds spent on parts for the project are included within the accompanying paperwork file. With only forty-five miles covered since completion, it still appears very fresh, but increasing work commitments and the desire for a smaller, lighter Honda mean that ‘WWE 910L’ has not been exercised since last summer and will require light recommissioning. It is supplied with the V5C, invoices and other papers.

Reg No: 775 UXP MOT: Exempt Frame No: 53149

Graham Walker’s victory in the 1928 Ulster Grand Prix riding a Rudge was a coup for the marque and it led to the introduction in 1929 of the Rudge Ulster sports model, for road and racing use. The model became a mainstay of road racing, with even Enzo Ferrari running a race team with Rudge machines. Supplied ready-to-race to privateers, and comparatively inexpensive, it went on to win many honours in the Isle of Man TT and other international events. Originally registered in Oxfordshire as ‘BUD 332’ and fitted with engine number 3661, this superb Ulster is dated as 1934 by the Rudge Enthusiasts’ Club, though the D.V.L.A. erroneously considers it 1932. In single ownership from 1993 to 2011, its registration ‘775 UXP’ was issued in 2006, and it entered the present ownership in 2021. We understand it was involved in an accident around twelve years ago when it sustained front-end damage, and its present excellent condition arose from a 2016-19 restoration which utilised assorted 1930s Rudge parts, such as 1936-39 forks and a 1937-39 front wheel. The lighting and double seat are non-standard. Recently enjoyed on a variety of club runs, this lovely Ulster “bitsa” will require light recommissioning and is sold with the V5C and history including invoices and photographs from the restoration.

1975 Kawasaki H1F 500 Mach III

Fresh from a seven-year renovation

Estimate: £5,000 - £6,000*

273

1976 Norton Commando 850 Mk. III Interstate

Just four owners from new

Estimate: £4,500 - £5,500*

274

Reg No: KPW 779N MOT: Exempt Frame No: H1F34077

The U.S.A. was the world’s largest motorcycle market in the mid-1960s, and many American enthusiasts coveted lively, powerful machines with sporty handling. While Harley-Davidson focussed on big, soft cruisers, Japan answered the call. Kawasaki developed the H1 Mach III, an inline three-cylinder two-stroke which it intended should be the king of the 500s; ambitiously, it aimed for a 60hp machine that could run the quarter-mile in thirteen seconds. When it arrived in 1969, CycleWorldran it to 119.14mph and a 13.2sec quarter. The model evolved through the alphabet, culminating in the H1F of 1975, while the H1R racing variant proved formidable in Grands Prix. This 1975 H1F was imported and registered in Britain in 2018, and promptly sold to the vendor, who began a comprehensive overhaul, including a repaint from Brown to Green, extensive rechroming and a full engine refurbishment by Firefox Racing. The carburettors were reconditioned by Motocarb, the frame was powder-coated, the seat was refurbished and a multitude of new parts were fitted including Higgspeed expansion chambers, electronic ignition units, fork seals, tyres and tubes, stainless-steel spokes, chain and sprockets, shock absorbers and fuel tap. The vendor advises it has only covered thirteen miles since completion, so some final tuning-up will be required, and the chain guard is supplied but requires repairs.

Reg No: LPL 950P MOT: Exempt Frame No: 131610

Launched in 1967, the 745cc parallel-twin Norton Commando was lauded by Motor CycleNewsas 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 Interstate was particularly conceived for long-distance cruising, featuring a larger 5½-gallon tank. This lovely 1976 Commando 850 Mk. III Interstate has had four owners, the previous owner keeping it from 1984 to 2016. The engine was overhauled in 1989 and in 1991 a new speedometer was fitted, with the MOT certificates suggesting a total mileage of around 35,000. In March, 1991, the rear suspension units were replaced with Koni items and at some point, the bike was converted to a single carburettor. Our vendor bought the Norton at the beginning of 2016 and has replaced several items, including the exhaust system and brake master cylinders, with new assemblies. The rear wheel has been rebuilt with stainless steel spokes and rim, and the carburettor has been refurbished. In addition to a large documents file, this bike is offered with some spare Norman Hyde footrests.

275 1929 Harley-Davidson Model JD

Beautifully restored sidecar combination

Estimate: £24,000 - £26,000*

Reg No: BF 8353 MOT: Exempt Frame No: 29F12810

Perhaps the greatest of the vintage-era Harleys, the Model JD featured a variant of the long-lived F-head (inlet over exhaust) vee-twin which first appeared in 61ci (1,000cc) guise in 1911. A 74ci (1,212cc) version was introduced in 1921, and made its way into the range-topping JD, with a conventional three-speed transmission. A variant of the Model J of 1914, the JD was produced until 1929, receiving regular improvements. For 1928, these included an internal expanding front brake, an air cleaner, sturdier wheel spokes and a larger fuel pump. These durable, handsomely-styled machines appealed to American motorcyclists, with around 11,000 finding homes in 1928 alone. Hailing from the final year of production, this 1929 Model JD is presented with an extremely rare Harley-Davidson sidecar, which would have been a common fitment to the model in period. It was brought into Britain in 2017 by an accomplished Harley restorer, needing a full restoration. The bike was consequently stripped and refurbished, with an engine overhaul and several new parts fitted (a written report is supplied). Upon completion, the restorer sold the bike to the present owner, a well-known vintage motor engineer, who has enjoyed many trips with his grandchildren in the sidecar. Seen to be running very well, it is supplied with restoration invoices and D.V.L.A. correspondence.

1966 Honda CB72

Estimate: £3,000 - £4,000*

Reg No: KKH 210D MOT: Exempt Frame No: CB72102627

Honda made its first motorcycle in 1949 and within ten years had become the biggest producer in the world. Making its début 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 beautiful 1966 CB72 appears in excellent condition, having obviously been restored to a high standard at some stage in the past. It was purchased by our vendor, a well-known vintage vehicle engineer, in 2019, and during his ownership has been enjoyed throughout the summer months. Like most Honda’s, its energetic but well-mannered behaviour should make it a joy for anyone who likes to use their bikes regularly. It is supplied with the V5C, two sets of keys, and a large paperwork file including many invoices.

1976 Honda TL125S

Extremely well-preserved, original, low-mileage example

Estimate: £2,000 - £3,000*

277

2008 Benelli Tre-K 1130

3,288 miles from new

Estimate: £2,500 - £3,500*

278

Reg No: RVW 624R MOT: Exempt Frame No: TL125S1014017

Motorcycle trialling was at the height of its international popularity in the early 1970s, especially after the 1971 Steve McQueen film OnAnySundaydid so much to promote the sport in America. Every manufacturer needed a range of trials offerings, and Honda got in on the act with the lightweight TL125, launched in 1972 for the 1973 model year. Honda’s first production trials bike was powered by the twin-valve, SOHC, 122cc single lifted from the SL125, but with the compression ratio lowered from 9.5:1 to 8:1. Also equipped with five speeds, it was a great hit across Europe, America and Japan (where it was sold as the BIALS). The TL125S model appeared in 1976, fitted with lights and indicators for road use. Historic trials bikes often suffered from hard riding, but with just three owners and a believed-genuine 1,992 miles from new, this 1976 TL125S survives in remarkably good original condition having been decommissioned and carefully stored since 1985. Purchased new from The Motorcycle Centre in Grays, Essex, by a Mr. Foulsen, it was sold in 1980 to Mr. John Butcher, who cared for it until 2023, when it was purchased by the present owner, a well-known vintage motor engineer. It represents an outstanding opportunity for preservation, or recommissioning and sympathetic use. The Honda comes complete with a current V5c.

Reg No: WX57 KSK MOT: March 2027 Frame No: ZBNTK00007P100352

So named for its three cylinders and aptitude for long and adventurous riding the Benelli Tre-K 1130 was launched in 2006 and has remained in production ever since. With six speeds, a 450lb. avoirdupois, a 4.6gal. fuel tank and published performance figures of 125bhp, 85lb. ft. of torque and a 140mph top speed, it has been widely praised. MCN said, “The Tre-K is a superb, Multistrada-esque, do-anything, all-purpose street motorcycle and it really is very, very good… Soft suspension, comfy seat and decent wind protection make it easy to live with, but it rewards you when you want to play. As well as making a beautiful high-pitched racket like a NASCAR on helium when you thrash it, there’s a nice spread of useable power right through the rev range.”

This remarkably well-preserved 2008 Tre-K has covered just 3,288 miles from new and has clearly been well look-after. Although it was taken off the road in 2019, during the previous ownership, we are advised that it has been recommissioned and will be sold with a fresh MOT. Truly a machine for all seasons, it is supplied with the V5C.

1923 Beardmore Precision 2T Sports

Estimate: £7,000 - £8,000*

Reg No: BJ 8172

MOT: Exempt

279

1955 BSA CB32 Gold Star

Estimate: £6,000 - £7,000*

Frame No: 77

The Glaswegian engineering firm of William Beardmore & Co. needed new projects after the Armistice brought the demand for arms and materiel to a sudden end. It entered into an agreement with the Birmingham firm of F. E. Baker Ltd., which produced Precision motorcycle engines, and production of Beardmore Precisions started in 1921. The unconventional designs by Theodore Briggs featured automatic lubrication, front and rear leaf-springing, band brakes, and fuel tanks integral with the frame. More strangely, they only stamped the frame number on the fuel cap. While Precision made the engines, an overhead-cam engine of Beardmore’s design was unveiled for the 1924 Junior T.T., but it proved a costly mistake and Beardmore Precision production ended the same year. We are delighted to offer a well-restored 1923 Beardmore Precision Sport, with a 349cc two-stroke engine, two-speed gearbox, belt-drive and the array of idiosyncratic Beardmore features. It was discovered by the vendor as a complete machine in 1969, but its restoration did not begin until the 1990s. The work included engine and gearbox overhauls, plus the complete refurbishment of the brakes. Since then, it has been taken to many rallies including the Graham Walker Memorial Run, but now requires a few light maintenance jobs. This marvellous vintage oddity is supplied with the current V5C.

280

Reg No: 925 AHA MOT: Exempt Frame No: CB32 5584

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. 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 beautifully restored 1955 CB32 Gold Star, with Clubman engine, RRT2 gearbox, GP carburettor and alloy rims, is believed to have seen racing use in period. BSA Gold Star Owners’ Club records reveal that this bike was supplied new to J. N. Taylor & Co. in Adelaide, Australia, in road-race trim on July 3rd, 1956. Engine 923 was supplied in Clubman specification to Difazio of Somerset in a CB32 5000-sequence frame on April 24th, 1956. It is not surprising that a racing bike has received a replacement engine. Belt primary-drive was more recently fitted at a cost of almost £500. The BSA is to be sold with the V5C, some old M.O.T.s, and numerous invoices for parts.

1977 P&M Kawasaki Number 10 Twin Shock

Ian Richards’s third-placed 1978 Formula One T.T. bike

Estimate: £8,000 - £9,000*

281

1969 Triumph Thruxton Bonneville Evocation

Estimate: £6,000 - £7,000*

282

Reg No: Un-Registered MOT: Exempt Frame No: 10

Having learnt their craft at Dresda, Englishmen Richard Peckett and Peter McNab established their own frame-building company, P&M, in 1975. Predominantly Kawasakipowered, the duo’s creations offered excellent handling and indeed embarrassed many a factory-prepared machine at race meetings in the ’70s and ’80s.

This P&M Kawasaki, frame 10, was produced as a complete bike by Peckett and McNab in early 1977, using a Z1000 engine. Shaked down that same year, it was sent to the Isle of Man for the 1978 Formula One T.T., where it was ridden to third by Ian Richards, just a whisker under three minutes behind Mike Hailwood’s winning Ducati and two minutes behind John Williams’s Honda. Many years later, frame 10 resurfaced and was restored to 1978 specification for Richards to ride in the 2018 Classic T.T. Champions’ Parade. After many previous changes, the restoration involved the use of many refurbished period items, new parts supplied by P&M themselves, and new Marvic magnesium wheels. The engine features a Moriwaki 1105cc piston kit, uprated crankshaft and a heavily modified cylinder head. With such rich provenance, this P&M could be the star of many a collection or historic race meeting.

Reg No: BWB 61G MOT: Exempt Frame No: AC09994TR6P

Triumph’s 650cc Bonneville T120 was launched in 1959, so called because earlier Triumphs set speed records at Bonneville Salt Flats. Meanwhile, in Hampshire, one of the most important races on the motorcycling calendar was the Thruxton 500, which a Bonneville won in 1961. When Norton won the next three races, Triumph had to field a worthier rival, which would take the form of the Thruxton Bonneville. For homologation purposes, a run of around fifty was produced in 1965; ironically, the 500-mile race moved to Castle Combe that year, but Triumph took the win. Its many modifications saw power increased from the standard 47 to 54bhp and the majority were finished in Triumph’s blue and silver. Surprisingly, the Thruxton’s finest hour came in 1969, when Malcolm Uphill not only won the T.T. outright but became the first man to lap the course at over 100mph, averaging 99.99mph. This machine was created from a 1972 Bonneville to evoke the winning bike. It is understood that parts such as the tank, seat, side panels, cut-away oil tank and high-level exhaust, were supplied through George Hopwood, who was associated with racing Triumphs in the ’60s and produces them to exacting specifications. Owned by a collector since 2017, this Bonnie would make a wonderful bike for spirited road use, shows, and possibly even historic racing.

2000 Bimota SB6R

Carbon-fibre special edition limited to 600 units

Estimate: £5,000 - £6,000*

1936 Douglas Aero

283

Reg No: W93 CVX MOT: June 2026 Frame No: ZESSB6000VR000316

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 SB6 was introduced in the 1990s with the 1,074cc engine from the Suzuki GSX-R1100, and it was something of a street demon, but even better was the SB6R, which was produced in a limited run of just 600 units from 1997 to 1999 and made extensive use of carbon fibre. We are pleased to present SB6R number 316, which appears in very fine order having had just four owners from new. The first owner retained it until 2011, when it had covered around 25,000 miles, and after it was sold it did not return to the road until 2025. The present owner purchased it in 2019 from a Scottish motorcycle collection and started making it roadworthy again. The brakes, front forks, water pump and carburettors were all refurbished, with new seals and bushes used where necessary. The wheels were newly powder-coated, and the Bimota finally returned to the road in July, 2025, once issued with an M.O.T. with no advisories which remains valid to the end of June this year. A highly presentable and usable example of one of the greatest superbikes of the ’90s, it is supplied with paperwork including the V5C.

Estimate: £3,000 - £4,000*

Reg No: JU 7274 MOT: Exempt Frame No: AE385

The 600cc Douglas Aero came into being as the motorcycle maker was in the midst of being taken over by the British Aircraft Company (not to be confused with the later British Aircraft Corporation) in June, 1935. A new company called Aero Engines Ltd. was set up to take over the factory, but no aero engine contracts were immediately forthcoming, and the takeover was supposedly reflected in the new model name. Along with a typical Douglas sidevalve flat-twin, the Aero used a four-speed hand gear-change and, as a 600, was naturally suited to pulling sidecars.

This beautiful 1936 Aero first crossed the H&H auction block in 2017, when we sold it as a somewhat scruffy example which had been off the road for some time. By 2021, it had been sympathetically refurbished but not over-restored, and was then reported to run well at 45-55mph, with a smooth clutch and precise gears. A very rare and unusual machine, it still looks wonderful, with the light patina that so well becomes pre-war motorcycles, and would surely be a welcome sight at vintage motorcycle rallies such as the Banbury Run and the Graham Walker Memorial Run. It is supplied with the current V5C.

1957 Triumph Tiger 110

Beautifully presented

Estimate: £5,000 - £6,000*

285

1996 Harley Davidson FLSTF Fatboy

286

Reg No: VOF 378 MOT: Exempt Frame No: 010948

Created in 1953 for the American market and developed from the 650cc Thunderbird twin, the Tiger T110 had four speeds and was named for its supposed top speed (The Motor Cycle managed to get 109mph out of it). This fantastic Tiger T110 has recently emerged from a very high-quality restoration. The previous vendor bought it in 2019, slightly down at heel as it had covered barely over 1,000 miles since 1982. He restored it using the best available parts, and overhauled the engine’s top end with 8:1 pistons instead of 9:1, owing to the head being skimmed. The bottom end was excellent, but received an uprated oil pump, while the magneto and carburettor were refurbished. New fork stanchions were fitted and the front brake was rebuilt by Dick Hunt Racing. The clutch, front sprocket, chain, rear brake and bearings received attention, while the front wheel, both tyres, wiring harness, switches, cables, and brake and clutch levers were renewed. It was repainted in Silver Grey and Black with new transfers, and the seat foam and cover were renewed. Seen to run well, it is an excellent example and fully deserves to be shown. It is supplied with the V5C, a buff logbook, many invoices and some spares.

Estimate: £7,000 - £9,000*

Reg No: N262 KRO MOT: February 2027 Frame No: 1HD1BML16TY041764

This Harley-Davidson FLSTF Fat Boy, first registered in June 1996, is a well-specified example of one of the world’s most recognisable cruisers, finished in the desirable factory Violet Pearl colour scheme. Already iconic for its solid disc wheels, muscular stance and unmistakable Softail silhouette, the Fat Boy remains one of Harley-Davidson’s most enduring models. Supplied new at a cost of £12,940, this example has covered just 16,300 miles and has had only one owner, supported by a full service history. Over the years the motorcycle has been enhanced with a range of period-style upgrades, including lowered front and rear suspension, a Kuryakyn Hypercharger, Mustang solo seat, Vance & Hines exhaust system, Andrews camshaft, braided lines, Harley-Davidson whitewall tyres and extensive chrome detailing including the swingarm. Discreet neon lighting has also been fitted beneath the tank and frame. The sale additionally includes a substantial quantity of spares and original equipment, including alternative exhaust systems, original seats, pillion, sissy bar and rack, Fat Boy saddlebags, detachable screen and further ancillary items. The motorcycle is accompanied by an extensive history file containing receipts, manuals, literature, service book and keys. A highly individual Fat Boy with strong provenance.

1984 Yamaha RD250LC

Original unrestored condition

Estimate: £3,500 - £4,500*

287

1999 Yamaha YZF-R1

Original unrestored condition

Estimate: £4,000 - £5,000*

288

Reg No: B753 RCL MOT: Exempt Frame No: 4L1 5000978

The arrival of the RD range in the seventies cemented Yamaha’s reputation for high-performance two strokes and the launch of the LC 250 and 350 models in 1980 revolutionised medium capacity motorcycling. The famous Pro-Am televised race series made for exciting Saturday afternoon viewing and kickstarted the careers of many a famous racer including future Formula 1 world champion Damon Hill. Most LCs had a tough life and are now some of the most sought after models from the era. This 250LC, in rare metallic blue, is presented in original unrestored condition, with a credible 7381 miles on its speedo. Part of a small private collection, it has been kept in a protective bubble for the last 22 years, having spent the years between 1990 and 2002 stored inside a previous owner’s house. A matching numbers UK bike, the paintwork is original, including the hard to replicate satin finish on the standard exhaust. As a model that was routinely used and abused in the day, with many being raced, few will have survived in such authentic and original condition. Recently removed from long term storage, it will require recommissioning and will be supplied with a current V5C.

Reg No: V407 XJV MOT: June 2026 Frame No: JYARN011000022937

The launch of the R1 in 1998 set a new benchmark for Superbike performance that still impresses riders today. This stunning YZF1000 R1 is presented in excellent condition, still fitted with its original Yamaha end can and screen, parts that have very often been replaced over the years. It was bought by the vendor in 2023 from a Yamaha main dealer who carried out an extensive pre delivery service prior to the sale at a dealer cost of £885, receipt supplied. This included a valve clearance check and a full service with all filters and fluids changed including engine oil, coolant and brake fluids together with new EBC brake pads all round.

A new DID Chain was fitted with new sprockets, a Yuasa battery and a pair of Michelin Road 5 tyres. The bike comes with both keys, original Owners Manual, part-stamped service book, current V5C and what appears to be every MOT it has ever had, with the last one valid until the 12th June 2026. The R1 was a major step forward when released and will surely go on to become a future classic, with not many surviving in such original condition as this example.

1979 Kawasaki P&M Number 87 Twin Shock

In single ownership since 1989

Estimate: £6,000 - £7,000*

289

2018 Ducati Monster 1200 25° Anniversario

One lady owner from new

Estimate: £9,000 - £11,000*

290

Reg No: Un-Registered MOT: Exempt Frame No: 87

Englishmen Richard Peckett and Peter McNab acquired an expert knowledge of frame-building while working for Dresda, and decided to branch away on their own in 1975. The ensuing frames were marketed under the P&M name and became a common sight at race meetings in the ’70s and ’80s, once assembled with suitably powerful drivetrains, chiefly from Kawasakis. With their excellent handling, they often outperformed factory-prepared bikes. This motorcycle started life as a P&M frame in 1979 or 1980 and was supplied to Guy Sandall, who assembled a bike around it and raced it, possibly with Robin Drury. However, it was dismantled and the bare frame was sold in 1989 to the current owner, who rebuilt it to his own specification using a 1,015cc Kawasaki Z1000 DOHC inline-four, tuned and bored-out to 1,075cc for racing, with an increased 11:1 compression ratio, enlarged valves, and so on. It enjoyed a second racing career from 1994 to 2001, taking first-, second- and third-place finishes in club championships in 1995, 1996 and 1999. After being refurbished in 2015, it starred as a parade bike at the Spa Bikers’ Classic in 2017, and at many subsequent events at Brands Hatch, Mallory Park and Donington up to 2024. Still presenting very well, it is perhaps time it went racing again.

Reg No: WR68 EWP MOT: T.B.A Frame No: ZDMMA02AAKB006492

Introduced to celebrate a quarter-century of Ducati’s iconic naked machine, the 2018 Monster 1200 25° Anniversario represents one of the most exclusive variants ever offered. Limited to just 500 units worldwide, it combined the latest Testastretta 11° performance with premium Öhlins suspension, lightweight forged wheels and a distinctive tricolore-inspired livery recalling the earliest Monsters. Attention to detail was extensive, from dedicated anniversary badging to billet components and upgraded electronics, giving the Anniversario a distinctive blend of rarity, craftsmanship and modern superbike-derived ability. Today it stands as one of the most desirable contemporary Monsters, prized by collectors and riders alike. This 2018 Ducati Monster 1200 25° Anniversario is an exceptionally well-kept, one-lady-owner example benefiting from a complete and documented main-dealer service history. Delivered new and PDI’d at 7 miles, it has since been serviced at 592 miles, 1,813 miles and 2,901 miles in 2024, with all entries correctly stamped in the service book. Presented in its anniversary livery, the motorcycle also benefits from a Termignoni exhaust system supplied with a receipt totalling £1,526.96, further enhancing its appeal as a rare and collectible modern Ducati.

1914 BSA 557 Model K

Estimate: £3,500 - £4,500*

Reg No: EB 2812 MOT: Exempt

291

Frame No: 9384/14

This 1914 BSA Model K is presented as an older restoration, retaining a pleasing patina of age and use. It is fitted with a later 1915-model dummy front rim brake, while the matching frame and engine numbers confirm very late 1914 production. The motorcycle is accompanied by its original buff logbook and a modern V5C recording four previous owners, establishing clear provenance. Further supporting documentation includes copies of period BSA literature and advertisements together with certification from the Sunbeam Motorcycle Club Pioneer Register. This confirms its veteran status and eligibility for prestigious events such as the Pioneer Run, which is restricted to motorcycles manufactured before 1 January 1915. BSA enjoyed a strong reputation in the period for producing durable and dependable machines, favouring proven engineering over outright performance. The Model K reflects this philosophy, with a design that prioritised longevity and reliability. The motorcycle was reportedly running well prior to being placed on display in a private museum, where it has remained preserved rather than neglected. While recommissioning will now be required, it remains a complete and authentic example of an early BSA veteran motorcycle with strong historical interest.

1931 Sunbeam Model 9

Estimate: £3,500 - £4,500*

Reg No: OG 9971

292

MOT: Exempt Frame No: D9861

This Sunbeam Model 9 is presented in notably original configuration and displays the appealing patina associated with an older restoration. The machine retains the restrained specification and refined detailing for which Sunbeam was renowned, reflecting the marque’s emphasis on precision engineering, mechanical quietness and longevity rather than overt sporting display. Powered by Sunbeam’s smooth and highly regarded overhead-valve 500cc single, the Model 9 offered improved breathing and performance over side-valve designs while maintaining the refined road manners expected of the marque. In period it was considered an excellent all-rounder, equally capable of long-distance touring and brisk solo riding. The motorcycle has formed part of a museum collection for many years and has been carefully preserved in that environment. As a result, it presents with an honest, settled appearance rather than a recently refurbished finish, a quality increasingly valued by collectors seeking originality and period correctness. Having been in long-term static display, it will require recommissioning prior to use. Accompanied by supporting paperwork and supplied with a current V5C registration document showing four previous keepers, this Model 9 represents a scarce and well-preserved example of Sunbeam’s advanced inter-war overhead-valve engineering.

c.1921 FN 285

Shaft drive model

Estimate: £2,800 - £3,200*

Reg No: VYE 330

MOT: Exempt

293

1926 Levis Model K

Banbury run eligible

Estimate: £2,200 - £2,500*

294

Frame No: 63111

FN was a Belgian company established in 1889, like BSA, initially making arms and ammunition. Always innovative, their early models featured shaft drive when the opposition were still using belt drive. After the end of WW1, FN redeveloped its range for the 1920s with the 285cc single gaining an ‘Inlet Over Exhaust’ cylinder head and a kickstarter. Never the cheapest of bikes, they favoured quality over quantity and gained an enviable reputation for their products. This extremely rare in the UK FN285T is from a deceased estate, so unfortunately, not much is known of its history. Bought by the vendor a few years ago to add to his collection of 1920s classics, it is a very interesting bike to study in detail. The leading axle front forks and unit construction engine with shaft drive were technically way ahead of their time in the early 1920s. According to the buff log book, it was imported from Belgium in 1959 and sold by Taylor Matterson Ltd Motorcycles in Balham. Presented in good, authentic condition, it has not been run for a while so will need recommissioning, and will be supplied with the aforementioned buff log book and a V5 registration document.

Reg No: BF 9009 MOT: Exempt Frame No: 16877

Levis Motorcycles started production in 1911 and after success in the 1920s in the IOMTT races, winning the 1922 Lightweight race, they quickly became renowned as one of Britain’s leading manufacturers of two-stroke engines. The motto of the company was “Levis et Celer” which roughly translates as “Light and Quick”, also adopting the slogan “The Master Two Stroke” proudly cast into the engine casings. This very original Model K was bought by the vendor in 2019 to add to his collection of 1920s motorcycles. He was told at the time that it had been stood in a barn since 1935, and its current condition supports that theory, with only the rubber items being replaced to allow it to be used. Presented in ‘oily rag’ order, it is still fitted with period P&H carbide lighting and a typical of its day wicker basket. This will make a fascinating bike to recommission mechanically, keeping the original patina from 100 years ago. Banbury Run eligible, it will be supplied with a VMCC dating letter confirming it was dispatched to Burse J W and Sons of Chichester on the 7th October 1926, together with copies of technical information and current V5C.

1999 Ducati 996 SPS

Limited edition number 689

Estimate: £17,000 - £19,000*

295

1991 Harley-Davidson Heritage Softail

296

Reg No: T464 HRP MOT: None Frame No: ZDMH100AAXB002390

A stunning Italian beauty in red, the 996SPS suffix stood for ‘Sport Production Special’ and was an improved version of the standard 996, built to allow various components to be legal for use in the WSB championship. This beautifully presented 996 SPS is number 689 of just 1,780 produced and has been cherished by the same owner for over 25 years. It has been maintained to schedule, with its most recent full recommission including new belts in March 2022 at 9,542 miles by Ducati Diagnostics, having previously been serviced 8 times by Baines Racing between 1999 and 2013 and once by Ducati Coventry in 2015. A few tasteful modifications have been carried out, including lightweight Marchesini wheels, Termignoni carbon-fibre exhaust cans, upgraded Brembo brake master cylinder, uprated clutch slave cylinder, EVR clutch kit, carbon rear hugger, dark double-bubble screen and a Spyball alarm system. Stored covered in a dehumidified garage, included will be the original clutch cover, heel guards, tool kit and exhaust together with a cover and a Ducati paddock stand. It will be supplied with a good history file of invoices documenting its service history, service and owners manuals, old MOTs and a current V5C.

Estimate: £4,000 - £5,000*

Reg No: J209 ONM MOT: April 2026 Frame No: 1HD1BJL42NY014704

Presented in excellent condition, this example benefits from stainless steel wheels and spokes together with a selection of tasteful Harley-Davidson chrome accessories, including light visors, and is complemented by leather panniers that reinforce its traditional touring character. Fat Boy–style handlebars are fitted, contributing to a relaxed riding position and enhancing the model’s distinctive Softail stance. While the recorded mileage is higher, the motorcycle is supported by evidence of specialist engine and drivetrain work and long-term ownership. In 1999 the machine was entrusted to Boz Engineering for extensive mechanical attention, supported by a detailed invoice on file. Work included enlargement to 89 cubic inches using a big-bore piston kit, ported cylinder heads, fitment of an HQ-0029 performance camshaft and roller rocker arms, together with a renewed valve train. The crankshaft was balanced and trued using Timken bearings, with additional attention given to the primary drive and gearbox. Owned by the same enthusiast since October 1992 and accompanied by its V5C registration document, the motorcycle was heard running at the time of cataloguing and sounded excellent. A well-developed Evolution-era Harley-Davidson combining period style with strong torque-focused performance.

1974 Kawasaki Z1-A

Estimate: £16,000 - £18,000*

297

1985 Ducati TT2 Replica

Estimate: £6,000 - £7,000*

298

Reg No: AVS 719N MOT: Exempt Frame No: Z1F32459

After Honda’s CB750 took the world by storm in 1968, Kawasaki wanted a piece of the inline-four action and in 1972 unveiled the 903cc Z1. Producing a claimed 81bhp, it was the most powerful four-cylinder, four-stroke Japanese motorcycle ever marketed and was said to be good for 130mph. Immediately, a Z1 went to Daytona and broke the 24-hour motorcycle endurance record, covering 2,631 miles at 109.64mph, and a Z1 tuned by Pops Yoshimura set a one-lap record at 160.88mph. Motor Cycle News was impressed, naming the Z1 its Machine of the Year on four successive occasions from 1973 to 1976. Delivered new to Italy in 1974, this Z1-A spent many years in a museum, accounting for its odometer reading of 19,789km (12,300 miles) and exceptional original condition. Registered with the DVLA in 2016, it has had three British keepers. All the major components remain original, including the seat pan, wheels, clocks, grips and more. The exhausts have been replaced, and a cosmetic restoration has been performed, with the brightwork replated and the wheels refurbished, but the frame paint remains mostly original. The engine required little attention, with only the carburettors overhauled. Now with some awards to its name, the Kawasaki is accompanied by a restoration report and is probably the finest Z1-A to appear on the market for some time.

Reg No: C100 HGP MOT: Exempt Frame No: 3M00010104

After Tony Rutters win in the 1981 Formula 2 TT on a bike built by Sports Motorcycles out of a crashed Pantah, the Ducati factory realised there was a World Championship up for grabs. The second round in the championship that year was the Ulster Grand Prix, and Franco Farne and one of the sales managers arrived in Ireland with two NCR built race bikes. After a tactical second place finish, Tony was crowned World Champion, going on to win four more Formula Two World Championships between 1981/1984. Ducati itself produced about 50 replicas, and various specialists produced frame kits to allow riders to create their own versions. This bike started life as a standard Cagiva Alluzura, but in the early 2000s, it was converted using what is thought to be one of only 10 TT2 Replica frames made by Saxon. Built by an engineer, he fitted 18” Dymag wheels, Ceriani front forks and Brembo 4 pot front calipers. A special wiring harness was constructed allowing lights, that will be included in the sale, to be fitted for road use. Stored for a few years, it will need recommissioning before use and will be supplied with a current V5C.

1999 Ducati 996 SPS/F

No. 75 of just 150 examples

Estimate: £18,000 - £22,000*

299

1954 Motobi Catria Lusso

Award-winning restoration

Estimate: £3,000 - £4,000*

300

Reg No: T620 UEE MOT: August 2026 Frame No: ZDMH100AAXB002664

Produced from 1999 to 2002, the 996 was Ducati’s crowning achievement of the 20th century. With a 90-degree, four-valve, fuel-injected, liquid-cooled, 996cc twin and six-speed transmission, the basic version was said to produce 112bhp at 8,500rpm and be capable of 161mph. Even more desirable was the performance-tuned, lightweight, Europe-only 996 SPS (Sport Production Special). Carl Fogarty’s victory in the 1999 Superbike World Championship made the 996 famous, and the SPS/F represents the Holy Grail for collectors. Just 150 individually-numbered examples were built to homologate the 996 for racing. SPS/F number 75 is presented in superb original condition, complete with paddock stand and the standard exhausts and brake and clutch levers. Originally sold to Germany, it travelled to the Netherlands before being imported in 2015 by the Motorcycle Broker. British-registered in 2016, it shows only three registered keepers, the present since 2021. Maintained to the highest standard, it had a full service with new belts and tyres by the Motorcycle Broker some 560 miles ago. Seeing minimal use, further maintenance has been performed by Moto Rapido, including a suspension service and fork seal replacement. Having covered only around 26,500km (16,500 miles), it is in “very good” condition all-round with an MOT until August, 2026. Retaining its original book pack and certificate of authenticity, it is truly a machine for the connoisseur.

Reg No: 502 UYE MOT: Exempt Frame No: C454618

After disagreements with his brothers, Giuseppe Benelli started building his own machines in Pesaro under the Moto B name in 1951, before changing it to Motobi. They were best-known for their unusual egg-shaped engines, the performance versions being nicknamed “power eggs” by the Italians. One of the most popular models was the 173cc Catria four-stroke, overhead-valve single, which was available for touring in the Lusso guise. Cycle World tested the Sport version in 1962, summarising it as “a very good small-class motorcycle.” The original Benelli firm acquired Motobi in 1962, but discontinued it in 1976.

This delightful 1954 Catria 175cc Lusso was first registered in Britain in 2014, and was acquired that year by its second registered keeper, but it was bought by the third keeper in 2024 as a restoration project. A keen collector of historic Italian lightweights, he had the machine stripped and then had all the parts restored to a very high standard. Since then, he has kept the Motobi in regular use and has picked up several awards at shows. Described as “very good” all-round, and quick and nimble on the road, it is supplied with the V5C and some spares.

1912 Triumph 3½hp 499cc ‘Free Engine’

301

1973 Triumph Trident T150V

302

Pioneer Register history from the 1950s

Estimate: £8,000 - £9,000*

Reg No: HO 4051 MOT: Exempt Frame No: 193669

Perhaps the first great marque of British motorcycling, the inaugural motorised Triumph appeared in 1902 when Siegfried Bettmann and Maurice Schulte affixed a Minerva engine to one of their bicycle frames. Early products soon earned the nickname of “trusty Triumphs,” with Jack Marshall riding one to second in the first T.T. in 1907, and winning it in 1908. For 1909, the ‘Free Engine’ models appeared with a rear hub clutch, and annual production reached 3,000. The first 500cc models appeared in 1910. This beautiful ‘oily rag’ 1912 Triumph 3½hp was discovered in the 1950s by Mike Sherwin, who mechanically refurbished it and introduced it to vintage and Pioneer events. It was acquired by our vendor in 2016. Up to recent years, it has completed a large number of Pioneer Runs, and we are advised that the hub clutch works well, and so does the rear brake. As with most Pioneers, the front brake is chiefly of use when running the bike on the stand. The petrol gauge sight glass requires some attention, and light recommissioning will be required after a couple of years’ inactivity, but fresh petrol and SAE40, plus some ATF on the rear hub, ought to get it going. Complete with V5C and Pioneer Certificate, it will be very welcome on the Pioneer Run again.

Estimate: £3,500 - £4,500*

Reg No: PLX 790L MOT: Exempt Frame No: GH05711

After years of success with its twins, Triumph decided to go one better in the 1960s and bring out the Trident, using an inline-triple of 750cc. Launched in the summer of 1968 with its BSA Rocket III sister, the Trident was tested up to an impressive 117mph by Cycle World , but was unfortunately overshadowed by the launch of Honda’s four-cylinder CB750 a few weeks later. The original T150 model was supplanted by the T150V in 1971, which boasted a fifth speed and a front disc brake, and was itself succeeded by the T160 for 1975.

This lovely example was in single ownership from 1989 to 2016, and then entered a private collection until 2025. Our vendor (the sixth registered keeper) purchased it as a recommissioning project in October, 2025, and has succeeded in getting it back to a roadworthy standard after the ultrasonic cleaning of the carburettors, and the fitment of various new parts including the seat, the brake master cylinder, electronic ignition, improved rear shock absorbers, stainless fasteners and other sundries. Supplied with a V5C and said to be running very well, it would be a treat to have the Trident on the road for its first summer out of doors in several years.

1982 Benelli 304 250/4

One of the most original survivors

Estimate: £3,000 - £4,000*

303

1972 Motobi Catria 175cc Sport

Beautifully restored

Estimate: £3,000 - £4,000*

304

Reg No: HWV 214X MOT: Exempt Frame No: RD20228

One of Italy’s oldest-established marques, widow Teresa Benelli opened an engineering workshop in 1911 to occupy her sons Giuseppe, Giovanni, Francesco, Filippo, Domenico and Antonio. They introduced a 75cc two-stroke cycle engine in 1917, progressing to complete motorcycles in 1921. By the 1970s, it had several models very much in the Italian tradition for small, peppy multi-cylinder machines, of which the inline-four, 231cc 304 model was one of the best-known. Its features included twelve-spoke alloy wheels, a five-speed gearbox, Marzocchi forks and Brembo brakes. This fantastically original example shows just over 11,000 miles from new. Of those, 6,500 have been completed in the present ownership, which began in 2009. It is thought to have been imported, as it was not registered in Britain until 2003. The vendor is a collector of interesting Italian motorcycles and has been very diligent and sympathetic in his custodianship of the Benelli. Apart from consumables – the tyres, tubes and battery are all fairly new – we are advised that this machine is entirely original, and has won many awards at shows and events for its state of preservation. It the same time, it has been properly enjoyed, including on the A82 through Glencoe. An extremely rare find in such well-preserved condition, it is supplied with the V5C, and assorted spares and literature.

Reg No: FHH 633K MOT: Exempt Frame No: 470849

After disagreements with his brothers, Giuseppe Benelli started building his own machines in Pesaro under the Moto B name in 1951, before changing it to Motobi. They were best-known for their unusual egg-shaped engines, the performance versions being nicknamed “power eggs” by the Italians. One of the most popular models was the 173cc Catria four-stroke, overhead-valve single, which tuner Primo Zanzani developed into a factory road-racer. Said to achieve 75mph with a four-speed gearbox, it proved a popular machine for road races and hill-climbs across Italy. The original Benelli firm acquired Motobi in 1962, but discontinued it in 1976. This very rare and beautiful 1972 Catria 175cc Sport was first registered for British roads in 2016, following its acquisition by the present collector owner. It was bought as a project, and in that time has benefited from a very sympathetic restoration which has also seen the installation of an original Motobi race engine from 1960 with a close ratio gearbox. The work was completed over the course of five years, since when the Motobi has been enjoyed for some 1,600 miles on the road, and has picked up several accolades at shows. The vendor describes it as a very quick machine which easily spins its back wheel, and it is supplied with the V5C and some spares and tools.

1914 Precision 499cc

Very rare Australian example

Estimate: £7,000 - £8,000*

305

2021 Indian Scout Bobber

Just 258 miles from new

Estimate: £8,000 - £9,000*

306

Reg No: BF 5969 MOT: Exempt Frame No: R5 2817

Engineer Frank Baker set up F. E. Baker Ltd. in Birmingham to produce motorcycle engines under the Precision name, but his ambitions to produce complete motorcycles were hindered by the knowledge that doing so would upset the manufacturers he supplied. Complete bikes were manufactured between 1912 and 1919, but sold exclusively in Australia where there was not much of an industry to upset. A. G. Healing Ltd. of Melbourne was the main importer, but was also one of several Australian workshops which put Precision engines into their own frames. Many of these would have been sold not as Precisions, but under the name of the business that assembled them. We are advised that this 1914 Precision 499cc was built by A. G. Healing from a kit supplied by Precision. It was imported from Australia in 2010 and registered in 2012, and has been in single ownership since. The cylinder barrel is of the 1912 pattern, and the rear hub was originally direct-drive but is now a single bronze cone Villiers clutch hub. It carries a period Senspray carburettor and, to comply with British laws, a lightweight front brake has been fitted. A fascinating and possibly unique machine, it has seen action on the Pioneer Run as well as some Continental events, and is supplied with a V5C and Pioneer Certificate.

Reg No: VU71 WDO MOT: None Frame No: 56KMTA002M4011394

In 2013, the Indian marque was relaunched after a 60-year hiatus, led by a range of traditionally-styled models equipped with the 1.8-litre ThunderStroke 111 V-twin. The smaller 1,000cc Indian Scout was introduced in 2015 and offered in a range of models, each with the ability to be individually tailored. The custom-styled Scout Bobber offered a stripped-back, aggressive look, with bobbed mudguards and a low seat. Bobbers came with a liquid-cooled 1,133cc V-twin producing a claimed 100bhp and 72lb. ft. of torque, a six-speed transmission, and a 3.3gal. fuel tank, with a USB charging port as standard.

Finished in the most menacing colour of all, Thunder Black, this exceptional 2021 Scout Bobber is being offered in “like new” condition, because for most of its five-year life it has been treated just as a display object. It has had only two owners from new, the present one buying it in 2023, and has covered just 258 miles. Complete with the V5C, original sales invoice and owner’s literature, this Indian offers what is almost certainly a unique opportunity to acquire a nearly-new Scout of this type, the model’s specification having been changed for 2025.

1984 BMW R100RS

No. 475 of 500 examples

Estimate: £2,500 - £3,500*

307

1988 Suzuki RG500 Gamma

308

Reg No: A694 BJR MOT: Exempt Frame No: 6395854

By the 1970s, BMW enjoyed a great reputation for quality and reliability but less so for glamour and excitement. To revitalise its image, it engaged stylist Hans Muth to design a sleek, modern sports tourer, resulting in the wind tunnel-designed R100RS with its almost futuristic fairing. 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.

This very original, end-of-production R100RS was supplied new to Britain and has had twelve registered keepers. The tenth owned it from 2004 to 2020, and the present owner acquired it in 2023. Showing a believed-genuine 82,240 miles, it has been very much cherished by the previous owners, with a continuous MOT record from 2006 to 2022; of course, in 2024, it became exempt. Our vendor intended to use it for touring but never found the time, so it has seen little use of late. It is supplied with the V5C and assorted papers including MOTs and invoices, plus its original panniers.

Estimate: £14,000 - £16,000*

Reg No: E551 WAT MOT: None Frame No: HM31AXXXXXX106294

Introduced in 1985, the Suzuki RG500 Gamma was one of the most authentic of the 500 Grand Prix replicas, with many features in common with world champion Franco Uncini’s 1984 race bike. Faster, lighter and nimbler than its Yamaha or Honda equivalent, the Suzuki’s two-stroke, water-cooled, disc valve 498cc square-four was allied to a six-speed manual transmission. With a quoted 95bhp and 53lb. ft. on tap, the RG500 was capable of 145mph. With its aluminium box-section frame, forged aluminium steering head and full-floater swing-arm rear suspension, the Gamma remains an exhilarating ride. Almost forty years after it was discontinued in 1989, the RG500 maintains a loyal enthusiast following. An original British-market machine, ‘E551 WAT’ had only five registered keepers prior to joining our vendor’s collection of Japanese motorcycles in 2009, where it has been preserved in good order. Previously, it had been out of use for at least a decade prior to 2015 and, it has covered under 100 miles since then, suggesting the mileage reading of 22,053 may be genuine. Some pre-use checks may be advised. It is supplied with the V5C, M.O.T.s dating back to the 1990s, and invoices for parts and servicing, etc.

1999 Yamaha YZF-R1

309

1985 Yamaha YPVS RD500

310

Estimate: £3,500 - £4,500*

Reg No: S189 AAV MOT: None Frame No: JYARN011000005974

Introduced in 1998, the 998cc YZF-R1 was Yamaha’s top sports offering for the millennium (discounting the homologation-only YZF-R7), rivalling the Ducati 996 and the Honda CBR900RR Fireblade. The brainchild of Kunihiko Miwa, its ‘vertically stacked gearbox’ whereby the mainshaft sat above (rather than in line with) the crankshaft made for a lighter, more compact drivetrain which in turn allowed the frame to utilise a longer rear swing-arm within the same compact wheelbase. Better able to put its power down as a result and wieldier because of its lower mass, the Yamaha earned rave reviews. With some 150bhp and 79lb. ft. on tap, the YZF-R1 was found capable of 0-60mph in 2.96 seconds and 168mph. Finished in a bold red and white (or subtler blue and white) colour scheme, the earliest RN01 versions were more visceral and less forgiving than their successors. This desirable RN01 model represents a very good example of an original, unrestored bike. With five registered keepers from new, it was in single ownership from 1999 to 2020 and was bought in 2024 for a collection of Japanese motorcycles which is now being dispersed due to a house move. It has been started recently but will require light recommissioning. It is supplied with current V5C, handbooks, and the 1999 purchase receipt for £7,096.

Estimate: £12,500 - £13,500*

Reg No: C675 JGF MOT: None Frame No: 1GE002795

Introduced in 1984, just six months or so after Kenny Roberts and Eddie Lawson had taken the wraps off their very similar looking YZR500 V4 Moto GP bikes, the Yamaha RD500 YPVS caused a sensation. Inexpensive given its rumoured 150mph performance, a waiting list was quick to form with nearly-new examples trading above list price. Utilising twin crankshafts, reed intake valves, Yamaha’s YPVS exhaust power valves and four Mikuni carburettors, the newcomer’s 499cc two-stroke V4 engine was allied to a six-speed, close-ratio gearbox. A full fairing ensured that the RD500 YPVS sliced through the air effectively, while its square section tube frame was equipped with anti-dive front suspension, a link type rear and disc brakes. Briefly the ‘must have’ road racer of the mid-1980s, the RD500 YPVS enjoys something of a cult following. A rare and highly original British-market example with eleven keepers on record, ‘C675 JGF’ was purchased by our vendor in 2018 for his collection of Japanese motorcycles. In that time, the engine was fully overhauled by Stan Stephens and it has only done 280 miles since. Indeed, it has covered under 1,000 miles since 2006, and the odometer reading of 28,800 is possibly genuine from new. Last used in late 2025, the Yamaha would benefit from some light recommissioning. It is supplied with the current V5C.

1972 Suzuki GT750J

Estimate: £6,500 - £7,500*

Reg No: OXF 99L MOT: Exempt

311

1930 Royal Enfield Model JL 500cc

Barn-find restoration opportunity

Estimate: £2,500 - £3,500*

312

Frame No: 18067

Débuting in prototype guise at the October, 1970, Tokyo Motor Show, the Suzuki GT750 entered production some eleven months later. Revered as the first Japanese motorcycle to feature a water-cooled engine – a two-stroke, three-cylinder 739cc unit – the newcomer proved an accomplished sports tourer. Capable of 110mph despite its not insubstantial 480lb. dry weight, the Suzuki endeared itself to riders worldwide. Affectionately nicknamed the ‘Kettle,’ the GT750 evolved through ‘J’, ‘K’, ‘M’, ‘A’ and ‘B’ guises, and was notably counted as one of the 240 Landmarks of Japanese Automotive Technology by the Society of Automotive Engineers of Japan. Arguably the purest iteration, the GT750J was also the only one to utilise a front drum brake. A British-market bike from new, this lovely GT750J has had just seven recorded keepers, and the fifth, from 1990 to 2012, reportedly treated it to a ‘nut and bolt’ restoration in 2010. ‘OXF 99L’ had been off the road for several years previously, and was not used again the present owner acquired it for his Japanese motorcycle collection in 2016, after which it was treated as his ‘go to’ bike because of the ease with which it starts and runs. Now displaying a well-earned light patina, it promises to be an exceptional rider’s machine. It is supplied with the current V5C.

Reg No: DE 7774 MOT: Exempt Frame No: 8810

Royal Enfield’s J Series of models was introduced in 1930. Powered by an inclined, twin-port 488cc OHV ‘sloper’ engine with either a three-speed Sturmey-Archer or four-speed Royal Enfield gearbox, the handsome machine. For 1931, the short-stroke engine went into the JA31, while a 499cc long-stroke version appeared for the J31. lived up to Royal Enfield’s famous assurance of quality: “Made like a gun.” The first Royal Enfield Bullet was a Model J derivative and the popularity of the J range ensured that it remained a staple of Royal Enfield’s catalogue throughout the 1930s, save for a 1935 hiatus. Later versions were progressively updated with fully enclosed valve gear and tubular forks, etc. Registered in Pembrokeshire, this rare 1930 Model JL appears substantially complete, although in need of major restoration having been barn-stored for a very long period. It entered the present ownership in 2016, but restoration was never started. Wonderfully evocative in its current state, the Royal Enfield could be an ideal candidate for the ‘oily rag’ approach to restoration with a view to preserving as much patina as possible. We are informed that the engine turns over and gears are selectable. It is supplied with the current V5C.

1989 Kawasaki ZXR-750 H1

A well-preserved, original, 30,000-mile example

Estimate: £3,500 - £4,500*

Reg No: G222 PWV MOT: None

313

1971 Honda CB750 K1

Estimate: £3,500 - £4,500*

314

Frame No: ZX750H009609

Founded in 1988, the Superbike World Championship immediately attracted a following as 1,000cc twins were pitted against 750cc fours. Competing manufacturers quickly devised homologation specials, Honda’s RC30 locking horns with Yamaha’s OW-01 and Kawasaki’s ZXR-750. However, while the RC30 and OW-01 were hand-built exotica, the ZXR-750 was more road bike biased. Based around a chunky twin-spar aluminium frame, the Kawsaki was powered by a 749cc DOHC 16-valve four allied to six-speed transmission. With some 106bhp and 56lb. ft. on tap, it could exceed 150mph. Looking every inch the racetrack escapee with its aggressive fairings and tri-colour livery, the ZXR-750 – especially in its earliest H1 guise – had reassuringly firm rear suspension. Later versions were more refined and tractable but less characterful. An undoubted modern classic, the ZXR-750 H1 is becoming ever more sought after. Accompanied by a host of parts receipts, this desirable first-year ZXR-750 has clearly been well looked after by its ten previous custodians, and the 30,000 miles are believed to be genuine. In 2018, it joined a collection of Japanese motorcycles which is now being dispersed. Having lately been on static display, checks and recommissioning are advised before use. Great value when compared to an RC30 or OW-01, this highly presentable ZXR-750 H1 is supplied with a current V5C, the aforementioned parts receipts and sundry M.O.T. certificates.

Reg No: HUK 130J MOT: Exempt Frame No: CB7501063211

Unveiled at the October, 1968, Tokyo Motor Show, the Honda CB750 was a landmark design that brought four-cylinder motorcycles into the mainstream. 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 had been adopted by the time that the K1 version arrived in September, 1970. Visually distinguished by a new seat, black painted airbox and revised side panels, the K1 remained in production until March, 1972, achieving some 77,000 sales. This handsome 1971 K1 was one of many which found its first home in the United States of America, where Hondas had increased rapidly in popularity during the 1960s. This machine evidently benefited from the enthusiast following they acquired, as it was restored in America some time ago, and we assume the low mileage of 22,300 dates from the time of the restoration. Now exhibiting a light patina, it was imported into Britain by our vendor in 2014 and, after enjoying it on the road for a decade, he placed it on static display in his collection in late 2024, so it now requires recommissioning before use. It is supplied with the V5C.

1977 Yamaha FS1-E

315

1990 Harley Davidson FLSTF Fat Boy

‘Grey Ghost’ US Airforce tribute

316

Estimate: £4,500 - £5,500*

Reg No: BFR 585R MOT: Exempt Frame No: 202586

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.’ This 1977 FS1-EA is the later version of the model with the Autolube oil injection system. It has been subjected to a very high-quality restoration in the past but nevertheless presents as a pleasingly original bike. We suspect the low odometer reading of 22,800 reflects the mileage since the restoration. It has had only ten registered keepers and was acquired in 2012 by an enthusiastic collector of Japanese motorcycles. He enjoyed using it up to last year, but after a period of storage some light recommissioning will be required. It is accompanied by the current V5C.

Estimate: £5,500 - £6,500*

Reg No: Un-registered MOT: None Frame No: 1HD1BML16LY010899

The Harley FLSTF became known as the ‘Grey Ghost’ with silver paintwork, solid wheels and yellow accents on the engine cases. It was a tribute to the US Air Force B29 Superfortress bomber, with the bike earning a starring role in ‘Terminator II’, ridden by Arnold Schwarzenegger. Only 4440 were built in 1990, and today the Grey Ghost is among the most collectible of the ‘90s Harleys. In 2025, Harley released a limited-edition “Icons” model paying tribute to the 1990 original. This 1990 Fat Boy ‘Grey Ghost’ spent its early years in Michigan before being imported into the UK in 2007. Since then, it has been stored in an inflatable bubble as part of small private collection of rare Harleys. Showing just 147 miles on the clock it has not been run for a while, so will need recommissioning and a new battery before use. The bike has never been registered in the UK, but will be supplied with the 2007 Bill of Sale, the Michigan Certificate of Title and an email from HMRC confirming VAT has been paid. An opportunity to acquire a bike that is rarely seen on these shores, with what is essentially delivery mileage.

2006 Ducati 999R Xerox

No. 298 of 324 examples

Estimate: £19,000 - £21,000*

Reg No: BX56 VRR MOT: None

Frame No: ZDMH401AA6B018012

317

Designed by Pierre Terblanche, the Ducati 999 followed the celebrated 916, 996 and 998 models and allowed Neil Hodgson, James Toseland and Troy Bayliss to win the 2003, 2004 and 2006 World Super Bike Championships respectively. The 999R homologation special arrived in 2005. It was awash with carbon fibre and titanium, keeping weight down to 399lbs., not to mention uprated Ohlins suspension and Brembo brakes. With the compression ratio increased from 11.4 to 12.5:1, its 999cc Testastretta V-twin (or L-twin, as it was known on account of the inclination of its cylinders) developed 148bhp, with tremendous results for its performance and handling finesse. Reputedly, it could cover 0-60mph in 3.17secs. and exceed 170mph. Lest anyone should forget about its track credentials, the 999R Xerox special edition was produced in a limited run of 324 units and distinguished by its anodised black top yoke and footpegs, black fork sleeves and the Xerox-sponsored livery which then adorned Ducati Corse’s Superbike World Championship machines.

Number 298 of the 324 Xeroxes produced, this excellent example has been well cared-for all its life, with just three owners from new. Originally sold through Ducati Wolverhampton Ltd. to a Mr. Hall of Solihull in 2006, it resided in long-term ownership from 2007 to 2022, after which it was bought by the vendor for his motorcycle collection. Having covered just 2,500 miles from new, it was last in use in 2013 but, in that short timeframe, it received two services. It thus appears like a nearly-new bike with its full book pack, key card and keys, Xerox commemorative plaque, and original exhaust system, not to mention assorted papers including the original sales documents and a multitude of subsequent invoices from Ducati Coventry. While keeping the Ducati in a heated display room, the vendor has occasionally run it up to temperature to keep the engine free. Said to be in “excellent” overall condition, ‘BX56 VRR’ represents a rare opportunity to acquire one of this century’s most sought-after superbikes.

2010 Harley-Davidson Cross Bones Custom

Estimate: £13,000 - £15,000*

Reg No: DT10 WBK MOT: August 2026

Frame No: 5HD1JM51X9Y032082

This striking example of the Harley-Davidson FLSTSB Cross Bones represents a professionally executed custom build centred around one of the marque’s most distinctive Softail models. Introduced as part of the manufacturer’s “Dark Custom” range, the Cross Bones combined traditional bobber aesthetics with contemporary engineering, its defining features including a springer-style front fork, blacked-out finishes and the proven 1584cc Twin Cam V-twin engine. This particular machine was originally supplied new before undergoing an extensive programme of customisation carried out by Warr’s Harley-Davidson, widely recognised as Europe’s oldest authorised Harley-Davidson dealership and long respected for producing high-quality custom Harley-Davidson builds. The work is supported by a comprehensive file of invoices totalling £23,876.79 for parts and labour, representing a substantial documented investment in the machine beyond its original purchase price of £18,999. The result is a distinctive old-school bobber styled motorcycle with a high level of professional detailing throughout. The build incorporates numerous bespoke fabricated components including a custom fuel tank, modified fenders and battery cover, together with bespoke black and gold paintwork that complements the machine’s blacked-out mechanical components. A velocity stack air intake, custom exhaust system and side-mounted number plate further enhance the stripped-back bobber aesthetic. Additional specification includes a spring-mounted solo saddle with heavy-duty springs, lowered suspension components, a large diameter spoked front wheel shod with whitewall tyres, and upgraded billet brake components from Performance Machine. Lighting has also been upgraded with Rapidie headlamp and tail lamp units, while extensive billet detailing is evident throughout the machine. Offered with its V5C registration document, original purchase invoice and a detailed file of Warr’s London invoices, this professionally built custom Cross Bones presents an opportunity to acquire a distinctive Harley-Davidson with significant documented customisation.

1975 Kawsaki KT250

319

1955 Moto Guzzi 250 Airone

320

Estimate: £3,000 - £4,000*

Reg No: PAO 944P MOT: Exempt Frame No: KT2-03164

In the early 1970s Kawasaki enlisted British trials ace Don Smith to help develop a machine capable of competing in the specialised world of observed trials. The result, introduced for the 1975 season, was the KT250 – Kawasaki’s first dedicated trials motorcycle and one of the most distinctive machines of its era. Blending Smith’s input on geometry and engine response with Kawasaki’s robust engineering, the KT250 delivered smooth, tractable power and an agile chassis suited to trials riding. Its usability and character earned it a loyal following, and today the KT250 is appreciated as a classic that captures the spirit of 1970s trials riding. This example has been the subject of a comprehensive frame-up restoration carried out to a high standard, with approximately 99% of components sourced as New Old Stock. The forks have been re-chromed and rebuilt with new internals, while bearings, bushes and cables have reportedly been renewed. The original tank and side panels have been retained to preserve the correct period appearance. The engine has been refreshed with a new crank, con-rod and piston. Having covered only 1.2 miles since completion, the machine will require normal running-in but is presented in near-fresh condition.

Estimate: £3,000 - £4,000*

Reg No: 892 XWF MOT: Exempt Frame No: M*28006

The 250cc Airone isn’t as well known in the UK as its bigger brother, the 500cc Falcone, but in Italy, it was more popular and was in production from the late 1930s to 1957. An expensive bike in its day and rare in the UK, this beautiful Airone was bought in Italy by the vendor a few years ago and has been registered with DVLA on plate number 892XWF. A distinctive bike with Guzzi’s trademark horizontal cylinder developed on their world championship winning bikes, by the mid 1950s the bike featured an all alloy top end. It was far in advance, and admittedly a good deal more expensive, than anything being offered by the British manufacturers at the time. Coming as standard with alloy rims and large diameter drum brakes, the chassis was as advanced as the engine. This example has been restored to a very good standard and is fitted with a period optional speedo that amazingly was an extra when bought new, and was recommissioned and used sparingly last summer. Eligible to compete in the Motogiro D’Italia, this excellent Airone will be a talking point at any vintage gathering and will be supplied with a current V5C.

1938 Bianchi 500M

321

1963 Malanca 60 Nicki

322

Estimate: £6,500 - £7,500*

Reg No: TXS 332 MOT: Exempt Frame No: 71384

Edoardo Bianchi began making bicycles in 1885 and by 1897 had fitted an engine into a strengthened cycle frame. In 1910 he designed a 498cc single that proved to be very successful and established the company as a respected manufacturer. A model very rarely seen in the UK, the pre war 500M was a hand change side-valve single. Typically Italian in its specification with friction damping on its girder front forks and plunger rear suspension, Bianchi drew on the company’s years of racing experience in its design. Due to its reliability and solid build, a military version was developed that was used throughout WW2 by the Italian Army. Very few, if any, Bianchis would have been imported in the 1930s so this is a very rare model on these shores. This good looking example in black and cream was bought in Italy by the vendor a few years ago and has since been registered with DVLA on plate number TXS 332. It was recommissioned and used sparingly last summer. A great opportunity to acquire a rare machine that will attract plenty of attention and become a talking point on vintage runs and rallies, supplied with a current V5C.

Estimate: £1,800 - £2,200*

Reg No: WTN 682A MOT: Exempt Frame No: MN 7000891

Malanca is one of the less well known Italian motorcycle manufacturers established in 1947 by Mario Malanca near Bologna. Like many other small concerns, they used ubiquitous ‘Franco Morini’ engines, but by 1960, a new factory was built and they began to produce their own engines. Concentrating on the very healthy domestic market for small capacity bikes, they also offered a couple of scooters in the 1960s. In 1968, they made their racing debut winning six Italian championships and two 125cc GPs. Unable to keep pace with the larger concerns, the company ceased trading in 1986. This Malanca is a typically Italian small capacity bike with its shapely petrol tank and long slim looks. Brought into the UK a couple of years ago, it was previously part of a private collection in Italy. It has been nicely restored in the past, keeping a good degree of originality. It is thought to be the 60cc model with a number plate holder, 50cc bikes in Italy don’t need registering so normally just have a rear light. This rarely seen in the UK model has been registered with DVLA on an age related plate and will be supplied with a current V5C.

1924 Douglas Model OB 596cc

Estimate: £7,000 - £9,000*

Reg No: BF 7419

MOT: Exempt

323

1955 Panther Model 100

Estimate: £4,000 - £5,000*

324

Frame No: HF 913

William and Edwin Douglas were running an iron foundry in Bristol when they acquired the rights for J. F. Barter’s flat-twin Fairy motorcycle, and began production in 1907. Two cylinders horizontally opposed was much the same elegant solution to twin-cylinder engine design as adopted by over fifty other manufacturers, although Douglas used a longitudinal layout for their early models. Overhead-valve versions were introduced at the 1921 Motor Cycle Show, and with the racing Model RA Tommy Sheard won the 1923 Senior T.T. and Jim Whalley conquered the French Grand Prix and Spanish 12 Hours. The 596cc OHV Model OB was a marvellously low, powerful and rakish machine introduced in October, 1923. This 1924 Model OB is an outstanding machine through and through. Although it has no history prior to 2015, when it was registered with the D.V.L.A. by the present owner following a restoration, it has been extremely active in the decade which has since passed. The vendor has greatly enjoyed riding it, making reference to its “ample power and endearing nature.” While he has always found it reliable and well-behaved, he advises bidders to inspect it to their satisfaction before use. A superb machine for the Banbury Run, Graham Walker Memorial Run, and so many other vintage events, it is supplied with the current V5C.

Reg No: RGF 655

MOT: Exempt Frame No: 24065

The Panther Model 100 is one of the most individual British heavyweight singles of the post-war era, famed for its torque-rich sloping single-cylinder engine and unconventional yet highly effective engineering. Built by Phelon & Moore in Cleckheaton, the Model 100 was designed for durability and flexibility rather than outright speed, making it particularly well suited to sidecar work and long-distance touring. This 1955 example is presented in honest, usable condition and appears to be the result of an older restoration, now displaying a sympathetic patina consistent with careful use. At the time of photography, the motorcycle started readily and ran smoothly on its stand, providing a positive indication of mechanical health. The machine retains a largely standard specification, including its distinctive low-mounted engine layout which defines the Model 100’s character. The motorcycle is supplied with its V5C registration document and is accompanied by a recent invoice detailing specialist electrical work, including attention to the magneto and dynamo, offering reassurance regarding recent maintenance. Increasingly appreciated for their character, engineering originality and strong low-speed performance, the Panther Model 100 remains an appealing choice for enthusiasts seeking a distinctive and highly individual British single.

1957 Royal Enfield Bullet 350

Estimate: £2,500 - £3,500*

325

1956 Matchless G3LS

Estimate: £2,500 - £3,500*

326

Reg No: 598 XVB 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, handcrafted 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 military service. Its robust 350cc single-cylinder engine, straightforward cycle parts and upright riding position made it a trusted choice for everyday transport and long-distance reliability. This example appears to be the result of an older restoration, presenting with an attractive 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 retains its 6-volt electrical system and is fitted with indicators which are currently inoperative, noted for guidance only. Supplied with its V5C registration document and accompanied by a certificate of authenticity confirming it as a Matchless G3LS model, the motorcycle also comes with workshop and instruction manuals, parts catalogues and a collection of period photographs showing previous owners enjoying the machine, adding welcome provenance and historical interest.

1975 Norton Commando 850 Mk.III Interstate

Just one mile on the odometer

Estimate: £8,000 - £9,000*

327

1970 Triumph T120R Bonneville

328

Reg No: Un-Registered MOT: Exempt Frame No: 334683

Launched in 1967, the 745cc parallel-twin Norton Commando was lauded by Motor CycleNewsas 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 Interstate was particularly conceived for long-distance cruising, featuring a larger 5½-gallon tank. This Norton was bought from Elite Motors in Tooting in 1975 but was never registered, hence it is supplied with the original Department of Transport form used for obtaining registration, but no V5. Supposedly kept in the first owner’s living room for 35 years, it is surely the most original Commando you will ever find and presents very much as it did on the day it left Elite Motors. Only the battery and fuel lines have been replaced, the latter recently because they had become brittle. As a matter of preservation, one of the original fuel lines and its carburettor fittings has been kept and will be supplied with the bike. All the original documents are present: the rider’s manual, workshop manual, parts list, dealer directory, and unused service voucher booklet.

Estimate: £5,000 - £6,000*

Reg No: MST 827H MOT: Exempt Frame No: BD 42336

Many enthusiasts believe that the late 1960s, early 1970s pre ‘oil in frame’ Bonneville represents the peak of development of Triumphs most iconic model. This beautifully presented matching numbers T120R has been authentically restored to a very high standard by the vendor, a retired engineer. Keeping as much originality as possible, the wheels have been restored with Elite triple chrome rims, stainless spokes and brass nipples at a cost of £505, shod with period correct Dunlop TT100 tyres. The paintwork has been refinished by Steve Beckett costing £450, all the black metalwork blasted and powder coated by Elite Engineering at £617 and the seat restored by RK Leighton at £210. The engine has had a top end overhaul by Venture Classics, including new rings and valve guides, then fitted with an LP Williams 7 plate clutch. Stainless steel nuts and bolts in the correct Whitworth and UNC sizes have been used throughout the reassembly. Attention to detail has even included bushing the rear brake lever pivot to take out any free play. This excellent Bonnie will be supplied with a genuine Triumph workshop manual and numerous receipts documenting its restoration, together with a current V5C.

1978 Honda 500 Cafe Racer

c.1982 Fantic Trial 300

329

Estimate: £3,500 - £4,500*

Reg No: EDM 892S MOT: Exempt Frame No: 1041579

This Honda 500cc Cafe Racer started life as a 1978 CB500T, but the vendor wanted to improve its performance and realised the DOHC CB450 Black Bomber engine would be a far better starting point. A technically advanced bike launched in 1966, the ACU wouldn’t let it compete in the Thruxton 500 Mile race against the British twins saying ‘it could not be classified as a production machine as it had two overhead camshafts’! Buying a CB450K2 engine at Stafford, the vendor then discovered lots of tuning parts and advice from companies that had raced the model, especially in the USA and Ireland. This inspired him into creating a sixties style GP Replica. The bike now sports a heavily modified Black Bomber engine bored out to 500cc, a gas-flowed head, Keihan CR carbs and a bespoke 2 into 1 exhaust allowing it to rev to ‘about 13,000rpm’. The chassis has been modified with an alloy tank and race seat, alloy rims, twin disc front brakes and an alloy box section swinging arm. The bike has been featured in Classic Bike magazine in the past, a copy of which will be included in the sale, together with a current V5C.

Highly original and unrestored No Reserve*

Reg No: Un-Registered MOT: Exempt Frame No: Not Seen

Famous for its lightweight bikes, much-loved by learner riders during the 1970s, Fantic also produced some highly competitive trials machines, one of the best-known being the Trial 300 of the early 1980s. Powered by a 249cc two-stroke engine, Trial 300s were very much in demand in lightweight trials when they were new, and are still sought-after for historic twin-shock trials today.

This Trial 300 is one of an increasingly small number that still survives in original, unrestored condition and, in fact, it must be one of the most original there is. For evidence of that, look no further than the dealer transfers for Julian Wigg Motorcycles of 29, High Street, Winslow, Bucks. It has obviously seen much use in the past and, while it could be restored, we would lean more towards preserving its great originality. It is said to have been running recently, though some recommissioning will be required. It is offered without documentation.

1974 Ducati 750 Sport

One of the 1970s’ most beautiful bikes

Estimate: £22,000 - £24,000*

Reg No: FAO 435N MOT: Exempt

Frame No: DM750S756533

331

Introduced in 1972, the Ducati 750 Sport was a dramatically styled but factory built ‘café racer’ based on the marque’s Imola-winning 750 GT (the two sharing the same basic frame design complete with leading-axle Marzocchi front fork). Clip-on handlebars and rear-set footpegs encouraged most riders to adopt a racing crouch which only accentuated the model’s own long, low and narrow profile. Featuring a bevel gear driven camshaft system, the 748cc 90-degree V-Twin engine was allied to a five-speed gearbox.

Credited with an impressive 62hp, the 750 Sport was reputedly capable of over 200km/h (124mph). The majority were finished in a distinctive Bright Yellow paint scheme with a Black painted frame (though, other hues could be specified). Phased out during 1974, just 1,625 examples of the original ‘Round Case’ 750 Sport were apparently made. Long revered by collectors, the model inspired a ‘Belt Drive’ successor which was current from 1988-1991.

Believed to have been restored by a Ducati specialist in Italy approximately 10 years ago, this outstanding 750 Sport was sold by Fuchs Mottorad to a Belgian owner before being acquired in 2020 by the current owner viâthe Motorcycle Broker. The exhausts appear to be original, showing a light patina, and the headlamp is correct to factory specification. The fuel tank is the original steel tank professionally lined by Tank Care Products. New tyres were fitted in 2020, and in 2025 Moto Rapido serviced the carburettors. The Ducati is said to run and ride exceptionally well, offering the perfect combination of originality and usability for collectors. It is supplied with the current V5C and assorted documents.

1949 Vincent HRD Rapide Series C

A scarcely seen HRD-badged ‘transition model’

Estimate: £35,000 - £45,000*

Reg No: GFY 426 MOT: Exempt Frame No: RC4498

The big vee-twin Vincents were the fastest motorcycle in the world at the time and with some astute marketing become the bike everyone aspired to own. Both Rapides and Black Shadows have become some of the most desirable and iconic bikes of the era. Ultimately, the company had to close in the late 1950s due to the high cost of manufacturing such an exclusive and high-quality product, although they remained one of the fastest two-wheelers money could buy until the mid-1960s.

First registered in on the 18th July 1949, this HRD-badged Series C Rapide was first delivered to the Southport area, Merseyside. Prior to the vendor’s ownership, it had been mollycoddled as a display machine for several years, until our vendor acquired it during 2022.

An ex-motorcycle racer with a significant private collection of some serious two and four wheeled exotica, our vendor found that the Vincent was good order cosmetically, but he felt that it required a serious amount of work to get it to his standard. As a result, he entrusted work to a local specialist who completely stripped it to a bare frame and completely overhauled it mechanically. It was fitted with new twin-Amal carburettors, the engine was subject to an overhaul further improvements were made to the suspension and wiring. Once back together, this mighty machine was taken home, whereupon he found that due to his advancing age, kicking it into life is more of a struggle than it was during the late 50’s when he owned his first Vincent thou’.

Offered complete with a history file that includes a buff log book, invoices for recent works and a UK V5C, this example is said to be ‘fighting fit’ for its next owner.

1960 AJS Model 14

Reg No: URX 919

MOT: Exempt

Frame No: 6930

Because they were economical and light, a large market existed in 1950s Britain for 250cc machines, and it was boosted in 1961 when a new law restricted learners to 250s or smaller. To satisfy demand, AJS produced the Model 14 from 1958 to 1966. AJS was then part of Associated Motor Cycles and the Model 14 utilised components from the AMC parts bin, such as Francis-Barnett front forks (later replaced by Teledraulics). As the ‘sensible’ sister to the sportier Matchless G2S Monitor Sports, the Ajay could still be chivvied along to 75mph. Costing £213 7s. 2d. in 1961, the press praised it for its practicality and economy, but it is now something of a forgotten lightweight, and very much to be prized for its scarcity.

This lovely Model 14 displays a light patina, and may sport its original finish or it may be an older restoration. It has a lot of history dating including MOTs back to the 1970s, and is supplied with the current V5C. Some recommissioning will be required, but it should be a straightforward project and it promises to be a wonderful machine not only for rallies, but also for local errands and perhaps for a young enthusiast who has just passed their test.

1961 Triumph Tiger Cub T20

No Reserve*

Reg No: 317 UXD

334

MOT: Exempt Frame No: 74839

With cash-strapped post-war motorcyclists prizing economy, and a new law in 1961 restricting learner riders to machines of up to 250cc, the Triumph Tiger Cub was in great demand from its launch at the Earls Court Motorcycle Show in November, 1953, until its eventual demise in 1968. Replacing the earlier 150cc Terrier, the Tiger Cub was an Edward Turner design which proved highly versatile, as Sports, Trials and Scrambles versions were developed. Producing 10bhp, the standard Cub was tested up to 66mph. Offered from a collection, this very original-looking and attractively patinated 1961 Tiger Cub was kept in regular use until the spring of 2025. Showing just 7,052 miles on the odometer, it starts and runs but will require recommissioning before use; it could be treated as the basis for a more extensive restoration, though we would be tempted to keep it ‘oily rag’ and ride it just as it is. While the law unfortunately no longer allows riders to mount machines larger than 125cc, this Cub would make a wonderful machine for a young enthusiast who has just passed their test, or a nimble and economical bike for local errands, in addition to its obvious suitability for classic events.

The Road and Race Collection

1939 BSA M24 Gold Star Competition

Estimate: £15,000 - £17,000*

Reg No: TXS 602

MOT: Exempt

335

c.1953 Ceccato 100cc Monoalbero

No Reserve*

Frame No: KM24-261

By the 1920s, BSAs were often at the front ranks of competition, and when Wal Handley received a Gold Star award for lapping Brooklands at 100mph on his Empire Star model in 1937, BSA was justifiably proud; Gold Star duly became the designation for BSA’s top performance models from 1938. The first iteration was the M24, a 496cc single with an aluminium head and the option of close-ratio gears. This Gold Star was furnished as a Competition model (as confirmed in the factory records), with a 21in. front wheel, 20in. rear wheel, upswept exhaust and no speedometer panel, and was despatched to BSA Motors in Copenhagen on February 1st, 1939. The first owner was dirt-track racer Eberhardt Fisker, who already owned a 1938 Gold Star but wanted the latest model for racing. After the war it changed hands several times until it was bought in 1961 by a machinist’s apprentice, used until 1964, then stored until 2002. The next owner subjected it to a meticulous restoration, retaining all the original metalwork except the mudguards, which were beyond repair; even the original nuts and bolts were replated. Sparingly used thereafter, it was bought and imported in 2021 by our vendor for his collection and will require recommissioning. It is sold with historic photographs and registration papers, plus the Danish number plates.

336

Reg No: Un-Registered MOT: Exempt Frame No: 0287

Pietro Ceccato started building lightweight motorcycles in 1950, having been building cycle-motors since 1947. Motorcycle production would continue up to 1963, encompassing two- and four-stroke models up to 175cc. Just as Ceccato was getting underway, future Ducati engineer Fabio Taglioni was perfecting designs for a 75cc overhead-cam engine, which he offered to an enthusiastic Ceccato. The sophisticated engineering enabled the 75cc Monoalbero Ceccato to outperform everything in its class, likewise when it was enlarged to 100cc. The high-revving (up to 10,500rpm) piccolina won many hill-climbs and road races, most significantly the Milan-Taranto race and the Giro d’Italia. This c.1953 100cc Monoalbero is an extremely rare machine and a superb example of what was arguably the greatest Italian racing lightweight of the early post-war era. It is offered in superb condition with matching numbers components, having been imported from Italy about ten years ago by a discriminating collector, to be displayed alongside his 75cc and 175cc Ciccatos. Sadly, we do not know its provenance, except that it formerly belonged to noted Ceccato collector Adriano Rubbo of Verona, and was used to illustrate an article by Gianni Perone on the Taglioni Ciccatos, which appeared in an Italian magazine (on file). Bidders should be aware that there may be some import duties to be paid, and the bike will require recommissioning before use.

1951 IFA-DKW RT 125 Racer Evocation

Estimate: £6,000 - £7,000*

337

1971 Honda CB250K Read Titan Stage 3 (350cc)

No Reserve*

338

Reg No: Un-Registered MOT: Exempt Frame No: 755008

Although nothing radical, the DKW RT 125 played an important part in motorcycling history. Introduced in the 1930s, it provided affordable transport for thousands of Europeans before the war. Post-war, the DKW factory in Saxony was forfeited to the East German IFA (Industrial Association for Vehicle Construction), and DKW itself was forced to move to a new factory in Bavaria. Production of the rotary-valve, two-stroke RT 125 restarted at both plants, and so it played a large part in reviving industry in West and East Germany. Furthermore, it provided the blueprint for the first Yamaha motorcycle, the 1955 YA-1. IFA production got properly underway in 1949 and almost immediately examples were being tuned for racing by privateers such as Daniel Zimmerman and Walter Kaaden. This rare 1951 IFA RT 125 is a very faithful evocation of the type of racing machine that enthusiasts were building in period. An invoice from 2012 for the production of the fuel tank suggests it was assembled in 2012 by the previous Dutch owner. Our vendor purchased it from him for his collection of rare and important historic motorcycles in 2023. Please note that import duties may have to be paid and recommissioning will be required before use. This very convincing tribute is sold with assorted technical diagrams and a manual for the BVF carburettor.

Reg No: KGY 26K MOT: Exempt Frame No: 4018070

Anybody interested in buying a Honda in the late ’60s or early ’70s could have done worse than to purchase it from Read Titan at 309/311, High Road, Leytonstone. The firm was well-known for its aftermarket tuning kits and café racer conversions, and this Honda CB250K café racer by Read Titan is certainly a cut above the average. It was sold new on November 22nd, 1971, to Charles Grimsey of Epsom, we assume with the tuning kit all in place. It was the recipient of a Read Titan Stage 3 conversion, which included a big-bore kit (new cylinder barrel, head and pistons) taking it up to 350cc, plus Amal carburettors, a close-ratio gearbox, rear-set footrests, a Hailwood-style fuel tank and seat, and a stainless exhaust with Mega silencers. This bike has Borrani wheels and twin leading-shoe brakes, which would have been added later. Years later, it formed part of a collection in the Isle of Man, from which it was sold in 2016. In 2021 it was sold again through the Gasoline Ally Speed Shop to our vendor, a collector of rare and unusual historic motorcycles. Prior to the sale, it was recommissioned with an engine service, fork overhaul and various new parts, and passed an M.O.T. with no advisories, but it will now need recommissioning again. It is sold with history including the original service booklet and some M.O.T.s, including one from 1982.

339 1958 Norton Model 30 International

The penultimate “Inter” built No Reserve*

Reg No: VNE 182 MOT: Exempt Frame No: N11/77268

Racing machines excepted, this may be the most important Norton International ever to come to market. Records indicate it was the second-to-last Inter produced, is the youngest known survivor, and is in highly original condition, with just over 7,900 miles from new. ‘VNE 182’ was built on December 19th, 1957, as a 1958 model. It was despatched to Davies Motorcycles of Manchester and first owned by Jack Ross of Rochdale. He kept it until 1970, when it was acquired by, Eric Stott, who, although a confirmed enthusiast, seldom, if ever, rode it. Eric died in the 1980s and left the Inter to his brother in New Zealand. After it had passed to another relative, a local Norton-fancier, Steve Smith, heard of it and managed to buy it after several years’ hankering. Smith wrote: “She was dirty and faded but in beautiful original condition. I stripped every last nut and bolt and found no wear, even on sprockets.” The odometer reading was only 7,800 miles, and the condition of components supported it. The paint had suffered, so he committed to a respray, but mechanically it required minimal attention. Chiefly, he just honed the bore, fitted new piston rings, lapped the valves, renewed the gearbox, clutch and wheel bearings, and renovated the mag-dyno. Smith got the Norton back up and running, but health problems forced him to give up riding. He sold it to the present owner, the curator of a significant motorcycle collection, who brought it “home” to England in 2004 and put it on the road for one year only in 2006. Having been on static display since 2007, it will, however, require recommissioning if it is to be used again. This Inter is perhaps unequalled for its combination of originality and provenance, and comes with an extensive paperwork file including the V5C; tax discs from new to 1969; post-restoration photographs; and correspondence including letters to Eric Stott and letters from Norton archivists.

1968 Crooks Suzuki TR250

Malcolm Uphill’s 1968 Ulster Grand Prix machine No Reserve*

Reg No: Un-Registered MOT: Exempt Frame No: TR10026

After Suzuki achieved great things with its six-speed X6 at the 1966 Daytona 100, it adapted the basic frame and chassis to market it as an over-the-counter racer for 1967. With figures of 35bhp at 9000rpm and a 130mph top speed, the resulting TR250 was full of promise. Although prepared for the 1967 250cc Lightweight TT, reliability problems were discouraging and Suzuki withdrew from Grands Prix, leaving the racing to the dealers. Eddie Crooks, of Crooks Suzuki in Barrow-in-Furness, acquired frame 10022, and with rider Frank Whiteway improved it so that it finished second in the 1967 Manx Grand Prix. Frame 10026 was one of several bought by Eddie Crooks from Suzuki GB for 1968, and in its first year it was loaned to Malcolm Uphill. The combination proved effective, with Uphill finishing fifth in the Ulster Grand Prix in August. He had previously ridden an unidentified Crooks TR250 to fourth in the 250 Lightweight TT and tenth in the 350 Junior TT, and the combined points from Ulster and the TT placed him ninth in the 1968 250cc World Championship. Uphill enjoyed many other successes at non-Championship races in September and October. On April 13th, 1969, Crooks sold 10026 to Eddy Johnson. It continued to be raced, and in the 1970 Ulster Grand Prix it was entered by Johnson, with Peter Berwick the rider. Berwick later bought the machine, and retired it later in the ’70s. After some 20 years of disuse, it was bought by collector Martyn Harris, who restored it to 1968 specification from 1997 to 2000. In more recent years, 10026 – one of around thirty original TR250s produced – has resided in another private collection, and will require recommissioning. It is offered with much history, including many historic photographs of it being raced by Uphill and Johnson, copies of period magazine articles, restoration photos, Ulster G.P. programmes, an authentication letter from Martin Crooks, and a copy of the September-October, 2010, issue of Classic Racer , in which it was featured.

1965 Honda CB450 “Black Bomber”

341

Reg No: YRD 424C MOT: Exempt Frame No: CB4501001901

Some would say the Honda CB450, popularly known as the “Black Bomber,” was the bike which caused the downfall of the British motorcycle industry, but we can’t begrudge Honda for making a smooth, reliable and long-legged machine. Although produced only from 1965 to 1966, the CB450 did much to establish the upstart Japanese manufacturer’s reputation for quality. Previously, Honda built nothing larger than 305cc, but its 444cc twin gave British makers reason to worry. Its DOHC, 180deg. crank design was more sophisticated than British 500s, and it loved to be revved. Electric-start made it an obliging bike for year-round use. This 1965 CB450 was imported in 2012 by the previous collector owner and registered in 2013, though intended for static display. Our vendor, another collector, bought it in 2017, with the fuel tank newly repainted. In 2018, the engine was overhauled and the cylinders rebored by D. & M. Engineering, the cost exceeding £4,500. In 2019, the clutch was replaced by a local garage. While most of the vendor’s bikes were bought for display, this one was in regular use until last summer and is said to start “on the button.” It is supplied with the V5C, import documents, a dating certificate, old tax discs and M.O.T.s, many invoices, an original Honda 450 Super Sports owner’s manual, and spare keys.

1970 Yamaha TR2 350cc

No Reserve*

342

Reg No: Un-Registered MOT: Exempt Frame No: TR2-900546

After the success of the TD1 250cc production racer, Yamaha introduced the TR2, its first ever 350cc production racer, in 1969. Based around the road-going R3 two-stroke twin-cylinder engine with a five-speed gearbox, a double-cradle frame and many factory racer-specification parts in the suspension and brakes, it proved highly capable in Grand Prix racing. Only manufactured until 1970, it was said to produce 54bhp at 10,000rpm. The early history of this matching-numbers 1970 TR2 is not known, but it was formerly in single ownership for many years in Stockholm. It sports what appears to be a number of period modifications, including a Spanish Beter front fork, a Kawasaki steering damper, Koni rear shock absorbers, a modified c.1973 Yamaha TX250/350 aluminium fuel tank, and non-original swing-arms and handlebars. The Yamaha fairing with aluminium belly pan and Japanese DID rims are, however, believed to be original items. It was bought by the present owner, a collector of rare historic motorcycles, in 2018, through Jan Wälström of NOS Parts in Sweden. Bidders should note that it will require recommissioning before use, and some import duties may need to be paid.

1930 Sunbeam TT Model 90

343

c.1950 NSU Rennfox

No Reserve*

344

Reg No: UK 9162 MOT: Exempt Frame No: E8568

John Marston, already an experienced bicycle producer, started building Sunbeam motorcycles in Wolverhampton in 1912. J. E. Greenwood was the chief designer at Sunbeamland until 1936, and while he produced a range of designs it was the 500cc singles on which Sunbeam built its excellent reputation. Such machines brought Sunbeam victories in the Senior T.T. of 1920 and 1923, and the introduction of overhead-valve technology later in the decade made the Sunbeam Model 90 the vintage 500 parexcellence . Ridden to victory by Charlie Dodson in the Senior TT in 1928 and 1929 (when he set a record speed at 72.05mph), very little besides a smaller front tyre distinguished the TT machines from standard road-going Model 90s. This splendid example has formed part of the vendor’s private motorcycle museum since 2005, and has rubbed shoulders with a variety of important, rare and well-provenanced road and racing machines spanning the 1920s to the 1970s. It was one of handful of Sunbeams acquired from the well-respected vintage Sunbeam restorer Bill Page of Great Preston, near Leeds. He had owned it since 1990, and the V5 indicated three former keepers from 1978. After several years on static display, it will now require recommissioning.

Reg No: Un-Registered MOT: Exempt Frame No: 1616 623

For its first new post-war model, NSU launched the Fox, a 98cc four-stroke machine, at the 1948 Hanover Industrial Fair. Economy was its great selling point, it returning in excess of 120mpg. From 1951, NSU decided to take the Fox racing, but the resulting Rennfox used a completely different engine from the production bike, being of square 50 by 50mm dimensions, with a redesigned crankcase. With five speeds (later six) and weighing just 175lbs., the Rennfox was credited with exceeding 100mph. Because registration documents were not issued to purpose-built racing bikes, the early history of this machine is unknown, except that a 1953 letter from NSU reveals that it was sold in 1951 to the Berthold Diesel Company. In fact, it was road-registered in September, 1953, to Günter Hassel of Bottrop. After one or two more owners, there is a large gap in the history until 1993, when the bike was being restored, the work evidently being to a very high standard. More recently, it was imported into Britain for our vendor’s large collection of rare and important historic bikes. Bidders should be aware that some import duties may need to be paid, and the bike will need recommissioning before use. The history file includes the 1953 NSU letter, the license book, and invoices and photographs from the 1990s restoration.

1949 Triumph TR5 Trophy

Frame no 001, Bob Manns’ 1949-50 works trials bike

No Reserve*

345

Reg No: HUE 258 MOT: Exempt Frame No: TC11001T

Triumph’s off-road golden age started with the TR5 Trophy and, specifically, this very bike – frame number 001. Originally allocated to Triumph’s Competitions Department, it was prepared for trials with Bob Manns, to form a team with bikes 003 and 004. Henry Tyrell-Smith and Ernie Nott of the Experimental Shop prepared the engine for the International Motor Cross at Brands Hatch in 1949, where it was part of the winning English team. Other events in which it won awards included the 1949 Mitchell Trial, the 1949 Bayswater Grand Prix, and the 1950 Victory Cup Trial. After Manns left Triumph in 1950, our bike appears to have been procured privately by his teammate Jim Alves, and it was reregistered ‘NYA 136’ in Somerset in 1951, in the name of his storeman A. H. Payne. Triumph appears to have reallocated the registration ‘HUE 258’ to a different but almost identical works TR5. In 1959, our TR5, adapted for road use, was sold to Kenneth Comben. He rode it into the 1970s, and, in the ’90s, decided to restore it. Then he discovered it was no ordinary TR5. Besides various frame modifications, the engine revealed lipped roller main bearings, a non-standard inlet manifold, a lightened clutch, 10.5:1 pistons, thicker con-rods and enlarged valves. Some parts were stamped “TS” – the mark of Tyrell-Smith. Comben uncovered records which confirmed 001’s origins. He contacted Payne and Manns, and they filled in the rest. The restoration was crowned by the reissuing of the ‘HUE 258’ registration. The Triumph was sold in 2003 to our vendor, who bought it for his collection of important historic bikes. Undoubtedly one of the jewels, it is a bike of unparalleled historic significance. The history file includes the current V5C, the 1960 buff logbook, copies of factory and registration records, a dating certificate from Harry Woolridge, written correspondence from Bob Manns, period photographs of Manns on the bike, and invoices and photographs from the 1990s restoration. Recommissioning will be required before use.

c.1939 Benelli 250 DOHC

Estimate: £44,000 - £48,000*

Reg No: Un-Registered MOT: Exempt Frame No: 25 1616

Benelli enjoyed great competition success in the ’20s, chiefly with a SOHC 175cc machine. A DOHC machine appeared in 1930, and it was increased to 250cc in 1934. The new model ran a flying kilometre at 113mph – faster than the quickest 350s. On track, Benelli still had trouble beating Moto Guzzi and DKW. Giovanni Benelli unveiled the next major evolution in 1938, with dry-sump lubrication. The combination of the long stroke and heavy flywheel gave it plenty of torque in addition to a high top speed, and it went straight out and won the 1938 Italian Grand Prix at Monza outright; with Emilio Soprani first and Martelli second, Ted Mellors’s 350cc Velocette KTT was left trailing in third. Mellors proceeded to get a ride on the Benelli for the 1939 Lightweight TT, and won it.

The 250 returned when Benelli started racing again in 1947, and with Dario Ambrosini it continued to beat Guzzis in Grands Prix, but the 250 World Championship title remained elusive until 1950, when Ambrosini stormed to victory in three out of the four rounds.

We understand that this magnificent Grand Prix tribute originated as a civilian or ex-military SOHC Benelli 250, prior to being turned into a DOHC in the late 1940s by Pierre Berlie of Avignon. Doing his own designing, machining and casting, Berlie first took a SOHC 175cc Benelli and performed a DOHC conversion, before repeating the feat with this 250. He also fitted a lightweight alloy front hub of his own design, which he intended for commercial sale. Both Benellis were described in period by Moto Revue . By the 2000s, the bike was in a French private museum, but it was sold through Racing & Investment Motorcycles in 2016 to our vendor for his large collection of rare and important historic motorcycles. It has been started regularly in the present ownership. Bidders should note that some import duties may be outstanding.

c.1954 Ceccato 75cc Monoalbero

Superb example of an intricate SOHC racer

No Reserve*

347

c.1958 Ducati 175 Formula 3

348

Reg No: Un-Registered MOT: Exempt Frame No: 0145

Ceccato built motorcycles from 1950 to 1963 and specialised in lightweight two-strokes up to 173cc, though Pietro Ceccato started in 1947 with a tiny 38cc cycle-motor. The range included sophisticated overhead-cam models, which could rev up to 11,000rpm and attain speeds in excess of 70mph; naturally, they acquired an enviable racing pedigree. Numerous first-in-class results enabled Ceccato to promote itself as the maker of Italy’s fastest lightweights. Some of the most desirable Ceccatos are the four-stroke overhead-cam models, such as the 75cc Monoalbero Sport, designed by Ducati engineer Fabio Taglioni and produced from 1953 to 1958. At launch they featured a compression ratio of 8.5:1 and produced a claimed 6hp at 10,400rpm. Weighing 160lbs., they were said to exceed 70mph. Offered for sale from a significant private collection, this beautiful and extremely rare 1954 75cc Monoalbero with matching frame and engine numbers really evokes the glory days of post-war motorcycle road-racing. We regret that we do not know the provenance of the bike, but it formerly belonged to Adriano Rubbo of the Registro Storico Ceccato, who had a prominent Ceccato collection in Verona, and was used to illustrate an article in the Italian magazine LegendBike , a copy of which is one file. Imported from Italy around ten years ago, it has not been British-registered and will require recommissioning.

Estimate: £19,000 - £21,000*

Reg No: Un-Registered MOT: Exempt Frame No: F514

With their lithe, lightweight frames, racing accoutrements and beautiful paint, it’s hard to mistake a Ducati Formula Three. They were built in 125, 175 and 250cc guises between 1958 and 1962 for production racing, but in very limited numbers. Differences from their road-going siblings included sand-cast crankcases, special heads, straight-cut gears, lowered frames and upgraded brakes. Successes came quickly, with Francesco Villa riding a 175 to victory in the 1958 Grand Prix des Nations at Monza, and Franco Farné winning the 250cc class with a 175 at Daytona in 1959. Hand-built and very expensive, total F3 production is thought to have been under 100. This beautifully restored F3 exhibits slight modifications, with extra frame bars and Oldani magnesium brakes. The vendor considers the frame modifications “too good for the aftermarket,” suggesting they were done by the factory for a wealthy owner. Our bike was owned for more than 20 years by an Italian enthusiast before being bought by our vendor in 2016. It was restored circa2011 with an engine overhaul, and was used to illustrate the F3 model in The Book of the Ducati Overhead Camshaft Singles , but now requires recommissioning. Not registered with the D.V.L.A., some import duties may have to be paid.

1953 MV Agusta 125 Monoalbero Corsa

One of around 150 built for privateer racers

No Reserve*

349

1950 Triumph T100 Grand Prix

Rare factory-built race variant

Estimate: £14,000 - £16,000*

350

Reg No: Un-Registered MOT: Exempt Frame No: 150085

MV Agusta won its first World Championship in 1952, with Cecil Sandford riding a 125 Bialbero in the 125cc class. In the wake of that success, the Varese firm produced a limited run of around 150 Monoalbero derivatives for privateers, which were practically identical to the championship-winning bike but for their single-camshaft cylinder head configuration, a change required for compliance with Italian Formula Sport regulations. Weighing 165lbs. dry and equipped with a 27mm Dell’Orto racing carburettor, it was said to produce 16bhp at 10,300rpm and reach 93mph. In production until 1956, the 125 Monoalbero proved highly effective and won many Grands Prix on circuits around Europe. This example was acquired by the present owner, an enthusiastic collector of rare and important historic bikes, in 2016, evidently having previously benefited from a restoration to a very high standard. Bidders should note the seat and oil tank are not to factory specification, but a correct oil tank is provided among the spares. Recommissioning will be required before use, and it may be necessary to pay some import duties. The paperwork includes a Certificate of Enrolment from the MV Agusta Registro Storico.

Reg No: Un-Registered MOT: Exempt Frame No: TF27561R

Triumph’s 498cc parallel-twin Tiger 100 (T100) was a fast and handsome new model for 1939, but early overheating problems caused embarrassment and discouraged Triumph from taking it road-racing. However, some square-finned, all-alloy cylinder barrels and heads leftover from wartime production of generators turned out to be the cure for the Tiger’s woes. With the new top end, a Tiger won the 1946 Senior Amateur Manx Grand Prix, raced by Irish farmer Ernie Lyons. After his success, demand increased for an “over-the-counter” Tiger racer, which materialised in the form of the Grand Prix in February, 1948. After a few years, total production reached around 250. Genuine Grand Prix models can be identified by their R-suffix numbers. According to handwritten notes, this 1950 Grand Prix was originally shipped to Sweden for the Triumph importer Uno Ranch, who managed a race team. This one, it is said, was ridden by Olle Nygren (best known as a speedway racer), Grand Prix racer Sven-Olov Gunnarsson, and Lennart Karlstrøm. By 2016, it had ended up in Copenhagen, from where it was imported by the present owner, an enthusiastic collector of historic bikes. A rare survivor which has evidently received a high-quality restoration in the past, this Grand Prix is sold with paperwork including a copy of the factory test report and data sheet.

1971 Kawasaki H1-RA

Finnish racing provenance

Estimate: £27,000 - £29,000*

Reg No: Un-Registered MOT: Exempt Frame No: KAF 90108

351

Kawasaki’s crowning achievement of the ’60s was the H1 Mach III in 1969, with its 60bhp, 500cc two-stroke triple. Tuning the engine and slinging it into a lower duplex loop frame resulted in the H1-R racer. Further improvements led to the 82bhp H1-RA in 1971, said to hit 62mph in 2.1 seconds and 104mph in under six, and reach 170-175mph.

Only 42 H1-RAs are thought to have been produced. This 1972 example was supplied new to 25-year-old Kaarlo “Ante” Koivuniemi of Tampere, who had won the Finnish 500cc Championship in 1971. He then received an invitation from Kawasaki to ride the H1-RA in 1972, also being given an A1-RA to race in the 250cc class. Photographs show him racing it on a number of occasions, including at Ahvenisto in 1973, before the bike was laid-up. He eventually sold both Kawasakis to a friend, who later sold the H1-RA to its third owner. Neither ever rode it, and the third owner sold it in 2021 to our vendor, a collector of rare and well-provenanced historic racing bikes.

When Malcolm Anderson of the Kawasaki Triples Club inspected it in 2020, he waxed lyrical about its condition, describing the matching-numbers bike as “Mainly original and untouched… it still retains the correct bridged inlet port cylinders, exhaust pipes, carburettors and factory ignition system. Non-original parts are the clutch and brake levers, the rear shocks, and the oil pump has been converted to a manual switch on the left handlebar and the choke lever relocated to the right handlebar.”

After decades out of sight, it emerged as “a real time capsule,” with the consensus that this machine is to be preserved rather than restored. Bidders should note that some import duties may need to be paid. It has been regularly started in the present ownership, and is sold with much history including photos of Ante racing the H1-RA, a copy of a 1972 MP-Sport article on Ante, and a copy of the H1-R service manual.

352 1928 Saroléa Model 25N/23R Special

No Reserve*

Reg No: Un-Registered MOT: Exempt Frame No: 1227

“Victories, pure victories!” boasted the advertisement placed by Saroléa general agents Bröderna Löfström on the front of the 1929 Swedish TT programme. The Löfström team achieved an outstanding feat in the 1927 TT – among other important races –when their Saroléas placed first, second and third in the 500cc class, taking the Team Prize.

This 1928 Model 25N/23R formerly belonged to the late collector Karl Oskarsson. He recorded that the registration certificate (sadly no longer present) named Hugo Carlsson as the first owner from May, 1928. He was employed by the Löfström agency, and ownership passed to them in June. Then, it was a standard 350cc Model 25N. Meanwhile, the 500cc Model 23R engine 35463 was despatched as a bare unit to Budapest in March, 1929. Somehow, it moved to Sweden and ended up in this bike. The story then goes that this was the bike with which Carlsson won the 1929 Swedish TT for Saroléa, riding in Class C, on the Onsala Peninsula on September 15th.

We understand it continued to be raced until it was sold in 1933 to Carl Helge Offrell. It was modernised during Offrell’s ownership with a clamped mainframe, new mudguards and a saddle tank, and was found dismantled in the 1980s by Leif and Olle Holm. When Oskarsson acquired it, he commissioned a restoration to 1929 specification by Conny Gummeson, sourcing the correct mainframe and tank. It was bought from his estate in 2005 by the vendor, who fired it up and reported, “She flies extremely quickly and is every bit as quick as my TT 90 Sunbeam.” Bidders should note that the Saroléa has not been registered with the D.V.L.A. and import duties may be charged upon registration. Recommissioning will be required before use. The history file contains correspondence, some period photos, and a fascinating collection of Swedish Motor Club race programmes spanning 1927 to 1932.

1939 BSA M24 Gold Star

353

1969 Yamaha TD2 250cc

One of five supplied new to Sweden No Reserve*

Reg No: 918 XUS MOT: Exempt Frame No: KM24-289

Birmingham Small Arms was established in Small Heath, Birmingham, in 1861 to manufacture weapons. Around the turn of the century, they started making bicycles and progressed onto motorcycles a few years later. By the 1920s, BSAs were often at the front ranks of competition, and when Wal Handley received a Gold Star award for lapping Brooklands at 100mph on his Empire Star model in 1937, BSA was justifiably proud; Gold Star duly became the designation for BSA’s top performance models from 1938. The first iteration was the M24, a 496cc single with an aluminium head and the option of close-ratio gears. This superb 1939 KM24 Gold Star was despatched on February 21st, 1939, to BSA Motors of Copenhagen, and survives with Danish registration certificates from 1946 and 1952. It is possible that the bike was not sold or registered prior to the war, which could mean the certificates name its first owners. There is little further history until the BSA was imported for our vendor, the curator of a significant historic motorcycle collection, in 2009, evidently following a very high-quality restoration. It is offered for sale with the V5C and historic Danish registrations, some correspondence, and dating certificates from the Gold Star Owners’ Club and the Society of Automotive Historians in Britain. Recommissioning will be required before use.

Reg No: Un-Registered MOT: Exempt Frame No: TD2-900386

At a time when 250s mainly used single-cylinder engines, often four-strokes, the Yamaha TD1’s two-stroke twin and light frame resulted in a smaller, nimbler machine which outperformed much of the competition. It was succeeded by the TD2, produced during 1969 and 1970, with which England’s Rod Gould and Australia’s Kel Carruthers famously placed first and second in the 1970 250 World Championship. It was said to produce 44bhp at 10,000rpm and be capable of 144mph. This matching-numbers machine was reputedly one of five imported into Sweden in 1969 through the Yamaha agent. Intriguingly, this example was modified with a six-speed gearbox (five-speed was standard) and water-cooled cylinders. Staffan Chippa Liebst reportedly undertook TD2 water-cooling conversions, but it is not known how many. Hans Hallberg had his TD2 converted to water-cooling, hence this is thought to be his bike. It was bought in the mid-1980s from Gothenburg by Jan Wälström of NOS Parts, and overhauled with new parts including a crankshaft, cylinders, heads, crankcase, clutch parts, and covers, while the wheels received new spokes. Wälström sold it to our vendor in 2018. Bidders should note that recommissioning will be required before use and some import duties may need to be paid. It is sold with an original TD2-B Rider’s and Service Manual.

1927 Chater-Lea 350cc Super Sports

Reg No: BS 9521

MOT: Exempt

Frame No: 681

Founded in 1890 to make bicycles, Chater-Lea became one of the big names in motorcycling from 1900 and into the vintage age, although it gradually lost out to competition from Triumph, BSA, Norton et al . Largely reliant upon proprietary engines from Blackburne, JAP, MAG and Villiers, Chater-Lea’s final model was a 550cc Blackburne-engined sidecar combination, and when Blackburne stopped making engines in 1937, Chater-Lea stopped making motorcycles. The 1927 350cc Super Sports was a natty OHV model priced at £68 with a choice of the Blackburne Class A or JAP Standard engines. Specifying an acetylene head lamp, bulb horn and license holder raised the price to £70, while for £75 one received front and rear ML Maglita electric lighting plus the other accessories. A JAP Sports engine was also available, and increased the respective prices by £4. This very rare Blackburne-engined example sports an exquisite older restoration. Although sadly lacking history, it appears to have been restored by 2000, when it was M.O.T.’d. It was not registered until it was bought from Verralls in 2005 by our vendor, a keen collector of unusual and important historic motorcycles. He commissioned some cosmetic refurbishment and light mechanical fettling in order to present it at Brooklands that year, but it has mostly been on static display and will now require recommissioning.

1975 Honda CB400F

No Reserve*

Reg No: LDG 880P

356

MOT: Exempt Frame No: CB400F1053257

Honda’s CB400F (or 400 Four) was launched at the 1974 Cologne motorcycle show, evolving from the CB350F but with an increased bore and compression ratio. It went on sale in Britain in 1975, offered in Light Ruby Red or Varnish Blue. Claimed to produce 37bhp at 8,500rpm, Bikemagazine wound one up to 103.8mph.

While the D.V.L.A. states this highly original example was registered in January, 1976, the first tax disc survives from December, 1975. In 1979, it was sold for £650 by City Road Motorcycles of Bristol to Henry Millard of Wiveliscombe, near Taunton. Millard was meticulous, having it serviced and tuned regularly by Fowlers of Bristol.

A collection of invoices and M.O.T. certificates run from 1979 to 1993, with tax discs from new to 1993, when the Honda apparently fell out of use for over twenty years. Invoices from David Silver Spares testify to some refurbishment during 2019, but the bike was not restored, and hence displays an excellent degree of originality and patina. The vendor, a keen motorcycle collector, bought it in 2024, and, after fitting new tyres and brake pads, has kept it in regular use. The history file includes the sales invoice from City Road Motors, an historic V5, an original owner’s manual and CB400F parts list, plus the June, 1975, copy of MotorcycleMechanics .

c.1956 Gilera 175 Milano-Taranto

Believed to have been raced by Pietro Carissoni

Estimate: £44,000 - £48,000*

Reg No: Un-Registered MOT: Exempt Frame No: 101

357

The 1950s was the golden age of Italian road racing, and who would not wish for a time machine to go back and experience first-hand the speed, the glamour, the thrills and the intoxicating scent of hot oil? Motorists had the Mille Miglia and the Targa Florio, while for motorcyclists the greatest race of all was the Milano-Taranto. It had its origins in 1932, as the Mussolini Cup, when it covered 523 miles from Milan to Naples. From 1937, it was extended to Taranto, increasing the distance to 797 miles. After the war, it was restarted in 1950 simply as the Milano-Taranto. It ran through the night, and the only criteria for entry were a driver’s licence and a motorcycle. The final event was run in 1956, and won by Pietro Carissoni aboard his prodigious Gilera 500 Saturno. Sadly, the 1957 race was cancelled after Alfonso de Portago’s fatal accident in the Mille Miglia, and it never returned.

While that was a great loss to Italy’s motorcycle lovers, Gilera had already planned its retirement. Between 1950 and 1957, it was almost invincible, winning the Grand Prix World Championship every year bar 1951 and 1956, but the increasing uptake of cars in postwar Italy forced Gilera to tighten its belt, and it decided that it would have to cease its racing programme after 1957.

While the 500s had been Gilera’s conquering heroes, racers with a smaller budget could bask in some of the glory by racing in a smaller class, with bikes like this c.1956 Gilera 175 Milano-Taranto model. Reputedly, this one was part of the works team and raced by Pietro Carissoni himself, although obviously not in the Milano-Taranto. Sadly, there is no established provenance, but it is evident from its condition that it has been restored to a very high standard at some stage, with due respect for originality. Having been in a private collection since 2017, recommissioning will be required. Please note some import duties may be outstanding.

1967 Kawasaki A1-R 250

Extensive New Zealand race history No Reserve*

Reg No: Un-Registered MOT: Exempt Frame No: AB410575

Kawasaki was at the forefront of two-stroke racing in the mid-1960s, and in May, 1966, it launched the A1 Samurai road bike, with a 250cc disc-valve twin. That was developed into the A1-R racer for the 1967 season, with a close-ratio five-speed, lightweight cylinders and 26mm Mikuni racing carburettors. Some 150 were built up to 1968, all credited with producing 40bhp at 9,500rpm and reaching 135mph.

This A1-R started life in New Zealand in 1967, with the Kawasaki importer Lauri Summers. Summers sold it to Ian Veitch of Auckland, who entrusted its preparation to celebrated tuner Len Perry. Veitch raced it with several successes, most notably in the 350 and 500 TTs at Pukekohe Park, but tragically he was killed in a crash on another Kawasaki 250 in the 1968 Isle of Man Lightweight TT. Perry then sold it in 1970 to another Aucklander, Barry Palmer, who participated in club racing before selling it to South Islander Allan Norfolk later in the decade.

Norfolk would own the bike for over 30 years, and continued racing it into the 1990s on South Island circuits such as a Ruapuna, Timaru and Wigram Airfield. He said: “I found it very useful on street circuits; the bike suited my style on rough-surfaced industrial areas, such as the waterfront of Dunedin… It never gave me any mechanical headaches.” He sold it in 2009 to collector and restorer Martyn Harris, who imported it into Britain.

Harris undertook some restoration of the A1-R (then with Amal carburettors), then it passed through another two owners before it was acquired in 2018 by our vendor, a collector of important historic motorcycles. Subsequently, it has been on static display and will require recommissioning before use. It is to be sold with a history file notably including correspondence from Allan Norfolk.

1935 Sunbeam 95L

359

1968 Bridgestone 350 GTR

360

Reg No: WND 147 MOT: Exempt Frame No: 95L/497/4/114

Introduced in 1934 as a replacement for the twin-port OHV Model 90, the single-port, 493cc Model 95 was the final flagship of the Sunbeam range until the marque was sold in 1936 to AMC. An expensive machine at £95 10s., with lighting optional, it delivered outstanding performance, supposedly being capable of 96mph in race trim. For 1935, the price was dropped to £85 for the basic road version, but the economic conditions of the 1930s meant few were sold.

This marvellous 1935 95L was originally registered ‘BLK 826’, but was briefly reregistered ‘ONE 23’ in 1956, ultimately becoming ‘WND 147’ in 1958. The earliest known owner was Michael Swindells of Bramhall, Cheshire, who had the bike in 1949. After three further owners in the southern suburbs of Manchester, it ended up in stock with J. H. Brown (Manchester) Ltd. in 1957, and appears to have fallen out of use thereafter, despite finding a new owner in Bobbie Howarth of Bury. The next owner was renowned Vintage Sunbeam restorer Bill Page, who acquired the 95L in a dismantled state in 2004, and set about bringing it up to its present excellent condition. It was bought in 2008 by our vendor for his collection and will now require some recommissioning. It is supplied with its 1949 buff logbook and an historic V5.

No Reserve*

Reg No: SDM 267F MOT: Exempt Frame No: 04913

Cyclemagazine was enamoured with the Bridgestone Tire Co.’s foray into motorcycle production: “The 350 GTR has been designed to the limits of technology…. It is an enthusiast’s dream; a motorcyclist’s motorcycle.” It featured a 345cc, disc-valve, twin-carburettor parallel twin with a six-speed transmission, and employed oil-injection and aluminium alloy cylinders with chrome bores. Our 350 GTR was one of very few sold new in Britain, painted Red and registered in March, 1968. First owner D. G. Roberts kept it until 1972. The next owner, Roy Unsworth, had it until c.1982. After another owner, Graham Weeks kept it from 1986 to 2016. It appears it was never used by Roberts or Unsworth. The earliest M.O.T., from 1984, shows 2,072 miles. Weeks restored it using new-old stock parts in 2000. This saw the replacement of the speedometer at 12,500 miles, and of the original fuel tank, for a colour change into Bridgestone Blue. Following one more owner, in 2018 it was bought by our vendor for his collection. After light recommissioning, it has been kept in good running order. In addition to the current V5C, historic V5(C)s and the original green logbook, it is to be sold with many M.O.T.s, recent invoices, and original Bridgestone literature. The Bridgestone comes complete with a spare fuel tank, original seat and engine parts.

c.1956 Moto Parilla 175 DOHC Works Racer

No Reserve*

361

1930 Sunbeam TT Model 90

Believed to be Charlie Dodson’s 1930 TT practice bike

Estimate: £14,000 - £16,000*

362

Reg No: Un-Registered MOT: Exempt Frame No: 500504

Giovanni Parrilla burst created a stir in 1946 when his first motorcycle, a 248cc OHC model, appeared, and his 1947 racing model really drew attention. Going into the 1950s, the delicately-engineered Parillas (Giovanni dropped an “R” from his surname) could often be seen at major Italian race meetings, menacing some of the larger manufacturers. This remarkable machine clearly has an interesting past, though it’s a little mired in mystery. It’s understood that Giovanni Parrilla built two DOHC prototypes in 1956, a 125cc and a 175cc, possibly for the Milan-Taranto race. Based on the available evidence, this is believed to be the 175. It has no engine number – commensurate with a prototype – but “175” is clearly stamped on the crankcase, whereas other components have “125” stamped. It is thought to consist of the 125’s castings, bored-out to 175cc. In 2000, it was purchased by Steve Griffiths of Racing & Investment Motorcycles at a bike rally in Italy, from a family which had apparently acquired it from the works. He sold it in 2001 to collector Robert White, from whom it passed to our vendor, another collector, in 2016. Bidders should be aware that it will require recommissioning and import duties may be payable. This remarkable unrestored machine offers scope for further historical research.

Reg No: UK 8517 MOT: Exempt Frame No: E6831

With its OHV 493cc engine and saddle tank, the Sunbeam Model 90 was the vintage 500 parexcellence . Ridden to victory by Charlie Dodson in the Senior TT in 1928 and 1929 (when he set a record speed at 72.05mph), very little besides a smaller front tyre distinguished the TT machines from standard road-going Model 90s. This example was first registered on March 24th, 1930, in the name of John Marston, the company which produced Sunbeams. A note scribbled in the logbook said “On loan to Dodson.” This followed an interview in which Dodson said, “My preparation for the TT starts a month before the real practices. I obtain a machine of the type to be used in the races, and two or three days a week indulge in a good early-morning blind, in some desolate part of the country.” The bike was sold to a private owner in Manchester just after the 1930 TT, and changed hands many times until 1951, when it was bought by Cyril Brewer of Blackpool. He used it as regular transport and, after his death in 1993, it was sold to William Page, who fully restored it, before selling it in 2003 to the present owner, a collector of important historic motorcycles. Having been on static display for many years, it will require recommissioning.

363 1966 Padgett-Yamaha TD1B/C

Tuned and raced by Padgett’s from 1966 to 1968 No Reserve*

Reg No: Un-Registered MOT: Exempt Frame No: T1-383

Yamaha’s TD1 250cc “over-the-counter” racer had impressed riders with its performance but disappointed with its unreliability, so the much-improved TD1B was roundly welcomed in 1966. This one was bought and further improved by the well-known Yorkshire Yamaha dealer and special-equipment maker Padgett’s (Batley) Ltd. It promised excellent performance, with quoted figures of 38bhp at 10,000rpm and a 128mph top speed.

One of twenty TD1Bs imported during 1966, Peter Padgett increased its compression ratio from 9:1 to 10:1, fitted modified pistons and added a pair of works exhausts with shortened tail pipes. It was raced by Peter and brother Don, plus Terry Grotefield and John Cooper. When Yamaha unveiled the TD1C for 1967, the Padgetts inserted the new engine straight into their TD1B frame. In that guise, the Padgett-Yamaha was one of the front-runners in the 1968 Ulster Grand Prix, until rider Cooper was injured in a spill near the end of the race. As the bike was nearing the end of its competitive life, it was further modified with extra frame tubes to improve handling. It was wheeled into storage in 1969 when Yamaha presented the new TD2 racer.

It remained with Padgett’s until 2006, when collector Martyn Harris heard of it and bought it to restore and keep alongside his ex-1968 Ulster G.P. Crooks Suzuki TR250 (also in this sale). Presented with a load of original parts which Padgett’s had been keeping in a tea chest, he restored it to its Ulster specification, in which guise it was featured in the September-October, 2010, issue of Classic Racer . More recently, it was acquired by our vendor for his collection of important historic motorcycles. It now requires recommissioning after several years on static display. Its paperwork includes an authentication letter from Peter Padgett, copies of period magazine articles including the 1967 Motor Cycling feature on this bike, period photos of the bike in action (one signed by John Cooper), and a TD1C parts list.

1953 MV Agusta MT-150 “Motore Lungo”

Unrestored works racer

No Reserve*

Reg No: Un-Registered MOT: Exempt Frame No: 11137

Between 1937 and 1956, the Milan-Taranto was one of Italy’s most important motorcycle road races. The four-speed MV Agusta 125 Motore Lungo or Carter Lungo (Long Crankcase) was so-called for obvious reasons, with the magneto being housed inside the crankcase. Raced through 1951 and 1952, it achieved victories in the Milan-Taranto both years.

Where to begin with this fascinating machine? It may be a Motore Lungo , but the engine is of 148cc. Registered new as an MT-150 (MT for Milano-Taranto), there are no other known survivors. Certification from the MV Registro Storico, on which this bike is number 473, says: “Official works motorcycle that was also sold to private racers. The chassis/engine serial numbers are those of MV works racers. Derived from the 1951 125 MotoreLungo . Used in speed, regularity and endurance races from 1953.”

Built in 1953 and registered ‘24749-PI’ in Pisa in 1954, this Agusta is all-original and unrestored and, fascinatingly, was with its first owner until 2017. Aldo Barsotti was an MV Agusta dealer at Via Garofani 10, Pisa, and the MV Register says he raced it. In 2017, an enthusiast in Spoleto handled the sale of the MT-150 to the present owner for his collection of important historic motorcycles. The engine was running, though it was not fully roadworthy. Now available for recommissioning and further preservation, this wonderful machine has never been publicly shown or offered before on the open market. Please note that the bike has not been registered with the D.V.L.A. and import duties may be payable upon registration. The history file includes extensive correspondence, the Certificate of Enrolment from the MV Historic Register, a copy of the original Pisa registration certificate, and assorted souvenirs of Signor Barsotti’s business, including correspondence and copies of Motitalia .

c.1968

Aermacchi

125

Time-warp unrestored Grand Prix racer

No Reserve*

365

1926 Sunbeam Model 11 Sprint 500cc

Believed to be one of just 18 in existence

Estimate: £17,000 - £19,000*

366

Reg No: Un-Registered MOT: Exempt Frame No: Not seen

Prompted by the great performances of their 250 and 350cc races on the circuits of Europe, Aermacchi ventured into 125cc racing with a single-cylinder, air-cooled, two-stroke design which first saw the light of day in 1967, being tested by Alberto Pagani. It proved its worth immediately, and with further development won races with riders such as Kel Carruthers, Eugenio Lazzarini, Silvano Bertarelli and John Dodds, the last of whom notably won the Nürburgring Grand Prix in 1970. A real time-warp in extraordinary unrestored condition, this c.1968 Aermacchi 125 racer has been preserved since the end of its racing days, and retains such equipment as the six-speed transmission, Fontana 4LS front brake, Ceriani Grand Prix forks and Smiths tachometer. According to the history passed down, it was raced in the Italian 125 Championship and some Grands Prix by Silvano Bertarelli, but this has not been verified. However, it is known to have spent many years in a large French collection, up to the death of the owner, upon which it was sold to our vendor for his own collection of rare and important historic motorcycles in 2020. Now in need of recommissioning, it represents possibly the most original racing 125 Aermacchi in existence. Bidders should note some import duties may need to be paid.

Reg No: BS 9367 MOT: Exempt Frame No: 0S338

John Marston, already an experienced bicycle producer, started building Sunbeam motorcycles in Wolverhampton in 1912. J. E. Greenwood was the chief designer at Sunbeamland until 1936, and while he produced a range of designs it was the 500cc singles on which Sunbeam built its excellent reputation. Factory tuner George Dance built a number of “Dance Specials” for hill-climbing and sprints, which gave rise to the catalogued 350cc Model 10 and 500cc Model 11 Sprint models. They were discontinued after racing on public roads was banned in 1926, and the Marston Sunbeam Club knows of only eighteen survivors of both kinds. This superb 1926 Model 11 has formed part of the collection of the present owner since 2005, where it has been the oldest machine in a private museum containing over forty rare, unusual and well-provenanced road and racing machines spanning the decades. It was one of a handful of machines he acquired from the prolific vintage Sunbeam restorer Bill Page of Great Preston, near Leeds. He had owned it since 1986, and its previous owner was Anthony Blight of Callington, Cornwall, a figure most associated with Talbots; he was the author of the 1970 marque history GeorgesRoeschandtheInvincibleTalbots . It will now require recommissioning after years on static display.

1938 BSA M24 Gold Star

Older concours-standard restoration

No Reserve*

Reg No: DVO 703 MOT: Exempt

1962 Honda CR93

367

Frame No: JM24-209

This superb first-year Goldie has some intriguing early history, as engine test records show that JM24-209 with engine 204 underwent testing at Russells Garage in Chatham, Kent, before receiving its ‘DVO’ registration in Nottinghamshire. By 1978, it was owned by Geoffrey Brandon of Hersham, Surrey, who stripped it and half restored it, intending to race it. Before he finished, it was bought by Jim Wayte of Woking, who had trialled a ’55 Gold Star in the ’50s and ’60s and thereafter become a serial Goldie restorer. He restored ‘DVO’ and showed it widely with the Gold Star Owners’ Club in the 1980s, when it won numerous concours prizes and appeared in John Gardner’s BSAGoldStarSuperProfile(1985). At one Stafford Show, it was spotted by a Halifax, Queensland, sugar cane millionaire who claimed to have every BSA model except a ’38 Goldie, and pestered to buy it, money no object. It duly departed for Australia but was reimported in 2004 by our vendor, an enthusiastic motorcycle collector, following light refurbishment and detailing by Mitchell Barnes. After years on static display, it will now require recommissioning. It is sold with its 1978 logbook, much correspondence with Wayte and Gardner, photographs from Wayte’s ownership, a Gold Star Owners’ Club certificate of authenticity, and a 1938 BSA sales brochure.

Estimate: £19,000 - £21,000*

Reg No: Un-Registered MOT: Exempt Frame No: Not seen Honda produced an impressive range of production racers during the 1960s, one of which was the CR93, a four-stroke, four-valve 125cc twin model introduced for 1962. It was of an up-to-date design with gear-driven double overhead camshafts and five speeds, and with the ability to rev up to 12,000rpm, was very popular with privateers. An estimated forty were imported into Britain. This wonderful survivor is known to have raced in period, although the name of its rider has been lost to the mists of time. Having been retired, it was purchased in the early 1970s by a collector, Kevin McLintock of Belfast, who opted to preserve it in the condition in which it finished its last race. He also purchased a 50cc CR110 racer directly from Chris Walpole, who raced it in the TT, and together displayed the two machines in a ‘Honda shrine.’ In 2017, his daughters were tasked with selling it, and our vendor eventually purchased it, a collector of rare and important historic motorcycles, purchased it. Now in need of recommissioning, it represents a fantastic opportunity to acquire an original, unrestored racer which has not been seen publicly for over 50 years. It is sold with a CR93 parts list and maintenance manual.

369 1954 Norton Model 40 International Clubman

Raced by Geoff Tanner in 1954 No Reserve*

Reg No: 842 YUG MOT: Exempt Frame No: J1058609

Nineteen fifty-three was a fine vintage for the Norton International. Some thirty 500cc Model 30s and twenty-eight 350cc Model 40s were built to Clubman’s specification, and Norton managed a 1-2-3 finish in the Senior Clubman’s TT. Just ten Model 30s and three Model 40s were produced in Clubman’s trim in 1954, but the BSA Gold Stars upped their game and Norton’s best result was provided by George Tanner, mounted on this very bike.

Tanner started racing in 1952 and was talent-spotted during 1953 by dealers G. K. Rae and John Knight, who furnished him with the latest Nortons for 1954 and his Manx début. This machine was built to Clubman’s specification and supplied through Craze Bros. of Bournemouth May 28th, 1954. Complete with racing seat and mudguards, fly screen and the deletion of the lights and silencer, Tanner drove a blistering race to finish fifth in the Junior Clubman’s Trophy, less than a minute behind the winning BSA. His best lap at 83mph was a record for a 350 International which still stands.

After the race, Knight sold the International, and it is thought it ended up in the 1960s with Bonny Good, the track rider turned collector and dealer of racing Nortons. After a string of owners, it was acquired by Bob Chapman in 2008. He enlisted Norton specialist Bernie Allen to perform a restoration, which was completed in time for Geoff Tanner to be reunited with the bike in 2009. In 2011, it was road-registered (although very much still in race tune, with Manx cams and pistons, a TT carburettor, a close-ratio gearbox and so on) and sold to our vendor for his collection. After several years on static display, it will now require recommissioning. It is to be sold with history including period photographs of Tanner on the bike, the June 10th and 17th, 1954, issues of Motor Cycling , and a copy of works records supplied by the Vintage Motor Cycle Club.

370 1963 Moto Morini Bialbero 250 Grand Prix Racer

One of the greatest 250 racers of all time

Estimate: £48,000 - £54,000*

Reg No: Un-Registered MOT: Exempt Frame No: 12

By 1963, Moto Morini had many claims to fame, including that it produced the world’s fastest 250cc four-stroke single. It had entered 250cc Grands Prix in 1957 with a sophisticated DOHC machine, which moved from chain- to gear-driven camshafts for 1958. The revised Bialbero 250 won its first race, the 1958 Italian Grand Prix at Monza, with Emilio Mendogni; his works teammate, Gianpiero Zubani, finished second. The 250 evolved – Tarquinio Provini rode one to victory in the 1961 Italian Championship, and repeated the feat in 1962. Nineteen sixty-three was the year Moto Morini nearly became 250 World Champions. Provini won four races that season, but eclipsed by Honda’s Jim Redman, who won five.

It was a bike much like this one that Provini was riding. The early history of frame number 12 is not known, but it surfaced in 1999 when Ducati auctioned the Moto Morini race department (both marques had been acquired by TPG in 1996). It was one of three bikes which the department had retained, along with another 250 Bialbero and a Rebello, plus frames, spares and experimental engines. It was all acquired by leading collector Gian Pietro Parmeggiani.

In 2017, the Morini was bought by our vendor for his collection of important historic motorcycles. In the interim, it had belonged to a Moto Morini expert and judge in the Automotoclub Storico Italiano. Before 2017, it was restored while retaining original parts, such as the frame, engine cases, crankshaft, camshaft case and gears, forks and shock absorbers. The underlying respect for originality is in evidence in parts like the magnesium Oldani front brake, which show a welcome patina. This is a wonderful opportunity to acquire a very rare, significant and well-preserved Grand Prix bike. Please note that recommissioning will be required and import duties may be payable.

1955 Ceccato 175cc Monoalbero

One of only 5 works examples

Estimate: £14,000 - £16,000*

1934 AJS R10 500cc OHC

371

Reg No: Un-Registered MOT: Exempt Frame No: Not seen

Pietro Ceccato started building cycle-motors in 1947 and began building full-sized motorcycles in 1950. Continuing up to 1963, Ceccato specialised in lightweights up to 175cc, of both two- and four-stroke designs. Early on, Ceccato was offered designs for an overhead-cam engine by future Ducati engineer Fabio Taglioni. These monoalbero engines went on to power a handful of 75cc and 100cc racers, with great success. Winning hill-climbs and road races such as the Milan-Taranto and the Giro d’Italia, they regularly outclassed their rivals and made Ceccato one of the great names of post-war motorcycle racing. Less well-known is that Ceccato built overhead-cam racers of 175cc. Indeed, only five were built, and we are privileged to offer one of them for sale. According to Adriano Rubbio, one of Ceccato’s race mechanics in period, and his son Diego, this machine formed part of the Ceccato works stable. At one point, it raced in Argentina, and Adriano brought it back personally. Evidently restored to an exceptional standard at some point in the past, it was brought into Britain just over ten years ago by a highly discriminating motorcycle collector, who displayed it alongside his 75cc and 100cc Monoalbero Ceccatos. Bidders should be aware that some import duties may need to be paid, and recommissioning will be required before the bike can be used.

No Reserve*

Reg No: XSV 131 MOT: Exempt Frame No: 7/618

In the late 1920s, motorcycle makers were in a frenzy about overhead camshafts, each maker trying to outdo the next. AJS had success up to 1926 with its overhead-valve “Big Port” racers, and it unveiled its new overhead-cam engine in 1927. The “cammy” AJS entered catalogues in 1928, in 350cc R7 and 500cc R10 guises, with dry-sump lubrication. Engines of a new long-stroke design appeared for 1930. These models were essentially treated as over-the-counter racers, and the excellence of their design guaranteed their popularity well into the 1930s.

This example is understood to retain both its original engine and frame, though it has no history prior to 1990, when it was acquired for restoration by Melvyn Smith of Ascot, the work being performed by Ascot Engineering. A note says that it “Completed the Manx three times,” which presumably references its appearance at V.M.C.C. rallies and parades on the Isle of Man in the early ’90s. It was sold in 2006 viâ Andy Tiernan Classics to the vendor, an enthusiastic collector of first-class historic motorcycles. Although it was then on the road with an M.O.T., it will now require recommissioning after a long period on display.

1928 Norton CS1

Just two owners since 1968 No Reserve*

373

1927 Triumph TT 500cc

Very rare flagship sports model No Reserve*

374

Reg No: Un-Registered MOT: Exempt Frame No: 30855

The arrival of the CS1 (Camshaft Model 1) marked a new era for racing Nortons. Designed by Walter Moore through the winter of 1926 and ’27, it was the first overhead-cam Norton to go into full-scale production and one of the first with a saddle tank. It was a runaway success at the 1927 Senior TT, when Alec Bennett set a record time at 68.41mph, and it was later announced as a production model for 1928 and £89. CS1 engine 39962 was exported new to Australia with gearbox 138621. The frame appears also to have been an Australian export, paired with the engine and gearbox at a later stage. Earliest known owner Leslie Lance sold the Norton to Stuart Campbell in 1968. Campbell enjoyed it on many vintage club runs, before committing to a restoration during 2002 and 2003. The engine, magneto, brakes, and more were overhauled. The frame and tank were repainted. New parts included the forks, fork spindles, saddle and exhaust pipe. Upon completion, the CS1 was sold to our vendor, a discriminating collector, who imported it in 2008. As it has not been registered with the D.V.L.A., import charges may apply and it will need recommissioning before use. The history file includes correspondence with Stuart Campbell and Norton historian Simon Grigson, plus copies of period literature.

Reg No: GU 1192

MOT: Exempt Frame No: 703031

Triumph’s association with the Isle of Man TT goes back to 1908, and it often influenced the development of its subsequent flagship sports models. Victor Horsman had great success racing Triumphs between 1923 and 1926, and his 1926 Manx TT mount was to supply the pattern for the top 1927 sports offering. The three-speed, 498cc newcomer arrived with the boast: “[An] entirely new model is the 4.98hp TT with overhead valves and two-port exhaust. This fast sports machine has already gained over 140 British and World’s records.” Surviving TT models are rare, especially in such outstanding restored condition as this one. Not much history is known, but the D.V.L.A. issued its registration in 1983, suggesting it had been off the road for some years. The former owner acquired it in 2005 and had it fully restored and the engine overhauled with new bearings, piston and rings, but though he subsequently started it, he never rode it. It was purchased in 2010 from a second-hand motorcycle dealer in Greenford by our vendor for his collection of first-class historic motorcycles. He had it recommissioned in 2011 by Kent Classic Motorcycle, and tax discs indicate light use up to 2015, but it has mainly been on static display and will require recommissioning.

1933 Saroléa Model 33F

Extremely rare and superbly restored No Reserve*

375

1936 Triumph Model 6/1

376

Reg No: Un-Registered MOT: Exempt Frame No: 160044

Established in Herstal in 1850 by Joseph Saroléa as an arms factory, the Belgian marque of Saroléa branched into bicycle production in 1892, and from 1898 became one of the first companies in the world to put motorcycles into sustained series production. With its OHV “sloper” Saroléa became very active in racing through the 1930s, attracting several high-profile Continental riders. F-suffixes denoted the 500cc racers, and R-suffixes the 500s. Racing Saroléas are extremely rare, so this 33F well-deserved its concours-standard 2008-10 restoration by Belgian Saroléa specialist Marc Goes of SOS Moto Parts. The vendor, a collector of first-class historic motorcycles, acquired it in 2007 from Belgian dealer Hans Devos of HD-Classics, and commissioned the restoration, which exceeded £15,000. Factory records indicate frame 160044 was sold new to M. Marchand of Lyons on May 19th, 1934. Never registered with the DVLA, this superb period racer would be a guaranteed head-turner, and probably an award-winner, on its first post-restoration rally appearance. The history file includes correspondence with Hans Devos and Marc Goes, a copy of 160044’s entry in the factory order book, a copy of the July, 2010, issue of AutoMotorKlassiekin which 160044 was pictured, and many photographs taken before and during the restoration. Bidders should be aware that import duties may be payable, and recommissioning will be required.

No Reserve*

Reg No: CLU 945 MOT: Exempt Frame No: 452

Few motorcycle engines are as well-known as Triumph’s parallel-twins, specifically the Edward Turner-designed Speed Twins, but they were predated by the 650cc Model 6/1, which arrived in 1933. With a 360deg. crankshaft, the Val Page design ran very evenly. The torquey engine and four-speed gearbox were intended for pulling sidecars and it did remarkably well – Harold Perrey competed in the 1933 I.S.D.T. and won a silver medal, and a team of three riders and passenger sustained an average of 60mph at Brooklands for over 500 miles. However, with the 1930s economic depression, very few were made up to 1936; estimates range from forty to a few hundred. The buff logbook suggests this beautifully restored 1936 Model 6/1 was originally fitted with a sidecar and owned from new until 1968 by George Bastable of Catford, though it ceased to be licensed after 1965. After 1968, it had four owners in quick succession before being acquired by Norman Devonshire, who is believed to have restored it to its present exceptional condition. It was bought by our vendor, a highly discriminating collector, in 2008, and having since been preserved on static display will now require recommissioning. It is sold with the V5C, an historic buff logbook, an original instruction book and a 1946 edition of TheBookoftheTriumph

1955 MV Agusta 175 CSS/5V “Squalo” Bialbero Factory Racer

Works entry fitted with rare DOHC kit

Estimate: £18,000 - £22,000*

Reg No: Un-Registered MOT: Exempt Frame No: 100032

The MV Agusta 175 CSS/5V racer appeared in 1955, with external magneto ignition, a five-speed gearbox, and an all-new Grand Prix-style frame. Popularly known as the Squalo (Shark), its most exciting feature was an optional kit for a bialbero (DOHC) conversion. Around 200 were made.

This matching-numbers CSS/5V was registered on June 15th, 1955, to the MV Agusta works. The ‘100’ prefix in the numbers denotes a factory racer, and ‘T’ stamps denote the Milano-Taranto. ‘100032’ retired from the Milano-Taranto when its head blew up in Palma. It was collected by the local agent, who displayed it in his showroom for years, until it was bought by a local man who started a restoration but died before it was completed.

After entering the custody of parts specialist Carlo Luisi, it was sold through Massimiliano Timi to the vendor, a collector of historic motorcycles, in 2016. Timi was tasked with completing the restoration, while the owner sourced an extremely rare bialbero conversion kit, which was installed. Prior to being imported in 2017, it was presented at the ninetieth birthday of Remo Venturi, where the famous racer signed the tank. Paperwork includes the 1955 Italian licence, certification from the MV Agusta Registro Storico, and restoration photos. Bidders should note that recommissioning will be required, and import duties may need to be paid.

1979 Yamaha XS650 ‘Street Tracker’ Custom

1998 Kawasaki ZX-9R Custom

378

Reg No: NMA 536T MOT: Exempt Frame No: 2F0168404

Produced from 1969 to 1985, the Yamaha XS650 was a very long-lived machine, and it’s not hard to see why. Classic Bike Hub summed it up when it said the XS650 is “what many still consider to be the best all-round Japanese classic there is.” Or, as British importer Tony Hall put it, “They’re just like an old Triumph twin, except you don’t have to push them home!” The 654cc SOHC parallel twin (Yamaha’s first four-stroke) certainly was most obliging, and well-matched with a five-speed transmission and front and rear disc brakes. It was said to be capable of producing 54bhp and reaching 105mph. Little is known about this 1979 XS650, but it appears to have been imported, having been registered with the DVLA in 2020. It is thought that it was then restored and refashioned in this most attractive street tracker style, borrowing the famous livery of flat-track racer Kenny Roberts, before entering the present ownership in 2021. Although not taxed for the road since 2020, it was MOT’d with no advisories in 2023. Now requiring light recommissioning, this unique and well-crafted machine will make a fantastic addition to custom bike shows. It is supplied with the current V5C.

No Reserve*

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 a serious 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. The current V5C is supplied.

2017 KTM Freeride E-XC

Reg No: OY67 BNJ MOT: None Frame No: VBKE1A004GM025610

Motorsport historians may be aware that the first Formula E car race was staged in September, 2014. What is not so well-known is that five years previously, the first electric motocross race was held in Las Vegas. Two constructors (Quantya and Electricross) and eleven machines took part. In 2010, KTM of Austria started work to field its own electric off-roaders, which materialised in 2014 as the Freeride E-XC and E-SX. The first machines of their kind in Europe, they were not initially exported beyond the Continent. Intended just for fun as well as for competition, electric Freerides remain in production to this day.

This fantastic Freeride E-XC presents in very good overall condition with minimal signs of use. As such, it would be ideal for anyone looking to make an entry into competition, introduce a young enthusiast to riding, or simply have some fun on a spot of open land. Equally, as one of the earliest European electric off-road bikes built, it is something of a landmark machine which would be well deserving of being preserved in a collection. Seen to run well, it is supplied with the current V5C.

1939 Royal Enfield Model G 350 Bullet

Estimate: £11,000 - £13,000*

Reg No: EOV143 MOT: Exempt Frame No: 600

Introduced in 1932 with four-stroke OHV single-cylinder engine, this model was the first to feature the Bullet name. It differed in many ways from its successors having an inclined engine with exposed valve gear featuring four valves per cylinder with 350cc and 500cc options. In 1933, a 250cc option became available. Its frame was also different, having centre-spring girder forks and saddle-type tank. The alloy 346cc OHV Model G was listed in 1939 as a high compression model with iron liner, austenitic valve seats, Lucas 6v racing magneto, and four-speed gearbox with optional ratios for trials and scrambles.

Royal Enfield Owners Club machine dating officer John Dove says that 725 were made in total, 1939 being the best production year. It is believed that this machine (engine 3301, frame 600) was sold new in the Peterborough area before being sold to a Terence George Gray in 1996 who carried out a comprehensive restoration to a very high standard, and then on to the current owner. A very attractive example of a rare 1939 all-alloy Model G Bullet is supplied with an old-style V5C issued in 1996, an old Brown Log book and it’s understood only a few examples still remain.

1957 Ariel NH 350 Red Hunter Trials

Highly successful, award-winning special

Estimate: £2,500 - £3,500*

382

c.1967 BSA C25 Trials Special

Ideal for historic competitions

Estimate: £2,000 - £3,000*

383

Reg No: SSU 405 MOT: Exempt Frame No: AP2 5878

The famous Ariel Red Hunters, with their flaming scarlet paintwork, first appeared in the 1932 in a range of sizes, such as the NH 350cc model. All used OHV single-cylinder engines and delivered performance befitting their status as Ariel’s leading sports model. They were to remain in production until 1959, with post-war models receiving the expected upgrades such as telescopic forks and aluminium alloy cylinder heads. The 500cc model was credited with an 87mph top speed, and the 350’s performance was similarly rapid for its class. Naturally, many found favour with racers and triallers. This fantastic 1957 NH 350 has a long and distinguished trials history. Seemingly assembled in the ’80s, it received its registration in 1989 and since then has had only five registered keepers, including the fourth from 2007 to 2022. It was campaigned with much success through the ’90s, winning six Gold Medals in the Beamish Trial, and many other awards along the way. Now part of a small collection, it is thoroughly deserving of seeing the trials slopes again. It has been seen to run well and is supplied with the V5C, a dating certificate, various awards, and miscellaneous literature.

Reg No: Un-Registered MOT: Exempt Frame No: Not Seen

With learner motorcyclists recently restricted to 250cc machines, the 250 class suddenly became a very lucrative market. BSA’s 250cc C15 of 1958 was a popular but staid machine, so to better appeal to young tearaways, it introduced the sportier C25 Barracuda in 1967. Producing a claimed 26bhp with a 10:1 compression ratio high-performance camshaft and the newly-introduced Amal Concentric carburettor, it was a hit, and after being renamed the B25 Starfire in 1968, it continued to be produced up to 1971. A fibreglass fuel tank contributed to its lightness. With trials being so popular in the 1960s, many production machines found themselves, at one stage or another, being turned into trials specials, and this c.1967 C25-engined machine is just such a creation. It is not known when it was assembled, but it is very ‘period’ and, from its condition, it does not appear to have seen a lot of action. We would therefore suggest that the new owner goes and hits the trials slopes and makes some history for it, because we have seen it run well and it should be competitive in historic events. The vendor praises its nimbleness. There is no documentation.

1958 Ariel FH Huntmaster

1957 Ariel HT5

384

Estimate: £2,000 - £3,000*

Reg No: YKH 976 MOT: Exempt Frame No: CAPR 12177

After some financial troubles in the 1930s, Ariel ended up being sold to BSA in 1944. While the major bike makers had been busy preparing parallel twins in response to Triumph’s revolutionary Speed Twin of 1937. Needing of a 650cc, Ariel introduced the FH Huntmaster in 1954. In many respects, it was a badge-engineered BSA A10 Golden Flash, but that was an excellent machine in itself. Credited with 35bhp and a 95-100mph top speed, the FH was comfortable at anything up to 70mph, used a four-speed gearbox and could achieve 55-65mpg from its 4gal. fuel tank. It was produced with gradual updates until 1959.

This lovely 1958 FH Huntmaster from a small collection A gehas been well-used across its life, and is offered with MOTs dating from the 1970s, plus handwritten notes and purchase receipts from various owners. It has been seen to start well and tick over happily, and with a pillion seat and parcel rack, it represents a genuinely useable classic bike. The light patina is most attractive and we would be very pleased to use the Ariel just as it is. It is supplied with the V5C, owner’s and workshop manuals, and many MOTs.

A fantastic period trials machine

Estimate: £5,000 - £6,000*

Reg No: MFR 159 MOT: Exempt Frame No: RT.245

Generally regarded as one of the finest trials machines ever, the Ariel HT5 was only produced from 1956 to 1959 but had tremendous success within that time. Equipped with a 500cc single-cylinder engine and a four-speed transmission, the model was most famously ridden to victory on numerous occasions by Sammy Miller, and also won awards in the International Six Days’ Trial. Countless more were purchased by private owners and conquered trials slopes all over Britain and further afield.

Recently part of a small private collection, this fantastic 1957 HT5 was formerly in the possession of one long-term keeper since 1995, and had been restored to a very high standard from 1992 to 1994. While its history is not known, it would be safe to assume that it saw some action in trials in period, and with that in mind we think it really ought to be campaigned again in historic trials. With little recent use, the restoration has held up extremely well and we have seen the bike start readily and idle contentedly. It is supplied with the V5C and assorted other papers.

1981 Yamaha RD350LC

386

1986 Yamaha RD350 YPVS

387

Estimate: £3,500 - £4,500*

Reg No: VBW 319X MOT: Exempt Frame No: 4LO 101419

The Yamaha Motor Co was formed in 1955 as the powered vehicle division of the massive Yamaha Corporation, more famous for musical instruments. The arrival of the RD range in the seventies cemented Yamaha’s reputation for high-performance two strokes and the launch of the LC 250 and 350 models in 1980 revolutionised medium capacity motorcycling. The famous Pro-Am televised race series made for exciting and sometimes frightening Saturday afternoon viewing and kickstarted the careers of many a famous racer such as Niall Mackenzie and even Formula 1 world champion Damon Hill. This classic 1981 350LC, in Yamaha race colours of red and white, has been part of an enthusiast’s small private collection since 2004. Restored in 2007, it was last used in 2009 and has since been stored in a protective bubble. Mostly original, like many LCs back in the day, it is fitted with a ProAm style belly pan, the wheel centres finished in red and a pair of genuine small can Allspeed expansion chambers. The vendor reports it’s a matching numbers machine that will be supplied with a few old MOTs and a current V5C. After long term storage, it will need recommissioning before use.

Estimate: £2,200 - £2,800*

Reg No: D109 OMW MOT: None Frame No: 1WT 000457

The arrival of the RD range in the seventies cemented Yamaha’s reputation for high-performance two-strokes and the launch of the LC 250 and 350 models in 1980 revolutionised medium capacity motorcycling, the bikes being used in the famous Pro-Am televised race series. Later models were fitted with Yamahas race developed YPVS, Yamaha Power Valve System, designed to help spread the powerband and improve performance. This matching numbers YPVS was originally a fully faired F2 model, but at some stage the fairing was removed and the bike is now fitted with a LC type round headlamp. Bought by the vendor in 2011, it was last MOTd in 2005 at 34,051 miles and at the time was fitted with new brake pads, chain and sprocket and fork seals. A UK supplied bike, it is still fitted with its genuine Yamaha 1UA-14711/2 stamped exhaust system. Showing 34,196 miles on its speedo, it has been in storage as part of a small private Yamaha collection for the last 15 years. Supplied with current V5C, it will need recommissioning after long term storage, but will make a good starting point for a bespoke cafe racer or race replica project.

1961 BSA DBD34 Clubman Gold Star

Restored by the late Dave Hallam

Estimate: £7,500 - £8,500*

1985 Kawasaki GPz 750 Turbo

388

Reg No: 131 UTW MOT: Exempt Frame No: CB32 9946

Birmingham Small Arms was established in Small Heath, Birmingham, in 1861 to manufacture weapons. Around the turn of the century, they started making bicycles and progressed onto motorcycles a few years later. By the 1920s, BSAs were often at the front ranks of competition, and when one received a Gold Star award for lapping Brooklands at 100mph in 1937, BSA was justifiably proud; Gold Star duly became the designation for BSA’s top performance models from 1938 to 1963, culminating in the 500cc DBD34 of 1956, which would become a defining image of 1950s café racer culture, even if its price placed it beyond the average Ton-Up Boy. Racers, however, frequently pushed it towards its claimed 110mph top speed, and the model dominated the 1956 Isle of Man Clubman TT. This lovely 1961 DBD34 Clubman was supplied new to Frederick Allinson of Groby, Leicestershire, and in 1973 it was transferred to Robert Flower of nearby Birstall. In more recent years it was restored by the late Dave Hallam, a successful TT and racing rider during the 1970s and ’80s and owner of Leicester’s Supreme Motorcycles. Completed to his customary high standard, the Gold Star has been out of use following Hallam’s death in 2021 so will require some recommissioning. It is accompanied by the current V5C and its original buff logbook.

No Reserve*

Reg No: B272 FPU MOT: Exempt Frame No: JKAZXDE17FB502877

In motorcycling, forced induction has almost exclusively been for racers and record breakers, but the 1980s was the golden age of turbocharging, and the Japanese led the charge for production bikes. Kawasaki’s GPz750 received a Hitachi HT-10B to become the 750 Turbo, which appeared in late 1983 and was produced for the ’84 and ’85 model years. The GPz750 engine was a 738cc four-stroke, air-cooled, DOHC inline-four, but the Turbo received more than just its namesake; it had fuel-injection, low-compression (7.8:1) pistons, a strengthened gearbox, and more. Producing a claimed 112bhp at 8,500rpm and 73lb. ft. at 6,500rpm, it was reckoned to hit 148mph, prompting Kawasaki’s claim that it had produced “The World’s Fastest Production Turbocharged Bike.” Truly, it marked the zenith of a brief but brilliant epoch. This fantastic 1985 750 Turbo was first registered with the DVLA in 2015, and has seen minimal use on the road during the ensuing decade. The odometer shows a believed-genuine 19,818 miles, all of which accounts for this being such a well-preserved and original survivor. Having spent time in two or three collections, some recommissioning will be required before use. The current V5C is supplied with an original manual.

1997 Aprilia RS250

Inspired by Grand Prix success

1938 Norton 16H

390

Reg No: P541 VCD

With the RSW 250 proving so successful in Grands Prix, Aprilia decided to treat the public to a GP-inspired racer for the road. The resulting RS250 emerged in 1995, with a modified Suzuki RGV250 two-stroke, liquid-cooled V-twin, modified by Aprilia revised ECU and new expansion chambers, barrels and airbox. It used a six-speed transmission and was credited with 60bhp at 11,000rpm and 29lb. ft. of torque at 10,750rpm. The racing-inspired chassis utilised a twin-spar frame of aluminium-magnesium alloy with the engine a stressed member, and lightweight cast aluminium wheels. After yet more GP victories, Aprilia updated and restyled the model for 1998 and it remained an enthusiasts’ favourite until production ended in 2002. Showing just 11,192 miles from new, this very well-preserved 1997 RS250 has spent several years in a private collection which is now being dispersed. It was last on the road in 2012, and after 14 years in preservation it survives with many original features intact, though obviously recommissioning will be required before use. It is complete with its service book, handbooks and assorted documents, but unfortunately the V5C has been misplaced, so a new one will have to be applied for.

No Reserve*

Reg No: AFU 461 MOT: Exempt Frame No: 91466

The Norton 16H was produced from 1921 to 1954, though with many updates along the way. The Model 16 had originated as a 490cc sidevalve model in 1911, but the ‘H’ identified it as a home-market model, as distinct from the new Colonial export models. By the late ’30s, the 16H had virtually nothing in common with the 1911 or 1921 machines except for displacement. Although not a glamorous, sporting model like some other Nortons, its value and popularity lay in its simplicity and dependability, and for that reason the War Office ordered thousands between 1936 and the end of the Second World War, and they gave stalwart service in training, reconnaissance, and convoy escorts. This beautifully restored 1938 16H has not been on the road for many years – decades, even – but in recent years has been restored to a magnificent standard, was very much a case of no stone being left unturned, and we understand every part was checked and restored or replaced if necessary. It has only covered a single mile since completion, so bidders will be advised to check the machine is satisfactory. The V5C has been lost, but the bike is known to the DVLA so another one may be applied for.

c.1976 Gilera Enduro 50

392

c.1971 Moto Morini 165cc Racing Special

393

No Reserve*

Reg No: Un-Registered MOT: Exempt Frame No: Not seen

Motocross enjoyed great popularity during the 1970s, and so did mopeds. Why not combine the two? Gilera did with the Enduro 50, a 49.8cc two-stroke machine with a five-speed gearbox produced during the mid-1970s. While machines like the Yamaha FS1-E and Suzuki AP-50 were the hot mopeds of the day thanks to their motorcycle-style looks, their off-road capabilities were nil. To go off-roading on a budget, or as a sixteen-year-old, the Enduro 50 was the machine to have. It appealed very much to the youth market in Britain and Europe, and, even if it wouldn’t have been competitive in an actual Enduro competition, it introduced countless young motorcyclists to the joys of off-road riding. This delightful c.1976 Enduro 50 is in excellent condition throughout, having been expertly restored by a previous owner, since when it has completed just 635 miles. It has no record of registration in Britain, but it is supplied with a NOVA certificate so getting it registered should be a straightforward matter. In its restored condition, it would make a wonderful addition to any collection, but even at fifty years old it still represents a perfect machine for teaching young enthusiasts how to ride, and is sure to make them smile.

Estimate: £2,500 - £3,500*

Reg No: Un-Registered MOT: Exempt Frame No: MFS/00227

This wonderful c.1971 racer is typical of the Morini breed, though it is thought to be a unique special. Nothing is known about it prior to it being imported from Italy in 2018. The engine is based on a 125cc Corsaro five-speed (produced from 1970 to 1972), with a 165cc top end as evidenced by the ten-fin Regolarita cylinder barrel. It has a Dell’Orto PHBH 28mm carburettor with a Tomasselli Daytona twist-grip, self-generating ignition and a clever clutch actuation upgrade using a worm drive. The origins of the frame are unknown but it resembles a Malanca and has a number stamped. The forks are 32mm Marzocchi, the rear shocks are unidentified. Both wheel rims are Borrani. The front brake is a double-sided single leading-shoe (each side has one cam and one plain pivot). The rear brake is a standard Morini Corsaro. The bike was entered into the Thundersprint at Darley Moor in May, 2018, and according to the vendor was “Much faster than the Tiger Cub I raced before and the handling was superb.” Unfortunately, during practice some fragments from inside the fibreglass fuel tank broke away and blocked the main jet. The bike was retired and has not been run since.

1965 Triumph 6T Thunderbird

Estimate: £3,000 - £4,000*

394

2004 Triumph Speed Master

Estimate: £2,500 - £3,500*

395

Reg No: HAX 61C MOT: Exempt Frame No: 6TDU 23024

The Thunderbird had originally been introduced in pre unit form with a sprung hub or rigid frame during 1950 and had rapidly earned an enviable reputation as a long distance touring mount capable of high average speeds. For 1955 it adopted the swinging arm frame first seen the previous year on the newly introduced Tiger 110. The next significant revision came in 1963 when the Thunderbird, together with the Trophy and Bonneville adopted unit construction for the engine and gearbox.

This 1965 6T Triumph Thunderbird was purchased by the current vendor as it was a restored machine for him to enjoy, since in his ownership the Triumph has given the vendor many hours of pleasure and he advises us that it never let him down and it rides and handles very well, always an easy starting machine due to the electronic ignition that has been fitted and a twin leading shoe front brake. The 6T has not been used on the road for the last year and will need some light recommissioning before use. The Thunderbird is accompanied by a current V5c file with receipts for parts and work carried out.

Reg No: GX04 HVJ MOT: None Frame No: SMTTJ913Y4419740

Powered by an 865cc air-cooled parallel-twin engine, the model delivered smooth, torquey performance ideally suited to relaxed road riding. With its low seat height, pull-back handlebars and laid-back riding position, the Speedmaster offered a distinctly cruiser-inspired take on Triumph’s modern classic line-up while retaining the marque’s characteristic build quality and usability.

Finished in black with extensive chrome detailing, this 2004 example presents with the clean, uncluttered styling that helped make the Speedmaster a popular choice among riders seeking classic custom aesthetics with modern reliability. The machine is fitted with a sissy bar and rear luggage rack, providing additional practicality for longer rides and light touring duties.

Displaying approximately 6,000 miles on the odometer, the motorcycle appears to have seen relatively limited use during its life. Following a period of inactivity, it will require the usual recommissioning prior to returning to regular road use, as is common with machines that have been stored for some time.

c.1966 BSA A50R Royal Star

No Reserve*

397

Reg No: BRU 511K MOT: Exempt Frame No: XL2501044933

Honda always offered a bike to suit every need and the XL range of trail bikes was launched in the early 1970s in answer to the growing demand for dual-purpose models, eventually available in all capacities from 50cc to 750cc. The wildly popular XL250 was introduced in 1972 and remained in high demand until it was dropped in 1987. It used a 248cc four-stroke single-cylinder which, impressively, had four valves, plus a five-speed transmission and a 2.4gal. fuel tank. Weighing 288lbs., it was credited with almost 20bhp and a top speed approaching 80mph.

This lovely 1972 XL250 is rather special, firstly as a survivor from the inaugural year of production, and secondly as a very original machine which appears to be unrestored. With that in mind, we note the extremely low mileage reading of 9,010 and wonder if it could be original. Registered with the DVLA by the previous owner in 2008, it has lately been on display in a collection but has also seen some very sparing and sympathetic use. A lovely way to enjoy riding on the road and off it, the Honda is supplied with the current V5C.

Reg No: Un-Registered MOT: Exempt Frame No: H916854A50R

One of the first BSAs with coil ignition and unit construction, the A50 Star was a 500cc twin launched in 1962 with the American market very much in mind. Created under chief development engineer Bert Perrigo, it had four speeds and was said to produce 33bhp at 5,800rpm. New 8.5:1 pistons from 1964 gave it a top speed of around 90mph. Originally sold as just the Star in Britain, and the Royal Star in export markets, it became the Royal Star in all markets from 1966. Proving to be a robust machine, it remained in production until 1970.

With no known history, this c.1966 Royal Star appears to be a very original survivor and we cannot imagine it has had very much use in its life. In recent years, it has formed part of a private collection, and we understand some work was performed by a previous owner. Although it is not road-registered, it has been running and was last started in the autumn of 2025. Showing a really pleasant patina, this A50R has great potential to be restored or just enjoyed as it is. There is no documentation, but we do not see any difficulty in obtaining an age-related registration from the DVLA.

c.1982 Honda ATC110

Reg No: Un-Registered MOT: Exempt Frame No: 7EC515090

It may not have involved a gadget-laden Aston Martin or a submarine Lotus, but one of the most memorable cinematic car chases was the one in Diamonds are Forever in which James Bond, in a moon buggy, battled baddies on a swarm of Honda US 90 all-terrain tricycles. Meanwhile, in the real world, the wild three-wheelers were a hit with off-road enthusiasts and beachgoers in search of high-speed fun. The US 90 had been launched in 1970 and was followed by the ATC 110 in 1979. The latter used a 105cc air-cooled four-stroke horizontal single-cylinder, with a four-speed dual-range transmission and an auto-clutch, giving it much more power than previous 70 and 90cc models. It was altogether a bigger and more robust machine, and it remained in production until 1985. The last off-road Honda trikes were built in 1987, with buyers tending to favour the improved stability of Honda’s newer quad bikes.

Offered from a private collection, this very rare ATC 110 has survived in highly original condition. An ideal display piece, it could also be recommissioned and enjoyed, with scope for further restoration if desired. There is no documentation.

1964 Ariel Arrow 200

Beautifully restored

Estimate: £2,500 - £3,500*

Reg No: AEO 362B MOT: Exempt Frame No: T34407H

Ariel produced some of the most fascinating motorcycles of the 1960s, starting with the Leader in 1958, with its enclosed engine and integral weather screen. While combining scooter-level comfort with motorcycle performance, the market for it was small. To broaden its appeal, Ariel kept the 250cc two-stroke twin and the monocoque frame, but discarded the bodywork to create the Arrow in 1959. Both models had their fuel tanks concealed within the frame, while a dummy fuel tank was actually a luggage locker. Its unconventional design deterred buyers, and survivors are extremely scarce. The Ariel 200 was introduced in 1964 with a 48.5mm bore to place it within a lower tax band, but production of all Leaders and Arrows ended in 1965. This beautiful 1964 Arrow 200 sports a very well-preserved restoration in a factory-correct colour scheme. Retaining its matching engine and frame numbers, it has been in intermittent use during recent years and was last on the road in late 2024. While some checks are to be advised, we have seen it start and run very well, and do not believe it will require anything more than cursory attention. Supplied with the V5C, this could be star of many a classic motorcycle rally.

Miniat MV Augusta and sidecar outfit

1974 Honda CB400/4

400

Estimate: £2,000 - £3,000* Reg No: Un-Registered

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.

No doubt to capitalise on its tremendous successes, MV Agusta at one time offered a range of miniature children’s motorcycles. Thought to date from the 1970s, this example is a rare survivor and even more unusual for the presence of a sidecar, too. Looking to be very original, and it would make a fantastic curiosity to display in a collection, or it could even be refurbished and used to inaugurate a young enthusiast into the world of historic motorcycling.

No Reserve*

Reg No: JTL 700N MOT: Exempt Frame No: CB400F-1026555

Powered by a 408cc air-cooled inline four, the Honda CB400/4 was praised in period for its smooth power delivery, mechanical reliability and high-quality engineering, qualities that helped cement Honda’s reputation for technically advanced motorcycles. Featuring overhead-camshaft valve gear, electric start and distinctive four-into-one exhaust styling, the model appealed to riders seeking multi-cylinder performance with everyday usability. Today the CB400/4 is increasingly appreciated as one of the most elegant middleweight motorcycles of the 1970s, combining classic styling with Honda’s hallmark durability. This example was the subject of a comprehensive restoration approximately six years ago and is reported to have covered around 1,000 miles since completion. The work included a full engine overhaul, with video documentation and evidence of numerous new components fitted during the process. Following completion, the motorcycle has been stored in a warm, dry garage for an extended period. As a result of storage, the fuel pipes are noted as having hardened and the machine will require recommissioning before returning to the road. Overall, this CB400/4 represents a restored example with limited post-restoration use and is accompanied by visual documentation of the work carried out.

1967 Honda CB77 Super Hawk

Estimate: £3,500 - £4,500*

402

1957 Rumi Junior SS

Estimate: £2,000 - £3,000*

403

Reg No: YHR 372E MOT: Exempt Frame No: CB771039639

The Honda CB77, or Super Hawk, marked Honda’s first foray into the sports bike market when it appeared in 1961. Powered by a 305cc parallel-twin, it was larger than most contemporary Japanese bikes and was notably the first Honda with a tubular rather than pressed frame. As such, it rivalled British sports bikes while having the advantage of a sophisticated electric starter. Cycle World tested a CB77 to 104.6mph, and Elvis Presley and Robert Pirsig both added to its celebrity, the former riding it in Roustabout and the latter riding one cross-country in the philosophical novel Zen and the Art of Motorcycle Maintenance . It remained in production until 1968. This 1967 CB77 was imported into Britain in 2020 and it has had a total of three British keepers, with a notably low mileage reading of 11,990. One of the previous owners conducted a sympathetic restoration, and it has seen sparing use following its acquisition by the present owner in 2022. It has been dry-stored since the summer of 2025, so some light recommissioning may be required, but it will not take much work before the Honda is ready to enjoy again. Described by the vendor as “very good” in all areas, it is supplied with the current V5C and a copy of the owner’s manual.

Reg No: 665 XVX MOT: Exempt Frame No: 155SS152

Manufactured by Moto Rumi, the Junior SS represents one of the most distinctive and technically ambitious lightweight sporting motorcycles of the 1950s. Based in Bergamo, Moto Rumi developed a strong reputation during the post-war period for producing advanced small-capacity machines with a clear competition bias. Within the factory range, the Junior SS sat at the top of the 125cc line as the most sporting variant, positioned above the more road-orientated Junior models. Powered by the marque’s distinctive 125cc parallel-twin two-stroke engine with twin carburettors and a four-speed gearbox, the Junior SS was conceived as a high-performance lightweight closely aligned with Rumi’s racing efforts, offering lively performance in a compact road-going package. This example is described as a former barn find that was rescued and sympathetically restored some years ago by an Italian collector, returning it to very good condition and reportedly good running order. Imported from Italy in 2022, its now UK registered and supplied with a V5C registration document. The motorcycle presents with the appearance of period race preparation and benefits from sporting components that enhance its purposeful character, making it an appealing example of Moto Rumi’s competition-inspired Junior SS.

1938 DKW SB 500

Estimate: £2,500 - £3,500*

Reg No: BAS 237

MOT: Exempt

404

1991 Triumph Daytona 1000 Sport

Estimate: £2,000 - £3,000*

Frame No: 457956

Introduced in 1934 as the flagship of Auto Union AG’s innovative SB series, the DKW SB 500 represented an advanced approach to pre-war motorcycle engineering, combining two-stroke efficiency with strong sports-touring performance. Built at the renowned Zschopau works until 1939, the 494cc parallel-twin model formed part of DKW’s rapid expansion during the period, with the factory celebrating the production of its 300,000th motorcycle in 1935 and the 500,000th in 1939. The SB 500 featured the company’s Schnürle reverse-flush two-stroke engine design, which significantly improved fuel efficiency while maintaining lively performance. Producing approximately 15hp at 4,000rpm, the model offered brisk acceleration and a reported top speed of around 90mph, impressive figures for a touring motorcycle of the period. Contemporary marketing emphasised the engine’s combination of performance and economy, characteristics that helped establish DKW as one of the world’s largest motorcycle manufacturers during the 1930s. The example presented here is fitted with UK heritage registration BAS 237. An older restoration, it displays appealing patina and the engine turns over freely with good compression. It will require recommissioning prior to road use. No paperwork is supplied with the machine.

405

Reg No: H845 ANU MOT: None Frame No: SMTTC343ADM000519

Introduced in 1991, the Triumph Daytona 1000 Sport formed part of the first generation of motorcycles produced following Triumph’s revival under John Bloor. Built during a relatively short production period at the beginning of the Hinckley era, the model represented Triumph’s early effort to re-establish itself in the litre-class sports motorcycle market and is now regarded as comparatively rare. This very clean example has covered just 18,000 miles from new and has remained in the same ownership for an impressive 34 years and 8 months as of March 2026, indicating careful long-term custodianship. The motorcycle presents well throughout, with tidy bodywork, good paint finish and a correct, largely original appearance that reflects considerate ownership. The 998cc four-cylinder engine and six-speed transmission are well known for their durability, and this machine has recently benefited from approximately £500 of recommissioning work to bring it back into running order. Offering strong period performance combined with a more relaxed, long-legged character than many contemporary superbikes, the Daytona 1000 Sport remains an engaging and distinctive modern classic. A scarce early Hinckley model increasingly appreciated by collectors and enthusiasts alike.

2014 Triumph Bonneville T214

No. 425 of 1,000 examples

Estimate: £2,000 - £3,000*

Reg No: T90 RPS MOT: March 2026

406

1980 Bultaco Sherpa T 350 Pyrenees

An extraordinarily rare and original trials machine

Estimate: £2,000 - £3,000*

407

Frame No: SMTTJ9157GF675174

In 1955, Texan bike builders Jack Wilson and Stormy Mangham and racer Johnny Allen went to Bonneville with a home-made streamliner powered by a tuned 650cc Triumph twin and set a new motorcycle land speed record at 192.7mph, vanquishing the previous record set by the NSU works team. NSU retook the title, only for the Texans and their revamped Texas Ceegar to return in 1956 and set a new, A.M.A.certified record of 214.4mph. Triumph, of course, capitalised on the success by launching the Bonneville T120 in 1959. In 2014, Triumph launched the special-edition Bonneville T214, inspired by the historic records and painted in Caspian Blue and White, with white star and red check motifs, a nod to the livery of the Ceegar . It was a collector’s model from new, being limited to 1,000 individually-numbered bikes, while the 865cc twin was said to produce 68bhp at 7,500rpm and 50ft. lbs. of torque at 5,800rpm. This splendid T214, number 425, has been in the present ownership since 2021 and has only been used since then for fair-weather riding. It has seen little recent use and, showing just 4,500 miles from new, has been MOTed up to the present with no advisories. Having been kept on trickle-charge and started recently, it should be ready for a new owner to enjoy.

Reg No: PVL 930V MOT: Exempt Frame No: JB19911967A

Active from 1958 to 1983, Bultaco was, along with Montesa, one of the great Spanish manufacturers of highly competitive two-stroke off-road motorcycles. It was founded by Montesa’s former head of racing Francesc “Paco” Bultó and became most famous for the Sherpa T range, which won trials left, right and centre through the 1960s and ’70s. The 350cc Sherpa appeared in 1972, the actual capacity of the 83.2mm by 60mm single-cylinder, two-stroke being 326cc - enough for a claimed 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 per cent.” original, it was first registered in Britain by the vendor in 2022 and shows a remarkable odometer reading of 210km (130 miles), which is believed to be genuine. The vendor reports that it was given originally to a works rider who never used it. New tyres and electronic ignition have been fitted by the vendor, but the originals are included in the sale, and everything else is correct to factory specification. With the rough nature of the sport, most trials bikes succumb to damage and wear, so a Sherpa this well-preserved is really extraordinary.

1978 Honda XL250S

408

1929 BSA Model S29 ‘Sloper’

Estimate: £2,000 - £3,000*

Reg No: EEL 171T MOT: Exempt Frame No: L250S5108821

Honda’s XL range was launched in the early 1970s in answer to the growing demand for dual-purpose trail bikes. The four-stroke, four-valve, single-cylinder XL250 appeared in 1972 and remained a popular seller into the 1980s on both sides of the Atlantic. The model improved with the lighter XL250S of the late ’70s, which saw 10lbs. shaved from the frame alone. Claimed to produce 20.2bhp at 8500rpm and achieve almost 80mph and 70mpg, Bike magazine reacted favourably in 1978: “This is the best dual-purpose bike I have ever ridden. It’s got all the goodies which make for a civilised street bike, yet the engine and chassis are a cool combination on the dirt. It’s not in the full-blown enduro class, but it’ll cope well with anything anyone other than an ace is prepared to attempt.”

Rough use, however, has affected the XL250’s survival, and examples in really good condition are now very rare.

This excellent 1979 XL250 is offered from a small private collection and appears to be in extremely good order, with just a very light patina. Sold with the current V5C, it has seen only sparing recent use so some basic checks may be required.

No Reserve*

Reg No: YV 802 MOT: Exempt Frame No: P17243

The BSA ‘Sloper’ S-series, with its distinctive inclined cylinders, was launched in August, 1926, for the 1927 model year, and upheld BSA’s reputation for well-made, capable machines for the remainder of the vintage era. Daimler’s Harold Briggs was responsible for the design of the 493cc (80 by 93mm) OHV engine, which featured sump lubrication and return springs in the pushrod tubes for quiet running. A restyled fuel tank appeared for 1928, and in 1929 a twin-port cylinder head became optional, though that reportedly enhanced the Sloper’s looks more than its performance! Registered new in London and evidently the beneficiary of a high-quality restoration at some stage in the past, this beautiful 1929 BSA S29 was in regular use up to 2013 and has had just four owners since 2008, with the present owner acquiring it in 2024. It now exhibits a light patina but remains eminently show-worthy, and it should not take much to put it back onto the rally circuit. Thanks to their popularity, Sloper models enjoy strong club and spares support, and they are bound to generate conversations with fellow enthusiasts at rallies. A perfect machine for pre-war events like the Banbury Run and Graham Walker Memorial Run, this S29 is supplied with its V5C.

1975 Honda CB750F Super Sport

1988 Suzuki DR750 Desert Express

410

Reg No: XHJ 486N MOT: Exempt Frame No: CB750F1007412

Unveiled at the October, 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 lovely 1975 CB750F Super Sport exhibits a high degree of originality, albeit with a recent Delkevic exhaust. With a very light patina, it presents well but has not been restored to the point where one might hesitate to use it on the road. It was first registered with the D.V.L.A. in 2021 and, having passed to the present owner in 2022, now shows just over 41,000 miles on the odometer. Supplied with the V5C, it has the potential to be a really useable and enjoyable bike.

No Reserve*

Reg No: E784 BKM MOT: T.B.A. Frame No: 3LD048659

It was the height of Paris-Dakar fever in 1988 when Suzuki brought out its DR750 Desert Express. The oil-cooled 727cc, SOHC single-cylinder engine generated ample torque (43lb. ft. at 5,500rpm), with peak power reckoned at 51bhp at 6,600rpm. With a five-speed gearbox, a 6.4gal. fuel tank and a light weight of 395lbs., it was a worthy relative to Suzuki’s DR-Zeta factory rally bike, and found favour with enthusiasts who wanted a comfortable, capable machine for off-road touring. This rare and well-preserved survivor of a DR750 was sold new in Britain, being first registered in Maidstone, Kent, in December, 1988. Showing a believed-original mileage of 55,942, it was in regular use up to 2012, then was temporarily decommissioned until being put back on the road in 2018. It has since been M.O.T.’d in 2024 and 2025 in which time it has been ridden off-road for a little under 500 miles; it has not been taxed for road use since 2020. Presenting in very original condition, it displays an appealing light patina which befits its off-road purpose. Having passed an M.O.T. in 2025, we believe it to be fully roadworthy, but would encourage bidders to make their own checks.

1966 Triumph 3TA (Ex-Dutch Army)

1975 Kawasaki KT250 Trial

412

Reg No: KSC 251D MOT: Exempt Frame No: 3TAH49560

From the mid-1960s, the Dutch Army used a fleet of militarised versions of the civilian Triumph 3TA Twenty One motorcycle, with military-specific modifications such as a high-mounted air intake, a stronger centre stand, a bash-plate, a two-into-one exhaust, a wide-ratio gearbox and a solo seat, all painted in matt green. The number of 3TAs produced for the Dutch Army is estimated at between 900 and 1,500, predominantly in 1966 and 1967, but opportunities to buy them now are scarce and survivors are highly collectable. Used in a range of applications including service with the military police, the 3TAs remained active until the late 1980s, at which point the remaining bikes were sold off. This rare survivor from 1966 abounds with character and is very much a newcomer to British roads, having only been registered with the D.V.L.A. in January, 2025. Since then it has remained in the hands of its first British owner. Described by the vendor as being in “good” condition all-round, the patina it exhibits is very appealing to our eyes, and it has great potential to either be enjoyed as an ‘oily rag’ or treated to a full restoration to its original Dutch Army specification. A fascinating prospect either way, the 3TA is supplied with the current V5C.

Wonderful unrestored condition

No Reserve*

Reg No: Un-Registered MOT: Exempt Frame No: KT2-01348

After Sammy Miller had been poached by Bultaco to help develop the Sherpa, Montesa recruited Don Smith (who had won the 1964, ’67 and ’69 European Trials Championships) as advisor while it was developing the Cota. In 1972, Smith received an enticing offer from Japan to work with Kawasaki, and the result was the excellent KT250, the marque’s first purpose-built trials machine, which arrived in 1975. It was a highly creditable effort. Cycle World wrote: “The Japanese have shown a strong interest in bogwheeling, although they have not yet been successful in producing machinery equal to that of Spain. But Kawasaki’s new KT250 comes closer than anything else.” This fantastic 1975 KT250 is most desirable on account of its really exceptional state of preservation and originality, complete with its lights and speedometer. It must have led an active competitive life for a time, but more recent years have been very kind to it as it has been thoughtfully preserved in enthusiast ownership and it fully deserves to pass into another sympathetic pair of hands. We are advised that it was running recently, and though there is no V5C it is supplied with a dating certificate from the Vintage Japanese Motorcycle Club.

1991 YAMAHA XTZ 750

1956 BSA Rocket Gold Star Evocation

414

No Reserve*

Reg No: H533 JLE MOT: None Frame No: 3LD048659

Taking its name from the Ténéré region of the Sahara, the twin-cylinder Yamaha XTZ 750 Super Ténéré was introduced in 1989 as a road-going tribute to Yamaha’s Paris-Dakar machines, following the single-cylinder XT 600Z and XTZ 660 Ténéré models. It arrived not on the back of a success, but ahead of a phenomenal run; Yamaha would win the Paris-Dakar every year from 1991 to 1993, and from 1995 to 1998. The XTZ 750 used a liquid-cooled, DOHC twin with five valves per cylinder, a five-speed transmission, and a 5.7gal. fuel tank. Weighing 448lbs. dry and producing a claimed 69bhp, it was said to be capable of 119mph. Yamaha’s Dakar successes ensured it remained a popular model until 1996. This very original 1991 Super Ténéré was first registered for British roads in 2002, since when it has had a total of ten keepers, the present one acquiring it in 2024. Described by the vendor as being in “good” condition all-round, it displays a patina befitting an off-road bike which future owners may wish to preserve, or treat as a basis for light renovation. We believe the mileage reading of 74,742 is most likely original, but the bike has not been in use since 2016, so some recommissioning would be advised. It is supplied with the V5C.

Built by the late Dave Hallam

Estimate: £6,500 - £7,500*

Reg No: TOF 714 MOT: Exempt Frame No: 568

Birmingham Small Arms was established in Small Heath, Birmingham, in 1861 to manufacture weapons, before later progressing into bicycles and motorcycles. By the 1920s, BSAs were often front-runners in competition, and when one received a Gold Star award for lapping Brooklands at 100mph in 1937, Gold Star became the designation for BSA’s top performance models from 1938 to 1963, culminating in the Rocket Gold Star of 1962, which placed the A10 Super Rocket’s 646cc parallel twin into a Gold Star frame. The model was a hit, and was only discontinued in 1963 after 1,584 had been built because the A10 engine was superseded by the new unit-construction A65 twin. The late Dave Hallam, well-known for his successes as a TT and racer during the 1970s and ’80s as well as being the proprietor of Supreme Motorcycles in Leicester, enjoyed restoring classic bikes in his free time and this was one of his later-life projects. Combining a 1956 frame with a later A10 engine to create a convincing evocation of a Rocket Gold Star, Hallam completed the project to a very high standard. Sadly, following his death in 2021, the BSA has not had anyone to enjoy it, so it now requires some recommissioning. Still presenting beautifully, it is sold with the current V5C.

1926 Sunbeam Model 1

416

1961 Triumph 3TA Twenty One

Estimate: £3,000 - £4,000*

Reg No: 7669 TU MOT: Exempt Frame No: R22369

This Sunbeam Model 1 is presented in notably original configuration and displays the appealing patina associated with an older restoration. The machine retains the restrained specification expected of Sunbeam’s highly regarded 350cc singles, reflecting the marque’s emphasis on precision engineering, durability and understated quality rather than overt sporting character. The motorcycle has formed part of a museum collection since 2005 and has been carefully preserved in that setting. As a result, it presents with an honest, settled appearance rather than a recently refurbished finish, a quality increasingly sought after by collectors who value authenticity and period correctness. Having spent many years on static display, the machine will require recommissioning prior to returning to road use. Accompanying the motorcycle is a useful selection of supporting paperwork, including copies of the original owner’s handbook, and it is supplied with a current V5C registration document. The overall presentation and specification make it well suited to sympathetic ownership, display, or participation in vintage rallies and club events where originality, reliability and period character are particularly valued. A pleasing and honest example of Sunbeam’s respected long-stroke 350cc design.

No Reserve*

Reg No: VSL 422 MOT: Exempt Frame No: 3TAH20287

In 1937, the Edward Turner-designed Triumph Speed Twin was released, heralding a range of Triumph twins that would go on to epitomise British motorcycles of the post-war years. Produced from 1957 to 1966, the 350cc 3TA was the first unit-construction twin from the Meriden factory and was also called the Twenty-One, possibly to celebrate 21 years since the reformation of the Triumph Engineering Co. The “bathtub” rear fairing and “Roman helmet” mudguard provided weather protection but added weight, so the former was cut down to the “bikini” fairing in 1963. A lovely example of the distinctive but often overlooked Twenty One, this 1961 model was originally registered in Blackburn as ‘NCB 626’, though it was reregistered in 2021. It has had five owners since 2006 and entered the present ownership in 2024, but has seen very little use. Its mileage in 2006 was 31,311, which rose to 31,419 miles at the time of its last M.O.T. in 2013, and now stands at just 31,505. Having evidently been out of use for some time, it will now require some basic checks and recommissioning, and is fully deserving of some more extensive use. It exhibits an attractive light patina, which could be preserved or renovated as a matter of taste, and is supplied with the V5C.

1970 Beta 50

Reg No: DNP 283H MOT: Exempt Frame No: 127769

Beta first appeared in 1904 as a bicycle manufacturer named after its founder, Giuseppe Bianchi, near Florence. Like many bicycle producers, the next step was to fit an engine into a cycle frame to offer motorized transport, with the turning point coming after WW2 when Giuseppe’s son Enzo Bianchi and his friend Arrigo Tosi joined the company. From their initials came the name ‘Beta’ that they became famous for. After initially offering small capacity bikes for the Italian market, a move into competition bikes in the 1960s gave Beta a new direction that has resulted in many World Championships, especially in Trials events with riders such as Dougie Lampkin and Jordi Tarres. The company is still at the forefront of the off-road market. This beautiful little Beta 50 is typical of the small capacity bikes being produced in Italy in the 1960s and 1970s, with low handlebars, a long thin petrol tank and narrow seat giving it a very sporty appearance. Restored to a good standard, keeping a good degree of originality, it was imported into the UK a couple of years ago and has since been registered with DVLA. It will be supplied with a current V5C.

1959 Norton Model 50

Beautifully presented restoration

No Reserve*

419

Reg No: 931 FYA MOT: Exempt Frame No: R1384676

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. Some years ago, this delightful 1959 Model 50 was restored to a very high standard by its previous owner, and it still presents beautifully. The restoration was approached with great sensitivity, the owner taking care to retain original features wherever possible. Upon its completion, it was used regularly for rides and rallies, but in the present ownership it has been used more sparingly and will now require some light recommissioning and basic checks before use. A superb example, it is supplied with the current V5C.

1974 Suzuki GT750L

420

1978 Yamaha YZ80E

No Reserve*

Reg No: VGO 73M MOT: Exempt

Frame No: 40451

Débuting in prototype guise at the October, 1970, Tokyo Motor Show, the Suzuki GT750 entered production some eleven months later. Revered as the first Japanese motorcycle to feature a water-cooled engine – a two-stroke, three-cylinder 739cc unit – the newcomer proved an accomplished sports tourer. Capable of 110mph despite its not insubstantial 480lb. dry weight, the Suzuki endeared itself to riders worldwide. Affectionately nicknamed the ‘Kettle,’ the GT750 evolved through ‘J’, ‘K’, ‘L’, ‘M’, ‘A’ and ‘B’ guises, and was notably counted as one of the 240 Landmarks of Japanese Automotive Technology by the Society of Automotive Engineers of Japan. A British-market machine from new, this 1974 GT750L presents in beautiful order throughout, having recently emerged from a comprehensive restoration. Prior to that, it had been languishing unused since 1988 and, even after the restoration, it has not returned to the road, so it is eagerly awaiting a new owner who will fire it up and head out to a big motorcycle meeting. Nevertheless, it has been running recently, so it should only require the most rudimentary checks before going into the road. It is supplied with the current V5C.

Estimate: £2,500 - £3,000*

Reg No: Un-Registered MOT: Exempt Frame No: 2J5-002022

Off-road racing had been steadily increasing in popularity since the war, and in the 1970s it exploded into the craze. The 1971 Steve McQueen film OnAnySundayintroduced the world to motocross, desert and dirt-track racing, encouraging thousands of amateurs to take up the sports. Children were getting involved, too, and all responsible parents encouraged them… Yamaha became one of the stars of American motocross with the DT-1 Enduro of 1968, and the YZ250 of 1974; Danny LaPorte won the 1982 Motocross 250cc World Championship with a YZ. The YZ80 also appeared in 1974 and was intended as a first motocross bike for juvenile riders. The YZ80E featured an updated engine and frame, five-speed transmission, long-travel forks and DeCarbon Monocross suspension. Offered from a private collection, this fantastic 1978 YZ80E has the look of an all-original time-warp bike. It could have received a very high-quality restoration in the past, but the aged tyres suggest the former. With that in mind, it would perhaps be a shame to put it through hard racing use, but it would make a tremendous display piece or, with some new tyres and recommissioning, perhaps the ideal mount for a young enthusiast with a smallholding or some waste ground to learn the art of riding with. There is no paperwork with this lot.

1937 BSA Empire Star

Estimate: £5,500 - £6,500*

Reg No: EGY 454

422

MOT: Exempt Frame No: HB242174

Advertised as “The Masterpiece of the Industry,” the BSA Empire Star range appeared in 1936, designed by Val Page and developed from the Blue Star. Offered with either a 250, 350 or 500cc overhead-valve single, the Empire Star was well-publicised through endurance runs and competition successes. A 500cc model was ridden for 500 miles round Brooklands at an average of over 70mph, but in 1937 T.T. star Wal Handley won a race at Brooklands and set a fastest lap at 107.57mph. This earned him a Gold Star award and so gave rise to perhaps BSA’s most exalted model ever. However, the Empire Star was short-lived; war stopped production in 1939, and it was never restarted. A really beautiful specimen of a pre-war “thumper,” this 1937 B24 (350cc) Empire Star appears to have been discovered or restored in 1981, which is when its D.V.L.A. records begin, but it entered the long-term ownership of Tony East in 1988. East, who ran the A.R.E. (Anthony R. East) Motorcycle Collection on the Isle of Man, performed his own restoration in 1998, and it remained in his museum until its dispersal in 2023. A superbly presented example which is said to be running well, the BSA is supplied with the V5C and restoration invoices.

1932 Velocette GTP

Estimate: £3,000 - £4,000*

Reg No: FD 7310

423

MOT: Exempt Frame No: 3498

Veloce Ltd.’s first two-stroke was a 206cc model which appeared in 1912, and it started a long-line of two-strokes which reached its zenith with the Velocette GTP of 1930. With a 250cc engine, one of its most notable improvements was the adoption of coil ignition. It possessed a sporting character, and was said to reach 56mph, despite its small capacity. The retail price of £38 included a full electric lighting set, electric horn and licence holder as standard. It was a long-lived model, surviving until 1946, and 1932 was a landmark year which introduced a throttle-controlled lubrication system and saw the gearbox gain a fourth speed. This beautiful 1932 GTP has had four registered keepers since 2006, and was purchased by the vendor last year to use through the summer on V.M.C.C. events. Having enjoyed several runs with it, he is pleased to report that it starts readily and runs very happily. He describes it is a very original machine, and while it required little attention during his ownership, it has been fitted with a new chain. Supplied with a V5C and assorted handbooks, this post-vintage lightweight would make an ideal steed for the Banbury Run or the Graham Walker Memorial Run, and would especially suit an enthusiast seeking their first pre-war machine.

1999 Suzuki TL1000R

Estimate: £2,000 - £3,000*

424

1962 Triton

Estimate: £4,000 - £5,000*

425

Reg No: V881 ETC MOT: None Frame No: JS1AM321200101140

Produced from 1998 to 2003, the Suzuki TL1000R has something of a legendary reputation in the superbike world, as for some inexperienced (or uncourageous) riders it was a bit too hot to handle. An evolution of the TL1000, MCN praised its 135bhp, 996cc engine as “one of the truly great V-twins,” and it featured an improved rear shock absorber of a unique rotary design. Other features included an aluminium twin-beam frame and six-pot Tokico brakes. Generally regarded as a wild beast to be tamed, TL1000s enjoy a cult following among superbike connoisseurs. This 1999 TL1000R is in particularly nice condition, having had just four owners and covered a little over 43,000 miles from new. In single ownership from 2009 to 2025 but last on the road in 2014, it spent that time in a collection of ’90s superbikes. Benefiting from a recent paintwork refresh, it also comes equipped with Micron exhausts and Harris rear-sets. It surely represents the superbike enthusiast’s ideal, but some light recommissioning will be required. It is supplied with the current V5C. As we look ahead to the days growing longer and the weather improving, we can think of no finer way of enjoying some high-speed thrill this summer.

Reg No: 138 XWD MOT: Exempt Frame No: 1810167

The Triton is perhaps the most enduring symbol of 1960s motorcycling culture and remains the archetypal British special. Combining Norton’s legendary Featherbed frame with a Triumph engine (usually a high-performance twin), it gave rise to the café racer style which remains popular to this day. The Featherbed had been developed for racing before it provided a skeleton for some of Norton’s greatest road bikes, but Triumph’s engines were readily available, easily tuneable and tended to be livelier and stronger, hence their unification was a match made in heaven. This 1962 Triton is the fruit of several years’ hard work by the vendor. It incorporates a slimline Featherbed frame with a Manx-style rear end done at Dresda, with Roadholder forks, RGM dampers, Molnar yokes and alloy wheel rims. It uses an alloy fuel tank with bespoke central alloy oil tank. The pre-unit 6T 650 engine now features a lightweight unit crank, nine-stud barrel and head, and two Amal concentric carburettors. The gearbox is Triumph’s “slick-shift,” with a new LF Harris clutch and new primary chains and sprocket. The twelve-volt electrics encompass Mistral electronic ignition and an electronic rev counter and speedometer. Sadly, health troubles have prevented the owner finishing the project, so final touches, including setting up the clutch and fitting a valve for the oil tank, remain to be completed.

2006 Triumph Bonneville 800

Only 14,700 miles from new

Estimate: £2,000 - £3,000* Reg No: VU06 XGZ

426

1960 Triumph 6T Thunderbird

427

Named after the famous salt flats where a Triumph set a world motorcycle speed record in 1956, the Bonneville has been Triumph’s most revered model since its 1959 launch. The relaunched 2001 Bonneville 800 strongly resembled its predecessors in style, but with more modern engineering. It débuted with a 790cc parallel-twin engine, with the 865cc Bonneville 900 introduced in 2005. Reviewing a 900, MCN said: “With a heritage to rival the Harley-Davidson 883 Sportster and excellent build quality, the Bonneville is unquestionably the better performing motorcycle. For a smooth, no hurries, no worries motorcycle, the Bonneville is hard to beat… Chains go unstretched, oil goes unburned, tyres go unworn and insurance costs are low.” This 2006 Bonneville 800 is wonderfully preserved, having been cherished by just one enthusiast owner for almost its whole existence. Sold new in May, 2006, after six months it passed to the second owner, who kept it until October, 2025, enjoying regular but light use. It has covered only 14,700 miles from new, and only 2,000 since 2016. It is testament to the previous owner’s care that across 15 M.O.T.s, it only ever picked up one advisory. Unused since February, 2025, only light recommissioning should be required to resurrect this modern classic. It is sold with a large paperwork file including the owner’s handbook.

Estimate: £2,500 - £3,500*

Reg No: UDL 174 MOT: Exempt Frame No: D3916

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 beautiful 1960 Thunderbird is coming to the market for the first time since 1989, when it was acquired by the late owner. Its registration records begin in 1983, suggesting it was restored around that time. The late owner used it for pulling a Bender sidecar, and was active with the Vintage Motor Cycle Club, showing the Triumph at its Golden Jubilee Rally in 1996. Now exhibiting a characterful patina, it fell out of use a few years ago due to the owner’s illness, and will require light recommissioning. Supplied with some old M.O.T.s, it represents an excellent machine to enjoy as is, or use as the basis for a more extensive cosmetic restoration.

1957 Ariel 350 Red Hunter

1938 Velocette KSS Mk. II

428

Estimate: £2,500 - £3,500*

Reg No: WAS 808 MOT: Exempt Frame No: APR8309

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. This alloy-head 1957 350 Red Hunter appears in lovely condition, having been acquired by the late owner in 2007 and used for pulling a rare period Bender sidecar, with which he was able to enjoy many relaxed long-distance tours of Britain and the Continent. It was always well-maintained until, sadly, the owner’s illness forced the Ariel into retirement a few years ago. Believed to wear an older restoration which has now acquired a charming patina, the Red Hunter will need light recommissioning, and is offered with some old M.O.T.s.

Estimate: £3,500 - £4,500*

Reg No: FGC 350 MOT: Exempt Frame No: MS5160

Velocettes were manufactured by Veloce Ltd. in Hall Green, Birmingham, between 1905 and 1971. Launched in 1925, the 348cc Velocette KSS (K-series Super Sports) was an advanced machine for its time, making use of an overhead-camshaft single-cylinder engine. In standard guise, a KSS was reckoned to be good for 80mph, although tuned versions reportedly hit 90mph on the Isle of Man TT course. Notable successes included Alec Bennett’s victories in the 1926, 1928 and 1929 Isle of Man Junior TTs, plus his second-place finish in 1927, riding the KSS-derived KTT. The Mk. II KSS arrived for 1936 with a substantially revised frame and a new engine with an alloy head. Still competitive, it remained in production until 1948. This beautiful example of a 1938 Mk. II KSS has been fully restored by the present owner, who is also the first recorded owner on a logbook; he acquired the Velocette in 2020 after it had been off the road for many years. Now presenting nicely, it will require some mild recommissioning as it has not been on the road since 2024. It promises to be a very worthwhile project – as one of the most sophisticated pre-war machines, it promises to be highly usable and ideal for rallies both the Vintage Motor Cycle Club and the Sunbeam Motor Cycle Club.

1959 Triumph 6T Thunderbird

430

1957 Triumph Thunderbird 650

431

Estimate: £4,500 - £5,500*

Reg No: 376 WMD MOT: Exempt Frame No: 029268

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 demands of the American market, a 650cc twin was also expected to enjoy the domestic success of the 500cc Speed Twin and Tiger 100. It shared many components with the 500s, such as a rigid frame with a sprung-hub option, the headlamp nacelle and a 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 Tigers of the previous season was introduced, resulting in one of Triumph’s most attractive machines With three owners since 2004, this very attractive 1959 Thunderbird is offered for sale from a private collection, in 2017. We note the low mileage reading of 10,711, which probably dates from the completion of an older restoration. Having been on static display for some time, some checks will be required for the Triumph can be used, but it was fired up in 2025. A well-presented Triumph Thunderbird that would be a delight for its new owner. Altogether a lovely example of one of the finest bikes of the ’50s, it is sold with the current V5C.

Estimate: £4,000 - £5,000*

Reg No: 674 BTB MOT: Exempt Frame No: 6T04972

Triumph is one of the most iconic and revered names in the history of motorcycling. Established in Coventry in 1885, by the start of the 1900s the company had made their first motorcycle beginning a continuous run of production under various ownership until its eventual closure in 1983. In 1937 the Speed Twin was released launching a range of Triumph twins that went on to epitomise British motorcycles in the post-war years. The 6T Thunderbird was an enlarged version of the Speed Twin, with the capacity increased to 650cc to satisfy buyers’ demands for more power.

The subject of an older restoration and finished in attractive ‘Trophy Colours’, 674 BTB is said to be in running order, although it hasn’t been started recently. However, the engine has been turned over regularly and the vendor suggests a light recommissioning and check over will be required prior to use. The bike was the subject of an older restoration and remains in excellent condition. A well presented example from long term ownership, it is supplied with a current V5C.

1956 Triumph Thunderbird

Beautifully restored by Hughie Hancox

Estimate: £3,000 - £4,000*

Reg No: MDP 420 MOT: Exempt

432

1960 Norton Model 50

433

Frame No: 77132

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 wonderful 1956 Thunderbird appears in lovely order, having been restored in the past by the renowned Triumph specialist Hughie Hancox. It was featured in many magazines during its restoration, and some video footage was taken of the process as well. The work was now completed some years ago, since when the Triumph has had a rather sheltered life. Although presently taxed, it will require some recommissioning before it is fully roadworthy. Certainly deserving of being shown, it is supplied with the current V5C and some magazines in which it is featured.

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.

1996 Triumph Trophy 1200

Estimate: £2,000 - £3,000*

434

1926 Matchless 250

Estimate: £2,200 - £2,500*

435

Reg No: N650 JHG MOT: December 2026 Frame No: SMTTC345CST036175

Introduced in the mid-1990s, the Triumph Trophy 1200 represented the flagship of Triumph’s touring range and showcased the firm’s Hinckley four-cylinder engineering in a refined and highly usable format. Powered by the 1180cc liquid-cooled inline-four engine, the Trophy offered smooth, flexible performance with strong mid-range torque, making it well suited to long-distance touring and sustained motorway use. This 1996 example is finished in Cranberry Red and is equipped with full luggage, enhancing both practicality and period touring appeal. Of particular note is the exceptionally low recorded mileage of just 7,391 miles from new, placing it among the lowest-mileage Trophy 1200s likely to be encountered. The model benefits from a full touring fairing providing excellent weather protection, combined with a relaxed riding position designed for rider and passenger comfort over extended journeys. Offered with its UK V5C registration document, this Trophy 1200 presents as a well-preserved example benefiting from careful ownership and limited use rather than restoration. With its low mileage, appealing factory colour and complete luggage set, it represents an pleasant opportunity for collectors or riders seeking a capable modern-classic touring motorcycle.

Reg No: ON 2567 MOT: Exempt Frame No: 90

Matchless was established in the late 1800s by the Collier family and was one of the first producers of motorcycles in the UK, based in South East London. After mainly concentrating on big Vee Twins, the 250cc Model R was introduced in the mid 1920s, becoming the company’s first bike to feature Matchless’s trademark black petrol tank with gold pinstripping. The marque had a long history of racing success with a Matchless ridden by Charlie Collier winning the first single-cylinder race at the first Isle of Man TT in 1907. An amalgamation with AJS in 1931 formed Associated Motor Cycles, which continued until the group’s closure in the mid-60s. This rarely seen Model R is from a deceased estate, so unfortunately, not much is known of its history. The vendor bought it a few years ago to add to his small collection of 1920s motorcycles. It looks to be an older restoration keeping a good degree of originality, including period Lucas Carbide front and rear lights and reverse pull levers. Not run for a while, it will need recommissioning before use and will be supplied with a continuation buff log book from 1957 and a current V5C.

1926 Raleigh Model 17

Estimate: £2,200 - £2,800*

Reg No: NT 8575

MOT: Exempt

436

c.1927 Triumph Model W

No Reserve*

Frame No: 593

Raleigh is better known as a bicycle manufacturer, but like many others they began to make powered two wheelers in the early 1900s. They quickly established a reputation for reliability, enhanced in 1924 by Hugh Gibson’s successful circuit of the British coast on a Raleigh combination and Marjorie Cottle’s reverse circuit of the same route on a solo. Production continued until 1933 when the company ceased motorcycle production to concentrate on their pedal powered products.

This 1926 Model 17 is from a deceased estate, so unfortunately not much is known of its history. It has been part of a small private collection of mainly 1920s motorcycles for a number of years. An advanced design in its day with a unit construction Sturmey Archer engine, it looks to have been restored at some point in its life, keeping a good degree of originality. This rare bike has not been run for a while, so it will need recommissioning before use and will be supplied with a couple of 1930s tax discs, a copy of the Raleigh ‘Riding Hints’ manual, a buff log book and current V5C.

Reg No: Un-Registered MOT: Exempt Frame No: 611917

Triumph launched the Model W with an unusual capacity of 277cc, maximising the engine size to take advantage of the reduced annual road tax fee for motor bicycles weighing under 200 pounds. This tidy Model W is from a deceased estate so unfortunately, not much is known of its history. It was bought by the vendor in 2019 from Dutch Lion Motorbikes in Holland, and there are some Dutch registration documents included in the sale. It wears its UK registration number of DS9585, which still appears on HPI and DVLA, but it looks to have been exported to Holland, possibly in 2011. There is no V5C or NOVA with the bike, and when you run that number through the DVLA website it has an export marker, but the original plate may be recoverable. Please be aware of this before bidding. The bike itself has been authentically restored in the past and is fitted with P&H Carbide lighting, an unusual handlebar mounted horn and brown leather saddlebags. The frame number has been taken off the Dutch documents, as it is not visible under a good layer of paint. Not run for a while, it will need recommissioning before use.

2010 Can -Am Spyder RT LTD

Estimate: £7,000 - £9,000*

438

1926 Douglas 350 EW

Estimate: £3,500 - £4,500*

439

Reg No: AE10 EAF MOT: January 2027 Frame No: 2BXJBFC10AV000214

The Can-Am Spyder has a single rear driving wheel with two front wheels for steering, similar in layout to a modern snowmobile using an ATV-like chassis. The engine is supplied by sister company Rotax, a 1000cc V-twin with a 5-speed gearbox. In the UK, you can ride a Spyder with a full car driving licence (Category B) or a full motorcycle licence if you are over 21 years old. At a cost of £33,500 new, the Can Am Spyder is a rare sight on UK roads. This 2010 example is the RT LTD model, a more touring focused version with panniers and a top box giving plenty of storage space. Can Am loaded the design up with some clever safety technology including traction control, anti-lock brakes and Dynamic Power Steering, making it handle more like a sports car than a motorcycle. A unique vehicle that gives you the thrill of riding a motorcycle, but with more comfort, weather protection and carrying space. Showing just 22,000 miles on its speedo, it recently passed an MOT and will be supplied with some receipts for service work carried out in the past and a current V5C.

Reg No: YO 4418 MOT: Exempt Frame No: 23031

Douglas was based in Bristol, away from the Birmingham hotbed of automotive production. In 1907, they designed a 350cc with the horizontally opposed fore and aft twin becoming their trademark design, proving to be very successful in sporting events. During World War I, Douglas produced around 70,000 motorcycles for military use. In 1925 the E.W model was introduced with both the engine and cycle parts updated, the main new feature being the attractive sloping petrol tank with hand change gear lever operated through a slot in the top, finished in the famous Douglas silver and blue colour scheme. This rare 1926 350 EW is from a deceased estate, so unfortunately not much is known of its history. It was bought by the vendor a few years ago to add to his small collection of 1920s classics. It appears to be an older restoration and now wears a nice patina, still fitted with period carbide front and rear lights and typical of its day leather pannier boxes. Stood for a while, it will need recommissioning before use and will be supplied with an original ‘Parts List’ book and a copy of the ‘Running Instructions’ manual together with a current V5C.

c.1924 Triumph SD 550

Estimate: £2,200 - £2,800*

440

Reg No: Un-Registered MOT: Exempt Frame No: 335960

Established in Coventry in 1885, by the start of the 1900s Triumph had made its first motorcycle beginning a continuous run of production until its eventual closure in 1983. The 550cc 4hp Model H was launched in 1914, and fitted with a three-speed Sturmey-Archer gearbox performed sterling service in WW1 with over 30,000 ‘Trusty Triumphs’ seeing action. By the 1920s it had been updated with chain final drive to became the ‘SD’ (Spring Drive) because of its clutch-mounted, coil-spring shock absorber and formed the basis of the later four-valve Ricardo model. This c.1924 SD550 is from a deceased estate so unfortunately not much is known of its history. It was bought by the vendor in its current condition with a view to restoring and adding to his collection of 1920s motorcycles, but other projects took precedence. While there are no documents, it appears in the VMCC register as No.629, showing it having originally been registered in 1924 on TC6613. The number is no longer recognised by DVLA but may be recoverable. Mostly complete, apart from the handlebars and control levers, it will make an interesting project to put back on the road.

1994 Kawasaki ZXR 750

No Reserve*

Reg No: L928 MWF MOT: None Frame No: ZX750L011006

Developed with clear influence from Kawasaki’s World Superbike ambitions, the ZXR750 featured an aluminium twin-spar frame, aggressive styling and a high-revving 749cc inline four-cylinder engine. Characterised by its ram-air inspired intake ducts and purposeful ergonomics, the ZXR750 gained a reputation for sharp handling and strong top-end performance, making it a favourite among enthusiasts and club racers during the 1990s. This ‘L’ registration example is finished in a striking black, purple and pink colour scheme reminiscent of Kawasaki’s iconic early-1990s factory racing liveries. While the paintwork and decals are not believed to be entirely original, they have been applied to a good standard and successfully capture the bold visual character that defined superbikes of the period. Showing approximately 27,200 miles on the odometer, the machine presents as an appealing example of Kawasaki’s celebrated 1990s performance model. At the time of photography the motorcycle was reported to run, although following a period of limited use it may benefit from the usual light recommissioning prior to regular road use. Today the ZXR750 is increasingly recognised as an important representative of the early-1990s superbike class and offers strong appeal to collectors and enthusiasts of Japanese performance motorcycles.

1980 Kawasaki KC100

Reg No: HRA 366V MOT: Exempt Frame No: KC100C000531

Styled to echo Kawasaki’s larger street motorcycles of the period, the KC100 has become an increasingly scarce survivor, particularly in modified or enthusiast-owned form. This example has been comprehensively reimagined in café racer style, resulting in a distinctive and visually striking machine that departs significantly from standard specification. The transformation incorporates period-inspired bodywork, a streamlined riding position, and sympathetic cosmetic detailing, giving the KC100 a purposeful, competition-influenced appearance more commonly associated with larger-capacity machines. Mechanically, the motorcycle has benefited from substantial recent expenditure, supported by detailed invoices from Chiselspeed Tuning Ltd. Recorded works include a full engine overhaul, encompassing crankshaft work with new bearings and seals, cylinder rebore with new piston, and carburettor overhaul. In addition, the original ignition system has been replaced with a modern Vape electronic ignition, providing maintenance-free operation, improved starting reliability, and more consistent ignition timing when compared with the original points-based arrangement. The system includes a new stator, rotor, CDI unit, and 12-volt electrical conversion, enhancing overall electrical stability and lighting performance. Numerous ancillary components, consumables, and associated labour are itemised, with the total recorded spend exceeding £1,600, representing a significant investment relative to the model.

1971 Yamaha YG1F

No Reserve*

Reg No: AOW 459K MOT: Exempt Frame No: 021716

Typical of Yamaha’s engineering philosophy of the period, the YG1F combined robust mechanicals with thoughtful detailing. Today the model is increasingly appreciated for its charm, rarity and its role in establishing Yamaha’s reputation for well-built, user-friendly motorcycles in global markets. This Yamaha YG1F 80cc is described as a complete and largely original example of Yamaha’s well-regarded lightweight two-stroke, offered from a private collection being dispersed due to failing health. The model is known for its simplicity, reliability and ease of use, and this example has previously been used as a dependable runabout. The motorcycle is fitted with the rarely seen original leg shields, together with a recently acquired rear luggage rack that enhances both practicality and period appearance. The engine is reported to start readily, although following recent carburettor cleaning it is currently experiencing difficulty idling. A spare carburettor from a donor engine is included, which the vendor intended to refurbish or substitute to resolve the issue. The work required is described as minor fettling rather than major mechanical intervention, with the machine otherwise presenting as a complete lightweight classic offered as a straightforward recommissioning opportunity.

1972 Yamaha YCS5E

Reg No: HHR 970K MOT: Exempt Frame No: CS3201781

This 1972 Yamaha YCS5E 200 is offered from a private collection being dispersed due to failing health and was acquired by the vendor as a fully restored and running motorcycle. Produced for a relatively short period, the YCS5E is widely regarded as a transitional model, combining elements of the earlier CS-series with features that would later appear on the RD200, making it a comparatively scarce and interesting variant within Yamaha’s two-stroke range. Cosmetically, the machine is described as presenting well and benefits from an expensive paint finish. Mechanically, the motorcycle is noted as an easy starter, with some work undertaken during ownership to address known issues. The front forks have reportedly been professionally rechromed by Brookes Suspension in Bradford, while missing seals in the Autolube system were identified and replaced. Following a period of storage resting on its side stand, the engine is now reported to run on one cylinder only. In addition, the neutral wire is said to require reconnection to the wiring harness. As a result, further recommissioning and mechanical attention will be required before road use. Offered as a well-presented but incomplete example.

1960 Triumph T110 Tiger

Current ownership since 1977

Estimate: £3,200 - £3,800*

Reg No: 728 JAU MOT: Exempt Frame No: D6700

In 1937, the Edward Turner-designed Speed Twin was released, launching a range of Triumph twins that epitomised British motorcycles in the post-war years. Many believe the various 500cc and 650cc models to be the ultimate versions of the British vertical twin. In 1956, at Bonneville Salt Flats, Johnny Allen secured the motorcycle land-speed record on a modified Triumph T110 with a top speed of 214.17 mph. This matching numbers 1960 T110 would have originally been fitted with ‘Bathtubs’ enclosing the rear of the bike, never the prettiest of designs, they were removed many years ago, but together with the valanced front mudguard are included in the sale. Bought by the vendor in 1977, he gave it an extensive restoration in 1998, with the bike only completing 2048 miles since. The engine has 9 stud heads and barrels, lead-free valve seats by the Cylinder Head Shop, a Morgo oil pump and Boyer Brandson electronic ignition. The chassis has been improved with Bonneville fork springs, Hagon rear shocks and Akront alloy rims with stainless steel spokes. It will be supplied with some receipts documenting the work carried out, together with an RF60 log book and current V5C.

1970 BSA B25S Starfire

446

Reg No: SGV 10J

MOT: Exempt

Frame No: BDO 6886

The B25 Starfire was the last of a long line of ‘learner legal’ 250s offered by BSA, with a simple, tried and tested single-cylinder OHV engine developing around 20bhp. The Starfire was the range’s sporty model, sharing many cycle parts with the B44 Victor, including chrome mudguards and headlight shell, and in common with other machines in the BSA/Triumph range, a new 7” twin leading shoe front brake. This B25S, offered at no reserve, has been subject to an extensive restoration by the vendor at a cost of over £4000. The engine has been overhauled and fitted with electronic ignition together with a new wiring loom. New period correct tyres are mounted on alloy rims with stainless spokes, new wheel and steering bearings, the brakes have been relined, front forks overhauled and new rear shocks fitted. Cosmetically, the paintwork has been refinished with the fuel tank and side panels in bright metallic blue and the mudguards rechromed. Stainless steel fasteners were used wherever possible and new cables fitted. The B25 is a relatively lightweight model that makes a great mount on vintage runs and rallies. This beautifully presented bike will be supplied with a current V5C.

1926 AJS G4 350cc

Estimate: £3,000 - £4,000*

Reg No: YP 4319

447

MOT: Exempt Frame No: 72327

During the early 1920s AJS expanded its range significantly, with 350cc models forming the backbone of production and proving equally suited to sporting road use and competition. This AJS G4 is presented in older restoration condition and retains the characterful sporting trim typical of period use, including an open primary drive and slimline mudguards, both consistent with contemporary sporting practice. The motorcycle has not been run since its purchase in 2008, during which time it has formed part of a private museum collection. As a result, it will require recommissioning prior to use. Importantly, the machine retains matching engine and frame numbers, confirming it as a genuine factory-paired example rather than a later assembly. The specification reflects period-style choices rather than modern reinterpretation, giving the motorcycle an honest and authentic appearance aligned with how many AJS 350s were used in the 1920s. Accompanied by a current V5C, the original buff logbook and a selection of period and later photographs showing the machine in use at vintage motorcycle events, this G4 represents a scarce and appealing example from AJS’s respected mid-1920s production.

1998 Ducati 748S

Estimate: £3,000 - £4,000*

448

c.1958 Triumph Cafe Racer

Estimate: £2,500 - £3,500*

449

Reg No: R812 UCC MOT: None Frame No: ZDM748SV8006124

Designed by Massimo Tamburini, the model featured the same striking single-sided swingarm, slim bodywork and aggressive stance that made the 916-series one of the most celebrated motorcycle designs of all time. Powered by Ducati’s 748cc desmodromic L-twin engine, the model delivered sharp handling, precise steering and an engaging riding experience that quickly earned it a loyal following among enthusiasts. Early examples of the 748S were distinguished by the presence of an adjustable steering head, allowing the steering geometry to be altered to suit rider preference or track conditions. Otherwise closely related to the standard 748, the model retained the same focused chassis and unmistakable styling that made the series such an icon of 1990s superbike design. This 1998 example is presented in Ducati’s striking yellow livery and displays approximately 22,200 miles on the odometer. The motorcycle was observed to run well at the time of photography and is offered with its V5C registration document. It is reported to have benefited from replacement cam belts and has been fitted with a YSS rear shock absorber in place of the original unit. The steering damper is currently absent.

Reg No: OBU 957P MOT: Exempt Frame No: T140VXN66341

Geoff Monty was an English professional motorcycle racer and constructor. In 1964 AMC announced their brands would be no longer produce any race machines –the 500cc Manx Norton, Matchless G50 or the 350cc AJS 7R. Monty, with business partner Allen Dudley-Ward, a Triumph tuner and ex-racer, recognised a business opportunity and developed a new machine initially named Monward. The name derived from their surnames Monty and Dudley-Ward. When track-testing the 500, Motorcycle Mechanics editor John Houslander reported the engine would rev to 9,000 rpm making a potential 50 bhp and – with Isle of Man gearing and four-speed gearbox – a top speed of 145 mph was likely. Concurrent with Monty’s Monward, Allen Dudley-Ward was developing his own 500cc race bike, basically a Triumph-engined Manx Norton, which he called DW Special, leaving Monty’s Monward renamed as Monard. Based on a 1958 T140 frame, this pre-unit Triumph Cafe Racer, inspired by the ‘Mighty Monard’, is powered by a fully balanced 650cc pre-unit engine with high compression pistons and racing camshafts, belt-driven primary drive and dry clutch. Road registered under a 1976 ‘P’ registration mark, it is supplied with a current V5C document.

1999 Yamaha V-Max 1200

Fitted with a Nitrous Oxide System

Estimate: £2,000 - £3,000*

450

2001 Honda CBR929RR

451

Reg No: T501 YAL MOT: None Frame No: JYA2WEE07XA077767

Developed during the 1980s as Yamaha’s answer to the emerging muscle bike category, the Yamaha V-Max quickly established a formidable reputation for acceleration and dramatic styling. Powered by a 1198cc liquid-cooled V4 engine and equipped with Yamaha’s V-Boost induction system, the model delivered strong mid-range performance that helped cement its status as one of the most iconic performance cruisers of the era. This example has been modified to enhance both performance and visual presence. Most notably, it is fitted with a motorcycle wet nitrous oxide system incorporating twin solenoids and a distribution block feeding the intake system. Such systems introduce both nitrous oxide and additional fuel simultaneously, allowing controlled power increases when activated. When engaged, the setup is understood to provide a potential increase of approximately 20–40 horsepower over the V-Max’s standard output. Further enhancements include a custom velocity-stack intake arrangement replacing the standard airbox, along with Öhlins rear shock absorbers to improve ride quality and chassis control. Presented in metallic red with twin-headlight styling, the machine displays approximately 26,200 miles. Combining Yamaha’s V4 muscle-bike performance with custom engineering, this V-Max represents a distinctive example of the model.

Estimate: £2,000 - £3,000*

Reg No: Y86 YFP MOT: None Frame No: JH2SC44A1YM006394

Introduced at the turn of the millennium, the Honda Fireblade 929RR represented a further evolution of the model that had redefined the superbike class throughout the 1990s. Developed under the guidance of Honda engineer Tadao Baba, the Fireblade continued to emphasise light weight, sharp handling and real-world performance rather than outright power alone. Powered by a responsive 929cc inline four-cylinder engine and built around a lightweight aluminium frame, the model delivered strong acceleration alongside the precise and confidence-inspiring handling for which the Fireblade had become renowned. By the early 2000s the Fireblade had firmly established itself as one of the most respected superbikes of its generation, admired for its balance, reliability and everyday usability. Its purposeful styling and compact proportions further reinforced its status as an icon of Honda performance engineering. This 2001 example is presented in a striking red, white and blue colour scheme and displays approximately 11,800 miles on the odometer. The motorcycle was reported to run well when inspected, with no warning lights present on the dashboard at the time of viewing. It is fitted with a titanium HRC silencer and is offered with its V5C registration document.

1937 AJS Model 22

Estimate: £3,000 - £4,000*

Reg No: CHN 910

MOT: Exempt

452

1987 Suzuki RG250 Mk3

No Reserve*

Frame No: 9384/14

The 1937 AJS Model 22 is a rare and elegant pre-war British motorcycle. Following AJS’s 1931 takeover by Matchless, production moved from Wolverhampton to Woolwich and the AJS identity began to align more closely with its Matchless counterparts. The Model 22 was one of two overhead-valve models introduced in 1935, featuring a vertical cylinder, twin-port cylinder head and forward-mounted magneto. By 1936 the valve gear was enclosed and a single-port head option became available, with production continuing until 1940 when the outbreak of the Second World War brought civilian motorcycle manufacture to a halt.

Although popular in its era, only 14 examples are reported to remain on the VMCC register today, highlighting the model’s rarity. This example is described as an older restoration that retains considerable period charm and benefits from a well-documented ownership history. The first owner is understood to have kept the machine from 1937 until 2006, followed by a second owner between 2006 and 2017 when it subsequently became part of a private museum display.

Having formed part of a static collection, the machine will require recommissioning before returning to the road. A current V5C is present.

Reg No: E107 BGP

MOT: None

453

Frame No: GJ21B 118723

The water cooled twin cylinder RG250 revolutionized the sports 250 market in 1983, producing over 45bhp but weighing in at only 130kg. The Gamma was the first mass-produced motorcycle to feature a lightweight aluminium frame and went on to dominate production racing over the next few years. By 1986, the introduction of Suzuki’s AEC (Automatic Exhaust Control) power valve system allowed for an increase in horsepower with a better spread throughout the rev range. In the 1980s, Walter Wolf had already enjoyed success in Formula 1 and sponsored a team in the Japanese domestic race series running Suzuki RG500s. The rare Walter Wolf official replicas were sold mainly in Japan, with very few reaching these shores. This RG250 Gamma, offered at no reserve, was imported into the UK in 1992 and bought by the vendor in 1996. After a couple of years, it was mothballed with a view to it becoming a retirement project. Now planning to emigrate, the time is right to move the bike on. The engine turns over with compression, but it has not been run for a number of years so will need full recommissioning and it will be supplied with a current V5C.

2000 Ducati 900 SS

Estimate: £2,500 - £3,500*

454

Reg No: W94 AKO MOT: None Frame No: ZDMV100AAWB004232

Introduced in the late 1990s, the Ducati 900SS formed part of the long-running SuperSport lineage that had defined Ducati’s sporting road machines since the 1970s. Powered by a 904cc air-cooled desmodromic L-twin engine, the model combined strong mid-range performance with the distinctive character and sound for which Ducati twins are renowned. Built around the marque’s trademark steel trellis frame, the 900SS offered engaging handling and a focused riding experience, while its relatively simple mechanical layout made it one of Ducati’s more usable and approachable sporting machines. Styled with sleek full fairing bodywork and unmistakable Italian flair, the SuperSport range remained popular among riders seeking a balance between sporting performance and everyday usability. By the turn of the millennium the model had developed a loyal following, appreciated for its blend of characterful engineering, classic Ducati design and rewarding road manners. This 2000 example is presented in traditional Ducati red and displays approximately 11,800 miles on the odometer. The motorcycle was observed to run well during inspection and is offered with its V5C registration document. With its charismatic air-cooled twin and unmistakable styling, the 900SS continues to represent an appealing entry point into Ducati’s classic SuperSport family.

1958 Moto Guzzi Lodola Sport

No Reserve*

Reg No: YTR 243 MOT: Exempt Frame No: LCU72

Moto Guzzi is Italys oldest mototcycle manufacturer, established in 1921. The Lodola, featuring a lightweight 175cc OHC single cylinder engine was company founder and original designer Carlo Guzzi’s last design before his death in the early 1960s. This Lodola, being offered at no reserve, has been part of an Italian bike enthusiast’s private collection for the last couple of years. Dated as a 1957/58 model, it is Moto Giro d’Italia eligible in the ‘Rievocazione Storica’ historic re-enactment class. Purchased by its previous owner in 2006, he then gave it a full engine/gearbox and mechanical overhaul, including a rebore, new piston, new bearings and seals throughout in preparation for competing in the 2008 Giro d’Italia. The bike has since completed 3 more Moto Giro events and the Colombres Rally. It has only had light use in recent years with its last two owners, taking part in VMCC and Guzzi Club events. The vendor reports it would benefit from a front fork overhaul, and a new bronze bush kit is provided. Included in the sale is a restoration record with photos, some receipts and spares, old MOTs, owners workshop and parts manuals, useful operation notes and a V5C.

1970 Norton Commando 750S

Estimate: £7,500 - £8,500*

Reg No: WHO 54H MOT: Exempt

456

1954 Triumph Terrier

No Reserve*

Frame No: 134 358

The Norton Commando is a British Norton-Villiers motorcycle with an OHV pre-unit parallel-twin engine, produced by the Norton Motorcycle company from 1967 to 1977. It was introduced in 1967 at the Earls Court Show and the first production bikes were available in March 1968. Initially having a nominal 750cc displacement, actually 745cc, in 1973 it became an 850cc, actually 828cc. During its ten years of production, the Commando was popular all over the world. In the United Kingdom it won the Motor Cycle News “Machine of the Year” award for five successive years from 1968-1972. Around 60,000 Commandos were made in total.

This rare and desirable Commando 750 S, impressively finished in vibrant yellow with twin high level exhausts, is reported to be in good running order, although vendor advises the usual checks be carried out prior to use. The history file includes a registration document, assorted old MOTs and a number of receipts including a crank overhaul and rebore.

Reg No: 726 XUH MOT: Exempt Frame No: T7555

Introduced in the early 1950s, the Triumph Terrier was conceived as a lightweight motorcycle offering the look, feel and engineering integrity of Triumph’s larger machines in a more accessible package. Contemporary factory literature described it as “a remarkable lightweight that breaks fresh ground in many fields of design and provides all the accepted best features of a big motorcycle.” Recognisable as a “little brother” to the famous Triumph twins, it was built to the same standards of finish, quality and performance. Produced as part of Triumph’s post-war lightweight range, the Terrier appealed to riders seeking dependable everyday transport combined with genuine motorcycle refinement. Compact and unintimidating, it provided an easy introduction to motorcycling while retaining the character associated with the Triumph name. This example is presented as an advanced project. The motorcycle is substantially assembled but is not currently running and will require commissioning before road use. It should therefore be viewed as a completion project rather than a ready-to-ride machine. Offered at no reserve and supplied with its V5C registration document, this Triumph Terrier represents an appealing opportunity to complete and recommission a classic British lightweight.

1961 Norton Dominator Model 99

458

1979 Suzuki TS250

Estimate: £2,000 - £3,000*

459

Reg No: 2093 MF MOT: Exempt Frame No: 1495856

This particular example is a 1961 Norton Dominator 99 Slimline, offered from a private collection being dispersed due to failing health. The motorcycle was reportedly running very well prior to restoration work, which has since been progressed in a methodical and well-considered manner. The slimline frame has been professionally powder-coated, with cycle parts refinished, and the machine fitted with new rims and spokes. A new wiring harness has been custom-made and installed during the renovation; while some wire colours differ from original specification, the correct wiring diagram, Haynes manual, and parts list accompany the motorcycle. Final completion of the electrical system will require soldering or crimping of the remaining connectors. Finished in an unusual but period-correct colour scheme, this example is reportedly understood to reflect a small number of factory special-order machines, using genuine Norton colours. The machine is described as complete and presents as a thoughtfully progressed restoration rather than a dismantled project. It is therefore offered as an advanced restoration opportunity, offering the next custodian the opportunity to complete final assembly and recommissioning, with the work carried out to date suggesting that no major structural or mechanical intervention should be required.

Reg No: FUR 70T MOT: Exempt Frame No: TS250A-27326

The Suzuki Motor Co. was established in 1909 by Michio Suzuki to produce machinery for the cotton industry, moving on to motorcycles after WWII. These proved an immediate success and by the early ‘60s were second only to Honda for output. In the 1970s the TS/GT range of singles, twins and triples was launched, proving to be ‘the last hurrah’ for the large capacity two-stroke engine, with the TS range of trail bikes from 50cc to 400cc providing many future enthusiasts their first taste of motorcycling. Most of the TS line had an air-cooled engine and were introduced alongside the closely related TM (Motocross) or TC (trail) models, TF (farm) and also the DS (for Dirt Sport, which had no turn signals, and simplified lighting) which in most cases shared engine and chassis designs. Matching numbers according to the V5C and self-evidently previously restored, this example benefits from a recent full service including new tyres and chain. Offered with a current V5C showing the year of first registration in the UK as 1979.

1996 Yamaha YZF600R Thundercat

460

Reg No: N449 NWL MOT: None Frame No: JYA4TV0000009137

Introduced in the mid-1990s, the Yamaha Thundercat 600, officially designated YZF600R, was designed to bridge the gap between focused supersport machines and more comfortable sports-touring motorcycles. Powered by a 599cc inline four-cylinder engine, the model delivered smooth yet energetic performance combined with a relatively forgiving riding position and stable chassis. This balance of usability and performance made the Thundercat a popular choice among riders seeking a capable everyday sports motorcycle during the period. Styled with distinctive mid-1990s Yamaha design cues, the model featured full fairing bodywork, responsive handling and strong braking performance, making it well suited to both spirited road riding and longer journeys. While overshadowed in period by more race-focused rivals, the Thundercat has since gained recognition as an excellent real-world sports bike and a dependable example of Yamaha engineering from the era. This 1996 example is presented in a striking silver and orange colour scheme and shows approximately 11,000 miles on the odometer. The motorcycle appeared to run well at the time of photography and is offered with its V5C registration document. Offered without reserve, it represents an accessible opportunity to acquire a usable and increasingly appreciated 1990s Japanese middleweight.

2000 Honda CBR900RR

No Reserve*

Reg No: W119 PCH MOT: None Frame No: JH2SC33A6XM308399

The Honda Fireblade reshaped the superbike class by prioritising light weight and agile handling over outright engine capacity. Conceived by Honda engineer Tadao Baba, the model quickly earned a reputation for combining strong performance with exceptional balance and usability. By the late 1990s the Fireblade had evolved into a highly refined machine, powered by a responsive inline four-cylinder engine and built around a lightweight aluminium frame that delivered the sharp, confidence-inspiring handling for which the model became famous. The Fireblade’s blend of strong mid-range performance, compact proportions and precise chassis dynamics helped establish it as one of the defining superbikes of its generation. Its purposeful styling further cemented its status as an icon of late-1990s Japanese performance motorcycling. This 2000 example is finished in Honda’s distinctive Peacock Blue livery and displays approximately 18,000 miles on the odometer. The machine has been fitted with a number of period accessories that enhance its character and reflect the style of the era. The motorcycle was observed to run well during inspection and is offered with its V5C registration document. Offered without reserve, it represents an appealing opportunity to acquire a characterful example of Honda’s influential Fireblade.

1962 Norton ES2

Estimate: £3,500 - £4,500*

Reg No: SSJ 563

MOT: Exempt

1935 Norton Model 50

462

463

Frame No: 4-101 823

During its long production life the 490 cc ES2 consolidated its reputation as a well mannered, OHV single deserving of it’s Norton badges. From the original plunger framed ES2’s introduction in 1947, right up to 1963, by which time it had received many changes including the incorporation of the revered Featherbed frame and revised Roadholder front forks, the model lived up to its appropriately colloquial nickname, the ‘’Easy Two’’. Easy to ride, maintain and live with, the bike’s softly tuned engine, developed from the earlier model 18, continued almost unchanged throughout production. The name was so highly respected it was to live on after the 1962 amalgamation of Norton Motors into the AMC group, when the ES2 became a rebadged Matchless G80.

This handsome late model ES2 appears in good condition with its race-bred ‘Featherbed’ frame. The previous owner was a respected ‘Norton man’, well known in 1960s and 70s club racing circles, and it is now offered for sale on behalf of his family. An excellent opportunity to acquire an eminently rideable ‘last of the line’ Featherbed ES2.

Estimate: £4,000 - £5,000*

Reg No: YAS 109

MOT: Exempt Frame No: 59141

Founded by James Landsdowne Norton, Norton became one of the legendary marques of the once world-beating British motorcycle industry. A Norton v-twin won the two-cylinder class of the Isle of Man TT in 1907 and by 1924, Bracebridge Street, Birmingham-made Nortons won both Sidecar and Senior TTs. The company had an enviable reputation as manufacturers of ‘Unapproachable’ machines with a sporting pedigree that can be traced back to that first TT win in 1907. Introduced in 1933, the Model 50 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.

An older restoration last reported running in 2025, YAS 109 represents an excellent opportunity to acquire an eminently rideable ‘girder + rigid’ example with the benefit of an OHV engine. Its previous long term owner was a respected ‘Norton man’, well known in 1960s and 70s club racing circles, and it is now offered for sale on behalf of his family. An extremely handsome Model 50, it appears to be mostly ‘original’ and unmolested and sports an impressive 8 inch headlamp.

1990 BMW K100RS

Estimate: £3,000 - £4,000*

Reg No: H46 YAS

MOT: T.B.A.

464

1988 Suzuki RG125

No Reserve*

Frame No: 6409084

First introduced in the 1980s, the BMW K100 RS represented a major technological step for BMW Motorrad and quickly established a reputation for refinement, durability and high-speed touring ability. Powered by a longitudinally mounted 987cc fuel-injected inline four-cylinder engine, the K100 RS delivered smooth, dependable performance with a distinctive mechanical character that set it apart from many contemporary rivals. The RS designation denoted the more sporting specification, benefiting from a wind-tunnel-developed fairing that offered excellent stability and weather protection at sustained cruising speeds.

This example is a 1990 model and is particularly noteworthy for its low odometer reading of just 15,977 miles (at time of cataloguing). The K100 RS was widely praised in period for its solid build quality, predictable handling and long-distance comfort, making it a popular choice for riders seeking a capable sports tourer. Features such as fuel injection, shaft final drive and BMW’s characteristic engineering approach contributed to the model’s reputation for longevity and ease of ownership. Offered with its UK V5C registration document, this K100 RS presents as an honest example that has clearly seen limited use over its lifetime.

Reg No: E26 VCL MOT: None Frame No: NF12BXXXXX105926P

Unveiled at the Cologne International Motorcycle Show in 1984, the Suzuki RG125 Gamma entered production the following year. Intended to disrupt the hold that various Italian manufacturers had on the class, the newcomer boasted a 55deg. lean angle thanks to its very narrow, single-cylinder, water-cooled two-stroke 124cc engine. Sporting a streamlined fairing, rectangular headlight, one-piece dual seat and compact exhaust, the Suzuki was capable of some 69mph. With 30mm telescopic forks up front and a single-shocker rear, the RG125 Gamma remained essentially unchanged until being supplanted by the revamped RG125 F for 1992. Heavily influenced by its RG250 and RG500 siblings, the smaller machine was well regarded. While obviously a project, this 1988 RG125 is believed to be complete and appears to be in generally good shape despite being dismantled. With eleven keepers from new, it has been very little-used in the last twenty years, save for a brief stint on the road from 2012 to 2014. It was acquired by our vendor in 2023 as a stalled restoration project, and since then we understand some work has been performed on the engine, although further work clearly remains to be done. A great project for the spring, this baby RG is accompanied by the current V5C.

2002 Aprilia ETV1000 Caponord

Estimate: £2,000 - £3,000*

Reg No: SK02 XFL MOT: None

466

1997 Triumph Speed Triple

No Reserve*

Frame No: ZD4PS00001S101853

Launched in 2001, the Aprilia ETV1000 Caponord was developed as the Italian marque’s entry into the growing adventure-touring segment. Designed to combine long-distance comfort with capable all-road performance, the model was powered by a 998cc 60-degree V-twin engine derived from the acclaimed Aprilia RSV Mille, delivering strong torque and smooth, flexible performance suited to both touring and everyday riding. Built around a robust aluminium frame and long-travel suspension, the Caponord offered stability, practicality and a comfortable upright riding position, making it particularly well suited to covering long distances. With its distinctive styling and proven Rotax-built engine, the model has developed a loyal following among riders seeking a capable and characterful alternative to more mainstream adventure machines.

This example is presented in red and appears a notably clean and well-kept machine. Showing approximately 13,400 miles on the odometer, it represents a relatively low-mileage example of the model. The motorcycle was reported to run well when inspected and is offered with its V5C registration document. It is also supplied with a full set of luggage, further enhancing its touring capability.

467

Reg No: P739 BBC MOT: None Frame No: SMT390DF8SJ021677

Introduced in the mid-1990s, the 1997 Triumph Speed Triple occupies an important place in the modern history of the Hinckley marque. Launched during Triumph’s re-establishment as a global manufacturer, the Speed Triple helped define a new class of muscular, road-focused performance motorcycles, combining strong mechanical character with a distinctly British identity. At its heart is Triumph’s proven 885cc fuel-injected triple-cylinder engine, widely admired for strong mid-range torque, durability and everyday usability. Rather than pursuing outright top-end speed, the Speed Triple adopted stripped-back styling, exposed mechanical elements and an upright riding position, placing emphasis on real-world performance and rider engagement. This example benefits from several desirable period upgrades.

A “Cup” exhaust system is fitted, with the original exhaust supplied. The forks are reportedly re-valved and complemented by a Nitron rear shock, while braided Goodridge brake hoses are also installed. The vendor notes the standard gearing was considered too short for road use, leading to installation of a longer-ratio Daytona gearbox said to improve road manners. Due to ill health the motorcycle has not been used for some years and will require recommissioning before returning to the road. Offered without reserve.

1958 Francis Barnett Cruiser 75

No Reserve*

Reg No: 141 XVH

MOT: Exempt

468

1965 Triumph TR6 Trophy

Estimate: £4,000 - £5,000*

Frame No: BBC15253

Known for its economical lightweights, Francis-Barnett was in its prime when it came up with the Cruiser 75 in 1954. A perfectly simple and conventional machine with a 225cc Villiers 1H two-stroke engine, a four-speed transmission, telescopic forks and swingarm rear suspension, its affordable and trusty nature made it popular with commuters and learners. The original 19in. front wheel was replaced by an 18in. wheel in 1956. From 1957, Associated Motor Cycles (which owned Francis-Barnett) started to use its own engines across the Francis-Barnett range, and by 1961 only Francis-Barnett’s own engines were used, though they were manufactured by Villiers. A rare machine today, this charming 1958 Cruiser 75 features the Francis-Barnett engine and presents well having received much restoration work from its late owner. Sadly, the owner passed away before the project fully reached completion, and a small amount of work remains before it can go back on the road. That could extend to a cosmetic restoration, though the present patina is rather pleasant. An ideal entry-level classic for a young enthusiast, or for using on local errands, the Cruiser is supplied with the current V5C.

469

Reg No: FNN 835C MOT: Exempt Frame No: TR6 SRDU 19216

The genesis of the model came with the introduction of the 650cc Thunderbird Model in 1950. This was released to meet the demand for higher-capacity motorcycles, particularly from the United States, Triumph’s largest export market. In 1954, the T110 model was introduced, a higher performance version of the Thunderbird. The success of these models and the 500cc TR5 Trophy led to the creation of a 650cc TR6 Trophy model. The TR6 was developed and produced specifically for the US market, in particular, California desert racing.

This Nottingham registered TR6 is reported to have been started recently and has been the subject of a restoration remaining in very tidy condition though not used on the road recently. The vendor therefore suggests recommissioning and a check over prior to use. Attractively presented in ‘Street Scrambler style with high level twin exhausts and high bars, the machine comes with paperwork which includes a number of old MOTs dating back to 2007, old tax discs, Owners Handbook, current and old V5C and sundry receipts. Please note the frame number quoted is recorded on the V5C but has not been located on frame itself.

1964 Triumph Tiger 90

Reg No: ALN 854B MOT: Exempt Frame No: T90H36175

A sportier follow-on to the Triumph 3TA Twenty-One, the 350cc Tiger 90 was launched in September, 1962, for 1963. With a four-speed gearbox, it was credited with speeds up to 90mph. Instead of the “bathtub” rear fairing and “Roman helmet” front mudguard of the Twenty-One, which were not well-received by the American market, the Tiger 90 appeared with the skimpier “bikini” fairing and an open-sided mudguard, though even the bikini fairing was abandoned in 1964. The 90 thus became something of a baby Bonneville, and remained in production until 1968. Owing to its popularity in Britain and America, the Tiger 90 is well-catered for with spares and specialist support, making it a genuinely practical classic bike.

Registered new in London, this 1964 Tiger 90 is one of the best and most characterful ‘oily rag’ machines we have seen in recent times. This bike spent many years out of use, although seemingly dry-stored, until it was recently recommissioned and used for some light riding. It has not been on the road since summer, 2025, although the engine has been started this year. This beautiful ‘oily rag’ machine is ideal for enjoying just as it is (though it could be restored if preferred).

c.1956 BSA 500cc Street Scrambler

471

Estimate: £2,500 - £3,500*

Reg No: 894 UYH MOT: Exempt Frame No: EB31 5401

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 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.

This c.1956 500cc ‘Street Scrambler’ appears to be in tidy condition and to have been started recently, although the vendor advises the usual checks be completed before use. An intriguing and good looking machine built in the style of a ‘Street Scrambler,’ using a B33 frame and B33 motor with an attractive aluminium fuel tank. The vendor believes the machine was previously imported from South Africa and has been told that it had a ‘bit of a competition history.’ The accompanying history file includes a V5C registration document, Dating Certificate and c.2004 Nova import paperwork.

1997 Suzuki TU250X Super Classic

Bobber’ Custom

Reg No: DFN 999W MOT: Exempt Frame No: 512653

When it was launched, the Suzuki GSX1100 was a motorcycling tour de force . Its 1,074cc, 16-valve inline-four, was said to produce 100bhp and propel it to 135mph; the highly-tuned Katana model was one of the fastest production motorcycles on sale. The GSX1100 was a true superbike in every sense of the word, and it looked fantastically exotic, but looks can be a matter of taste. Some prefer custom bikes, and in the early ’90s, the American tradition of building choppers and bobbers fused with a separate movement emerging from Japan, named Brat Style after the shop in Tokyo where it was pioneered.

This fantastic 1980 GSX1100 custom combines elements of the Brat and bobber styles and has all the right parts to present as a period-perfect early ’90s custom, reminiscent of the thriving culture which was embodied in the pages of Back Street Heroes and at events like the Bulldog Bash. It is not known exactly when it was built or by whom, but it has survived well. Despite being untaxed since 1994, it was regularly MOT’d with no advisories up to 2022. Now a straightforward recommissioning project, it is supplied with the current V5C.

No Reserve*

Reg No: W248 PPR MOT: None Frame No: ZDMMA02AAKB006492

Introduced in the late 1990s, the Suzuki TU250X Super Classic was designed to capture the charm of traditional lightweight motorcycles while offering modern reliability and ease of use. Styled with clear retro inspiration, the model featured classic proportions, wire-spoked wheels, a simple round headlamp and minimal bodywork, giving it a timeless appearance reminiscent of earlier British and Japanese single-cylinder machines. Power came from a 249cc four-stroke single-cylinder engine, providing smooth, manageable performance well suited to everyday riding and urban use. Praised for its simplicity, light weight and approachable nature, the TU250X developed a loyal following among riders seeking a stylish and dependable lightweight machine. While widely sold in some international markets, examples remain relatively uncommon in the UK, adding further interest for collectors and enthusiasts of small-capacity retro-styled motorcycles. Imported to the UK in 2000, this 1997 example is presented in a striking turquoise paint scheme and displays approximately 8,700 miles on the odometer. The motorcycle was reported to run when inspected and is fitted with a stainless custom exhaust system. A rare non-UK supplied example, it represents an unusual opportunity to acquire a distinctive and characterful lightweight Suzuki.

1978 Suzuki SP370

Estimate: £3,500 - £4,500*

Reg No: XCD 235S MOT: Exempt

474

NOTES

Frame No: 107630

The Suzuki Motor Co. was established in 1909 by Michio Suzuki to produce machinery for the cotton industry, moving on to motorcycles after WWII. These proved an immediate success and by the early ‘60s the company was second only to Honda for output. Introduced in the late 1970s, the SP370 was powered by a 371cc air-cooled, single-cylinder, four-stroke engine, and with a 5-speed gearbox, it offered smooth power delivery. Built with both on and off-road capability in mind, the model benefited from high ground clearance, long-travel suspension, and dual-purpose tires. Furthermore, the lightweight frame provided excellent handling and comfort for everyday use. Though only available for a short period, its reputation for reliability and ease of maintenance has made it increasingly sought after.

XCD 235S is thought to have covered approximately 5097miles since restoration and remains in very tidy condition. Although reported to be in good running order, the usual checks are advised before use.

TERMS AND CONDITIONS

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.

DEFINITIONS

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.

CONDITIONS MAINLY CONCERNING SELLERS AND CONSIGNORS

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.

CONDITIONS MAINLY CONCERNING 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.

GENERAL CONDITIONS

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.

LOTS IN TODAY’S SALE

365 c.1968 Aermacchi 125

211 1927 AJS 350cc Model H4

220 1929 AJS M5

226 1933 AJS R8

333 1960 AJS Model 14

372 1934 AJS R10 500cc OHC

447 1926 AJS G4 350cc

452 1937 AJS Model 22

390 1997 Aprilia RS250

466 2002 Aprilia ETV1000 Caponord

214 1960 Ariel Leader

216 1945 Ariel W/NG

382 1957 Ariel NH 350 Red Hunter Trials

384 1958 Ariel FH Huntmaster

385 1957 Ariel HT5

399 1964 Ariel Arrow 200

428 1957 Ariel 350 Red Hunter 279 1923 Beardmore Precision 2T Sports

278 2008 Benelli Tre-K 1130

303 1982 Benelli 304 250/4

346 c.1939 Benelli 250 DOHC

418 1970 Beta 50

321 1938 Bianchi 500M

283 2000 Bimota SB6R

307 1984 BMW R100RS

464 1990 BMW K100RS

360 1968 Bridgestone 350 GTR

200 1967 BSA Spitfire MKII

213 1958 BSA Bantam D5

228 1935 BSA W35-8 Blue Star

231 1962 BSA Rocket Gold Star

241 1961 BSA A10

250 1969 BSA A75 Rocket 3

263 1971 BSA A75 Rocket 3 Mk2

280 1955 BSA CB32 Gold Star

291 1914 BSA 557 Model K

335 1939 BSA M24 Gold Star

Competition

353 1939 BSA M24 Gold Star

367 1938 BSA M24 Gold Star

383 c.1967 BSA C25 Trials Special

388 1961 BSA DBD34 Clubman

Gold Star

397 c.1966 BSA A50R Royal Star

409 1929 BSA Model S29 ‘Sloper’

415 1956 BSA Rocket Gold Star

Evocation

422 1937 BSA Empire Star

446 1970 BSA B25S Starfire

471 c.1956 BSA 500cc Street Scrambler

407 1980 Bultaco Sherpa

T 350 Pyrenees

438 2010 Can -Am Spyder RT LTD

336 c.1953 Ceccato 100cc Monoalbero

347 c.1954 Ceccato 75cc Monoalbero

371 1955 Ceccato 175cc Monoalbero

355 1927 Chater-Lea 350cc

Super Sports

340 1968 Crooks Suzuki TR250

404 1938 DKW SB 500

284 1936 Douglas Aero

323 1924 Douglas Model OB 596cc

439 1926 Douglas 350 EW

230 1970 Ducati 450 Scrambler

290 2018 Ducati Monster 1200 25° Anniversario

295 1999 Ducati 996 SPS

298 1985 Ducati TT2 Replica

299 1999 Ducati 996 SPS/F

317 2006 Ducati 999R Xerox

331 1974 Ducati 750 Sport

348 c.1958 Ducati 175 Formula 3

448 1998 Ducati 748S

454 2000 Ducati 900 SS

254 1961 Dunstall Triumph 6T

Thunderbird

264 1973 Dunstall Norton Commando

240 1969 Egli Vincent Black Shadow

330 c.1982 Fantic Trial 300

293 c.1921 FN 285

468 1958 Francis Barnett Cruiser 75

208 c.1956 Gilera 150 Sport

357 c.1956 Gilera 175 Milano-Taranto

392 c.1976 Gilera Enduro 50

286 1996 Harley Davidson FLSTF Fatboy

316 1990 Harley Davidson FLSTF Fat Boy

233 1942 Harley-Davidson WLA

275 1929 Harley-Davidson Model JD

296 1991 Harley-Davidson

Heritage Softail

318 2010 Harley-Davidson Cross Bones Custom

107 1960 Heinkel Tourist

108 1963 Honda Juno M85

262 1969 Honda CB750 Sandcast

269 1969 Honda CB750 KO

271 1973 Honda CB750 K4

276 1966 Honda CB72

277 1976 Honda TL125S

314 1971 Honda CB750 K1

329 1978 Honda 500 Cafe Racer

338 1971 Honda CB250K Read Titan

Stage 3 (350cc)

341 1965 Honda CB450 “Black Bomber”

356 1975 Honda CB400F

368 1962 Honda CR93

396 1972 Honda XL250

398 c.1982 Honda ATC110

401 1974 Honda CB400/4

402 1967 Honda CB77 Super Hawk

408 1978 Honda XL250S

410 1975 Honda CB750F Super Sport

451 2001 Honda CBR929RR

461 2000 Honda CBR900RR

337 1951 IFA-DKW RT 125

Racer Evocation

306 2021 Indian Scout Bobber

104 2002 Italjet Dragster 125

1973 Kawasaki Z1 273 1975 Kawasaki H1F 500 Mach III

1979 Kawasaki P&M Number 87 Twin Shock 297 1974 Kawasaki Z1-A

121 1963 Lambretta LI150 Series 3

294 1926 Levis Model K

205 1963 Malanca Nicki Sport

322 1963 Malanca 60 Nicki

238 1955 Matchless G9

242 1947 Matchless G80L Scrambler

326 1956 Matchless G3LS

435 1926 Matchless 250

201 c.1951 Mondial 125 Sport

100 1955 Moto Rumi Formichino

320 1955 Moto Guzzi 250 Airone

361 c.1956 Moto Parilla 175 DOHC

Works Racer

370 1963 Moto Morini Bialbero 250 Grand Prix Racer

393 c.1971 Moto Morini 165cc

Racing Special

455 1958 Moto Guzzi Lodola Sport

300 1954 Motobi Catria Lusso

304 1972 Motobi Catria 175cc Sport

222 1930 Motoconfort 100cc

101 1959 MotoVespa 125

234 2016 MV Agusta F4

349 1953 MV Agusta 125

Monoalbero Corsa

364 1953 MV Agusta MT-150

“Motore Lungo”

377 1955 MV Agusta 175 CSS/5V “Squalo” Bialbero Factory Racer

400 Miniat MV Augusta and sidecar outfit

206 1936 Norton Model 18

236 1953 Norton Model 7 Dominator

247 1955 Norton Model 7

255 1955 Norton Dominator

274 1976 Norton Commando 850

Mk. III Interstate

327 1975 Norton Commando 850

Mk.III Interstate

339 1958 Norton Model 30 International

369 1954 Norton Model 40 International Clubman

373 1928 Norton CS1

391 1938 Norton 16H

419 1959 Norton Model 50

433 1960 Norton Model 50

456 1970 Norton Commando 750S

458 1961 Norton Dominator Model 99

462 1962 Norton ES2

463 1935 Norton Model 50

109 1958 NSU Prima D 150

344 c.1950 NSU Rennfox

281 1977 P&M Kawasaki Number 10 Twin Shock

363 1966 Padgett-Yamaha TD1B/C

217 1952 Panther 100 Combination Sidecar

221 1960 Panther Model 120

227 1952 Panther Model 100

324 1955 Panther Model 100

123 c.2012 Peugeot Vogue 50

305 1914 Precision 499cc

436 1926 Raleigh Model 17

219 1930 Rex R 147cc

218 1978 Rickman-Kawasaki CR1000

203 1919 Royal Enfield RE201

252 1951 Royal Enfield Works ISDT 500

312 1930 Royal Enfield Model JL 500cc

325 1957 Royal Enfield Bullet 350

381 1939 Royal Enfield Model G

350 Bullet

272 c.1934 Rudge Ulster

403 1957 Rumi Junior SS

352 1928 Saroléa Model 25N/23R Special

375 1933 Saroléa Model 33F

229 1927 Scott Flying Squirrel

Touring De Luxe

237 1950 Sunbeam S8

292 1931 Sunbeam Model 9

343 1930 Sunbeam TT Model 90

359 1935 Sunbeam 95L

362 1930 Sunbeam TT Model 90

366 1926 Sunbeam Model 11 Sprint 500cc

416 1926 Sunbeam Model 1

204 1993 Suzuki GSX1100F

PowerScreen

235 2000 Suzuki 1200 Bandit S

1980 Suzuki GSX1100 ‘Brat Bobber’ Custom

473 1997 Suzuki TU250X Super Classic 474 1978 Suzuki SP370

425 1962 Triton

1973 Triumph TR6R Tiger

1946 Triumph Purdy Special

1964 Triumph T120C West Coast 248 1966 Triumph 6T Thunderbird

259 1966 Triumph T120 Bonneville

261 1959 Triumph T120 Bonneville

265 1964 Triumph T120R Bonneville

266 1973 Triumph T150V

267 1979 Triumph T160 Legend Replica

282 1969 Triumph Truxton Bonneville Evocation

285 1957 Triumph Tiger 110

301 1912 Triumph 3½hp 499cc ‘Free Engine’

302 1973 Triumph Trident T150V

328 1970 Triumph T120R Bonneville

334 1961 Triumph Tiger Cub T20

345 1949 Triumph TR5 Trophy

350 1950 Triumph T100 Grand Prix

374 1927 Triumph TT 500cc

376 1936 Triumph Model 6/1

394 1965 Triumph 6T Thunderbird

395 2004 Triumph Speed Master

405 1991 Triumph Daytona 1000 Sport

406 2014 Triumph Bonneville T214

412 1966 Triumph 3TA (Ex-Dutch Army)

417 1961 Triumph 3TA Twenty One

426 2006 Triumph Bonneville 800

427 1960 Triumph 6T Thunderbird

430 1959 Triumph 6T Thunderbird

431 1957 Triumph Thunderbird 650

432 1956 Triumph Thunderbird

434 1996 Triumph Trophy 1200

437 c.1927 Triumph Model W

440 c.1924 Triumph SD 550

445 1960 Triumph T110 Tiger

449 c.1958 Triumph Cafe Racer

457 1954 Triumph Terrier

467 1997 Triumph Speed Triple

469 1965 Triumph TR6 Trophy

470 1964 Triumph Tiger 90

116 1961 Velocette Viceroy

202 1960 Velocette Viper

258 1961 Velocette Venom

423 1932 Velocette GTP

429 1938 Velocette KSS Mk. II

105 2011 Vespa GTS 300 Super

111 1965 Vespa SS180

113 1965 Vespa SS90

118 1961 Vespa Messerschmitt

GS 150 (GS3)

122 2005 Vespa PX125

124 1974 Vespa 50 Pedalo (Pedali)

125 1977 Vespa 50R EV Conversion

268 1950 Vincent Series C Comet

332 1949 Vincent HRD Rapide Series C

112 2022 Yamaha NEO’s Electric Scooter

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.

126 1983 Yamaha Bop II

210 1989 Yamaha FZR1000 EXUP

253 1967 Yamaha YR1 Grand Prix

287 1984 Yamaha RD250LC

288 1999 Yamaha YZF-R1

309 1999 Yamaha YZF-R1

310 1985 Yamaha YPVS RD500

315 1977 Yamaha FS1-E

342 1970 Yamaha TR2 350cc

354 1969 Yamaha TD2 250cc

378 1979 Yamaha XS650 ‘Street Tracker’ Custom

386 1981 Yamaha RD350LC

387 1986 Yamaha RD350 YPVS

414 1991 YAMAHA XTZ 750

421 1978 Yamaha YZ80E

443 1971 Yamaha YG1F

444 1972 Yamaha YCS5E

450 1999 Yamaha V-Max 1200

460 1996 Yamaha YZF600R Thundercat

215 1934 Zenith LC1 250cc

CONSIGN YOUR CLASSIC MOTORCYCLE TODAY