CONSIGN YOUR CLASSIC MOTORCYCLE TODAY
Featured in the 1999 ‘Reassuringly Expensive’ advertising campaign
Estimate: £8,000 - £10,000*
Reg No: HRO 96C MOT: Exempt Frame No: 541725
Find out more on page 26 SEE INSIDE
Homologation model no.477 of only 500 produced
Estimate: £14,000 - £18,000*
Reg No: H906 JCV MOT: None Frame No: ZDM8885000829
Find out more on page 79
Prospective purchasers are respectfully advised to read the Terms and Conditions of Sale carefully before bidding on any lot, as they form the terms of your contract with us, whether or not you are a successful bidder.
H&H has the right at its sole discretion, without assigning any reason whatsoever, to refuse admission to any of its sales or indeed its premises to any person. The purchase of a catalogue does not constitute an entry ticket or guarantee entry.
Intending buyers are required to complete a Bidder’s Registration Form. This will enable you to bid at the sale by means of a number allocated to you. Prospective bidders must either complete the form online or in person at the venue giving full identification and bank card details to verify their identity. Lots sold will be invoiced to the registered bidder.
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 Failure to comply with this could result in the facility to bid being withdrawn.
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.
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
Over £100,000 At the Auctioneers discretion
Purchasers are reminded that a Buyers’ Premium is payable on all lots and is subject to VAT at the prevailing rate. The rates are as follows:
Motorcycles 15%
Bicycles 15%
Registration Plates 20%
Automobilia 20%
Online bidding incurs an additional 1% surcharge.
H&H is acting as the agent of the Seller in offering his lot for sale by auction. We cannot and do not inspect each lot in detail to verify the Seller’s description - often we only see it shortly before the Sale. Therefore, we cannot and do not take responsibility for the condition of the lot or the accuracy of its description. This is the reason for our very specific terms as to roadworthiness (Condition 19.1) and absence of warranties (Condition 12.1), which intending purchasers should read carefully.
We will make reasonable efforts to execute commission and telephone bids when instructed provided they are received by 5pm the day before the Sale. Lot(s) will be bought as cheaply as is allowed by other bids and reserves. Where more than one commission bid is submitted at the same winning amount, the commission bid submitted to the Auctioneer first will be the winning bid. We reserve the right to request a refundable deposit of approximately 10% of the intended bid amount.
PLEASE NOTE: All lots are sold ‘as is’ which means that prospective purchasers must satisfy themselves with regards to their condition, completeness, genuineness, age and originality before bidding (including any associated paperwork).
For immediate clearance of Lot(s) full payment must be made to H&H Classics Limited by means of Visa Debit or Credit Card, Maestro, MasterCard, Cash up to the GBP equivalent of €10,000 or Interbank Transfer by 12.00 noon the day following the sale. In any event purchasers are reminded that clearance of Lot(s) may only be affected once we have received cleared funds in our account. For Purchaser’s wishing to pay by bank transfer our bank account details are as follows:
NatWest, 23 Sankey Street, Warrington, Cheshire, WA1 1XH
Account Name: H&H Classics Client Account
Account No: 58868984
Sort Code: 01-09-17
BIC: NWBKGB2L
IBAN: GB20NWBK01091758868984
Export licences may be required for any lot manufactured or produced 50 years or more prior to the date of export from the U.K.
It is the responsibility of the buyer to obtain the licence and correct documentation prior to the exportation of the lot.
A representative of our preferred transport provider Shippio will be present at the sale to assist with any transport requirements. All lots are held at the purchaser’s risk at the fall of the hammer and must be removed not later than 1pm on the day following the sale. Please note, if lot(s) are not removed by then the standard charges as stated in our Terms and Conditions will apply.
Any motor vehicle is sold as a collector’s item and not as a means of transport. Buyers are specifically warned that any vehicle sold as such may well have had parts replaced and paint renewed or be made up of parts from other vehicles the condition of which may be difficult to establish. The Auctioneer has to rely on information as to the date, condition and authenticity provided by the Seller and does not provide its own description, and does not and cannot undertake its own inspection of vehicles or other Lot and it is the responsibility of the Buyer to ensure that the Lot conforms to the description in the catalogue.
The Auctioneer cannot check or verify the authenticity of the frame or engine number under which a vehicle is offered, but relies on the Seller’s description. Buyers should take particular care to verify in advance the authenticity of a vehicle that is claimed to have important racing, rallying or ‘ex-works’ history as it was common in period for a competition vehicle of a single identity to have more than one frame, body or other mechanical components. This may have happened several times, both
in a vehicle’s ‘works’ career and thereafter in private owner hands. Sometimes ‘works’ vehicles were fitted with different registration plates, so that a vehicle could meet a particular event’s start date deadline. These historical factors may lead to there being in existence multiple and competing claimants to the same vehicle identity.
Please be advised that any frame and engine numbers listed on our website and in the catalogue are provided to us by the sellers who in turn typically rely on registration documents as the source of their information. We have not, and cannot, verify these numbers in every instance and potential purchasers must satisfy themselves as to whether the frame and engine numbers listed on our website and in the catalogue tally with those which appear on the motorcycle itself (or motorcycles themselves). Potential purchasers are further advised that it is not uncommon for a motorcycle to be kept running and / or restored over time using the frame, engine and other parts from different machines. Frame and engine numbers can be obscured by ‘tinwork’ / bodywork, paint / protective coatings or corrosion etc.
All lots are offered and sold ‘as is’ and bidders must satisfy themselves as to the accuracy of any description representing the machine – originality, provenance, condition, age etc. before bidding. Some catalogue descriptions may be truncated due to the composition of the catalogue. More comprehensive descriptions and information are offered on our website www.handh.co.uk.
Auction Venue
National Motorcycle Museum
Coventry Road, Bickenhill, Solihull, West Midlands B92 0EJ
Schedule Viewing:
Tuesday 28th October, from 1pm
Wednesday 29th October, from 9am
Auction:
Vintage Scooters – Wednesday 29th October at 10.30am
Classic Motorcycles – Wednesday 29th October 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 1% 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 - 144 The Vintage Scooter Auction
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: VBB2T 151462
The 150cc ‘VBA’ range of Vespas were the immediate successors to the long-running ‘wideframe’ scooters of the 1950s. Replacing the elegant ‘VB1T’ (known as the Clubman in the UK), the VBA had a completely redesigned body and engine which formed the basis for decades of future Vespas. The whole package was a much more professional-looking machine, yet retainted many similar features of the desirable lines of its larger GS sister. In 1960 the ‘VBB’ replaced the VBA which was visually the same but now featured a four-speed gearbox in place of the earlier three-speed. Sold until 1967, the VBA/VBB continues to be one of the most popular Vespa models.
A charming example of the later second series 150cc Vespa ‘VBB’, chassis number 151462 was acquired by the vendor from its home market in the hope that he would restore it for his personal collection. Notably original, it still retains its correct clamshell 100km/h speedometer, Siem front and rear light units plus its GPM Milano horn. Sold as a project and temptingly offered without reserve, this iconic Vespa will make a rewarding project for any prospective purchaser.
No Reserve*
Reg No: Un-registered MOT: Exempt Frame No: 227555 150LI
Automobile Products of India (API) was founded in 1949 in Bombay by the Rootes Group, and manufactured Lambretta scooters under license. Innocenti could not keep up with demand for their scooters and signed licensing agreements with various companies around the world. Initially built from CKD (Complete Knock Down) kits in India using Italian built parts, it was initially sold as a Lambretta and then later API manufactured their own parts. Visually, the API was continually modernised and later restyled with a smaller mudguard, smaller legshields, dual seats and press-on side panels. Excitingly offered without reserve, this Indian built Lambretta Series 2 was apparently resident in the USA for some time prior to its arrival in the UK. It has evidently been previously repainted in its current attractive two-tone paint scheme, but was stripped of its internal workings by the previous owner with the intention of being converted to electric power. The vendor acquired it earlier this year in this condition, and fortunately had an LI125 engine casing ready for an overhaul in his posession which he mounted in the frame. Now surplus to requirements, it will need registering with the DVLA but is a great blank canvas for any prospective purchaser.
Estimate: £2,200 - £2,800*
Reg No: XAS 963 MOT: Exempt
Frame No: VT 206871
The demand for Vespas was so strong that licensing agreements were signed with various companies around the world, with Motovespa S.A. acting as Piaggio’s Spanish licence holder from 1952 until the 1990s. After the WW2, Spain was isolated under Franco’s dictatorship, but the Spanish Fiat representative Spartaco Malandri advised his friend Enrico Piaggio to set up a production plant in Madrid to meet the growing demand for motorised transport, and to bypass the government policy of not allowing the import of goods that could be produced locally. 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.
Estimate: £2,500 - £3,500*
Reg No: GTJ 86B MOT: Exempt Frame No: 108542
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 an instant hit. The Lambretta Li150 Series 2 was launched in October 1959 with the obvious difference being the position of the headlight on the handlebars. The Li Series 3 launched in December 1961 was a much slimmer version with increased fuel efficiency and sleek 60s looks. It was a very popular scooter.
Subject to a restoration in c.2019 and offered from a deceased estate, this example, according to the accompanying V5C, was first UK registered in September 1964. Finished in a striking blue, white and red colour scheme, photographs of the restoration work are included along with assorted old MOT certificates, a collection of invoices, a workshop manual and also a book on the model.
The Lambretta model D Mk1 125 was first introduced in 1951 at the Milan Motorcycle fair as a successor to the model C. It had a tubular frame and because the engine did not now have to support the two halves as the C did the engine could now move and had the addition of a torsion bar. This feature remained on all Lambrettas until 1958. The D also had springs enclosed in the front forks. The rear brake was rod operated and the gears used a single teleflex cable. The power was driven directly by shaft direct to the back wheel. The whole riding experience was much improved and the D was subsequently a very popular model.
This example is a nicely presented scooter. We are informed it is in running condition as can be seen from the accompanying video supplied by the vendor. It also has a rare and sought after front mudguard Innocenti accessory crest. With V5C it is ready to use on the roads.
Estimate: £2,000 - £2,500*
Reg No: 776 XWE MOT: Exempt Frame No: VTT 60538
After the Second World War, the Spanish Fiat representative Spartaco Malandri advised his friend Enrico Piaggio to set up a production plant in Madrid to meet the growing demand for motorised transport, and to bypass the government policy of not allowing the import of goods that could be produced locally. 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.
A notably original example of Motovespa’s 150S, chassis 60538 was found on its home soil approximately two years ago by the vendor and was subsequently purchased with the intention of restoration in mind. Upon arriving back in the UK, the scooter was made to run and fitted with a VBB / GS style rear light. Found to be remarkably solid and having been subject to new paintwork at some point previously, the vendor opted to register the machine in the UK anticipating using it, but has not had time to use it and therefore it has sat for some time and will now need mild recommissioning.
Reg No: Un-Registered MOT: Exempt Frame No: 22/0/22/176015
This 1980 SIL example has been extensively rebuilt and restored by Sean Jeffreys for our vendor and there are a number of bills on file for parts and work done. As far as we understand, it has a new GP200 SIL engine stage 4 tuned with Jetex 22mm carburettor and 42mm AF large bore exhaust, electronic ignition, all SIL frame, leg shield, running boards, petrol tank, front hub, tool box, rear mudguard and forks. All Italian Innocenti parts include headset top and bottom, headlight rim, horn casting, front fender, side panels, seat, rear light, rear hub, wiring loom, gear selector, light switch and rear grille. Sitting on Michelin S1 tyres, it has stainless steel fastenings throughout, new bearings with cups top and bottom on the forks, friction free cables, 12V horn and new brake shoes front and back. With Italian stand and splash plate, all rubbers are thought to be CASA. The paintwork was done by the highly regarded ipaints of Birmingham and the whole restoration project was done by S Jeffreys of Brighton. Offered without reserve.
Estimate: £5,500 - £6,500*
Reg No: AFM 979A MOT: Exempt Frame No: 519608
This astonishing creation has been formed around a genuine Italian TV175. Our vendor’s dream was to employ only the best equipment and expert services that he could. All the mechanics were done by AF Rayspeed, one of the leading names in Lambretta engineering, the customisation and panel paint paint was by Image Design Custom of Camberley and the chrome by AG Brigg of Leeds. The total cost to achieve this result has been in excess of £11,500. Still a standard 175cc machine we can see from the comprehensive Rayspeed billing that very high quality parts were used throughout. With brand new internals the engine, which is painted in black, has a new Mahle 175 piston, Mazzocchelli GP crank, high quality 12v Red Seal Readspeed stator, GP200 electronic flywheel etc.. The paint and mural work was done by Image design Customs, famous for supplying multiple racing sport champions and show motorcycles with their designs. Our vendor has been fastidious and small details like adding black leg shield trim, handgrips and black switch and also the K2 supplied horncast badge and foot pedal add to the impressive effect. The seat is also a one-off with TV175 embossed into the leather. With only 19 miles covered since customisation, it is priced to sell.
Estimate: £2,500 - £3,500*
Reg No: NWT 529A MOT: Exempt Frame No: 150LI3 693626
The Lambretta Li series 3 was launched in 1962. It was a remarkable change from the previous Li series 2 with new sleek slim styling. The Li series 3 also had better performance than the previous engines and it had a very good reputation as a smooth and well-balanced scooter with great handling attributes.
This example was purchased at our 2020 motorcycle auction by the vendor and was described at the time as being ‘freshly restored’. Our vendor did not realise he would need a motorcycle licence to use it and hence has never done so. Showing only 36 miles on the speedometer, we understand this is the only mileage it has done since restoration. Unregistered when purchased, it now bears the registration mark NWT 529A, the process being completed with assistance from the Lambretta Club of Great Britain. We note it has the later, and arguably more attractive, ‘Special’ type side-panels, horncast, head-set and front fender. Also of note is a conversion to 12v electrics. With original Noemi Rosa seat recovered and Nannucci style legshield toolbox, it will need a refresh service prior to use.
Estimate: £1,800 - £2,200*
Reg No: B43 HVL MOT: None Frame No: Not Seen
Automobile Products of India (API) was founded in 1949 in Bombay by the British company, the Rootes Group, and manufactured Lambretta scooters under license from Innocenti of Italy. Much like Piaggio with the Vespa, Innocenti could not keep up with demand for their scooters and signed licensing agreements with various companies around the world. “Vijay Lambretta” refers to the scooters made in India by API, with the name changing from Lambretta to ‘Lamby’ and later becoming the “Vijay Super” for models like the GP150, produced after Scooters India Limited (SIL) took over the exclusive rights. These scooters were mechanically identical to their Italian counterparts but were assembled and sold in India, with production continuing long after the closure of the Innocenti Italian factory in the early 1970s. This GP150 copy looks to have been brought into the UK around 13 years ago and registered on an age related number. Now wearing original style badges and even an Innocenti speedo, it looks just like an original GP. The scooter is fitted with a neat little rear carrier platform and a flyscreen and will be supplied with a copy of the original Indian registration paperwork, import paperwork and a current V5C. The Frame number is not clearly visible under a layer of paint, but can be seen on the V5C.
Evocation of Elizabeth Smolen’s IOM SS90 Racer
Estimate: £4,000 - £5,000* Reg No: RFG 305G MOT: Exempt Frame No: V5A1T 259237
We present here a well planned evocation of the famous black SS90 owned by Elizabeth Smolen as seen at 1960s Isle of Man Scooter Week races. Pictures of her with it are supplied. Her story is an astonishing tale of an extraordinary woman. A Pole caged behind the Iron Curtain in the 1950s, she joined the International motorcycle racing team and escaped, eventually coming to Britain. Winner of the Scooter Queen award winning the Isle of Man Scooter week 3 years in a row, she also ran Elizabeth Smolen, official Vespa dealer of Wirral, Merseyside. Our vendor commissioned Mark Hodges of Supersprint Restorations, arguably the leading engineers on the SS90 in the UK, to build this evocation. Using a correct period 1969 Vespa 50 small frame and matching engine it was built to Primavera 125 spec with a 19mm carburettor and SS90 style FACO exhaust. The body was adapted using specialist SS90 knowledge to replicate the design and parts. With 12v Mallosi Vespower ignition, it was painted by Auto Care Exclusive of Ellesmere Port to match Smolen’s SS90 and is supplied with correct decals. Also supplied is a period Davida yellow helmet in superb condition. Our vendor advises it was very quick when tested before display at the Wirral Museum of Transport and the Williamson Art Gallery.
The star of Mod Crop - The Musical
Estimate: £3,500 - £4,500*
Reg No: WEY 97M MOT: Exempt Frame No: VNL3T 4389
Launched as a replacement for the Vespa 125 GTR, the 125 TS or ‘Turismo Speciale’ first appeared in 1975. Whilst the Rally 180 reigned supreme with its large capacity engine, the TS offered learner riders in the home market an option without having to take a full motorycle test. Identical in styling to its big sister, a legshield mounted glovebox replaced the side-panel glovebox of the GTR, and the spare wheel was now mounted there instead.
A rare example of the 125 TS, the earliest record of ‘WEY 97M’ is that it was first registered with the DVLA in the year 2000, and is understood to have been subject to a professional restoration soon after. Subsequently purchased by a theatre production company for use in the critically acclaimed Mod Crop - The Musical that was shown throughout May 2025 at the Scarborough Spa Theatre, it was dressed up to resemble Sting’s ‘GS’ in the film Quadrophenia with a plethora of accessories including lights and mirrors, a flyscreen and GS160 style chrome sidepanels. Now surplus to requirements, the Vespa is said to be in running condition although may need a mechanical check over, and would look equally at home in a private collection or being enjoyed on Brighton seafront for the August Bank Holiday weekend.
Estimate: £2,800 - £3,200*
Reg No: KKH 869D MOT: Exempt Frame No: SX150 753029
The new Lambretta was unveiled at the 1947 Paris Show and featured a large tubular steel frame with front and rear suspension. Powered by a two-stroke, single-cylinder engine, early versions were offered as “open” models, with exposed engine and minimal leg shields and foot boards. A revised model in 1950 offered an enclosed variant, the LC, that established the appearance of the Lambretta for the rest of the 1950s. The later Li range introduced the classic Lambretta look that went on to become a style icon, culminating in the classic TV, SX and GP models of the 1960s. The SX models superseded the TV range, retaining the three flashes on the side panels and featuring a large ‘X150 Special’ badge on the legshields, with the rear frame badge reading ‘Lambretta Innocenti’ together with a few engine upgrades. This authentically presented 1966 example has spent most of its life in Italy, being imported into the UK around 2000, and comes supplied with some copies of its original registration documents together with a Lambretta Club GB dating letter and a current V5C. Started and run while being photographed, it is fitted with a chrome four into one rear carrier, chrome front carrier with extra mirrors and a small flyscreen to give it that classic 1960s Mod style.
No Reserve*
Reg No: ABW 635D MOT: Exempt Frame No: M100BR02326
Particularly unusual on UK shores, but delightful nonetheless, this interesting little Ducati Brio was the top-of-the-line variant denoted by the 100/25 label - the ‘25’ meaning that it was fitted with a high compression engine. Imported from Italy by the previous owner, it was immediately entrusted to Retrospective Scooters of North London for restoration and to be fitted with their electric engine conversion, as much of the original engine was considered ‘too far gone’ for overhaul. After a bare metal repaint by their partners, London Scooter Bodyshop, it was then fitted with new cables, a new wiring loom and the engine conversion by Retrospective and then registered for UK roads.
Unfortunately, the little scooter was never collected by its owner, so it was used as a shop demonstrator by Retrospective - who have advised that it is one of the fastest electric scooters they have built. Now offered for sale as it is surplus to requirements, it is fully registered for UK use as an electric vehicle.
Estimate: £5,000 - £6,000*
Reg No: FNB 187C MOT: Exempt
Frame No: 536115
This unique performance machine has been well thought out with white paint and black trim. It is based around a rare Eibar TV175 chassis. The front fender and horncast panels are Italian ‘Special’ versions as are the side panels. Foxhat based in York are famous for their unique bespoke street-use performance scooters, uniquely incorporating their own FOXHAT 6 plate clutch set-up and using a variety of performance equipment to suit the customers requirements. Our vendor informs us that the requirements in this case were unique because he regularly had to traverse steep hills on his journeys. With that in mind his machine has been specifically designed to cope with hilly areas with torque but also a decent cruising speed of 60 MPH and top speed of around 70 MPH. Specification includes: RT210 kit, 4-speed gearbox, FOXHAT 6 plate clutch, Dellorto 30mm PHBH carburettor, Clubman big bore exhaust, reverse pull front disc brake, 12v Ducati electronics, long range double fuel tank incorporating converted tool box, specially designed one-off seat by Soulscooter, tubeless AF Rayspeed AFR wheel rims, tyres with slush inserted for safety and R1 adjustable rear shock. A high specification, unique and nicely presented scooter.
As new and never used
Estimate: £3,500 - £4,500*
Reg No: FD03 YZA MOT: None Frame No: VSX1T6014348
The Vespa P range was launched in 1977 in Milan as the nuova linea model (new line), becoming a hugely successful model for Piaggio for almost the next 40 years. This example was purchased brand new by our vendor from Midland Scooter Centre on the 1st June 2003 just as the window was closing to legally buy an Italian P200 in the UK. His intention was to ride it but he never took his test, and never used it and thus it is showing just the 4 delivery miles it arrived with. When he has moved property it has moved with him, always being kept inside the house. The scooter is supplied in as new condition with original sales invoice (with receipt), all original handbooks, service book which of course is unused, delivery docket and full correspondence to a new owner of a PX200 from Midland Scooter Centre. It was started only once when delivered but never since and is drained of petrol as when he moved house the removals company requested it. The engine oil is as delivered. Essentially like turning back the clock 22 years and walking into a Vespa showroom. Where else can you buy one of these?
Estimate: £3,000 - £4,000*
Reg No: KBD 195C MOT: Exempt Frame No: 150Li3*728344
This customised Lambretta has been revitalised into a one off show special with quality airbrushed paintwork. It has a long list of modifications and performance upgrades including; original Li 150 engine with Mugello 177cc kit fitted, show quality airbrushed paint work, chrome wheels, stainless rear rack, custom numberplate surround, new tyres, front mount spare wheel with new tyre, stainless steel stand, stainless steel nuts and bolts all round, custom slope back seat with perforated red piping, O ring ‘Sundance’ grips, stainless steel running strips, stainless steel front edging, Sterling polished exhaust, custom CNC polished alloy kick start, front disc brake conversion, hydro master cylinder with braided stainless steel hose, chrome front dampers, stainless steel fork boot covers, CNC Custom rear brake pedal, blasted engine casings, oversize 25mm carburettor, 12 volt conversion, uprated rear shock, new cables throughout, Casa key operated ignition switch conversion, and CNC front disc mount conversion. We can see evidence of previous dyno testing and all keys are present. The scooter had a voluntary MOT at the time of the competition. Sold by H&H in November 2023 for £4600, the buyer’s health has prevented him using it. Registered as a 125cc model, it is potentially learner user friendly.
Estimate: £4,000 - £5,000*
Reg No: HMH 613 MOT: Exempt Frame No: 0610900
Our vendor discovered this example around 9 years ago, purchasing it from the descendants of a Kenneth Williams of South Croydon, who purchased it for £42 and 10 shillings in 1958. Registered in November 1952, the chassis shows as a June 1951 model (number 900) as it was common to use another frame if the scooter had been damaged. Currently standard save for 12V electronic ignition and wonderful overpaint done a long time ago, many original receipts are included from famous scooter shops including Arty Shaws, Godfrey’s, Withers, Halfords and Suttons. MOTs and tax discs from the 1960s, original handbook, modern repair manual and original insurance documents for Mr Williams are included. In modern times the scooter has been fully serviced with new cables, wheel bearings, seals and clutch by Wessex Scooters. All nuts and bolts were re-used and period accessory cable covers hide the cables. The original speedometer was refurbished by specialist Bartram Speedos. The original green paint can be seen under the red and the scooter has some rare accessories including original and scarce full Avon windscreen, rare rear carrier, super rare period seat cover and passenger pad and Radyot tax disc holder. Apart from the comprehensive history file it comes with a large amount of original sales information and parts.
Estimate: £4,500 - £5,500*
Estimate: £3,000 - £4,000*
Reg No: MNN 616D MOT: Exempt Frame No: 125Li104794
This SX200 evocation, by Chris King of Classic Lambrettas, Nottingham, is based on an Li125 chassis with clear numbers and utilises a myriad of enhancements to create a fabulous and unique machine. Owned since 2010, our vendor embarked upon a project to create an SX200 evocation with a difference. With bags of chrome, spotless condition and almost new high performance mechanics it really is impressive in our view. With a fully overhauled 225cc engine it was tested on the dyno showing 17HP. With genuine 30mm Dellorto carburettor and Sterling exhaust the scooter is in fine running order. Other features include a long range fuel tank, reverse pull front disc brake, spoked wheels, and BGM front dampers. Modifications include a 12v car lighter output for a phone or satnav, SIP digital speedo and an extra size 12v battery. Decoratively many parts are chromed including side panels, wheels and hubs, inside leg shield glove box and much more. The seat cover and back rest pad are custom made. One needs to study the pictures to understand the detail and planning that has been made to achieve a scooter of this standard. The estimate is a fraction of the cost involved. Offered with V5C.
Reg No: NNT 629W MOT: Exempt Frame No: VMA2T195280
This example is a very rare model we believe only for the Scandinavian market and is complete with all original parts. The most notable features are the rectangular headlight which may have been a regulatory requirement, the brake light activator switch within the front brake lever, and rare on a small frame Vespa - handlebar indicators. We have also checked Vespa archive records which suggest the model is from 1979 despite the UK registration stating 1981. The scooter was examined by the highly regarded Magpie Scooters who discovered a factory wiring fault at the stator plate which would explain why the scooter was laid up with only just over 1000km on the speedometer. Indeed the technical assessment was that mechanically it was like new. The scooter is also supplied with the original and very rare factory racing seat which is in very good condition and is displayed in the photographs. The paint is original colour with a light blow over and also present is the original factory paper tag in the carburettor compartment.
Reg No: R895 YKP MOT: July 2026
Frame No: JH2HF09A2WK003600
Honda launched ‘The Joker’ in Japan in 1996. It was renamed the Shadow for the US and European markets. It featured a distinct retro-styled look with classic flowing bodywork, chromed accents and a dual seat layout. While it mimicked the style of an American cruiser it was a lightweight and agile scooter at 89kg dry weight. It was available in 50cc and 90cc engine sizes as a 2 stroke air-cooled with single cylinder. With a self starting engine and 12v ignition it was capable of 8.2 PS (6kw) at 6500 rpm.
This scooter was first UK registered in 2000. As can be seen in the accompanying video it is in good running condition having recently obtained an MOT on 14th July. Presenting in standard and original condition and registering some 18,000 km (11,660 miles) on the odometer it comes with a Swansea V5C and is ready to use on the road.
Estimate: £4,500 - £5,500*
Reg No: OUU 35F MOT: Exempt Frame No: SX150 758681
The SX150 first appeared in October 1966 and replaced the 150 Special which had debuted at Milan in 1963. In three years 31,238 examples were built before production ceased in January 1969. Here we present a mid production SX150 completely in an attractive candy red and chrome combination. The history is fully known from notes supplied by the vendor and begins with import by Lambretta dealers Slocombes of Neasden, London in 1967. The first owner, a Mr Fuller, registered the scooter on 11th August 1967. It was kept on the road until 1978 when sold to a Michael Brown of Leeds. It then passed to a John McLaughlin until purchased by the current owner in 2019. Our vendor then embarked on a comprehensive overhaul and engine refurbishment done by Dave Thackeray Scooters of Harrogate when much of the chrome was also re-done. The engine, now with new bearings, crank and 5 plate clutch, was increased to 175cc. Complete with new cables and many replacement original Innocenti parts, BGM pro 12v conversion, new Scootopia replica carburettor and Clubman exhaust, it comes with its original SX150 handbook and a huge quantity of invoices. Featured in Jet Set magazine in recent years it is in very presentable condition.
Reg No: JCD 383 MOT: Exempt Frame No: Not Seen
The Corgi Motorcycle Co Ltd. was a British motorcycle manufacturer based in Southport that produced 98cc scooters based on those originally developed by Brockhouse Engineering who had created the WW2 paratrooper ‘Wellbike scooter’. Production of the Corgi scooter, a 98cc civilian version with spoked wheels for the UK market, began in 1948 and 27,050 were manufactured before production ended in October 1954. The main difference between the Corgi scooter and the Welbike were that the frame was more solid (as weight was no longer such an issue) and the Corgi had a fuel tank in the normal motorcycle position between the handlebars and the saddle. Some were even marketed as an Indian Papoose.
This example is apparently almost complete except for the lights and has a ‘Spryte’ engine fitted. With a full history known from new, it is currently lightly assembled and is offered with an original buff RF60 log book.
*Please note the registration number JCD 383 is shown as not in use on the DVLA system so possibly could be saved.
Estimate: £2,000 - £3,000*
Reg No: BBD 18K MOT: Exempt Frame No: VBC1T136838
This striking 150 Super ‘Pretty In Pink’ was gifted to our lady vendor by her ex-partner over 15 years ago. Since then she has only used it occasionally. It has only 1844 miles on the speedometer which is believed correct. Painted in pearlescent pink by KAS Racepaints with murals and metal flake which glistens in the sun, it was apparently mechanically restored at the time of customisation. There are regular MOTs from 2011 to 2017 showing good maintenance until it became MOT exempt. Shown at The Isle Of Wight scooter rally, it drew crowds of admirers. Registered as a 125, it shows correct numbers for a 150 Super. We believe that the white side panel rubbers are hiding the normal engine chassis staring under the left side panel but it is repeated on a plate under the seat.
Supplied with genuine official Piaggio pink Vespa helmet in size large we believe, and also matching pink gloves and matching pink key fob. There is also a protective seat cover and the white wall tyres and rubbers are still in very clean condition. A spare can of pink paint is also supplied. It remains in marvellous general condition and started readily for our consultant.
Estimate: £8,000 - £10,000*
Reg No: ARA 368A
MOT: Exempt
Estimate: £400 - £500*
Frame No: 524893
Presented here is a unique TV200 customisation. Our vendor is a very particular collector and has commissioned all of his scooters to the highest possible specification. One thing unusual is that despite his love for Lambrettas he has never had a licence to ride and therefore all of his scooters are virtually unused. This example was sourced by, and the complete customisation entrusted to, Chris King of Classic Lambrettas, Nottingham, well known for high-end restorations. The engine was increased to 225cc with enhanced carburettor and Sterling exhaust. We also note reverse-pull front performance disc brake, adjustable rear shock and standard type front dampers, spoked front hub and high-end Continental white wall tyres. The electrics have been converted to 12V utilising a Mitsubhi system. Presenting extremely well, the paint is in a two tone combination with bronze pin stripe and pearlescent small glitter metal flake in the darker colour. The seat, spare wheel cover and back rest cover were all custom made and are in superb condition. The scooter has rarely been used and we believe that the 35 miles since restoration is genuine. Supplied with a British Lambretta archive dating letter and MOTs that support the mileage.
Here we have an extremely rare original Vespa dealers’ illuminated sign. Not a reproduction, it is an original commercial item with Vespa branding as used from the mid 1990s through to 2005. Understood to date from the 1990s, the light runs on 240v with an inbuilt inverter/ transformer and multiple internal LEDS. Measuring 91cm x 91cm x 8cm, it can be wall fixed or hung by its chain. In full working order, it has good used patina. Such Vespa dealers’ lights are now highly sought after and add a fantastic final touch to grace any collection or garage.
Please note that this lot is a collection from the auction only item although specialist couriers can be arranged for UK buyers at cost.
No Reserve*
Reg No: LTL 89G MOT: Exempt Frame No: Not Seen
The Raleigh Wisp was produced from 1967 to 1969 as a ‘shopper bike’ It was designed for short commutes and its 49.9cc engine featured a fully automatic transmission. With 12-inch wheels and a rigid frame and forks, it was marketed with a focus on ‘fun’, and during advertising campaigns featuring Twiggy enjoyed a brief moment of high popularity, momentarily becoming a 1960s fashion icon. However it was short lived and disappointing sales drew production to an abrupt halt in 1969 when Raleigh ceased moped manufacture. We understand this original example was running up until around two years ago when the sad passing of its owner meant it was put away in a garage until now. Offered for sale with no reserve.
No Reserve*
Reg No: UPG 167X MOT: Exempt Frame No: AB071288060
The Honda Melody Deluxe, introduced in June 1981, was a popular scooter designed for urban commuting. Honda’s first true mini-scooter, it featured electric start, a 49cc two-stroke engine and an automatic gearbox. Its compact and lightweight design made it perfect for the commute or young rider. Known for its simplicity and reliability, it was easy to handle and maintain and offered attractively low running costs. There was a standard Melody and a Mini Melody, though both were outsold by the Deluxe; all of them embodied convenience and efficiency in the same vein as Honda’s Cub. Today, its size, light weight and nippy nature make it a fun and practical runabout for leisure use and transporting with a motorhome.
This very original example has been stored well indoors and appears to be in complete condition. Owned by a lady rider it has not been taxed since 1994. Offered with old-style blue log book and is included on the DVLA system for easy registration. Offered for sale with no reserve.
Fantic Motor began manufacturing off road motorcycles, mini-bikes, and go-karts in Italy in the 1960s very often using engines supplied by Motori-Minarelli. The small scale TX7 was produced in the mid-1970s by the Italian manufacturer as an alternative to Honda’s ‘Monkey Bike’ range, and whilst road legal, it was designed for use by kids or as a paddock bike. Known for its compact size and distinctive design, the TX7 featured a 49cc engine with small wheels and, most importantly, fold down handlebars making it easy to transport. This c.1974 model is thought to have been used at some point by the Lynx Jaguar car racing team as a paddock bike. Stood for a few years, it will need recommissioning before use, and it appears to have never been registered so there are no documents supplied with the bike. An interesting winter project to get up and running again, it will make a great little bike for putting in the back of a car or motorhome.
Estimate: £6,500 - £7,500*
Reg No: 152 UYN MOT: Exempt Frame No: 175TV2*219338
Owned by our vendor since 2015, this scooter offers classic looks but with impressive specification by Scooter Hub following a £14,000 restoration. Mechanically the list is exhaustive. The power unit is a genuine TV Series 3 engine casing with the better large silent blocks housing a BGM 225cc performance cylinder with reed-valve fitted to the inlet port fuelled by a Dellorto PHBH 30mm carburettor, six plate BGM clutch and show-quality chromed BGM Clubman exhaust. The tank is an aluminium long range Oil Tek with fast flow fuel tap. Many of the engine and mechanical parts have been mirror polished. The wheels are SIP aluminium tubeless with quality Continental whitewall tyres. The scooter has been converted to 12v with a BGM ignition/lighting system and Ketch auto-advance/retard ignition module. Presented in what appears to us as flawless paint with side panel murals of the legendary soul label Stax logo. Accessories include front and rear crash bars, clamp on mirrors, front carrier, rear carrier (3 in one version), front mudguard bumper bar, aluminium side protectors to the floor boards, polished stand feet, perspex clear flyscreen and Casa rubber floor mat. The ‘Pegasus’ style seat, spare wheel carrier and back rest pad are recovered in Connelly red matching hide. Only 1.5 miles have been covered since completion of the restoration.
A Brand New Scooter
Estimate: £3,500 - £4,500*
Reg No: N/A MOT: Exempt Frame No: N/A
Three mopeds in various states of disrepair and completeness including one which was previously road registered by the DVLA as ‘BKJ 362B’. Two of the mopeds are on wheels, the third exists as a frame and various parts. The trio have come from a deceased estate and it is hoped more information will be forthcoming by the time of sale. Offered without documentation.
Reg No: AC18 MOD MOT: None Frame No: ZAPM7420000014344
The Vespa P range was launched in 1977 in Milan as the nuova linea model (new line). A hugely successful model for Piaggio for almost 40 years. The P range now stands as the last ‘classic’ Vespa range produced. With a newly designed and more angular chassis than all that had preceded it it soon had integral indicators, electronic ignition and a much larger headlight than the Rally, the range it superseded. Several versions came and went and upgrades over the years included 12v electronics, automatic fuel mix, lockable side panels and disc brakes. But the end of the line was near with Euro 3 compliance standards ramping up against 2-stroke motorcycles and a catalytic converter was added from 2010 to prolong the life of the range. However this wasn’t enough and production of the PX ended completely in early 2017 as the engine would fail to meet Euro 4 compliance emission requirements.
This example is particularly rare being registered just after the last year of production. With only 2 delivery miles on the speedometer it is now highly collectible in this mint condition 130 Assorted semi-complete mopeds x 3 No Reserve*
Estimate: £3,500 - £4,500*
Reg No: 37 LME MOT: Exempt Frame No: 047 1043
We present here one of two known surviving examples in correct original metallic blue paint which was produced in April 1957. It appears to have been sold originally in Kent and was first registered on 21st May 1957. Our vendor purchased it in March 2021 from the previous keeper from the Isle of Man. He has uprated the engine to a Pinasco 160 with associated SIP components, also uprated brakes, new cables, 12v electronics and shocks which was done by SG Engineering to a high standard (bills are included). It was noted by SG Engineering that the original engine parts were in very good condition. The scooter is now able to produce 12 HP and our vendor tells us it is very quick and reliable. It should be noted that all of the original parts were retained and could all be reinstated to revert back to a very rare 102L2 in original form. Please note from the photographs that the flywheel and stator are included but not shown. A great opportunity to add possibly the rarest production Vespa of them all to your collection.
Estimate: £6,000 - £7,000*
Reg No: AHJ 484E MOT: Exempt Frame No: SX200 840638
Many regard the SX200 to be the finest scooter Innocenti produced, and possibly regarded as the best scooter ever made. The SX range retained most styling features of the TV 175/200 Series III which preceded it. The bodywork however was more angular and streamlined than that of the preceding LI models. The SX200 had improved performance and gearing over the previous TV200 models. The SX is the quintessential Lambretta, they are extremely prized by collectors and the SX200 is the absolute top of the scooter tree.
Our vendor has owned this SX200 for around 7 years. Still with standard 200cc engine and specification save a 12v conversion. With correct numbers as verified by both Lambretta club of Great Britain and BLOA British Lambretta Owners Association. We are advised it rides superbly. Painted in a pearlescent colour and supplied with crash bars attached. It is also supplied with extra rear crash bars, a matching fly screen painted in the same pearlescent paint and other parts as photographed in the latter pictures. The tyres are quality Continental white walls. It is UK registered and could be used on the road immediately. Running very well at time of consignment and priced to sell.
Estimate: £3,000 - £4,000*
Reg No: 860 YUH MOT: Exempt Frame No: 150Li 501044
Reportedly verified by Vittorio Tessera of the Lambretta Museum as one of the first ‘cross-over’ Li models, this early ‘Framebreather’ retains such correct features as a TV175 Series 1 petrol flap / side panels, rear seat-mounted pillion grab handle, painted carburettor airbox and TV1-esque engine number stamping. It is, at number 1044, one of the first Li’s (the Li125 and Li150 series 1s sharing the same sequencing), with original paint except the side panels, horncast and headset top which were painted in baby blue a long time ago. Traces of the original cream factory paint are visible to the inner face of the side panels. All of the ‘Framebreather’ parts remain in situ. The original keys are present as are the front and spare wheel rims. Vigano accessories - rear rack, front bumper and inside legshield spare wheel holder - are correct to the era and could have been supplied from new. Entering current ownership in 2013, very few modifications have been made. Converted to 12-volt electrics, the initial 6-volt stator plate is included should a new owner wish to reinstate it. The piston rings and single crank oil seal have been replaced in the original engine (number 150Li701152) but otherwise this is an exceptional ‘timewarp’ and very original example of a rare machine.
No Reserve*
Reg No: OAV 732W MOT: Exempt Frame No: 220981
When Innocenti closed in 1972, India-based Scooters India Ltd (SIL), a state run enterprise based in Lucknow, bought the entire Italian production facility including trademark rights to the models. Lambrettas had already been manufactured in India since the late 1950s under license from Innocenti by API so they were a known brand. The SIL production focussed exclusively on the GP range with production of the 125/150 and 200cc models until production ceased at the end of the 1990s. The 200cc models were almost all built for export and were essentially the same as the earlier Italian version providing 11.9 HP with similar reliability.
We understand this scooter, with correct SIL Engine No: 008416, was purchased by the vendor directly from Cambridge Lambretta as freshly restored by them in November 2009. It has a Mugello 200cc top end with a 42mm large bore exhaust and a 30mm carburettor with 12v electrics. We understand it was on the road recently and comes with a Swansea V5C.
Estimate: £2,500 - £3,500*
Reg No: OKU 714A MOT: Exempt Frame No: VLA1T 021190
Our vendor has been a thorough and careful owner of this scooter. Following purchase in 2017 he immediately began restoration and registration having it repainted in the correct shade of Piaggio white. In 2022 he decided to have the engine completely restored and it has done very little since, still needing running in and sounding like a new unit. Showing only 1284 kilometres on the original Veglia speedometer, all keys are present. It retains original 6V electrics with an additional 12V battery for the rear indicators. The seat has a nice original feel to it, and since our visit the vendor has had the front hub repainted and changed the rear light unit to another original SIEM unit as he was unhappy with the paint effect and wanted to present the scooter in the best possible condition. He has also installed a new speedo drive which is connected up and working. These upgrades can be seen in the last of the pictures. The scooter started easily and sounded in fine running order as can be seen in the accompanying video. Offered with a letter and Certificate of Origin direct from Piaggio in Italy, a dating certificate from the Veteran Vespa Club and itemised invoice.
Estimate: £4,500 - £5,500*
Reg No: KNN 975V MOT: Exempt Frame No: SX200 562053
Owned since 2013, this example is based on a Jet 200 with correct numbers. Front fenders and side panels are SX200 style and the engine is a genuine Spanish SX200 standard motor with correct numbers. Performance has been enhanced with a Dellorto 30mm PHBH30 carburettor, the exhaust is a chromed large bore Sterling type and the electrics have been converted to 12V utilising a Mitsubhi system. With chromed long range fuel tank, it has electric start with extra battery. We also note reverse-pull front performance disc brake, adjustable rear shock and standard type front dampers, spoked front hub and high end Continental white wall tyres.
It presents extremely well with copious chrome and an array of lights and indicators front and back that we are told all work. In an attractive paint scheme, numerous accessories include rare Royale Enamel ‘bandiere’ flag footboard extensions and red bubble screen. The seat, spare wheel cover and back rest cover were custom made. Rarely used, we believe the 20 miles since restoration is genuine as it was only used for MOTs between 2013 and 2016. We are informed it is started regularly but believe it will need a short service before road use. Priced with an estimate at a fraction of the cost to have it commissioned.
Estimate: £9,000 - £11,000*
Reg No: JUX 216D MOT: Exempt Frame No: SX200 838779
Many regard the SX200 to be the finest scooter Innocenti produced, and possibly the best scooter ever made. They are extremely prized by collectors and the SX200 with its own uniquely styled panels and powerful motor is the absolute top of the scooter tree.
This SX200 was been fully restored to a high standard pleasingly retaining all original badges and all parts that we could see. The body panels align extremely well and the side panels are originals. Imported in 2012 by Stuart Owen of the 100MPH Lambretta Club it is completely standard except for conversion to 12v electronics. This SX200 has correct clear and perfect numbers. We also noted that the paintwork has been applied beautifully as can be seen by the accompanying photographs and video. The scooter has a generally really nice feel about it. The engine started easy and sounded sweet. The seat has a nice aged feel abut it. The speedometer is showing only 378 miles and we are told by the vendor that this is all he has done since he has had it. However it has been regularly started and stored in a warm dry garage which shows. Offered with a dating identification letter from the British Lambretta Archive and an original and desirable original SX200 handbook.
Estimate: £3,000 - £4,000*
Reg No: 510 XWD MOT: Exempt Frame No: LI150 929548
The Lambretta Li150 series 2 was launched in October 1959. Based on the successful series 1 with the obvious difference being the position of the headlight on the handlebars for better lighting when cornering. With increased stroke and several other small modifications it became the best selling Lambretta of all time. The striking aspect of this classic Li150 series 2 is the originality and straight condition. Rarely will one see an original front fender with no dents at all as in this one. The floor is excellent and the panels are a true fit all over. Still on points and with its original 6v Ducati coil, original switches, grease nipple points and original cables. As an original Italian model it is possible that this scooter was sold first in Switzerland, deduced only by the original St. Bernards waterslide. The only ‘new’ item seems to be the replacement single saddle covers though originals could be sourced. With beautiful elegant lines and a smooth reliable performance the model is the epitome of a Lambretta. One would be hard pushed these days to find an original machine come onto the market in more honest condition. With V5 it is ready to immediately enjoy on the road.
Estimate: £3,500 - £4,500*
Reg No: VYJ 523
MOT: Exempt
Frame No: 283462
Douglas Motorcycles, British Vespa licencee based in Bristol, had no such issues struggling to match demand at the end of the 1950s. We have consulted with the VVC historian on this and it is known that Douglas purchased a number of ACMAs to plug the demand gap and we believe this example to be one of these. The reason is that it is stated on the V5C that the engine number is a Douglas type VIN of the era of a 1957 42L2 model. It is highly probable that it was necessary to issue a Douglas VIN to sell it in Great Britain. On examination we can see it is a genuine ACMA engine of the same period and that body parts are typical of the ACMA 58 model. However, it also has what appears to be a genuine Douglas front centre badge and original Veglia MPH speedometer and not a km/h version.
Our vendor informs us that he has owned it for five years and the previous owner had it for fifteen years. We understand the engine to be standard. Presenting extremely well it is adorned with some tasteful accessories.
Featured in the 1999 ‘Reassuringly Expensive’ advertising campaign
Estimate: £8,000 - £10,000*
Reg No: HRO 96C MOT: Exempt Frame No: 541725
This example, used in a 2000 Stella Artois ad campaign, is in standard condition and has a good used patina around it. Despite its famous moment on camera it has been a running ridden scooter even up until recently. We can see from the supplied bills that it has had some good maintenance done by Kegra Racing Scooter centre of Southend earlier in its life and has MOTs from 2010 to 2017. There is still very much originality about the scooter with many original parts including original side panels. All keys for ignition, steering lock and glove box are present. Still a standard 200cc, we understand, with a Dellorto 25mm carburettor and large bore pipe. The seat is an original Giuliari with a replacement cover. It fired up easily and sounded very good as can be seen on the accompanying video. Our consultant was also able to ride the scooter over a reasonable distance during the photo shoot.
Supplied with a good history file including blue V5 showing only 3 previous keepers which is believed correct. There is also a genuine rare original TV200 instruction booklet, workshop manual and correspondence with the advertising agency. A superb and special scooter.
Estimate: £4,000 - £5,000*
Reg No: YHR 919E MOT: Exempt Frame No: VSC1T 0026122
This genuine Italian SS180 is a later example and in fine and complete condition with its original engine (recently overhauled by Disco Dez Scooters) sounding fine and healthy having done only 150 miles since. Owned since 2017, our vendor is a fastidious owner and the scooter appears to have been carefully looked after. Notable features are, despite the original 6v electronics, a 12v independent battery powering the indicators which are attractive small bullet-style versions located front and rear and controlled by a switch on the left handlebar. Adjustable levers help to eliminate cable adjustment. With high end Continental white wall tyres, FA Italia traditional split rims and reinforced stand mounts as supplied and fitted by Disco Dez Scooters. A large Miller spotlight sits central on the front crash bars which form just one of the many accessories on the scooter which also includes a genuine Vigano fork cover, Florida bars, translucent red flyscreen, small bar indicator holder to the registration plate and rear luggage rack. It comes with a letter and Certificate of Origin direct from Piaggio in Italy, a dating certificate from the Vespa Club of Britain and itemised works bill.
Estimate: £9,000 - £11,000*
Reg No: JNK 29C MOT: Exempt Frame No: 547585
The Lambretta TV series 3 range was launched in March 1962 with the 175 model and it was the first scooter supplied with an internal disc brake. It was a remarkable change from the previous TV175 series 2 with new sleek slim styling. Presented here is a very nice later production GT200 showing only 5997 miles on the original Veglia MPH speedometer. Our consultant was able to thoroughly inspect the scooter. Although repainted it appears that the original parts were pleasingly re-instated in all areas of the scooter. Notable and obvious as original are all of the badges including rear frame badge, horncast badge and leg shield scrolls, original BECME ignition key and numbered ignition, original grease nipple points, and original candy leg shield beading and SH1/20 carburettor. The bodywork panels fit superbly and line up straight and tight. The side panels are also a great fit and easily attached. The numbers are close and correct. In our opinion the scooter was in excellent condition before re-painting and the mileage could well be correct. It started easily when inspected and seemed in fine mechanical condition. All in all a lovely example of a very collectible scooter.
Formerly Elizabeth Smolen’s personal scooter
Estimate: £4,000 - £5,000*
Reg No: AMA 14B MOT: Exempt Frame No: V5SA1T 1532
We present here an extraordinary lot consisting of a most original example of this rare scooter plus an astonishing haul of original memorabilia centred around official Vespa dealer Elizabeth Smolen’s life and work as a scooter racer and dealership owner. The scooter itself, a 1963 model was sold through Augsburg Vespa Germany, factory supplied by Piaggio in German specification. It has a factory fitted German regulation Messerschmidt type rear light and the additional ID plate stating 1964. It is assumed Smolen imported it through her contacts as she had already an established dealership at the time. Save the MPH speedometer the scooter is in its original paint and has retained its originality all over with no visible touch ups as can be seen in the photographs. The scooter also has the steering lock key and original rare ‘Ulma Jolly’ removable shopping basket.
The large history file that accompanies it includes: Smolen dealers paraphernalia, original photographs, news clippings, an original handbook programme from Scooter Week 1969 which details all of the riders etc., original waterslides, key ring and newspaper clippings of Smolen’s life and work. This is a major opportunity for a serious collector of vintage Vespas and Vespa history. It is in our opinion a magnificent package.
Lots 200 - 386
No Reserve*
No Reserve*
A stunning collection of A1-sized colour posters, showcasing the Triumph Prototype 4 Cylinder 1000cc with its bold and intricate design. Included are 31 packs of 50 posters each, totaling 1,550 posters. These high-quality colour reproductions capture the essence of this experimental Triumph, offering collectors and enthusiasts a rare opportunity for display or resale, highlighting the innovative spirit of vintage Triumph motorcycle engineering!
A selection of blueprints of the Manx Norton engine collected and annotated by the late motorcycle racer, Bob Rowe. Approximately 20 items in cardboard tubes. Believed to be both original and reprinted.
No Reserve*
This exceptional second lot comprises a collection of A2-sized posters featuring exquisitely detailed drawings of iconic motorcycles. Included are 7 packs of 250 posters each of the 1960 B.S.A. Gold Star DBD 34 500cc, renowned for its racing heritage; 17 packs of 250 posters each of the 1938 KSS Velocette 350cc, a refined pre-war classic; 12 packs of 250 posters each of the 1962 A.J.S. TR 349cc, a pinnacle of British engineering; and 5 packs of 200 posters each of the 1952 Vincent Series (C) Black Shadow 998cc, famed for its powerful V-twin design. With a total of 7,100 posters, this extensive hoard offers collectors and enthusiasts a rare opportunity to acquire high-quality reproductions, ideal for display or resale, celebrating the timeless legacy of vintage motorcycle artistry.
No Reserve*
This remarkable collection comprises a single lot of A2-sized black and white posters, featuring exquisitely detailed drawings of classic motorcycles that showcase two bevel drive bikes. Included are 17 packs of 100 posters each of the Velocette 350 KTT MKVIII (1939), highlighting its elegant design with a detailed cutaway engine drawing, alongside 14 packs of 100 posters each of the Norton 350/500 (1937), presenting its iconic styling with a similarly intricate cutaway engine view. With a total of 3,100 posters, this extensive hoard offers a rare opportunity for collectors and enthusiasts to acquire high-quality reproductions, perfect for display or resale, embodying the timeless allure of vintage motorcycle heritage.
No Reserve*
No Reserve*
Reg No: 897 XVW MOT: Exempt Frame No: D14244
A selection of period trophies, racing programmes, press photographs, badges and other ephemera relating to the motorcycle racing career of the late Bob Rowe dating from the 1950’s to the 1990’s.
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 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, 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 1961 Triumph T120 Bonneville was discovered earlier this year and following work being carried out, it is said to be running well. A non-matching numbers example that was restored many years ago, it would make a great winter project to bring up to a good standard and comes complete with a current V5C and sold strictly as viewed.
Estimate: £5,000 - £7,000*
Reg No: DRN 49S MOT: Exempt Frame No: 79705
After the Second World War Japan had a need for cheap reliable transport so Suzuki, like many others around the world, began to produce clip-on engines for pushbikes. These proved to be an immediate success and soon they were making complete motorcycles, by the early 60s being second only to Honda in numbers of two-wheelers manufactured. In the early 1970s the GT380, GT550 and GT750 three-cylinder range was launched proving to be ‘the last hurrah’ for the large capacity two-stroke engine. The GT750 was the first mass-produced water-cooled road bike and formed the basis of the famous ‘Flexi Flyer’ Formula 750 race bike. First UK registered in October 1977, and with only five previous keepers recorded, this example has been in current family ownership since 1993. It was professionally restored to a high standard by Stockton based JMC motorcycles around 2019 and now presents as an excellent example of the Suzuki ‘kettle’ GT 750. Sadly not ridden recently due to ill health, the vendor naturally advises a thorough checkover prior to use. Offered with Swansea V5C, Certificate of MOT exemption, restoration invoices, service manual and sundry paperwork, this is undoubtedly an outstanding opportunity to acquire a beautiful example of what has now become a 1970s legend in the history of Suzuki motorcycles.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
The Norton Manx is an iconic and highly successful post-war British racing motorcycle, famous for its performance and racing heritage, particularly its success at the Isle of Man TT. A key feature was its revolutionary “featherbed” frame, developed in 1950, which was renowned for its superior handling and significantly improved competitiveness. Produced from 1946 to 1962, it was a production racing motorcycle with a robust single-cylinder engine and enjoys a lasting legacy in motorcycling history.
It has been reported that the Norton Manx creation on offer was built by a previous owner many years ago and displayed in his shop. It was used from time to time to keep everything working as it should. It was eventually sold to the vendor, who has it on display as well. Recently started, we have been informed it is currently running well. Some light recommissioning may be required before use. The Norton comes without any paperwork and is to be sold at no reserve.
Outstandingly original – just three miles from new
Estimate: £5,000 - £7,000*
Reg No: Un-Registered MOT: Exempt Frame No: A52549H7
Harley-Davidson was established in Milwaukee in 1903 and survives as one of the world’s most culturally significant and longest-running motorcycle manufacturers. Arguably the world leader when it comes to building comfortable, torquey, large-capacity cruising motorcycles, Harley-Davidson has been responsible for such popular and enduring models as the FL Electra Glide, which has been in production since the 1940s. The Electra Glide of the ’70s epitomised Harley’s cool and laid-back image with its handlebar mounted screen and full pannier set, and a 74cu in V-twin perfectly suited to long-distance cruising.
This exceptional 1978 FLH-1200 ‘King of the Highway’ was purchased new by the vendor when on holiday in New York. It caught his eye in a dealership window, so he bought it, imported and has kept it on static display in his garage ever since. Never registered for British roads, the Electra Glide was nevertheless started periodically to keep it good health, hence the engine still turns and the gears select. Absolutely original and with a beautiful light patina, the new owner shall have an interesting dilemma – preserve it as a museum piece or recommission and ride it? The original owner’s literature is included in the sale.
No Reserve*
Reg No: VAM 849D MOT: Exempt Frame No: 0041
Until the 1960s, most Japanese motorcycles were copies of British and European machines. One make, Meguro of Tokyo, built copies of the BSA A7 500cc twin. When Kawasaki, for many years a producer of components for the shipping, railway, automotive and aeronautical industries, decided to enter the motorcycle business, they took over Meguro from 1960 to 1963, and the first two-wheeled ‘Kwakker’ was an improved version of the K-type Meguro called the Kawasaki K1. The K-series evolved and in 1965 a 624cc prototype appeared which would become the W1 for the 1966 model year. Far sleeker than the K-series and, in fact, the largest-displacement motorcycle then produced by any Japanese manufacturer, it proved to be a serious challenger to the British twins, especially in North America. This very appealing 1966 W1 was purchased in the USA and imported into Britain in 2018, in which time it has remained with the same owner. Its early history is not known, but a sticker on the rear mudguard suggests it was resident in Pennsylvania in 1981. In the present ownership, it has only seen occasional use but has now spent a few years in storage, so some straightforward recommissioning will be required, and specifically the replacement of the fuel taps. It is to be sold with the current V5C.
Estimate: £2,000 - £2,500*
Reg No: F708 FGK
MOT: None
Frame No: 3440
Laverdas 3 cylinder range was launched in the early 1970s, with the legendary Jota being the fastest production motorcycle to date. This SFC1000 Classic, a rare version finished in red instead of the normal black, must be one of the last triples produced at the Breganza factory in 1987/88. It is thought the last frame number issued by Laverda was 3452, so its number, 3440, is only 12 from the end. The concept of the SFC was to get back to the Jotas’ sporting roots, featuring 41.7mm diameter Marzocchi M1R front forks, 300mm Brembo floating front brake discs with Brembo gold series calipers, an aluminium box-section swingarm and lightweight rear sets. Bought by the vendor as only its second owner in 1993 from Slater Brothers, included in the sale is the original owner’s manual, service book with 9 stamps from 3 Cross and Slaters and numerous old MOTs and tax discs. Its service life, mainly with Slaters, is documented by around 30 receipts totalling over £4000 showing the fitting of a Witt electronic ignition, Koni rear shocks and stainless silencers, with the original parts included. The bike has not been run for around 15 years, so will need a good recommissioning before use. A great opportunity to acquire what is thought to be the ultimate expression of Laverda’s legendary 1000cc triple.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: 61731
Motoconfort is a little known French firm that was established in 1925 by Abel Bardin and Charles Benoît, who had previously designed the successful Motobécane MB1, a 175cc belt drive 2 stroke. Bardin and Benoît formed the company to act as a sister make to Motobécane with the grand sounding title of the ‘Societé Anonyme La Motoconfort’, continuing development of the 175 by adding a 2-speed gearbox and chain drive. By the late 1930s, Motobecane and Motoconfort were producing a full range of motorcycles, including 500cc and 750cc shaft drive inline fours, becoming the largest manufacturer in France. After WW2, they mainly concentrated on small capacity mopeds and ‘go to work’ models, eventually being taken over by Yamaha. This fascinating R2 250 model is powered by a JAP side valve engine driving a Staub hand-change gearbox. A very rare bike in the UK, it was bought by the vendor from Dutch Lion Motorcycles in Holland last year. Not registered, it will be supplied with import paperwork and some French paperwork from the 1970s to aid registration with DVLA if so required. Not run since last year, it will need some recommissioning before use. An interesting and rare bike that will be a talking point at any vintage bike gathering.
Estimate: £3,200 - £3,800*
Reg No: TVJ 483 MOT: Exempt Frame No: FA7 13628
This matching numbers Super Rocket was subject to an extensive restoration by SRM costing a staggering £15,000 and featured in the October 2015 issue of Classic Bike, with a copy of the magazine and receipts included in the sale. Paintwork was refinished with the frame stove enamel primed and sprayed with two pack black gloss, the petrol tank coated, stainless steel rims and spokes shod with Avon Roadriders and a new wiring loom. The forks were refurbished with SRM damper rods, SRM stainless seal holders, taper roller head races and adjustable rear shocks. The engine was given the full treatment with SRM alloy conrods, new pistons and rings, SRM tappet adjusters, a Spitfire 357 camshaft, Colisbro valve guides and bigger inlet valves fed by a Mikuni carb. The oil feed to the big ends has been re-routed, increasing oil pressure/flow by 40%, with an SRM oil pump and sump filter kit and a timing side needle roller main bearing conversion. Drive is looked after with a belt primary drive and a NEB dry clutch and the electrics improved with a belt drive dynamo and a dummy magneto housing an electronic ignition. Winner of the ‘Public Choice Award’ at the 2012 Stafford Show (trophy included), it is supplied with extensive paperwork file, BSAOC dating certificate, buff log book and V5C.
No Reserve*
Reg No: XBU 512
MOT: Exempt Frame No: 16417
The “Big Head” version of the Royal Enfield Bullet appeared in the late 1950s with a shaft-mounted rocker assembly, larger valves and ports and a higher compression ratio, and was externally distinguished by its prominent cooling fins. The design gave the Bullet some considerable extra power, though relatively few of the “Big Head” models were built before 1962, when the existing Bullet was dropped and the name transferred to a 350cc version of the Crusader 250. Described by the vendor as “excellent” in all areas, this 1961 “Big Head” Bullet was bought as a project from the late Ron Farthing in 1997. The vendor subjected it to a comprehensive renovation which remains very well preserved. The overhaul included a number of desirable upgrades, including a Hitchcocks billet steel roller-bearing crankshaft, a belt-drive clutch, upgraded oil pumps and 12v electrics. Pleasingly, it retains the correct pannier frames with fittings and period bags. In the present ownership, the Bullet has been greatly enjoyed as touring bike on multiple occasions, both in Britain and Europe, and is offered for sale after 28 years of ownership with an extensive file of literature including the current V5C, the original green log book, a parts book, an owner’s manual and a workshop manual, plus some tools and spares.
1959
No Reserve*
Reg No: 709
UXN
MOT: Exempt
Frame No: 82551
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. Registered as a 1959 machine, this Triton combines a ‘Wideline’ Featherbed frame with the unusual but appealing choice of a c.1973 Triumph Trident T150V inline triple. It uses a standard air filter and a Triumph conical rear hub, plus a very helpful double disc-braked ‘Slippery Sam’ front end, as used on the 1970s racing Trident of the same name. The clip-on handlebars, racing seat and megaphone silencers are, of course, the prerogative of any café racer, and flashing indicators have been fitted for convenience. Numerous invoices detail some of the work and modifications which have been effected over the years, and although unused for some time, the Triton has been started recently. Complete with the V5C, it promises to make a rewarding recommissioning project which will turn heads at any bike meeting.
One private owner from new
Estimate: £4,500 - £5,500*
Reg No: KAK 842W MOT: Exempt Frame No: 950620
The Leo Tartarini styled 900cc Darmah SD ‘Sport Desmo’ was introduced in 1977 and marked a big improvement in quality and design over previous models, offering a more touring orientated option to the 900SS.This Darmah is essentially a one owner bike from new, having been bought from the closing down sale of D C Cook Motorcycles in April 1982 as a pre-registered, unused bike. Owned and maintained by the vendor for 43 years it comes with a detailed breakdown of its service and maintenance history during his long term ownership, even down to which brand of oil used at each regular change. More or less in original and standard trim and still wearing its original Conti silencers, fork gaiters were fitted at its PDI in 1982, it has Keihan stainless steel headlamp brackets and a brass oil filter cover (original supplied). The bike was used as a European tourer in the early 80’s, which is when the majority of the credible 13,000 miles was accumulated, and it has spent the last 20 years at the vendor’s property in Cognac attending local ‘Exposition de voiture ancienne’ events. It comes supplied with its aforementioned detailed service history, some old MOTs, receipts and a Haynes manual together with current V5C.
Reg No: X609 NWR MOT: Exempt Frame No: ZCGM500AAYV000527
The Cagiva Navigator is a limited-production, adventure-styled motorcycle that uses a powerful, detuned 996cc Suzuki TL1000 V-twin engine for strong mid-range torque developing 100bhp. Known for its unique blend of adventure bike styling with a sporty riding position, it features a steel trellis frame, under-seat exhaust, and cast-aluminium wheels. While lacking in spare parts availability and some build quality aspects, its low price and exciting ride make it a distinctive, rider-focused machine.
Last used on the road in 2016 when the last MOT expired, this example has been dry stored and not run since. Said to be complete except for the battery, which will obviously need replacing, it displays some age and use-related marks and one side panel is cracked. Due to the period of inactivity it will require recommissioning before returning to the road. A very rare bike in the UK, notable features include Renthal bars, Power Commander, heated grips and K&N. Displaying some 46,644 km (28,983 miles), it is offered with a current V5C. Please note it has been recorded as a Category D Insurance Loss - Vehicle Damaged But Repairable - Insurer Decided Not To Repair.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: BC11S4 16371
The Birmingham Small Arms factory was established in the Small Heath area of Birmingham 1861 and as the name suggests, manufactured weapons. Around the turn of the century they started making bicycles and progressed onto motorcycles a few years later. BSA went on to be one of the world’s largest producers of motorcycles, proudly claiming that one in every four motorcycles was a BSA, up until their demise in the early 1970s. Famous for larger capacity twins like the A7, A10 and Rocket Gold Star, and sporty singles like the classic Gold Star range, one of the more popular models produced was the 250cc C11, a good, solid, reliable bike that many 1950s enthusiasts began motorcycling on. This c1954 C11, being offered at no reserve, is from a deceased estate, so not much is known of its history. It looks to be an unfinished project with some parts, such as the wheels, having been refurbished with new tyres. It will make an interesting winter project to complete the restoration back to standard or a good starting point for a bespoke special. Unfortunately, there are no documents with this lot.
Estimate: £1,500 - £2,500*
Reg No: Un-Registered MOT: Exempt Frame No: 10458
The Royal Enfield Crusader, introduced in 1957 as a lightweight 249cc unit-construction OHV single-cylinder roadster, was not originally designed for observed trials. However, its nimble frame and agile handling made it a natural candidate for modification into a competitive trials bike during the late 1950s and early 1960s. As the era of “heavyweight” trials machines like the Bullet waned in favour of lighter 250cc-class rivals (e.g., Greeves, Dot, and James), Royal Enfield’s Redditch factory experimented with the Crusader to stay relevant in events such as the Scottish Six Days Trial (SSDT) and International Six Days Trial (ISDT). This shift reflected broader industry trends toward lighter, more manoeuvrable machines for technical sections. The Crusader’s trials legacy is one of innovation, factory works efforts, and enthusiastic privateer conversions
Originating from the 1957 Royal Enfield Crusader 249cc roadster, this bike was cleverly adapted for trials in the late 1950s and early 1960s. Equipped with a 346cc OHV single-cylinder G2 Bullet engine, delivering 18–20 bhp it should make a splendid addition to any Pre-65 trials collection, offering a blend of historical innovation and pristine condition.
Estimate: £1,500 - £2,500*
Reg No: Un-Registered MOT: Exempt Frame No: C15T 17807
Manufactured by BSA from September, 1958, until 1967, the C15 was BSA’s first four-stroke unit-construction bike. For most of that period, after the introduction of ‘learner laws’ in 1961, a 250cc was the largest capacity solo machine that a learner could ride unaccompanied when displaying L-plates in Britain. A road-going sports derivative was added in 1961 and off-road versions, for trials and scrambles, were also available in the range. The Otter frame traces its roots to Harry Foster, a West Country motorcycle enthusiast and builder in the UK during the 1960s. Foster crafted early Otter prototypes by modifying BSA frames (often from B40 or C15 models) for better trials performance –think improved ground clearance, lighter weight, and enhanced handling for observed trials events. These were “garage-built” specials, not mass-produced, however, It’s often described as a “hidden gem” in trials circles, sometimes overlooked because it’s not a “pure” BSA but a bespoke evolution.
This example, one of just a handful produced, has been subject to a light recommissioning in the current ownership and is reportedly running and riding. An unusual hand-built machine that could be ideal for Pre 1965 trials.
Estimate: £5,000 - £6,000*
Reg No: EEL 891T MOT: Exempt Frame No: 2V0003228
The Yamaha Motor Co. was formed in 1955 and commenced motorcycle manufacture with the 125cc YA-1. The arrival of the RD range in the 1970s cemented Yamaha’s reputation for high performance two-strokes and bikes like the RD400 excelled in production racing, embarrassing several larger-capacity bikes. Equipped with a 399cc straight-twin and six-speed transmission, the RD400 produced a claimed 44bhp but was built only from 1976 to 1979, after which American emissions regulations killed off most two-strokes. The Daytona Special was a wonderful way for the RD400 to bow out – with a revised cylinder head, its emissions and fuel economy were much-improved, but more interesting by far was the fact it came with a lower seat, a larger fuel tank, improved suspension, repositioned footpegs for faster cornering, and a delightfully racy colour scheme.
First registered in Britain in 2018, this 1979 RD400 was renovated to a high standard by the previous owner and received a comprehensive engine overhaul. There have been some subtle upgrades, notably the expansion pipes, which were commonly fitted in period. The bike is said to run well and certainly represents a lovely example of a seldom-encountered model. It is sold with a current V5C and some spare parts.
Estimate: £3,000 - £4,000*
Reg No: HNP 957J MOT: Exempt Frame No: A65LEE08336
The Birmingham Small Arms factory was established in the Small Heath area of Birmingham in 1861 to manufacture weapons. Around the turn of the century they started making bicycles and progressed to motorcycles a few years later. BSA went on to become one of the world’s largest producers of motorcycles until its demise in the early 1970s. The 654cc unit-construction parallel twins were launched in 1962 with the A65 Star, various improvements being made through the decade. Produced from 1965 to 1972, the Lightning model was designed as an all-round sports machine, aimed largely at the American market to complement the more touring-oriented Thunderbolt. A closer-ratio gearbox combined with a higher-lift camshaft made for lively acceleration and performance at higher revs than the standard A65. This 1971 A65 Lighting is a wonderful example, having benefitted from an engine overhaul during the vendor’s ownership, and we are advised that it is running very well and very quietly. The vendor kept it in use until recently and is only parting with it as he has bought a lighter machine which he now finds easier to manage. The Lightning retains its original silencers and has been fitted with a non-standard front hub, but the original hub will be supplied. It is complete with the current V5C and a set of keys.
Two owners and sub-15,000 miles from new No Reserve*
Reg No: M796 WBW MOT: None
Frame No: 0410980
Produced from 1993 to 2001, the BMW R1100RS was a sport-touring motorcycle powered by a 90bhp, 1,085cc boxer twin engine – the first of the R259 “Oilhead” boxers, with air-cooled cylinders and an oil-cooled head – mated to a five-speed transmission. Naturally, it also used shaft-drive and BMW’s highly-regarded Telelever front suspension design – which outwardly resembled telescopic forks but was far less prone to dive – and Paralever rear suspension. Braking was by twin 12in discs at the front and a single disc at the rear, with optional ABS. As with almost all later Oilhead BMWs, it was of frameless construction, the engine functioning as a stressed member. In America, Cycle World named it the best standard motorcycle of 1994. Offered from a deceased’s estate, this very original 1995 BMW R1100RS had just two owners until early 2025 and has covered under 15,000 miles from new. Acquired by the late owner in 2006, it was always maintained to a high standard and was recommissioned in 2024 having been out of use since 2009. It is supplied with the current V5C, various MOT certificates and handbooks, among other papers, plus matching panniers. The engine describes the engine, electrics, frame and suspension as “very good” and the paint and transmission as “good.”
Estimate: £2,000 - £3,000*
Reg No: NSK 332 MOT: Exempt Frame No: Not Seen
The AJS Model 18S is a 1950s British 498cc single-cylinder motorcycle featuring a reliable overhead-valve engine, swinging-arm rear suspension with Jampot shock absorbers, and a four-speed gearbox. Developed from a 1930s design and part of the Associated Motorcycles range, the Model 18S was known for its durable construction, off-road success in trials and scrambles, and simple, robust engineering for everyday use. NSK 322 is in very good cosmetic order, appearing very correct with original Dunlop rims, Lucas switchgear, levers and tin ware etc. It has had a 12V conversion with Zener diode upgrade. Mechanically it is very smooth and reliable and an easy first kick starter. The present registration number was obtained in 1991, the previous being TAM 163. Around the late 90s it was subjected to an extensive overhaul with all work and invoices comprehensively documented in the accompanying history file. Very recently it has had a thorough top end overhaul, all of which is documented, and then it was carefully run in. Regularly maintained with frequent greasing and oil changes, past MOT certificates and tax discs go back to the early 1980s. Offered with service, maintenance and parts manuals, a certificate of authenticity from the AJS Matchless Owners Club and a full comprehensive toolkit.
Charming example of ‘The Gentleman’s Motorcycle’
Estimate: £5,000 - £6,000*
Reg No: BF 4753
MOT: Exempt
Frame No: C1407
Sunbeam introduced a numerical naming system in 1924, and the new Model 8 was notable for its overhead valves and internally-expanding drum brakes. Conventional in design, the frame utilised Druid forks and a rigid rear end. The single-cylinder 347cc engine, with a total-loss oil system, was rated at 2¾hp and allied with a three-speed gearbox. Produced until 1931, the Model 8 became renowned as an accomplished and well-made sporting single. It was chiefly popular as a touring motorcycle, but a large number were raced.
The early history of this 1928 Model 8 is not known, but it evidently sports an older restoration, which was most likely completed at the dawn of the new millennium. Its age-related ‘BF’ registration was issued in 2001, and the bike has been widely used for historic events over the ensuing 24 years. Owned by the vendor since 2013, the Sunbeam remains in good running order. The dynamo and magneto have been recently been refurbished but the battery carrier is yet to be refitted, plus a period-correct carburettor, are included in the sale. The documents file contains several MOT certificates and tax discs, DVLA correspondence and the current V5C.
Estimate: £3,000 - £4,000*
Reg No: BF 4886 MOT: Exempt Frame No: D17777
BSA restarted motorcycle production after the Kaiser War in 1923 with a new 350cc sidevalve model called the Model L, which had a three-speed, hand-change, constant-mesh gearbox and chain final drive. It proved a very robust machine in side-valve form and became a good seller for BSA, although only available until 1924. Notable competition successes included setting records in the Scottish Six Days Trial and the International Trail in Sweden. An overhead-valve version was made available, which marked BSA’s first foray into OHV construction, though in all other respects it was identical to the sidevalve.
We are pleased to offer a 1923 L23 which formed part of a prominent collection of vintage motorcycles built up over many years by a late enthusiast. The BSA was extensively renovated at some point in the past, but with an emphasis on using original parts wherever possible, the result being a well-maintained machine with a beautiful patina. Since completion, it has been used on many VMCC events and local club runs, although having now been out of use for some 18 months, a spot of recommissioning will be required before it can go back on the road. It is accompanied by the current V5C.
One owner for over 41 years
Estimate: £8,000 - £9,000*
Reg No: A373 TYU MOT: Exempt Frame No: 091985
Built from 1982 to 1984, the Ducati 900 S2 was a restyled successor to the revered 900 SS but with the significant addition of an electric starter. Representing a more accessible version of the bevel-drive V-twin sports bike, it was still a performance-oriented machine that bridged the gap between the SS and the similarly-esteemed Pantah-engined models of the mid-1980s. With only 1,236 examples produced, the 900 S2 is a rare and highly collectable machine. Beautifully presented with its sparkling metallic paint and racy fairing, this superb S2 remarkably had only one owner until May, 2025. An enthusiastic member of the Ducati Owners’ Club, he purchased it for £3,400 from Coburn & Hughes of 449, Green Lane, Haringey, on 7th January, 1984 and promptly fell in love with it. Ever since, the bike has been maintained to a very high standard while receiving a few modifications to improve it even further. These include race-specification brake pads with EBC discs, stainless Conti exhaust pipes and alloy wheel rims with stainless spokes. Having recently been rebored and fitted with new valves, it is now said to run “like a Swiss watch.” It is offered with a large history file containing the current V5C, the original sales invoice, MOT certificates and historic tax discs.
Estimate: £6,500 - £8,000*
Reg No: EGY 454 MOT: Exempt Frame No: HB242174
The Empire Star was a standard motorcycle made by BSA at their factory in Small Heath, Birmingham. Named to commemorate the Silver Jubilee of King George V and advertised as ‘The Masterpiece of the Industry’, the Empire Star range was produced between 1936 and 1939, when it was developed into the BSA Gold Star and World War II stopped production. Developed from the popular BSA Blue Star and designed by Val Page, the Empire Star range had the benefit of several ideas Page had been developing at his previous employers, Ariel and Triumph motorcycles. With a heavy frame and iron-barrelled pushrod valves the Empire Star still had the legacy of the earlier BSAs however, and Page continued to lighten it and introduce engine tuning ideas throughout production.
This beautifully presented, correctly restored machine is offered in ‘ready to ride’ order. The history file includes a current V5C registration document, old tax discs, MOTs and restoration invoices etc. Renowned for their build quality and reliability, BSA motorcycles remain popular amongst riders and with its sporting credentials this Empire Star represents a good opportunity to acquire a lively performer at the upper end of the pre war BSA line up.
No Reserve*
Reg No: THX 840S MOT: Exempt Frame No: CB550F-2107582
It could be said that the early 1960s Honda C72 and CB72 250cc twins were the bikes that changed the face of British motorcycling, easily outperforming contemporary British motorcycles of double their engine capacity. As a result, the British industry suffered a catastrophic decline and had all but disappeared a few years later. Probably some of the defining motorcycles of the era, the beautifully engineered 250s were the epitome of a classic Honda featuring an inclined twin-cylinder 247cc overhead camshaft wet-sump engine using technology developed on the race track. The C72 featured a monocque chassis with distinctive ‘square’ rear dampers. This rare C72, being offered at no reserve, is from a deceased estate, so not much is known of its history. It looks to be presented in standard trim with some restoration work in the past. Whilst it still has the registration number 467JBF on the front mudguard, this no longer appears on DVLA. The vendor had begun to try to retain this number, but never finished the process. The paperwork and a Honda Owner’s Club dating letter are included in the sale. The bike has been stood for a number of years, but it will make an interesting winter project to restore or recommission.
The Honda Motor Company was founded by Soichiro Honda in 1937, initially producing piston rings for Toyota. They made their first motorcycle in 1949 and within 10 years became the biggest motorcycle manufacturer in the world. They have gone on to produce over 400 million two-wheelers. The legendary CB750/4 was launched in 1969 to great acclaim and laid down the blueprint for the modern day superbike starting a range of SOHC Honda fours ranging from 350cc upwards. The 500 model followed shortly after the 750, bringing back memories of Mike Hailwood’s Grand Prix bike of the late 1960s, eventually growing to 550cc in the mid 1970s. This CB550 Four, offered at no reserve, is from a deceased estate, so little is known of its history. It is fitted with a period Motad 4 into 1 exhaust and has managed to keep its original grab rail, a part that very often goes missing. The bike has been stood for a number of years, but it will make an interesting winter project to restore to original or form the basis of a bespoke special. It will be supplied with a V5C. Please note, the engine appears to have been changed at some point in its life, as its number does not match the one shown on DVLA.
Estimate: £6,000 - £7,000*
Reg No: P870 ONV MOT: October 2026 Frame No: 000808
The launch of the Massimo Tamburini designed 916 in 1994 revolutionised motorcycle styling and overnight made all of its competitors seem dated, going on to give Carl Fogarty his first Superbike world championship that year. Now celebrating its 30th year, it is often described as the ‘the most beautiful bike ever made’.
This stunning 1997 Ducati 916, one of only 271 examples supplied to France in that year, is a rare find, verified by a documented email from Ducati confirming its authenticity for frame and engine numbers. Showing 14,402 miles, this French import now features Mph clocks accurately reflecting mileage converted from the original Kmh clocks, which are included. Presented in good, original condition with small age related marks, it is fitted with Termignoni carbon end-cans. The bike comes with a fresh MOT, belts reportedly replaced and documented in 2023, numerous invoices, and a current V5C. The bike ran whilst being pictured. A stunning machine, the most iconic model from the Italian factory, a must for any collection.
Estimate: £9,000 - £10,000*
Reg No: Un-Registered
MOT: N/A
Frame No: PM 12
Peckett and McNabb (P&M), formed in the early 1970s by frame-builder Richard Peckett and engineer McNabb, became a powerhouse in British motorcycle racing. Known for innovative, lightweight chassis designs, P&M crafted bespoke frames that rivalled factory teams. Starting with tuned machines, they gained fame by pairing powerful engines like the Kawasaki Z1 900cc four-stroke with custom tubular steel frames, optimised for sprint and endurance racing. By 1978, P&M’s Formula 1 bikes were dominating, securing national and international championships, including top endurance events. Their success relied on precision engineering, featuring adjustable Marzocchi forks, alloy swingarms, and advanced brakes, epitomising privateer innovation in the golden era of racing. This ex-Team Glam Racing P&M F1, a development bike for Team Minnovation, was ridden by Joe Barton to perfect an optimised exhaust system, now fitted for enhanced torque. Powered by a race-tuned 1260cc engine by Diptune Engineering, it boasts upgraded GSXR 750 forks for superior handling and includes a spare set of Astrolite gold anodised wheels. Restored and understood to be track-ready, this rare machine is eligible for CRMC events and European endurance racing, offering collectors and racers a unique piece of motorcycle history.
Estimate: £1,500 - £2,500*
Reg No: T717 WAN MOT: September 2026 Frame No: WB10424A2WZB09681
Produced from 1997 to 2004, the R1200C was BMW’s attempt to break into the cruiser market, where European and Japanese marques were making in-roads after years of American dominance. The R1200C proved successful – around 40,000 were produced and it had a strong cultural impact; one was used in a chase in the 1997 James Bond film Tomorrow Never Dies and another was selected for the 1998 Art of the Motorcycle exhibition at the Guggenheim Museum. The work of BMW’s American chief designer David Robb, it utilised an 1170cc flat-twin which produced 61bhp, plus a five-speed manual gearbox, hydraulic clutch and shaft-drive. The front suspension used BMW’s Telelever system, and braking was by twin discs at the front and a single disc at the rear.
This 1999 example has covered a mere c.26,000 miles from new, remaining in overall good condition for its age and showing some signs of use. The BMW has just had a fresh MOT expiring on 16 September 2026 and is ready for its new owner to use it for the next year ahead. Offered with a current Swansea V5C document.
Reg No: RVH 301P MOT: Exempt Frame No: 15903506
In 1976, Bultaco was known for its high-performing off-road motorcycles, particularly its revolutionary Sherpa T trials bikes, which were leaders in their field. The company also produced competitive motocross (Pursang) and enduro (Frontera) models in various engine sizes. Common features of these 1976 models included two-stroke engines, five-speed transmissions, advanced long-travel forks and rear suspension with lay-down shocks on some models, and often featured alloy wheels and internal expanding drum brakes.
This very charming 1976 Bultaco Sherpa 350T was carefully restored to a high standard some time ago and has been maintained in very good order since completion. During the restoration, great attention to detail was paid resulting in the machine retaining as many original parts as possible. The result, as careful inspection will show, is very good. We have been advised that the Sherpa is now running and riding very well. It is accompanied by a file full of receipts for parts and work carried out together with a current V5C.
Estimate: £2,500 - £3,500*
Reg No: DX57 FDD MOT: September 2026 Frame No: JYAVP20E97A001530
The Yamaha VMAX is a powerful and influential “muscle cruiser” motorcycle introduced in 1985, known for its aggressive styling, with a massive 1198cc liquid-cooled 72-degree V4 engine with a unique V-Boost system that boosted power in higher gears, and strong straight-line performance. A second-generation model with a larger engine, modern technology, and a more refined chassis was released in 2008, and the line was discontinued around 2020. The VMAX is a cult bike that created its own class of motorcycles with its signature combination of excessive power and distinctive looks.
This legendary VMAX has been cared for by its previous and current owner and remains in very good condition for its age, showing just c.12,500 miles from new. Offered with a current MOT to September 2026, it comes with a history file containing assorted old MOT certificates, receipts for parts and work carried out, Data Tag paperwork, handbook and an owners manual. Also present is a current Swansea V5C and a set of keys.
No Reserve*
Reg No: 483 XUJ MOT: Exempt Frame No: CAPR10409
The Ariel VB was a 600cc side-valve motorcycle produced by Ariel from 1931 to 1959, with a hiatus for the Second World War. Known for its reliable, low-maintenance, and high-torque side-valve engine, the VB was a sturdy, comfortable, and well-balanced solo machine and an excellent platform for sidecar use. It featured a four-speed gearbox, a dry clutch in a leak-proof primary chain case, telescopic front forks, and a plunger-type rear suspension. While big singles started to go out of fashion in the post-war years, the later VBs were typical of those that remained – strong and torquey machines perfectly suited to the needs of the sidecar market.
We are delighted to offer this 1957 VB, which has spent many years in the present ownership. Having been in regular use for most of that time, the bike is affectionately known by its owner as an “old warrior.” Although undoubtedly a well-used bike, it has been kept well-preserved and its appearance today is very much like it would have been when new. Lightly patinated but well-maintained, it would be ideal both for rallies or long and winding rides in the country. The Ariel is accompanied by a current V5C, plus some related manuals and other documents.
Ex-Bertie Goodman of Veloce Ltd.
Estimate: £3,000 - £4,000*
Reg No: Un-Registered MOT: Exempt Frame No: 3795
Between 1913 and 1925, Veloce Ltd. produced expensive, high-quality two-stroke motorcycles of (nominally) 250cc, which gained an excellent reputation and were entered in competitions such as the Isle of Man TT, with some success. The single-cylinder machines had many advanced features, such as a throttle-controlled oil pump, which set them apart from other manufacturers’ products. The success of the diminutive Velocette model that followed was such that when in 1925 a new overhead camshaft 350 was launched under the Veloce name, the dealers protested, and Velocette was used henceforth for all models.
This charming 1924 Velocette GC3 was built on 29th April, 1924, and dispatched to Frank Palmer of Leeds, then sold to a Mr. Francis Blacke on the 3rd May. As bought by the vendor, it required total restoration, which he has succeeded in performing while retaining many original factory fittings. Intriguingly, one of its past owners was Bertie Goodman, the last managing director of Veloce Ltd. Since completing the project, the vendor has started the bike periodically but has not had time to register it, so it is not known when it last ran on the road. It is supplied with a dating letter from the Velocette Owners’ Club to aid the registration process.
Estimate: £2,000 - £3,000*
Reg No: FHJ 63D MOT: Exempt Frame No: 24THSA122
The Anglian was a successful trials motorcycle produced by Greeves from the mid-1960s, featuring a lightweight, light-alloy frame and powered by a modified Villiers 250cc two-stroke engine. Known for its performance and reliability, it was available with leading-link forks or, as an option, Ceriani hydraulic forks The Anglian contributed to Greeves’s reputation as one of the world’s leading constructors of off-road motorcycles, and held its own in competition against Spanish marques such as Bultaco, Montesa and Ossa.
This Anglian was originally registered ‘LXD 86D’ on 14th October, 1966, but it was reregistered ‘FHJ 63D’ in 1987, since when it has had only four keepers, the first of whom undertook a documented restoration to a very high standard in 1988. The present owner had long sought an Anglian for his collection and deemed this one to be a perfect example. Since he acquired it in 2022, it has been a static exhibit in his garage, occasionally being turned over. Described as “very good” in all areas and only offered for sale due to a house move, the Greeves is complete with the current V5C, assorted restoration and maintenance notes and correspondence with DVLA.
Estimate: £3,500 - £4,500*
Reg No: SWT 391R MOT: Exempt Frame No: CB400F-1066602
The Honda 400/4 (model name CB400F) is a classic 1970s Japanese sportsbike, produced from 1975-1977, known for its 408cc air-cooled inline-four engine, 6-speed gearbox, and distinctive 4-into-1 exhaust system. It offered a refined, smooth, and sporty ride with sharp handling, making it a beloved and sought-after motorcycle by collectors today. The 1975 CB400F was considered Japan’s first true sportsbike, combining modern performance with advanced Japanese engineering for its era.
This 1976 Honda CB 400F 400/4 has been in current ownership for the last 20 years, and in that time the vendor has looked after it and maintained it to a good standard. The Honda is in very original condition for its age and retains many factory-fitted fittings. A replacement exhaust system has been fitted and is an original factory replacement. The mileage is believed to be original, but there is no evidence to back this up. A bespoke rack has been made and fitted whilst it has been with the vendor. Not used recently, it may require some light recommissioning and is offered with a current V5C.
Estimate: £1,800 - £2,200*
Reg No: P142 OVG MOT: June 2026 Frame No: 0414705
In 1955 BMW created its ‘R’ series of R50, R60, and R69 models with similar boxer engines and the same shaft-drive as earlier models but fitted with swinging fork rear suspension for the first time and most distinctively, ‘Earles’ type front forks. BMW have always built expensive motorcycles, but they quickly gained an enviable reputation for long lasting reliability and quality. Keeping up the tradition of more avant-garde chassis design, later models had BMW’s patented Telelever front and Paralever rear suspension with wind tunnel designed bodywork offering excellent wind protection and stability at high speeds. This RS1100 Sports tourer is presented in good original and standard condition, apart from being fitted with a rear carrier. The RS was the first boxer engined BMW to use the ‘Oilhead’ top end with a frameless design that used the engine as a stressed member. Instead of conventional telescopic forks, the bike was fitted with BMW’s own Telelever front suspension bolted directly to the engine. The design has an outwardly similar appearance to telescopic forks, but braking forces are taken back horizontally, minimising fork dive. It will be supplied with a history file of receipts and its original handbooks, MOTd until 8 June 2026 and a current V5C.
A well-restored US-market model
Estimate: £6,500 - £8,500*
Harley Davidson was established in Milwaukee in 1903 and has gone on to become one of the world’s most iconic and longest-running motorcycle manufacturers. Harley’s large-capacity cruisers have often been imitated by rival manufacturers but rarely, if ever, beaten in terms of image and prestige. The FLH Electra Glide is one of Harley Davidson’s most iconic models, having been in the range from the 1940s to the present day. The model formed the basis of the bike used by many American police forces and was even the inspiration for the cult classic film Electra Glide in Blue. By the 1970s, it epitomised Harley’s cool and laid back image with its handlebar mounted screen and full pannier set. Its large capacity 74 cu in V-twin motor lends itself to long distance cruising. This matching numbers fully-dressed Electra Glide has spent most of its life in the USA before being imported into the UK in 2024. It is presented in mostly original condition, fitted with a single sprung saddle, chrome rear carrier and twin fishtail exhaust pipes together with the distinctive handlebar fairing, full pannier set and crash bars front and rear. A true American classic from the 1970s, it is now fully registered in the UK and will be supplied with a current V5C.
Estimate: £4,000 - £5,000*
Reg No: 303 XWB MOT: Exempt Frame No: GA714330
Birmingham Small Arms made two main versions of their long-lived and popular parallel twins – the 500cc A7 engine, introduced in 1946 and further updated in 1951, and the 650cc A10 of 1950, both of which were valued more for reliability and economy rather than performance. For 1962, they were succeeded by the 500cc A50 and 650cc A65. The original A10 was christened the Golden Flash and was updated in 1954 with swing-arm rear suspension instead of the old plunger type, while other variations included the more powerful and faster Super Flash and Road Rocket models. In 1958, BSA launched the A10S or Super Rocket, whose air-cooled, four overhead-valve, pushrod twin was claimed to produce 43bhp and hit 105mph.
Considered by the vendor to be “excellent” in all areas, this rare-in-Britain American-market 1960 Super Rocket has been beautifully renovated, having been acquired as a project in poor condition. The vendor oversaw the work himself, with the BSA being registered for British roads for the first time in 2023. The engine was completely stripped and refreshed with many components from SRM Classic Bikes, and the project ended up costing in excess of £2,700 on engine parts. All the relevant invoices are on file, plus the current V5C and a dating certificate from the BSA Owners’ Club.
Estimate: £5,500 - £6,500*
Reg No: Un-Registered MOT: Exempt Frame No: 12167
The Douglas brothers, who started building motorcycles in 1906, acquired the design of a flat twin-cylinder engine from J. Barter’s defunct Light Motor Company enterprise, with Barter going to work for Douglas. Having two cylinders horizontally opposed at 180 degrees to each other was the same elegant solution to twin-cylinder engine design as adopted by over fifty other motorcycle manufacturers, although Douglas chose a longitudinal layout for their early twins. By 1910, a very dedicated Eli Clarke had ridden a Douglas with a 35mph top speed 900 miles down the length of Great Britain in 39 hours and 40 minutes!
We are delighted to offer a 1914 Douglas 2¾hp which has been in single ownership for more than 40 years. The owner effected a comprehensive renovation several years ago while living in Australia, but after he returned to Britain he never registered the Douglas because other commitments got in the way. As it has not been run for a couple of years, it would benefit from some light recommissioning. Once revived and registered with the DVLA, it would be wonderful to show the Douglas at some Pioneer and vintage rallies after a period of who knows how many years off British roads. The import papers are present to aid registration.
Estimate: £2,000 - £3,000*
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
The Montesa Cota 25A was a children’s trial motorcycle produced from the early 1970s to the early 1980s. Key features include a small 48.76 cc two-stroke engine, available in automatic or two- or three-speed manual versions, and a distinctive red one-piece tank-saddle assembly (which changed to white in 1981). These models were designed for young riders and featured a lightweight, agile frame, drum brakes, and conventional suspension.
On offer is a c.1975 example that has formed part of a private collection of motorcycles. This Cota has been on display inside the vendor’s house and has always been looked after. A restoration was carried out several years ago and it still presents in very good condition. Some recommissioning may be required before use. Please note there is no paperwork with this lot.
A limited-edition tribute to the Easy Rider favourite
Estimate: £14,000 - £16,000*
Reg No: YC04 RJM MOT: May 2026 Frame No: PA1RW2P484N127005
Honouring the 30th anniversary of Easy Rider, the Panzer Motorcycle Works of Canyon City, Colorado, manufactured a limited run of tributes to the “Captain America” chopper which, along with Peter Fonda (Wyatt), Dennis Hopper (Billy) and Billy’s own chopper, was one of the film’s stars. Panzer’s creation made subtle use of modern mechanical components, including a 90ci (1,500cc) Neo-Pan engine built by Accurate Engineering to resemble a 1960s Harley-Davidson Panhead, plus a five-speed RevTech gearbox, belt-drive, disc brakes and electric starting. The engine used primarily S&S components, including the crankcase, crankshaft, rods, cylinders and pistons, plus STD heads. The frame and most of the cycle parts came from well-known frame-builder Paughco, which also assembled the bikes.
From an estimated production of between 50 and 150 Captains, this Panzer dates from 2004 and was imported into Britain in 2006. Always treated as a collector’s piece, it has covered very few miles, with the current odometer reading at around 2,300, though it appears to have been reset after 2,700 miles in 2009. Consequently, it is deemed by the vendor to be “very good” in all areas. Despite its low mileage, it has been MOTed regularly and carries an MOT with no advisories until May, 2026. It is sold with the V5C, assorted MOTs and a matching Captain America helmet.
Over £7,000 worth of receipts
Estimate: £9,000 - £10,000*
Reg No: YGO 46W MOT: Exempt
Frame No: 7300
Produced from 1976 to 1982, the Laverda Jota was an Anglo-Italian collaboration. Slater Brothers was a motorcycle importer established in Collington, Herefordshire, in 1970, and Laverdas formed the bulk of its business. The 3C – so-called for its 981cc inline three-cylinder engine – was introduced in 1973 and by 1975 Slater Bros. was offering a tuned version with a 10:1 compression ratio, 4C racing camshafts, improved exhaust flow and SFC750 fork yokes. The modifications were quickly endorsed by the factory, which put them into production the following year, and so the Jota was born. Reputedly the first production bike to exceed 140mph, it was a tremendous success, with Jotas winning multiple British National Production Championships in the late 1970s.
The current owner of this 1981 Jota 180 purchased it from the original owner when it was just a few months old and enjoyed it for many years before parting with it. When the opportunity arose for him to buy it back, he did so and enjoyed it some more before letting his brother take ownership. Sadly, it was left to deteriorate in that time, so the vendor once again took it back and subjected it to an extensive mechanical and cosmetic overhaul, resulting in its present beautiful condition. Described as “very good” in all areas, it includes the current V5C and receipts for over £7,000.
Estimate: £4,000 - £5,000*
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
A “1975 MV Agusta Childs Motorcycle” likely refers to a rare, small-scale replica or a mini-motorcycle, rather than a standard production model from MV Agusta. These replicas were often made with a small two-stroke engine and designed to look like the larger, high-performance MV Agusta race bikes. They are not connected to the main MV Agusta factory’s production of larger street bikes from that era, such as the 750S.
On offer is a very rare and seldom seen MV Agusta Childs Motorcycle. This example was purchased by the vendor some time ago to add to his collection of eclectic small capacity motorcycles. It has been on display inside the house during his ownership. The MV is in original condition for its age, with some age-related marks here and there. This is a great opportunity for the MV collector to own such a rare machine today.
Estimate: £1,800 - £2,200*
Reg No: KNN 842V MOT: Exempt Frame No: SC012002677
The Honda Motor Company was founded by Soichiro Honda in 1937, initially producing piston rings for Toyota. They made their first motorcycle in 1949 and within 10 years had become the biggest motorcycle manufacturer in the world. The legendary CB750/4 was launched in 1969 to great acclaim and laid down the blueprint for the modern day superbike, eventually growing to a range of SOHC four-cylinder models from 350cc to 750cc. As the other Japanese manufacturers caught up with their sometimes more advanced Superbikes, in the early 1980s Honda responded with an improved range of DOHC models such as the CB900F Supersport. This good looking CB900F was bought by the vendor in 1997 and has been regularly used by him as a dry weather pleasure bike over the last 28 years. The bike is presented in mostly original trim, apart from a period Motad four into one exhaust system and some new rear dampers. It had a pair of new tyres in 2023 and the carbs have been overhauled with new floats and needles. A fast appreciating future classic, this DOHC 900 is still a very usable bike in modern day road conditions, with a simple enough engine and chassis layout to be able to carry out home maintenance. MOT exempt, it will be supplied with a current V5C.
Estimate: £8,000 - £10,000*
Reg No: PGM 221X
MOT: Exempt
Frame No: 10713
Like many other Italian companies, Benelli were successful in sports events gaining a strong following in the USA in the 1960s but Japanese competition changed the face of motorcycling and many manufacturers struggled to keep pace with their developments. Benelli was bought by flamboyant Argentinian entrepreneur Alejandro De Tomaso in 1971 who launched a new range of bikes heavily influenced by Japanese designs, the most exotic being the 750cc six cylinder Sei. Based on Hondas CB500 four, it was the worlds first six-cylinder production motorcycle. In 1981, a 900cc version was launched with 10 more BHP, but most importantly, a reduction in weight. It is thought that less than 2000 900cc models were made between 1978 and 1989 with very few being sold in the UK. This example is presented in original unrestored condition, fitted with a genuine ‘Silentium’ DGM35450S stamped 6 into 2 exhaust. It was recommissioned in 2020 by Selwyn Motorcycles at a cost of £1269, including the fitting of a Sachse Digital Ignition kit costing £340 (receipt included).Supplied with 10 old MOTS, the last dated 15 May 2023 at 14,913 miles and has not seen much use since. Part of a small private collection of mainly Italian classics, it has been run recently and will be supplied with a current V5C.
Estimate: £2,000 - £3,000*
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
The Honda ATC 110 is a classic three-wheeled ATV produced from 1979 to 1985, featuring a 105.1cc, four-stroke, air-cooled engine with a four-speed automatic transmission and a high/low range gearbox. Key features include balloon tires, a drum rear brake, and a pull-start engine, though it is important to be cautious as the three-wheel design can be unstable and prone to rollovers!
This 110 has formed part of a private collection and has been looked after whilst in the vendor’s ownership. This Honda is a very clean example of the model and has been used sparingly whilst in the current ownership. Please note no paperwork accompanies the lot.
Estimate: £2,000 - £3,000*
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
The Yamaha TY80 was a classic trials motorcycle produced from 1974 to 1984, designed for beginners and young riders with its 72cc two-stroke engine and lightweight, agile design. It features a five-speed gearbox with neutral in the lowest position, long-travel suspension for handling rough terrain, and drum brakes front and rear. This trials bike was part of a larger TY series and is known for its ability to negotiate tricky sections with stability and ease.
This well-presented Yamaha TY80 has been with the vendor for several years forming a part of his collection. It has always been looked after and has been on display during his ownership. A sort after machine today, this example would make a great addition to any collection. Please note that no documents or paperwork accompany this lot.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: RC/1/11740
The Vincent story begins with Phil Vincent’s purchase of the ailing HRD company in 1928. Initially producing bikes with proprietary engines installed in his own chassis, in 1935 he introduced the 499cc single-cylinder Comet model, which was followed the following year by the V-twin Rapide; that in turn gave rise to the legendary Black Shadow. Both the Comet and Rapide remained in production until the demise of Vincent in 1955, and many enthusiasts would agree that the Comet represented the greatest single-cylinder motorcycle of its generation. The post-war Series C Comets featured Vincent’s famous Girdraulic forks, which contributed to the glowing review one road-tester wrote in 1950: “The handling was of the highest order… A feeling of tautness and rigidity is provided by the frame… Front and rear suspension characteristics harmonise in an exemplary manner…” This Series C Comet project is offered from the same collection as the Rapide project also in this auction. The property of a longstanding Vincent enthusiast, it was dismantled many years ago and stored in his garage. Now in need of an enthusiast who will put it all back together, it should make for a fulfilling and hopefully straightforward winter project. The bike is sold strictly as viewed, with no documentation. All the parts supplied appear in the photographs.
Lucky Strike Paintwork
Estimate: £5,000 - £6,000*
Reg No: V41 EAW MOT: September 2026 Frame No: JS1A11112001003628
The arrival of the oil cooled GSXr750 in 1985 revolutionised motorcycling giving buyers race quality performance for the road, with the GSXr1100 launched a year later raising the bar even further. The GSXr range started a performance war between the manufacturers, with the target of producing a genuine 200 mph road bike, fought out mainly between Honda’s Blackbird and Suzuki’s Hayabusa. The name Hayabusa is Japanese for Peregine Falcon and was chosen for its 200 mph diving speed, but also rather cheekily, because the bird preys on Blackbirds! The Hayabusa achieved its aim and is still probably the fastest road legal bike available. This stunning 1999 Gen 1 Hayabusa has been professionally refinished in Lucky Strike Suzuki race team colours. It appears to have had only 2 owners from new and apart from the replica paintwork, is presented in standard trim, still with its original Suzuki stamped 4 into 2 exhaust system. From a deceased estate, the bike has been recently recommissioned by a friend of the family including a new pair of Pirelli Diablos, battery, oil and filter, rear pads and new pads and seals in the front calipers. The fuel pump has been replaced by a TTS High Flow unit and the bike will be supplied with some receipts, a new MOT and a current V5C.
Estimate: £2,500 - £3,000*
Reg No: LGH 150T MOT: Exempt Frame No: GS850 102038
The Suzuki Motor Co. was established in 1909 to produce machinery for the cotton industry. After WW2 they began producing motorcycles and by the early 1960s were second only to Honda in numbers of two-wheelers manufactured. Better known for their two strokes, Suzuki joined the four stroke revolution in 1977 with the GS750, a bike that matched European standards of handling but with the Japanese build quality and performance levels. This was soon followed by a 550cc middleweight, an 850cc to compete in the touring segment and a full 1000cc version, setting a new benchmark in superbike performance. This attractive GS850G in ‘Candy Gipsy Red’ appears to have spent its early years in the USA, being first registered in the UK in 1995. Bought by the vendor recently, he has given the bike a good recommissioning including a new battery, a pair of Bridgestone Batlax tyres, clutch cable, choke cable, fuel tap and an EBC clutch kit. The carbs have been cleaned, new plugs fitted and valve clearances checked together with new oils and filter. Probably the best all round sports tourer of the time, the GS shaft still has performance and brakes that can hold their own in modern day road conditions, making it a great bike for attending classic bike events and rallies, supplied with a current V5C and toolkit.
Estimate: £2,000 - £3,000*
Reg No: OWO 906F MOT: Exempt
Frame No: 462341
The Triumph Tiger 90 is a classic 350cc sporting twin, built between 1963-1968 as a youthful alternative to the Bonneville, notable for its agile feel and accessible nature as a first classic bike. Key features include its air-cooled vertical twin engine producing around 27 bhp, a sporty chassis, and styling that mimicked larger Triumphs, earning it the nickname “baby Bonneville”. Although discontinued, parts are still available, making it an enjoyable and practical choice for classic motorcycle enthusiasts.
This 1968 Triumph Tiger 90 is in mostly original condition for its age. We have been advised that it rides and runs very well. It would make an ideal candidate for a restoration or just improvement as an oily rag machine. Offered with some old MOT certificates and a current V5c.
Estimate: £2,000 - £3,000*
Reg No: GB 633 MOT: Exempt
Frame No: 699
Warrior Motorcycles were a short-lived British marque produced between 1922 and 1924, featuring Villiers engines in 247cc or 343cc sizes, three-speed Moss or Burman gearboxes, and either all-chain or chain-cum-belt transmission. The machines were promoted from London offices and manufactured in Newport Pagnell, with an option for a complete sidecar outfit. The Warrior brand was one of many minor marques that failed commercially, and details about them often only surface through extensive research into niche automotive history.
This 1922 Warrior is a rare survivor today as just a handful are known to exist. Understood to have been built at Great Linford, Buckinghamshire from a “Spark” Motor Set that were available from Sparkbrook Mig Co. after the Great War, it has belt-drive and two-stroke Villiers engine and Albion gearbox. Subject to a previous restoration, it has been used since until being laid up last year. One of the earliest known of the make, it has been on museum display and comes with a current V5C. Some light recommissioning will be required before returning it to the road.
Estimate: £4,500 - £5,500*
Reg No: BF 9207 MOT: Exempt Frame No: T120RDU62989
The 1960s Triumph Bonneville T120 was a 650cc parallel-twin motorcycle known for its high performance, achieving its name from its intended 120 mph top speed, and was a derivative of the T110 Tiger with standard twin carburettors and a high-performance camshaft. Key developments during the decade included the adoption of unit construction for the engine and gearbox in 1963, improvements to the frame and chassis to handle the powerful engine, and upgrades to the brakes and carburettors.
This 1967 example has been subject to a previous restoration and much money has been spent. We are advised the Bonnie has all matching numbers as confirmed by the vendor, who also informs us that it runs and rides very well. At some point in its life, the head was changed for a single carb type (probably for easier set up and running.) MOT exempt, it is offered with a current V5C.
Estimate: £2,000 - £3,000*
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
The first Royal Enfield motorcycle was built in 1901 by the Enfield Cycle Company of Redditch having previously manufactured bicycles, lawnmowers and stationary engines. Under various ownership, the name has continued through to the present day making it one of the longest-lasting names in the two-wheeled world. The 225cc two-stroke range was developed before the First World War but only really came into its own in the 1920s. The RE 201 was a vintage, lightweight, two-stroke motorcycle produced around 1921-1923, featuring a 225cc engine, Enfield’s two-speed gearbox, sprung footboards, and leg shields. The model was known for its distinctive frame design that allowed for a low saddle position, a wedge-shaped fuel tank, and comfortable rider features.
This c.1922 RE 201 has recently been restored by the vendor from a complete barn find machine. The restoration has been carried out to a good standard and will need some fettling to finish off. An ideal lightweight vintage mount, it has no documentation and will need to be registered with DVLA.
Estimate: £7,000 - £8,000*
Reg No: OMK 600 MOT: Exempt Frame No: B10 10057
The Norton International or Inter was a classic single-cylinder, overhead-camshaft (OHC) motorcycle introduced in 1932 by Norton Motors Ltd. Originally a race bike, it evolved into a sports roadster and was available in 350cc and 500cc versions. After World War II, the Inter was updated with plunger-type suspension and Roadholder forks, though it was eventually outclassed by twin-cylinder bikes. Key features included a powerful OHC engine, BT-H magneto, Norton’s own forks, and a four-speed gearbox. The Inter was a successful and iconic machine that paved the way for the legendary Manx Norton.
This 1951 Norton International 350 is a very handsome machine that runs and rides very well, and starts with ease. The Norton was fully restored by Robins James Engineering back in early 1990 and extensive paperwork is on file. It is reported to have been raced in the day by a Mr Jim and Erick Pink, but there is no evidence to support this. The Norton still retains many original parts including a matching barrel and crankcases. Sold with a current V5C, paperwork from Robin James and sundry old V5 documents.
No Reserve*
Reg No: K465 DHE MOT: None Frame No: EX500A068682
The Kawasaki GPZ500S, also known as the Ninja 500R in some markets, is a versatile and popular sports-touring motorcycle built from 1987 to 2009, known for its reliable 498cc parallel-twin liquid-cooled engine, lightweight and nimble handling, and eminent suitability as a first “big bike”. It offers a comfortable, more upright riding position than a typical sportsbike, balanced performance with a good rev range, and a low seat height, making it a practical and affordable choice for both new and experienced riders on a budget.
This example is offered for sale from long-term family ownership and is said to be in running condition but requiring recommissioning prior to use. Offered at no reserve, this iconic machine comes with a Swansea V5C registration document.
Estimate: £9,000 - £11,000* Reg No: UET
The 7R was an OHC single-cylinder 350cc racing motorcycle built from 1948 to 1963 that was nicknamed the ‘Boy Racer’. Each year AMC made about 25 replicas of the works racer and these were sold to selected riders. Together with the Matchless G50, it was the mainstay of racing throughout the 1950/60s winning many events for both the works team and privateers alike, becoming one of the most successful over-the-counter competition motorcycles of all time. This early 7R was bought by its enthusiast owner in 1959 and appears to have survived in standard trim. Unusually for a race bike, it was road registered in July 1959 and was ridden by him around the Peak District and Yorkshire Dales in the 1960s and 1970s. The bike was last run over 25 years ago so will need a good recommissioning before use, but it will make a great parade bike or even if you are brave enough, put it back on the road for some exciting and noisy days out. It comes supplied with its original buff log book from 1959 and a current V5C. The documents show the frame number as being 1A2A, although this is not visible under a good layer of paint and suggest the engine number has changed from 834 to 832 at some point.
No Reserve*
Reg No: KF54ZSV MOT: January 2026
Frame No: WB10547A54ZG31318
The BMW K1200RS is a high-performance, long-distance sports-touring motorcycle that was produced from 1997 to 2005 and known for its powerful 1171cc inline-four liquid cooled four stroke engine, smooth-shifting six-speed gearbox and maintenance-free final shaft drive. Boasting a comfortable riding position, and advanced (for its time) technology like integrated ABS, it features an aluminium frame, front Telelever and rear Paralever suspension and Brembo brakes. Delivering 130 hp, it offers a thrilling but also a dependable ride.
This example is in running and riding condition and could be used as is or as a basis for a customisation. Displaying some 33,415 miles, it is finished in matt black and benefits from a new battery. We are informed the ignition can be used but the ignition switch needs replacing. Although exempt, it comes with a current MOT to January 2026 and Swansea V5C. Please note that it has been recorded as a Category N insurance loss (non structural/ cosmetic) due to vandalism (damaged ignition switch). Offered at no reserve.
Estimate: £4,500 - £5,500*
Reg No: SKR 814G
MOT: Exempt
Frame No: 10876
Suzuki was at the forefront of two stroke development in the 1960s, helped when Ernst Degner defected from East Germany, bringing with him a few of MZs tuning secrets. The T500 was launched in 1968, initially sold as ‘Cobras’ until Shelby objected, having already copyrighted the name. This Cobra, with frame no. 10876 suggesting an early production model, has been restored to a high standard. It appears to have spent its early life in the USA before being imported and registered in the UK in 2015. Bought by an enthusiast, who has now sadly passed away, he overhauled the engine with a crank rebuild, new seals, 0.5 O/S pistons, carbs ultrasonically cleaned and the gearbox oil level modification. The frame has been powder coated, the red bodywork refinished and the chrome items replated. Many new parts were fitted including a fuel tap, indicators, seat cover/foam and tank badges and knee pads, together with most other consumable items. MOT’d in 2015 to aid registration, it has not been used since, spending most of the intervening years displayed in his house. A rare bike in the UK, where it is thought fewer than 100 were officially imported in 1968, it will be supplied with a handwritten list of parts restored or bought and a current V5C.
Estimate: £6,000 - £7,000*
Reg No: SV 6236
MOT: Exempt Frame No: 282008
The Model H was one of Triumph’s most popular early models, with some 57,000 produced between 1915 and 1923, of which around 30,000 saw military service. Quick, nimble and durable, it was favoured by the British Army for wartime despatch riders. It was conventionally powered by a 4hp sidevalve single with an excellent Sturmey-Archer three-speed gearbox and belt drive, but was notably the first Triumph to be produced without pedal assistance. The large War Department orders are not the only reason why a large number of Model Hs survives today; the other is that they were remarkably pleasant to ride and sold in large numbers to civilian motorcyclists.
This 1918 Model H is somewhat famous within the Vintage Motor Cycle Club, and known to all simply as ‘H’. The star of two books written by the vendor, Noel Whittall, A Stupid Thing to Do and An Alpine Thing to Do tell how ‘H’ was ridden first from Leeds to John O’Groats, Land’s End and back to Leeds, and then on an epic journey to Monaco and back viâ the Route des Grandes Alpes. ‘H’ displays a lovely, well-earned patina and is accompanied by a substantial 1920s leather box which contains a large assortment of tools and spares. Copies of Whittall’s books are included in the sale.
Estimate: £11,000 - £15,000*
Reg No: R6 UNE MOT: None Frame No: 1HFSC53044A001036
The Rune was built by Honda as a ‘tour de force’ to highlight what their design department could achieve This rare example has a frame number ending in 1036, suggesting an early production model most likely built in Honda’s Ohio factory in 2004. It was imported into the UK and registered with DVLA in 2006, with the fitting registration number ‘R6UNE’. Part of a deceased estate, its one owner in the UK passed away a while ago, so it has been stored in a container for the last few years. Unfortunately, some of the chromework has suffered in that time and it has not been run so it will need some cosmetic and recommissioning work before use. Please note;- it does appear on HPI as a ‘Category D insurance loss - Vehicle Damaged But Repairable - Insurer Decided Not To Repair 13/04/2007’ We are not aware of what the specific damage was but speaking to the owners family, the insurance company offered a cash payout and it was subsequently repaired and put back on the road, with the last MOT on record being in October 2010 at 10,225. The estimates have been set accordingly, taking into account its history. The Rune is a very rare model on English roads, and whilst it obviously needs some attention, it will make a fascinating project to recommission.
Estimate: £6,000 - £7,000*
Reg No: R915 BND MOT: None Frame No: 1HD1BRL11VY044426
Harley Davidson epitomizes large-capacity customs and cruisers, and despite numerous imitations none have managed to match the American firm’s image and prestige. The Heritage Springer FLSTS was based on the classic American custom bikes of the early post war years, when Harley-Davidson’s reputation and identity was established. The chrome Springer front forks are based on a 1948 model and the Softail rear suspension gives the look of a Hardtail while still delivering a comfortable ride, with the styling rounded off with a full-floating front fender, fishtail mufflers, wide whitewall tires and a classic leather seat. This Springer was first registered by Manchester Harley dealer Bauer Milet in late 1997, probably to achieve a year end sales target, and sold to its only keeper in March 1998. The owner has now sadly passed away so unfortunately not much is known of its history, but it was last MOTd in July 2008 at 7809 miles and appears to have been in long term storage for a number of years. Fitted with a pair of saddlebags and a screen, some of the chrome has suffered with standing and the bike will need a good recommissioning before use and will be supplied with a current V5C.
Ex-Darren Dixon championship winning example
Estimate: £30,000 - £40,000*
Reg No: Un-Registered MOT: N/A
Frame No: Not Seen
By 1985, as national series shifted toward production-based four-strokes, demand for full factory 500s declined. Suzuki halted complete RG500 production and partnered with Padgett’s of Batley to supply just 12 advanced engines. These featured magnesium cases, stepped cylinders, power valves, and tuned expansion chambers. Padgett’s mated these units to Harris Performance steel frames producing a rare batch of bespoke RG500s from 1985 to 1988.
This 1988 example, chassis number 11 of the exclusive dozen, is a true icon. Ridden by Padgett’s ace Darren Dixon, it clinched the 1988 British F1 Championship, etching its legacy in motorsport history. Post-season, it sold in November 1988 to Brian Burgess for his son John, who campaigned it in the British Superbike Championship—where two-strokes lingered until the early ‘90s—and club races through to 1996. The engine, serviced throughout its career by expert Roger Keen, was disassembled and overhauled with fresh components by Phil Lovett, guaranteeing peak reliability. Lovingly restored to Dixon’s victorious 1988 livery with new Padgett’s-applied paint, it’s in very good condition for display or gentle track days. Highlights include the Harris steel beam frame, magnesium-cased two-stroke motor, and authentic expansion chambers—evoking the visceral thrill that made the RG500 legendary.
Offered from a prestigious private collection
Estimate: £40,000 - £50,000*
Reg No: Un-Registered MOT: N/A
Frame No: RS500RF 5104
Introduced in 1982, the Honda RS500 was a formidable two-stroke Grand Prix motorcycle raced by importers, teams, and privateers through 1988. A close cousin to the factory NS500, it utilised more cost-effective materials for greater affordability while maintaining impressive performance. Powered by a water-cooled, three-cylinder, two-stroke engine with reed-valve induction, it adopted Honda’s innovative ATAC system in 1986 for enhanced power delivery. A proven winner from its debut, the RS500R is now a highly coveted collectible for motorcycle enthusiasts.
This exceptional example has been part of a prestigious private collection for many years and has been restored to an impeccable standard, presented in the iconic Joey Dunlop NW200 livery—a tribute to the legendary racer. The frame number is just one digit removed from Roger Marshall’s factory Honda Britain entry, adding to its historical allure. Fitted with period-correct Comstar wheels, this bike remains unridden since its restoration, preserving its pristine condition. This RS500 is a standout addition to any serious motorcycle collection, combining rich racing heritage with breathtaking aesthetics. A true gem for enthusiasts and collectors, it represents a chance to own a piece of two-stroke Grand Prix history.
Although chiefly known for their off-road machines, Greeves also made a successful entry into road racing with the 250 cc Silverstone model. These were a production Clubman’s model with a reputation for reliability and were chosen to be the standard motorcycles for the Mortimer-Beart Road Racing School. When winning the 1964 Manx Grand Prix, London-based Rhodesian Gordon Keith also took the Greeves racer to the fastest lap of the race – his last of the four-lap race – at 87.6 miles per hour, which proved to be the best speed ever by a British 250cc motorcycle, with a race-average of 86.19 miles per hour. From the next five places, four were Aermacchis. As well as a boost for the Greeves factory, this was an important win when the sport was beginning to become dominated by foreign competition.
Little is known this racing machine other than it was previously owned by well respected collector and Greeves authority Graham Broadhead and thought to have been on display in his collection. Apparently complete, the vendor advises a check over / recommissioning prior to starting. Offered at no reserve.
No Reserve*
Reg No: N/A
MOT: N/A
Frame No: 4MDS 430 12
Greeves Motorcycles was founded by Bert Greeves in 1951 and produced a range of road machines and later competition mounts for trials, scrambles and road racing. The original company produced motorcycles from 1952, funded by a contract with the Ministry of Pensions for their Invacar, a three-wheeler for disabled drivers. Using some of the knowledge and production techniques gained from this, and utilising Villiers-supplied engines they went onto great success in off-road competition including Dave Bickers’ wins in the 1960 and 1961 European Scrambles World Championship and success in the BBC Grandstand Winter Motocross series. The first all-Greeves-produced model was the Challenger introduced in 1964, initially as a 246cc and later in a 362cc version, the engine incorporating an Alpha crankshaft assembly with Greeves’ own crankcases and an all-alloy top end featuring generous finning. Mated to an Albion gearbox, this new power unit was carried in typical Greeves cycle parts consisting of a cast alloy beam frame and leading-link forks. Little is known about this machine other than it was previously owned by well respected collector and Greeves authority Graham Broadhead and thought to have been restored by him prior to display in his collection. Believed to be in running order, the vendor advises a check over /recommissioning prior to use. Offered at no reserve.
Offered from 32 years of single ownership
Estimate: £3,000 - £4,000*
Reg No: 520 PUO MOT: Exempt Frame No: T100SSH31235
The Triumph Tiger T100 was one of the great British performance bikes of the 1960s, serving as a sportier variant of the 5TA unit-construction model with increased compression and hotter cams. Other features included larger wheels and a coil ignition system, evolving through the decade with updates like 12-volt electrics and twin-leading-shoe front brakes by 1969. Numerous styling cues gave the Tiger T100 a distinctly lightweight and sporting appearance – instead of the 1950s ‘bathtub’ fairing, it used the new, skimpier ‘bikini’ fairing (which was later dropped altogether); the nacelle was discarded in favour of a freestanding headlight and the chunky ‘Roman helmet’ front mudguard was replaced by a slimmed-down item. The model was built between 1961 and 1970 and won renown for its comfortable riding position and reliable engine despite its focus on performance. Built in a range of guises, the T100SS generally referred to the sporty single-carburettor variant. This bright and rather rakish 1963 Tiger T100SS has benefitted from past restoration to a very high standard. In the present ownership since 2007, it has been widely shown and enjoyed, in addition to being sympathetically maintained and always checked after use, and the vendor describes it as “good” in all areas. The sale includes the current V5c, an historic RF60 logbook and a selection of old MOT certificates.
Estimate: £2,000 - £3,000*
Reg No: SE 1698 MOT: Exempt Frame No: 0048
The first Velocette was a small two-stroke machine. Although dropped at the end of 1926, the two-stroke Velocette reappeared at the 1927 Motor Cycle Show as the heavily revised Model U (for ‘Utility’), boasting many improvements including more efficient brakes, lightweight Webb forks, and the newly fashionable ‘saddle’ tank. Its predecessor’s 63x80mm cylinder dimensions were retained, but the twin-port motor gained a roller big-end bearing and connected to a three-speed, hand-change gearbox. The Model U quickly gained a reputation for exemplary reliability and was soon joined by a USS sports version with a detachable cylinder.
This Velocette Model U has been in the current ownership since 1992, during which time it was enjoyed at many VMCC events by the vendor’s wife until a couple of years ago. While it was always maintained to a high standard and prepared for use at events, it will now require some straightforward recommissioning following a few years out of use. It is offered for sale with the current V5C.
A highly original machine for light recommissioning
Estimate: £2,500 - £3,500*
Reg No: D164 XCH MOT: Exempt
Frame No: PY12009
The original Moto Guzzi V35 appeared in 1978, and evolved through the V35 II before the V35 III succeeded it in 1985. Powered by a 346cc air-cooled V-twin engine with a five-speed transmission and shaft final drive, the V35 III was heavily restyled from the II and benefitted from twin rear shock absorbers. Telescopic forks were used at the front, with twin 260mm brake discs, while the rear used swing-arm suspension and carried a single 235mm disc. Equipped with twin Dell’Orto carburettors, the V35 III produced a claimed 35bhp at 8,100rpm and 20ft lbs of torque at 6,500rpm, and remained in production until 1990.
This 1987 V35 III was purchased by the vendor in 2020 to fulfil his need for a lighter motorcycle, and it proved ideal – he has found it a delightfully easy machine to wheel around and place on its stand. However, he has now decided to give up riding altogether on health grounds, hence it is reluctantly offered for sale. Having been out of use since last year, a few basic checks and minimal recommissioning will be required before it goes back on the road. It is supplied with the current V5C, a handbook and keys.
Reg No: SV 8016 MOT: Exempt Frame No: 1009330
Introduced in 1924, the Model P was one of Triumph’s most successful models of the vintage era. The 500cc single-cylinder sidevalve model was built to the same standard of quality as rival machines, but went on sale for a significantly lower price, and spawned various derivatives including the Model N and Model Q. In 1926 Triumph modernised its range with a built-in semi-automatic oil pump and Webb-style sprung forks, though a hand pump remained optional for those who didn’t trust the new mechanism. Wired-on tyres replaced the beaded-edge type, allowing lower tyre pressures to be used for a more comfortable ride. The new rear brake was a far more effective internal twin-shoe hub, rather than the rim brake which had been in use since the early days of motorcycling.
This beautifully-presented 1926 Model N has been in the vendor’s possession since 2016, having been chosen because it fulfilled his need for a light and easily manageable machine. While the vendor regularly entered the Triumph in VMCC events and completed regular maintenance, he stepped back from riding it 18 months ago, hence some light recommissioning will be required before it can return to the road. It is offered for sale with the current V5C.
Estimate: £3,500 - £4,500*
Reg No: FAS 810
MOT: Exempt
Offered from the estate of the late Norman Crump No Reserve*
Frame No: KTL5204
The Velocette KSS was a high-performance 350cc overhead camshaft designed motorcycle, which was a technically advanced and exotic feature for the time, introduced in 1925 as the “Super Sports” version of Velocette’s K-Series. The Mk I had a short-wheelbase, confidence-inspiring frame and telescopic forks. The Mk 2 featured a redesigned cradle frame with the heavy-duty Webb forks from the MSS model. Key features included an advanced engine, robust chassis, and excellent handling, leading to competitive success in racing. The Mk2, introduced in 1936, received a major redesign with an alloy cylinder head, enclosed valve gear, and a new cradle frame with heavy-duty Webb forks.
This very charming pre-war Velocette KSS Mk2 was restored to good condition several years ago. Attention to detail during the restoration ensured it retains many original features and components. Since its completion, it has been used sparingly and has mainly been on display in a museum. Some work is being carried out at the time the pictures were taken and we have been advised that the Velocette will be running for the auction. We would advise some checks may be required before placing it back on the road. The KSS comes with a partial V5C document.
Reg No: JFV 335 MOT: Exempt Frame No: 66641
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. For 1952, an SU carburettor replaced the Amal, 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. Our 1955 6T Thunderbird is offered from the estate of the late Norman Crump of Kidderminster, who competed in trials during the 1950s and ’60s with some works backing from Triumph. He purchased the Thunderbird as a project and renovated it to an excellent standard, but it has not been used following a successful Land’s End to John O’Groats ride which took place some 15 or 20 years ago. It has since been stored in a stable with other machines also in this sale, and will now require recommissioning. It includes an up-to-date V5C and a file of paperwork and manuals.
Offered from the collection of the late Norman Crump No Reserve*
Reg No: 988 XVB MOT: Exempt Frame No: Not Seen
The Ariel KH was a 500cc parallel-twin motorcycle designed by Val Page and produced between 1948 and 1957 as a competitor to Triumph’s popular parallel twins. It was available in a few different configurations and featured a duplex frame, swinging arm rear suspension, and telescopic front forks. The KH Red Hunter was accompanied by the rare, alloy-engined KHA, and was known for its torque and reliability as a capable tourer, though it was less commercially successful than its rivals. This Ariel KH 500 was bought a number of years ago for the collection of Norman Crump, the late enthusiast and trials rider. Now sporting a pleasantly mellowed older restoration, the Ariel fell out of use some time ago on the grounds of Mr. Crump’s declining health, and will therefore require some recommissioning. We are pleased to report that the engine turns over on the kickstarter. Some light cosmetic work will be required, as Mr. Crump was beginning to address some paint faults on the tank before putting the bike into storage. Characterful as it is, it promises to be a very worthwhile project. The Ariel comes complete with a file of paperwork, DVLA correspondence, and handbooks. Although it is on the DVLA database, the logbook has not presently been located, and may have to be applied for through the V62 scheme. Please note that the registration shown is no longer with the machine.
Offered from the collection of the late Norman Crump No Reserve*
Reg No: 805 VDH MOT: Exempt Frame No: BT0902
Built near Manchester, Dot trials bikes were successful competition machines which enjoyed a heyday from the late 1940s to the early 1960s. Known for their lightweight design and strong performance in trials and scrambles events, they used small-displacement Villiers engines. They were valued for nimble handling and a versatile design which made them useable both on the road an in off-road competitions.
This 1963 Dot 290cc trials bike was purchased by the late trials rider-turned-collector Norman Crump in 1966 and has remained in his family to the present. While Mr. Crump was chiefly competitive with his Triumphs and BSAs, we understand he and has family very much enjoyed riding the Dot in the fields at the back of their house, so it has seen plenty of activity in the past. Eventually, it was placed into storage in the loft above Mr. Crump’s workshop, from which it has newly re-emerged. Although it has not been on the road for decades and some degree of restoration will be required, the Dot’s engine turns and all the gears select, and ‘805 VDH’ is still on the DVLA database. A real rarity with great history and lots of future competition potential, this characterful little Dot is well worth saving. The Dot comes complete with its RF60 logbook and is currently not on the DVLA database.
Winner of ‘Best 90s Bike’ at the Stafford Show October 2025
Estimate: £9,000 - £11,000*
The Fabio Taglioni designed V Twin bevel drive engine released in the 1971, with Paul Smart winning the 1972 Imola 200 race. This started a series of race-winning V-twins that have gone on to dominate World Superbike racing over the years with models such as the 851, 888, and 916. In the early 1990s, Ducati started a tradition of producing limited editions of the previous year’s race bikes, partly to get around homologation rules but also to give riders the ultimate in superbike performance. The 748SPS was the homologation special for Ducati’s entry into the hotly contested World Supersport championship series, identical in looks to its bigger brother the 916. The SPS model was the highest specification available with a few more horsepower and an Ohlins rear damper as standard. This stunning 748SPS homologation special has been the subject of a c.£7000 restoration this year and has just been awarded the ‘Best 1990s Bike’ at the Stafford Classic Bike Show. Cosmetically, it is presented in fantastic showroom condition with all the service items such as the brake disc and tyres replaced during the complete overhaul and fitted with a Termignoni exhaust. A bike that would grace any Ducati collection, it will be supplied with the show winning rosette, original handbook, toolkit, 2 keys and a current V5C.
Estimate: £2,200 - £2,800*
Reg No: B836 DRS MOT: Exempt Frame No: 64M00876
Montesa was formed in Barcelona 1944 by Pedro Permanyer and Francisco Xavier ‘Paco’ Bultó, with their first model based on a French Motobécane. They soon began to produce their own engines and saw the advantage of competing in sports events to promote the marque. Bultó designed a 125cc roadster, which was tested in many of the trials and off-road events that were popular in Spain at the time, and this model went on to enter the 1951 International Six Days Trial ridden by Bultó and G. Cavestany. In 1958, chief designer Bultó left, starting his own company under the Bultaco brand name, beginning many years of fierce competition between the two companies. Together with another Spanish firm, Ossa, they went on to dominate trials events in the 1970s, ’80s and ’90s, with Montesa winning numerous world championships. Not many mid 80s Trials bikes will have survived the rigours of competition use. The Cota 330 was made for just one year and was the last Montesa launched before the amalgamation with Honda in 1986 and the move to monoshock suspension. This example is presented in good authentic condition, keeping as much originality as possible. Fully restored by an award winning enthusiast, the bike is up and running and will be supplied with a current V5C.
Estimate: £4,000 - £5,000*
Reg No: BVM 430K MOT: Exempt Frame No: T100REG57364
Named in honour of Buddy Elmore’s victory at the 1966 Daytona 200-mile race in Florida, the 500cc Triumph Tiger Daytona was developed by Triumph’s Chief Engineer and designer Doug Hele and launched as a production motorcycle the following year. Based on the set-up developed for the 1966 race, the Daytona Super Sports was fitted with a new cylinder head and twin 11/8in Amal Monobloc carburettors, which set it apart from other Tiger models. In the head, the valve angle was reduced by two degrees and the intake valve size increased as a result of testing; the valves on test engines had a worrying tendency to meet during the overlap period.
This very striking 1972 T100R Daytona was purchased by the vendor in 2014 in need of restoration. He set about overhauling the bike by removing all the components and inspecting them, and where necessary, they were refurbished or replaced with new items. The new paintwork was applied to a high standard, as may be seen from the photographs. All the mechanicals were thoroughly checked, and repairs or adjustments were made where necessary. Since its completion, the vendor has greatly enjoyed riding the Triumph on selected occasions. It is offered with its current V5C and some invoices.
Estimate: £1,500 - £2,500*
Reg No: ANU 861A MOT: Exempt Frame No: 32DC141
Greeves’ cast beam ‘downtube’ and rubber-in-torsion leading-link fork designs proved adaptable to almost all forms of motorcycle from daily commuter to clubman’s road-racer, but it was their off-road products which really garnered attention, generating valuable publicity to help sell the roadsters. Their first twin-cylinder models of the mid-1950s used the Anzani engine and it was not until 1957 that the first Villiers-engined twin, in the guise of the 250cc 25D Fleetwing, appeared. The roadster twins were updated with a new scrambler-based frame for 1961 and then in 1962 received a restyle in the fashion of the day. The all-new 32DC Sports Twin was one of four roadsters in the company’s line-up for 1961. Powered by the 325cc 3T engine, which Villiers had debuted back in 1957, the 3T was basically a bored-out 250cc 2T and at 16. 5bhp was only slightly more powerful but considerably more torquey.
On offer is a beautifully restored 1963 Greeves 32DC Roadster; the attention to detail can clearly be seen in the pictures. It was restored by a skilled engineer called Paul Pacey from Lincolnshire in 2005. Since completion it has covered approximately 2,000 miles. Not used recently, it will require some light recommissioning prior to use. Offered with a current V5C.
Estimate: £2,000 - £3,000*
Reg No: P185 GJF MOT: Exempt Frame No: SMTTC399JMV042805
The Triumph Adventurer 900 was a cruiser-style motorcycle produced from 1996 to 2001, featuring an 885cc, liquid-cooled, 12-valve triple engine, a steel-spine frame and a single-seat option, along with a large rear mudguard, megaphone silencers and generous chrome-plating; the engine and many other parts were shared with the Triumph Thunderbird 900. Appreciated for its robust and capable drivetrain and handsome looks, it has a reputation as a delightful bike for cruising, with a reliable engine that produces a “fruity roar” when opened up. Said to be “good” in all areas, our 1997 Triumph 900 Adventurer was purchased new on 21st May, 1997, from Fowlers of Bristol, but was sold again by Fowlers to a Mr. Michael French on 31st December, 1997. Mr. French only used it very sparingly, hence it appears now as a very well-preserved original bike which has covered under 2,000 miles from new, as substantiated by the MOTs on file. The four registered keepers on the V5C refers to Fowlers, the first owner, Mr. French and the present custodian, who is assisting with the French estate. Complete with many MOTs, the Fowlers purchase invoice, a handbook and service book, the Triumph was last in use in 2023 and will therefore require some light recommissioning.
No Reserve*
Reg No: MRF 46L MOT: Exempt Frame No: Not Seen
The Honda Motor Company was founded by Soichiro Honda in 1937, initially producing piston rings for Toyota. They made their first motorcycle in 1949 and within 10 years became the biggest motorcycle manufacturer in the world. They have gone on to produce over 400 million two-wheelers. The legendary CB750/4 was launched in 1969 to great acclaim and laid down the blueprint for the modern day superbike, starting a range of SOHC Honda fours ranging from 350cc upwards. The 500 model followed shortly after the 750, eventually growing to 550cc in the mid 1970s. This CB500 Four, being offered at no reserve, is from a deceased estate, so not much is known of its history. It is still fitted with a 4 into 4 exhaust, stamped ‘HM CB500 SL/SR HM 323’, what look to be original rear dampers and the seat has been recovered. Stood for a number of years, it will make an interesting winter project to restore to its original or form the basis of a bespoke special. It will be supplied with a V5C. The frame number has been taken off the V5C as it is not visible under a good layer of paint, similarly the engine number is painted over but may have been changed at some point.
Reg No: HLR 528V MOT: Exempt
Frame No: CX500 2041134
The Honda Motor Company was founded by Soichiro Honda in 1937, initially producing piston rings for Toyota. They made their first motorcycle in 1949 and within 10 years had become the biggest motorcycle manufacturer in the world. They have gone on to produce over 400 million two-wheelers as well as millions of other power products. The legendary CB750/4 was launched in 1969 to great acclaim and laid down the blueprint for the modern day superbike, beginning a range of SOHC Honda fours ranging from 350cc upwards. The Vee Twin CX500 was a departure from Honda’s trademark inline fours, becoming a dispatch rider’s weapon of choice, with not many surviving the hard life they were given. This CX500, being offered at no reserve, is from a deceased estate, so not much is known of its history. It is fitted with a replacement, original style chrome exhaust system and a period King and Queen seat. The bike has been stood for a number of years, but it will make an interesting winter project to restore/recommission to original or form the basis of a bespoke special. It will be supplied with a V5C, please note, the engine appears to have been changed at some point in its life, as its number does not match the one shown on DVLA.
Estimate: £9,000 - £11,000*
Reg No: EJT 882V MOT: Exempt Frame No: Not Seen
In response to the demand for larger capacity machines, Ducati’s chief engineer Fabio Taglioni designed the classic V-twin bevel drive engine first used in the 1971 GT750. This proved an immediate success, helped considerably by Paul Smart’s win in the 1972 Imola 200 race, with 750SS Green frame replicas of Smart’s bike now some of the most collectible models in the world. A 900cc version followed in 1975, becoming the basis for the Mike Hailwood Replica. This UK supplied from new 900SS in classic black and gold colour scheme has been part of a small private collection for a few years. The famous bevel drive Super Sport was nearing the end of its production life in 1980 to make way for the new Pantah engined models, so this is a late version. Still fitted with its Conti 075 84105 stamped silencers, it will be supplied with a new pair of side panels in primer together with a V5C showing just 3 owners. Not run for a while, it will need recommissioning before use, but the engine turns over on the kick starter. Fitted with CMA cast wheels, replacing the crack prone original Speedline items, it will make a good winter project. The frame number is not visible under a good layer of paint.
Estimate: £4,500 - £5,500*
Reg No: LFM 170N MOT: Exempt Frame No: H1F-41473
In September 1968, the 500 SS, H1 or Mach III was introduced powered by a two stroke three-cylinder engine with automatic oil injection and a five speed gearbox producing a claimed 60 bhp. CDI ignition was fitted for the first time on a production motorcycle. This was housed in a lightweight duplex cradle frame fitted with pivoted fork rear suspension and telescopic front forks. Everything about the design of the machine was subordinated to achieving the highest possible performance, a goal which Kawasaki achieved. However, in doing so compromises were made, the frame was marginal for the engines power output and the weight distribution was biased towards the rear, which, combined with a significant “kick” in the power band at 6000 rpm, resulted in considerably reduced front tyre wear. The handling also suffered with lurid tales of near and not so near misses becoming part of the H1 legend. Finally, the machine was endowed with a thirst previously unheard of in the motorcycle world with 24 mpg being seen regularly by enthusiastic owners. Ironically these anti social traits only served to enhance the appeal adding to its desirability then as now.
This extremely well restored example has been displayed at a Kawasaki dealership and comes with a host of invoices for parts used and current Swansea V5C.
Estimate: £2,800 - £3,200*
Reg No: F603 BOA MOT: October 2026 Frame No: GV73B 100580
Famed for performance two-strokes, Suzuki moved into four strokes in the late 1970s with the GS range of DOHC fours and the arrival of the oil-cooled GSXr750 in 1985 revolutionised motorcycling, giving buyers race quality performance for the road. The GSXr1100 was launched a year later setting new standards for sports bikes. The Oil Cooled GSXr1100s were the most powerful bikes produced in the day and still have a fantastic reputation for bulletproof reliability. A favourite for drag racers and Streetfighter builders, not many have survived in standard trim. This early Slingshot is presented in excellent condition and has been kept in a heated garage as part of an enthusiast’s private collection since 2012. It is fitted with an Akrapovic 4 into 1 exhaust system and the suspension has been uprated with a Hagon rear shock and Hagon fork springs. The original downpipes/collector box, stainless steel silencers and original rear damper are included in the sale together with a single seat convertor. The brakes have been overhauled with new discs, pads and seals, and the fork stanchions have been renewed. New clutch plates have been recently fitted and the bike serviced with new plugs, air filter and an oil and filter change. This rare survivor will be supplied with numerous old MOTs and receipts, current MOT to October 2026 and current V5C.
Reg No: KHH 675C MOT: Exempt Frame No: T2014782
The “1965 suzukit120 super six” you’re asking about is likely a misremembered name for the Suzuki T20 Super Six, which was launched for the 1966 model year. It was a 247cc two-stroke twin motorcycle that was very popular for its high performance, achieving a top speed of 94 mph and a quoted 29 horsepower at 7,500 rpm. It was nicknamed the “X6 Hustler” in the US and was known for its six-speed gearbox and “Posiforce-lube” oil injection system
On offer is a rarely seen Suzuki T120 Super Six that had previously formed part of a collection of machines that was sold off. The vendor has carried out some work during his ownership and although currently running, some further recommissioning will be required before use. This Super Six comes with a current V5C and a handbook. To be sold at no reserve.
Estimate: £3,200 - £3,800*
Reg No: WD02 FVV MOT: January 2026 Frame No: JS1BN111200101267
Suzuki began producing motorcycles after WW2 and by the early 1960s were second only to Honda in numbers of two-wheelers manufactured. Initially renowned for performance two strokes, they moved into four strokes in the late 1970s with the GS range, setting new standards for performance and handling. The arrival of the oil cooled GSXr750 in 1985 revolutionised motorcycling, giving buyers race quality performance for the road, with the GSXr1100 launched a year later raising the bar even further. The Bandit range of retro styled sports tourers offered buyers an alternative to the race replicas, with the ultimate ‘Muscle Bike’ being the GSX1400, Suzuki’s largest capacity across-the-frame four. Finished in classic Suzuki blue and white, this GSX1400 is presented in good condition and comes fitted with a Black Widow exhaust in place of the ungainly originals, a small fly screen and a colour matched sports seat. Serviced by Davant Bikes in Torquay at the start of the year, the bike is supplied with a service history and many old MOTS, the current one until 27 January 2026, together with a V5C. With motorcycling moving towards Adventure bikes and smaller capacity engines, the GSX1400 is probably one of the last big ‘Muscle Bikes’ available.
Estimate: £3,000 - £3,500*
Reg No: 925 HML MOT: Exempt Frame No: Not Seen
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. The 500cc OHV twin was a major 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, 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. It comes supplied with an original Triumph spare book and a Haynes manual, together with a current V5C. The frame number is not visible under a good layer of paint.
Estimate: £4,500 - £5,500*
Reg No: RCH 781M MOT: Exempt Frame No: TR5T JJ57154
The 1973-74 Triumph TR5T Trophy Trail (also known as the Adventurer) was a versatile, lightweight 500cc dual-sport motorcycle designed for both on-road and off-road use, featuring a single-downtube frame, high fenders, knobby tires, and a flat-black, low-mounted silencer. With a 30bhp vertical twin engine, the TR5T offered enthusiastic, rev-hungry performance for its class, though it was criticised for lacking a fifth gear and having a less powerful front brake than its engine. It is however a rare, collector’s item, with only 2,552 units built in its single-season production run.
This example was built in August 1973 but not exported to the USA until a year later due to the unofficial occupation of Meriden by the factory workers. The Houston based purchaser owned it until 2019 when it was brought back to the UK. It underwent a full restoration during 2020/21 and a larger twin leading shoe front brake was fitted for safer road use. The original front hub is included in the sale. Recently ridden extensively on the Isle of Man during the Manx Grand Prix and Classic TT festival, this is a rare machine today with few genuine survivors. Offered with a current V5C and original bill of sale from the original owner.
One of 75 UK-built homologation examples
Estimate: £29,000 - £34,000*
Reg No: Un-Registered MOT: None
Frame No: SA9AA90S92B124054
The FP1 was originally developed jointly by Petronas and Sauber Engineering as the Petronas GP1, a 989cc prototype to compete in MotoGP. They then took advantage of a rule, only previously used by Benelli, allowing 900cc triples to compete against the 750cc fours and 1000cc twins in WSB. The engine capacity was reduced to 900cc and Petronas had to commit to producing 150 road legal versions for homologation with the FIM. A new team was set up, with the recently retired Carl Fogarty as its figurehead, to showcase what was possibly going to become a new range of Petronas superbikes built by Modenas in Malaysia. The Foggy Petronas team began developing the race bike in 2002 with a view to it being ready to compete in 2003, but a change to the rules allowing all bikes to be 1000cc left them at an immediate disadvantage and despite some promising results in 2004, the Petronas FP1 project was discontinued in 2006. The first 75 high-spec homologation specials were built in the UK, with the other 75 supposedly being assembled in Malaysia, but there is some dispute about whether they were ever actually made. This FP1 is one of the original 75 UK bikes that disappeared into storage as soon as they were produced, with very few escaping captivity. Only showing delivery mileage on its speedo, this rare model has spent its entire life in storage or on display. Needing recommissioning before use, it has never been registered but will be supplied with a NOVA number to aid future registration if so desired. Although now over 20 years old, it is still a stunning looking bike with a fantastic specification featuring all the best ancillary components available at the time. A rare opportunity to acquire a fascinating part of World Superbike racing history.
Homologation model no.477 of only 500 produced
Estimate: £14,000 - £18,000*
Reg No: H906 JCV MOT: None
Frame No: ZDM8885000829
Ducati was established in 1926 by Antonio Ducati and after WW2 moved into motorcycles production with the Cucciola, essentially a pushbike with a clip-on engine. By the 60s they had become associated with performance bikes, selling a range of sporty 250 and 350 singles. Ducati’s chief engineer Fabio Taglioni designed the classic V Twin bevel drive engine in 1971 and this proved to be an immediate success, helped considerably by Paul Smart’s win in the 1972 Imola 200 race. This started a tradition of race-winning V-twins that have gone on to dominate World Superbike racing over the years with models such as the 851, 888, and 916. In the early 1990s, Ducati started a tradition of producing limited editions of the previous year’s race bikes, partly to get around homologation rules but also to give riders the ultimate in superbike performance. The 851 SP3 was built to celebrate Raymond Roche’s win in the Superbike World Championship and to form the basis of the bike that Doug Polen went on to dominate WSB over the next two years. This beautiful SP3 is number 477 of the run of only 500 homologation specials produced by Ducati in 1991. A very collectible model, it has been part of a small private collection for the last few years and is presented in authentic and original condition. Showing a credible 15,011km on its speedo, it was imported from Italy around 2000 and extensive recommissioned by Ducati Coventry in 2021, at a cost of £1932, with receipts included. Not many SP3s have survived in such genuine condition, even down to having its original tool kit and both keys. A rare opportunity to acquire an important part of Ducati’s history that would grace any collection, it is supplied with a current V5C.
1 of just 51 made
Estimate: £4,000 - £5,000*
Reg No: COP 489C
MOT: Exempt
Frame No: 112653
Perhaps overlooked today, the AJS 33 CSR was one of Associated Motor Cycles’ flagship sporting models during the 1960s, but very few were built. With a 750cc Norton engine installed in an AJS-Matchless frame (Norton had been brought under the AMC umbrella in 1952), it was a very fast machine. However, total production of 33 CSRs only ran to 51 units, and just six are reckoned to survive. It was essentially a badge-engineered version of the Matchless G-15 CSR, which had a 7.6:1 compression ratio, dished pistons and an output of 60bhp, and was tested by Cycle World to a top speed of 103-108mph.
This 1965 33 CSR has been family-owned since 1975, and was ridden by the vendor’s father for many years, but when he died it was in a dismantled state. Upon inheriting it, his son put it back together and got it back on the road circa 1990. A second restoration was completed in 2022, with many replacement parts sourced which were correct to the original specification. Since then, the ‘Ajay’ has seen some light use and recently benefitted from some work by Andover Norton (with a receipt on file). Described by the vendor as “running well and ready to go,” this rare machine is supplied with the current V5C, various parts, a workshop manual and invoices.
Estimate: £5,000 - £6,000*
Reg No: BF 9013
MOT: Exempt Frame No: D9326
The 1930 Sunbeam Model Nine was a 493cc overhead-valve single-cylinder motorcycle of an advanced design and well-proven sporting capabilities. It featured a three-ball-bearing crankshaft, dry-sump lubrication and an enclosed primary chain case. By 1930, it had incorporated a saddle tank and enclosed pushrods, a significant update from earlier flat-tank models. The Model Nine was renowned as a well-mannered machine in its time, with a sportier twin-port version known as the Model 90 capable of over 90 mph.
This 1930 Model Nine has benefitted from a comprehensive engine and gearbox overhaul by respected engineer Chris Fisher. The engine was totally stripped and most of its components were replaced with new parts, including the fabrication of a new piston (a pattern is included). The cylinder was rebored and all-new bearings, valves, valve guides and piston rings were used. Since completion, the bike has covered around 1,000 miles on it, and the vendor is only reluctantly selling for health reasons. Sporting an older restoration which has now mellowed beautifully, this lively vintage Sunbeam promises lots of enjoyment for the new owner. The bike is offered with the current V5C, manuals, an original carburettor and assorted engine parts.
Reg No: GFH 447
MOT: Exempt
Frame No: GR289
Probably the nicest-looking of all the Square Four Ariels, the Mark I of 1949 version was the first model to feature an all-alloy engine, but it still retained the handsome panel tank of the prewar 4F and 4G models. Indeed, 1949 was the last year that the speedometer was set within the fuel tank. Telescopic front forks were introduced on the 4G in 1946 and ‘plunger’ rear suspension had been an option since 1939, but became virtually standard for the Mark I. A tiny number, however, were produced with a rigid frame.
This very early 1949 Mk. I ‘Squariel’ has been the property of a lady doctor for over 20 years, and she must rank among the most intrepid owners, having used it for long tours of Britain and Europe. These included a visit to an Ariel rally in Bohemia following the fall of the USSR, where we understand hers was the first British-registered Ariel to complete the trip. For reliability and ease of riding, the bike has been fitted with a Morgo oil pump, a slightly later GB gearbox and nylon-lined clutch cables. The bike includes rubber-mounted, waterproof aluminium panniers and is offered at no reserve with the current V5C.
Estimate: £4,500 - £5,500*
Reg No: NSC 391F MOT: Exempt Frame No: TR6C DU74745
The TR6C Trophy Special was built at the request of Triumph’s US distributor at the time, Johnson Motors, as a way to target the growing number of Californian desert riders. The bike was referred to as the “Desert Sled” and by 1968 featured a unit construction engine with a 9:1 compression ratio, Bonneville exhaust valves and camshaft, resulting in a 5-bhp increase and a twin leading shoe front brake together with twin high pipes on the lefthand side. The single carb Trophy was considered to be probably the best all round version of Turner’s classic design, proving to be very popular in the USA, and is a style that is still copied today by contemporary manufacturers. Like many Triumphs in the 1960s, this stunning looking pre-oil in frame TR6C Trophy spent its early years in the USA, dispatched to the Triumph Corporation in Baltimore in November 1967 as an early 1968 model. Repatriated some years ago, it was restored by a previous owner to a very good level of authenticity and originality. Bought by the vendor a couple of years ago, unregistered in one of our auctions, he completed the formalities with DVLA and the bike comes supplied with a Triumph Owners Club dating letter and a current V5C.
Estimate: £6,500 - £7,500*
Reg No: DS 9728 MOT: Exempt
Frame No: 1373M
The Squirrel name was first used by Scott in 1921, but the celebrated, three-speed Flying Squirrel began development in 1922, even as Scott was in debt and stood on the brink of receivership. Launched at the 1926 Earls Court Motorcycle Show, the Flying Squirrel was expensive – nearly twice the cost of a sporting four-stroke of the time – but it was a capable performer with its 596cc water-cooled two-stroke twin, and many were raced. After successive updates, the model lingered into the 1950s, but the 1920s was indisputably its heyday.
This very beautifully presented 1927 Flying Squirrel was restored to concours standard between 1992 and 1995 by its then-owner, the well-known Scott enthusiast Brian Marshall. The quality of the work ensured the bike scooped many awards at rallies, and impressively it still survives with many of its original components with the vendor describing it as “almost as it left the factory.” In the present ownership, it has been started and run regularly but has been mainly stored inside the owner’s house, so light checks may be advised before venturing onto the road. It is accompanied by the current V5C.
No Reserve*
Reg No: PW 9686
MOT: Exempt Frame No: 10563
The BSA L27 was a 350cc motorcycle from the Birmingham Small Arms Company (BSA) produced in 1927, available in both sidevalve and overhead valve versions and rated at 3½hp according to the Auto Cycle Union’s practice of ascribing 1hp to ever 100cc. It was a popular “go anywhere” model known for its medium-capacity, upright engine with a flat tank, 1927 being the final year for flat tanks on BSAs. A versatile and dependable machine, it was a common sight on motorcycle club runs in period, and remains popular in present-day vintage circles.
This sidevalve-engined 1927 L27 appears in a charming ‘oily rag’ condition, having recently been unearthed from an outbuilding behind the late owner’s home, where it had resided at least since 1991 and shared space with the 1934 Levis A2 also in this sale. While old machines can suffer during such long-term storage, its engine turns over with compression and the gears select, and the patina the bike has acquired is really quite delightful. The BSA would make an excellent recommissioning project for the winter, ready to enjoy at vintage motorcycle rallies next year. It is sold with an old-style V5 and a continuation logbook from 1933 which records three owners.
A beautiful, unique and mysterious bike with Austin Seven power
Estimate: £24,000 - £26,000*
Reg No: BF 5439
MOT: Exempt
Frame No: 2488
This unique machine is constructed from a 1928 Panther frame with an Austin Seven engine. The Pegasus was apparently built by a Mr. McCulkin (or McCalkin), a Douglas employee in Bristol. It was advertised on eBay circa 2005 in a “sorry state” and then extensively restored, though its interim history is a mystery. The story is that six Pegasus-branded specials were made, but there’s nothing to substantiate that. Tim Metcalfe bought the machine in 2016, it having been beautified by its previous owner, a vintage car restorer, but the engine had been left alone. Under Tim’s direction, work on the 1928 engine was undertaken by Austin Seven expert Harry Colledge at Thornfield Vintage. As acquired, the engine was driving the gearbox simply by a sprocket welded to the end of the crankshaft, resulting in the chain primary drive putting a lot of stress on the crankshaft, so it bent. Harry converted the system to belt drive, which can be run a lot tighter and negates the whip. A new crankshaft was made, amongst further works totalling £12,000. The Pegasus remains an enigma, but Tim Metcalfe will be happy to help and assist the purchaser of a machine which will always draw a crowd…
Abbreviated from an article in the November, 2025, issue of The Classic Motor Cycle by James Robinson.
Estimate: £1,800 - £2,200*
Reg No: OAS 472
MOT: Exempt Frame No: 028878
In 1937 Edward Turner designed the Speed Twin, launching a range of Triumph twins that went on to epitomize British motorcycles in the post-war years. There has always been a proud tradition in the UK of gifted engineers taking existing engines and building bespoke frames for use in competition events such as trials, scrambles and road racing. Names such as Rickman and Cheney became famous in the 1960s, but one of the lesser known specialist was Fred Hardy who built many off road specials, normally using his favoured ‘Oil In Frame’ layout. This rare special, based around a c.1964 Triumph 350 engine, is thought to have been built by Fred Hardy in the 1960s for use in trials events. Featuring a bespoke frame with the oil in the top frame tubes together with a lightweight alloy fuel tank and mudguards, he managed to create a very useful trials bike. The wheel rims are alloy with a conical front hub and the engine has been overhauled at some point by Andy Gaunt and has had a modern Yamaha clutch fitted. Bought by the vendor in 2002 and ridden by him in classic trials events, he has registered the bike with DVLA on its current number of OAS 472, and it will be supplied with a V5C.
Estimate: £4,500 - £5,500*
Reg No: 687 YUN MOT: Exempt Frame No: XH 9252
Birmingham Small Arms was established in the Small Heath area of Birmingham in 1861 to manufacture weaponry. Around the turn of the century they started making bicycles and progressed to motorcycles a few years later. During the 1920s BSA proclaimed “one in four motorcycles is a BSA” and that their bikes were “the most popular motorcycles in the world.” The S30 was part of BSA’s famous S-series “Sloper” range, which appeared in 1927 and was so-called for its sloping 493cc (80 by 98mm) single-cylinder engine, which enabled the saddle to be placed lower for a more desirable centre of gravity. Sidevalve and OHV versions were produced, and the S-series was appreciated not only for its sporting characteristics but also for smoothness and quietness. The original three-speed gearbox was replaced by a four-speed in 1932, by the end of production in 1935 the engine had been increased to 595cc. This lovely OHV 500cc 1930 S30, from a collection of pre-war bikes, sports a pleasantly mellowed older restoration. The engine turns over with compression but some recommissioning will be required as it has not been used for a few years. Offered with the current V5C, it represents a straightforward and very attractive project which will be ideal for events such as the Banbury Run and Graham Walker Run.
Estimate: £4,000 - £5,000*
Reg No: UYN 130S MOT: Exempt Frame No: 15378
This example has been in current ownership since 1983 and is said to have been kept in original configuration, as far as is practical. We are informed the main parts not to original specification include the rear shocks, petrol cap, horn, RH fuel tap, grips, rear indicator stalks and lenses, points cover and battery. The steering damper is missing. Current mileage shows as c.38,000 but is missing c.2,000 miles as the speedo cable broke on a trip to Spain. Said to be a good and reliable runner, the only issue is occasional clutch slip at full power. Since 1991, it has been unused for periods of up to 6 years while the vendor worked abroad and was given a professional recommissioning in 2017 by MTS Classics of Milton Keynes after the last such period. Since then, it has been used only lightly, covering approximately 250 miles per year. There are some spares available, including a set of Domino switchgear for the LH grip and a wiring loom conversion. This was purchased after breakage of the original indicator switch, to which an emergency running repair was applied (self-tapping screw). However this repair is still holding firm!
Estimate: £8,000 - £10,000*
Reg No: KP04
The HD V-Rod VRSCA debuted in 2001, made famous as the manufacturer’s first road bike with a modern water-cooled engine, a DOHC 4 V-twin developed in partnership with Porsche Engineering. It was styled more like a drag racing muscle bike, rather than the traditional cruiser models normally offered by Harley. This stunningly presented V-Rod was registered to HD UK for the first 2 years of its life and fitted with what appears to be every available genuine chrome accessory offered at the time including a Screamin Eagle exhaust system. Under the importer’s ownership, it completed around 3500 miles, mainly being driven around Europe as a backdrop in their photoshoot for the ‘Motorclothes’ official clothing catalogue. Sold in 2006, the buyer owned the bike for the next 19 years, only adding around 600 miles and keeping it stored in an inflatable air bubble. The fuel gauge has been improved by the recent fitting of a new sender from Tristarr USA. Offered with a copy of the clothing catalogue, with the bike featuring in many photos, original V5C showing HD as the first owner, 2 keys, factory fitted alarm system, original owners manual, current V5C and MOT until July 2026. A unique opportunity to acquire a beautifully presented Harley with fascinating history and fitted with c.£7000 of genuine HD chrome accessories.
Estimate: £1,500 - £2,500*
Reg No: H783 CFV MOT: Exempt Frame No: JH2RC3405KM001058
The Honda PC800 Pacific Coast was a touring motorcycle produced from 1989 to 1998, featuring a car-like design with full bodywork, an integrated rear trunk, and low-maintenance components like shaft drive and hydraulic valves. Designed for the American market by Honda Research America, it featured an 800cc V-twin engine, smooth suspension, and a focus on comfort and weather protection rather than performance. Despite its unique design and good handling, the PC800 wasn’t a commercial success, as it failed to appeal to either dedicated motorcyclists or car drivers.
On offer is a Honda Pacific coast that has been used and enjoyed by the last owner until approximately 2 years ago when it was showing 48,149 miles from new. Since then, the Honda has been in dry storage and has been started from time to time. Accompanied by a current V5C and two sets of keys, some recommissioning would be advised before placing it back on the road.
Estimate: £3,000 - £3,500*
Reg No: TAW 225H MOT: Exempt Frame No: F5F-04543
After taking over the ailing Meguro Motorcycle Company, Kawasaki began manufacturing motorcycles under their own name in the 1960s. In the early 1970s Kawasaki joined the other major Japanese manufacturers in producing dual purpose on/off road models, such as the Big Horn 350, mainly to satisfy the burgeoning desert racer market in the USA. This grew into a range of trail bikes from 100cc to 650cc in the KE and KL series of two strokes and four strokes based on Kawasaki’s successful KX motocrossers. The F5 Big Horn 350 is a rare bike in the UK, having never been officially imported by Kawasaki. Built with Californian desert racers in mind, a market previously dominated by heavy British 500/650 twins, it offered similar power with a lot less weight. This nicely presented example appears to have been imported from the USA and registered in the UK in 2017. It has been given a partial restoration, keeping as much originality as possible, with a good quality respray back to its original orange and white ‘Rawhide’ finish, with new stickers including the distinctive ‘Rams Head’ on the oil tank. The bike has been run recently whilst being photographed and will be supplied with a few spare parts, its tool kit and a current V5C.
No Reserve*
Reg No: 929 XVX MOT: Exempt Frame No: CB31.2776
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. Probably the most sought-after models produced by BSA were the Gold Star range of 350 and 500cc singles and the rare Rocket Gold Star 650cc twin of the late ‘50s/ early ‘60s, the Gold Star being the most replicated of them all.
It is not known when this BSA B33-based Gold Star creation was completed, but it was certainly a few years ago. It has a BSA B33 bottom end with a Gold Star top end and a standard gearbox. The machine has certainly been used over the years and now has an appealing aged look about it. We have been advised by the vendor it is currently in running condition and rides very well. Accompanied by a current V5C, it is to be offered at no reserve.
Current ownership since 1996
Estimate: £4,500 - £5,500* Reg No: KKK 34N
Exempt
No: AKO 1048
The Triumph T160V was the final version of the classic Triumph Trident, produced from 1975 to 1976, known for its 741cc three-cylinder engine, five-speed gearbox, and electric start. It was one of the most advanced bikes of its time and considered by many to be one of the first “superbikes”. The T160 featured a more modern, sporty appearance with a forward-slanted engine, dual disc brakes, and a redesigned exhaust system.
Imported to the UK in 1989, this example has been in single current ownership since 1996 and registers c.3,600 miles with MOT history to support. It is fitted with alloy wheels, tri-spark ignition, a new starter motor, new Amal concentric carburettors and new tyres. Appearing in good all-around original condition for its age, we have been informed that it runs and rides well by the vendor. Offered with a current Swansea V5c.
Estimate: £3,500 - £4,500*
Reg No: VMM 265 MOT: Exempt Frame No: S85326
Designed by Erling Poppe, the Sunbeam S8 was introduced in 1949 as a lighter, sportier sibling to the large, touring-focussed S7, though both featured the same 487cc, overhead-cam longitudinal twin with shaft-drive, which made them delightfully smooth. Whereas the S7 was built for comfort with unusually large balloon tyres, the S8 used conventional tyres, as well as BSA forks and a cast-aluminium silencer. With a claimed top speed of 85mph, it remained in production until 1956, although sales were never strong as the Sunbeams were expensively priced on account of being somewhat over-engineered. The S8 was available in either Silver Grey or Black. This 1951 S8 was acquired in recent years by Denis Bottomley, a highly-respected restorer, in a badly-neglected condition, with flaking Black paint and a rust problem. Mr. Bottomley proceeded to meticulously restore it over the course of 10 years, and upon its completion it scooped a ‘Best in Show’ award on its first outing. The Sunbeam was widely rallied during his ownership and was always kept immaculate, with the present owner describing it as “excellent” in all areas and informing us that it runs and rides very well. It is offered with an impressive file including the V5C, an RF60 buff logbook, handbooks, part books and other papers.
Estimate: £4,000 - £5,000*
Reg No: Un-Registered MOT: Exempt Frame No: 4R9001310
The Yamaha XT500 is a classic 499cc single-cylinder, four-stroke dual-sport motorcycle produced from 1976 to 1989. The model gained legendary status by winning the first two Paris–Dakar rallies in 1979 and 1980, making it a symbol of reliability and endurance in the off-road world. It featured a simple but robust design with an air-cooled engine, 5-speed transmission, and twin rear shocks. Powerful for its time, it is characterised by drum brakes and a kick-start only system, and has a legendary reputation in off-road endurance racing making it a genuine cult classic today.
This example has been on display at a motorcycle dealership for several years, being kept in very good condition during this time. It appears in mostly original condition with some age-related marks. The XT has not run recently and will therefore require some light recommissioning before returning to the road. Please note it does not come with any paperwork.
Estimate: £1,800 - £2,200*
Reg No: V373 SRP MOT: None Frame No: JS1AB111400100449
The Suzuki Motor Co. was established in 1909 by Michio Suzuki to produce machinery for the cotton industry, diversifying into motorcycles after WW2. These proved to be an immediate success and by the early 60s were second only to Honda in numbers of two-wheelers manufactured. Initially renowned for performance two strokes, the advent of emission regulations brought about a switch to four stroke power plants across the range. The TU250, launched by Suzuki in the 1990s, used the existing single cylinder engine from the GS250/DR250 models in a retro styled package. The bike evoked memories of British 250 singles like the BSA B25s and Triumph TR25s, but with Japanese reliability, electric start and a disc front brake. Known for its classic look, user-friendly nature, low seat height and excellent fuel economy it’s a great lightweight all-rounder. This good looking TU250, finished in very Triumph like metallic green and cream, shows a credible 9091 miles on its speedometer. Presented in standard trim with a tan coloured seat, it was last MOT’d in 2021 and has been stored since, so will need some recommissioning. The best of both worlds, classic 1960s British looks with a more up to date specification, the bike will be supplied with a current V5C.
Estimate: £1,800 - £2,200*
Reg No: UAL 751R MOT: Exempt Frame No: 7865001228
Can-Am was the motorcycle division of the Bombardier Corporation, based in Valcourt, Quebec, more famous for producing snowmobiles. The bikes were mainly targeted at the off-road competition market, designed by a team of engineers including British former 500cc Motocross World Champion Jeff Smith, using engines supplied by the Austrian firm Rotax between 1972 and 1987. The machines made an immediate impact, with riders winning Gold medals at the International Six Days Trials and also various AMA Motocross and Enduro titles. Bombardier eventually shifted its priority from recreational products towards the transit equipment industry and then, several years later, into aircraft manufacturing. A bike seldom seen on this side of the Atlantic, the Can-Am 250 Qualifier was designed for use in Enduros, powered by a Rotary Valve 250 two-stroke engine supplied by sister company Rotax. Its design is unusual in having the carburettor positioned at the back of the engine to keep it narrow. Bought by the vendor a few years ago and used recently in a classic enduro, it is fitted with a quieter DEP style alloy silencer, but the original, together with the original Bombardier speedo will be included in the sale. A rare and unusual bike that will certainly draw attention at any classic bike gatherings, it is UK registered with V5C.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: 8474/125D
Greeves Motorcycles was founded by Bert Greeves in 1951 and produced a range of road machines and later competition mounts for trials, scrambles and road racing. The company commenced production in 1952 with a range of four single-cylinder models (two road and two competition) and a roadster twin powered by the 250cc Anzani engine. With the supply of Anzani units becoming increasingly precarious, Greeves added a Villiers-powered twin - the 25D Fleetwing - to their range in 1957. The Fleetwing was replaced in 1959 by the 25DC Sports Twin.
Little is known about this example other than it was previously owned by well respected collector and Greeves authority Graham Broadhead and thought to have been restored by him prior to display in his collection. Beautifully presented, the machine was apparently successfully displayed at the 2014 Carol Nash Newark Classic Show. Believed to be in running order, sensibly the vendor does advise a thorough check over / recommissioning prior to use. Offered without reserve.
Showing 89 mIles from new
Estimate: £6,000 - £7,000*
The Aprilia RS 125 is a stylish, lightweight, Italian-built, 125cc four-stroke sportsbike known for its aggressive styling, advanced aluminium frame, and Euro 5+ compliant liquid-cooled engine. Key features include a 40mm USD front fork, single-cylinder engine producing 15hp, dual-channel ABS, and traction control. Its design is inspired by the larger RS 660 and features a triple full-LED headlight, making it a popular choice for riders seeking a sporty daily experience. This is one for the collector and an amazing find - a 2000 Aprilia 125RS with just 89 miles recorded! The first registered owners were Tonymoto Motorcycles of Chandlers Ford, Hampshire. The RS was then sold through the dealership to a Mr Shaun Johnson on 1st September 2000. We have been informed that the owner at the time decided that he would keep it in its current condition and low mileage and parked it in the house until recently, when he decided it was time to move it on. The Aprilia is in totally stock condition as per factory spec. A fantastic opportunity to own what could be the best example out there. It is accompanied by a current V5C, maintenance book and keys. Please note that there is no firm evidence to support the mileage, but the condition and low number of owners suggest it may well be correct.
Ex Richard Hammond
Estimate: £4,500 - £5,500*
Reg No: P593 BPA MOT: None Frame No: ZESYB0900TR000056
A high-performance sportsbike from Bimota, an Italian company known for its unique frames and high-quality components, the YB9SR was built from 1993-1994, featuring a liquid-cooled, 4-stroke, 599cc engine from a Yamaha YZF600R, producing about 100 horsepower and 65 Nm of torque, paired with a 6-speed transmission. It was characterised by its aluminium perimeter frame, Paioli upside-down forks and adjustable monoshock, Brembo brakes, and a single seat.
A true iconic Italian motorcycle of its time, the Bimota YB9RS rarely comes to the open market today. This particular example was previously the property of Richard Hammond of Top Gear and Smallest Cog fame with his name recorded on the logbook. Overall it appears in good condition for its age, with signs of use throughout its life. We have been advised that it runs well. Offered with a folder of related Bitmota articles, current V5C, handbooks, and some MOT history.
862 miles from new
Estimate: £4,000 - £5,000*
Reg No: CTN 767 MOT: Exempt Frame No: D6443
During the 1930s the advertising slogan ‘One in Four is a BSA’ reflected the company’s status as the world’s largest motorcycle manufacturer. The widespread economic collapse of the early 1930s forced a reduction in production with just a few models being offered for 1932. However, there were three new 500s, a sidevalve and two OHV models, all with the 85 x 88 mm bore/stroke that would characterise all BSA’s 500cc singles, including the legendary Gold Star, right up to the unitary construction era of the 1960s. All three featured engines with vertical cylinders and magneto ignition, with rigid frames and girder front forks. These reliable “workhorses” were designed with the sidecar market in mind and are known for their basic, dependable nature, with parts often interchangeable across models. The W6 was the last year of production for this sidevalve model.
This late-vintage W6 has been in previous long term family ownership for approximately 50 years. It was displayed in a museum for over two decades and has not been used for several years. We therefore advise careful recommissioning be carried out before placing it back on the road. It is accompanied by a current V5C.
Estimate: £4,500 - £5,500*
Reg No: K337 XUR MOT: None Frame No: 1HD4CFM12NY201694
The Harley-Davidson Sportster is a motorcycle model family characterised by its liquid-cooled Revolution Max 1250T engine in the modern Sportster S, offering 121 bhp and 125 Nm of torque. Key features of the Sportster S include advanced rider-assist electronics, a lightweight tubular frame, Brembo brakes, and a 4-inch TFT display with rider modes. While the modern Sportster S is a high-performance cruiser, older Sportster models were known for their air-cooled engines, traditional cruiser stance, and entry-level status within the Harley-Davidson lineup. While still providing a cruiser feel, they differ significantly from the performance-oriented Sportster S, with more traditional handling characteristics and a different engine character. This is a wonderful opportunity to own a 1992 Harley-Davidson Sportster with just 862 miles from new. It is in totally original condition and has been mainly a display item. It is reputed to have been purchased by a Mrs Hart, who sadly did not get on it and then just looked after it until it was sold to its second owner, who again kept it in its current condition. Eventually, it was sold to the vendor, who had some recommissioning work done through Rev’s Hog (receipt on file) in May 2024. We are advised it is running well and all components work. Offered with V5C, parts book and owner’s manual.
Estimate: £3,000 - £4,000*
Reg No: PHP 51 MOT: Exempt Frame No: T10055737
“The Tiger 100 is a thoroughbred sporting five hundred calculated to inspire pride of ownership both on account of its magnificent all-round performance and its handsome appearance,” enthused The Motor Cycle in 1952. Derived from the 5T Speed twin, the Tiger 100 was introduced in August, 1938, with a tuned 5T engine and attractive silver paint with black accents. Post-war, the T100 gained telescopic forks and a separate magneto and dynamo, the sprung hub became an option and for 1949 the instruments were moved from the tank to the new nacelle. An all-alloy engine arrived in 1951 and in 1954 Triumph dropped the sprung hub for a swing-arm frame that afforded the machine a handsome, slim-waisted appearance. One of the first of the swing-arm Tigers, this “very good” 1954 machine was purchased by the previous owner in 2009 as a complete but tired project bike, and he commenced a comprehensive overhaul to a superb standard. Upon completion, it was sold to the present owner in 2011, and it has since been used for occasional runs though some light recommissioning will be required following a period of dry storage over the last two years. The paperwork file includes the current V5C, a continuation logbook from 1965, and many parts invoices.
Estimate: £5,000 - £6,000*
Reg No: PAS 479 MOT: Exempt Frame No: S75916
Sunbeam was founded in Wolverhampton in 1912 by John Marston. After the war, the marque was sold to BSA, who made a new line-up of Sunbeam twins. Both the S7 and its lighter, sportier sister the S8 were designed by Erling Poppe, who took inspiration from BMWs which he had been able to study as part of Germany’s war reparations. The S7 appeared in 1946 with an inline twin-cylinder motor, four-speed gearbox, shaft-drive to the rear wheel and telescopic forks. During the production run, various improvements became necessary. The S8 arrived in 1949, and both models remained in production until 1958.
This 1953 S7 has been restored by a great enthusiast for the model who has owned many examples over the years and acquired a very detailed knowledge of the machine. The example offered was completely totally stripped and then pieced back together using many new and, where possible, new old-stock parts from Stewart Engineering. The paintwork has been finished to a lovely standard and the Sunbeam is now in an ideal condition for shows and rallies. It has only been used sparingly since completion, and is offered with its current V5C.
Estimate: £3,000 - £4,000*
Reg No: KV 9660
MOT: Exempt
Frame No: 29680
Francis & Barnett Ltd. was an English motorcycle manufacturer founded in Coventry in 1919 by Gordon Inglesby Francis and Arthur Barnett. Affectionately known as “Franny Bs,” the machines were designed to be affordable and satisfy everyday transport needs. The majority of the lighter models used Villiers two-stroke engines, with the later, larger models using Associated Motor Cycles engines. AMC took over Francis & Barnett in 1947, merging it with James in 1957, and the combined company remained in business until 1966. The distinctive Cruiser was quite an avant-garde design for a company not known for pushing boundaries. Using previous experience in making pressed-steel panels for the automobile industry, the bike featured forged frame sections, pressed-steel front forks, deeply valanced mudguards, leg shields and enclosed engine covers. Enthusiasts nicknamed it the “Torpedo” for its uncommonly streamlined appearance. Offered from a small motorcycle collection, this striking 1934 Cruiser is only for sale now that the vendor is looking to make space for new acquisitions. It was restored about 15 years ag, since when it has been displayed at a number of rallies and used for occasional film work. The Cruiser has been started recently, but may need light recommissioning before use. It is supplied with the current V5C.
Single ownership since 1965
Estimate: £6,000 - £7,000*
Reg No: KRW 341 MOT: Exempt Frame No: RC/1/7585
The Vincent story begins with Phil Vincent’s purchase of the ailing HRD company in 1928. Initially producing bikes with proprietary engines installed in his own chassis, by the mid-1930s he had developed his own 500cc single and 1000cc twin-cylinder designs which would remain the ne plus ultra of motorcycle power units until the company’s closure in 1955. The V-twin made Vincents the fastest production motorcycles in the world, and they became the machines everyone aspired to. The Comet, Rapide and Black Shadow still stand among the most revered and desirable motorcycles of all time. The late owner of this 1951 Series C Comet purchased it in 1965 from a friend and colleague at Fort Dunlop in Birmingham, who had used it for work and regular family transport. The late owner purchased it in poor condition by part-exchanging his old car and £12 cash, but restoration would not occur until the mid-1990s. The Comet was completely stripped, and many replacement parts were sourced through the Vincent Owners’ Club. Since completion, it has been widely used for VOC rallies, but has been out of use for a few years and now requires recommissioning. The history file includes a continuation logbook, several V5s, copies of the factory build cards, a 1996 certificate of authenticity from the VOC, detailed restoration notes and many invoices.
Vincent’s glorious 500cc singles and 1,000cc V-twins had a long life after production ended in 1955, with racers buying them and adapting them for all sorts of disciplines, from circuit and sidecar-racing to grass track and drag racing. The original frames, though, of which the engines formed a part, were not so adaptable, so later special-builders had to source or make their own. Swiss racer Fritz Egli did exactly that – he placed a Rapide V-twin into his own frame design and had such success that, from 1968, he started producing frames for other racers with Vincent engines. They handled well and proved so competitive that the Egli name is now almost synonymous with racing Vincents.
The property of a great Vincent enthusiast, this 1972 Egli Comet was bought by the vendor in 1985, in which time it has seen action at a number of sprint meetings. At some stage in the past, it was dismantled and placed into storage, and hence appears now in a dismantled condition seeking a sympathetic restorer. All the parts supplied with this rare racing special appear in the photographs, along with an old-style V5. Offered at no reserve, it represents a fantastic opportunity for a restorer or a racer to take on.
Estimate: £2,500 - £3,500*
Reg No: HN10 JXZ MOT: None Frame No: SMTTMD1066B458212
Following rescue by British businessman John Bloor, the “new” Triumph motorcycle company restarted bike production in the early 1990’s. Initially concentrating on more sports touring orientated bikes built on a modular concept, they moved into the red hot race replica market with bikes like the 600cc and 955cc Daytona triples. The 600 model proved successful in Supersport racing, winning races at the TT and in the World Championship. To keep pace with the opposition, the capacity grew to 675cc and is now the basis for the control engine used in the Moto 2 World Championship series. Although now 15 years old, the 675 Daytona can still hold its own in performance stakes and certainly in looks against modern day competitors. This 2010 example, showing a credible 13,000 miles, is presented in excellent and mostly standard condition fitted with some nice carbon extras, adjustable levers, dark tint screen, a tail tidy and knee pads on the fuel tank. The standard exhaust has been replaced with a beautiful Jardine RT-One Carbon twin outlet exhaust that would cost about £750 today. It will be supplied with a few invoices for services carried out by Destination Triumph and a current V5C.
Estimate: £5,000 - £6,000*
Reg No: KS 1769
MOT: Exempt Frame No: 319876
The Model H was one of Triumph’s most popular early models, with some 57,000 produced between 1915 and 1923. Quick, nimble and durable, it was famously favoured by the War Department for wartime despatch riders. It was conventionally powered by a 4hp single with belt drive, but was notably the first Triumph to be produced without pedal assistance.
This beautiful c.1923 machine is one of the last Model Hs and we are advised that very little on it is interchangeable with earlier machines besides the 550cc engine. It is of robust construction, with built-in sidecar lugs and an enclosed compound device containing bounce and rebound springs on the front fork, a departure from the single exposed spring of earlier models. The electrics include a Lucas magdyno and a headlamp reputedly the same as those fitted to early Austin Sevens. Another feature of the late Hs is the combined fuel and oil tank, which is wider than earlier models but has the same profile. Apparently registered in 1930, the Triumph has been in single ownership since 2015 and in that time has become a well-known bike in the Vintage Motor Cycle Club. Displaying a charming light patina, it is offered with the current V5C, an old continuation logbook, and some DVLA correspondence.
Estimate: £1,800 - £2,200*
Reg No: BFW 835W MOT: Exempt Frame No: 8F61967
In 1978, Cagiva entered motorcycle manufacturing after taking over the local Aermacchi/ AMF-Harley-Davidson factory, and by 1979 the company produced over 40,000 motorcycles. Many of the existing models were continued in production as Cagivas, and the off-road motorcycle division was improved and expanded, eventually producing its own race-winning series of motocross motorcycles. In 1983, Cagiva sourced Ducati four stroke v-twin engines from 350 cc to 1000 cc and entered the big displacement market, eventually taking over Ducati in 1985. They continued with strategic buyouts of Moto Morini and Husqvarna, and 1991 also bought the MV Agusta brand. With an emphasis on racing achievement, the Castiglioni brothers were behind Cagiva’s 500 Grand Prix successes and Ducati’s dominance in World Superbike racing. The SST350 started life badged as a Harley Davidson, developed in Italy by Aermacchi, becoming a Cagiva once the Castiglioni brothers took over the factory in 1979. A bike rarely seen in the UK, this good looking example was imported from Germany and bought by the vendor in 2017. Recommissioned, partially restored and registered by him in 2023, he fitted a new Wossner piston, with the original cylinder replated by Langcourt, a new carb set up by Eurocarb and a new exhaust. It will be supplied with a current V5C.
Estimate: £2,200 - £2,800*
Reg No: XJB 618L MOT: Exempt Frame No: 2D1761H3
In 1960, Harley-Davidson purchased 50% of the Italian firm Aermacchi to give it access to smaller engined bikes. The newly formed company was named ‘Aermacchi-Harley-Davidson’ and the first bike was a variation of the ‘Ala Verde’, suitably modified for the American market. By 1974, the remaining Aermacchi motorcycle holdings were purchased, and the company was renamed AMF-Harley-Davidson. The highlight of the partnership was probably Walter Villas’ four world championships on 250 and 350 Grand Prix bikes in the mid 1970s. In 1978 the business was sold to the Castiglioni brothers who continued production under the Cagiva brand name. An interesting result of this unlikely tie-up was the X90, a small wheeled bike that competed with Honda’s classic Monkey bikes. Nicknamed the ‘Shortster’ as a reference to Harley’s ‘Sportster’ range and only produced for 2 years, this rare model is a must have addition to any Harley-Davidson collection. Fitted with fold-down handlebars, it’s a great bike for use in motorhomes and caravans with a 90cc 4-four speed engine to get you around. A matching numbers bike, it was bought by the vendor from a relative in 2016 and restored by him over the next year, keeping as much originality as possible. This interesting little bike will be supplied with a current V5C.
Estimate: £4,500 - £6,000*
Reg No: FU 7489 MOT: Exempt Frame No: GR9194
The Birmingham Small Arms company entered the 2-wheel market around 1905 and their early designs used proprietary engines built into what were effectively strong bicycle frames. From 1910 they began producing their own engines and gained a reputation for good quality products. WW1 naturally slowed development when BSA’s arms division was given priority. Once the war ended in 1918 motorcycle development again gathered pace. The BSA S27 was introduced in 1927 and featured a 500cc side-valve engine with revised fuel tank, larger front brake and lowered riding position. The model was priced at £45.00.
This Lincolnshire machine was discovered in a farm building in the early 1970s by the vendor’s brother and restored around 20 years ago with great attention to detail. Wherever possible original components were reconditioned and refitted. Used on occasional club runs since, and reported to perform remarkably well, upgrades include a bronze oil pump body, Triumph clutch and ‘modern’ carburettor. Last ridden in 2015, the vendor advises recommissioning and a careful check over prior to use. An excellent opportunity to acquire a sprightly and nicely restored vintage machine from one of the most respected manufacturers of the period.
Introduced in 1974, the Honda XL125 was a mainstay of Honda’s ‘off-road’ model range. This production run of off-road, test and racing machines enjoyed a cult following in their day. The ‘L’ in XL stood for ‘Legal’, which meant that it was a fully road legal bike unlike the more extreme XR models, which were designed solely for off-road use. The XL 125 employed a 124cc two-stroke engine producing 13bhp and due to the bike’s lightweight construction it was capable of reaching nearly 70 mph. The simple single-cylinder, single-camshaft engine was one of Honda’s most rugged units with maintenance-free electronic ignition, close-ratio six-speed transmission, aluminium skid plate and chain final drive.
Being sold without reserve, this 1981 example appears complete and we are advised it is thought to be in running order but will require recommissioning prior to use. Complete with current V5C and an old MOT certificate it surely represents an excellent opportunity to acquire one of Honda’s lightweight and easily managed off-roaders with the great benefit of lights and being registered for road use.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: RC/1/7668
The Vincent story begins with Phil Vincent’s purchase of the ailing HRD company in 1928. Initially producing bikes with proprietary engines installed in his own chassis, by the mid-1930s he had developed his own 500cc single and 1000cc twin-cylinder designs which would remain the ne plus ultra of motorcycle power units until the company’s closure in 1955. The V-twin made Vincents the fastest production motorcycles in the world, and they became the machines everyone aspired to. The Comet single and Rapide and Black Shadow twins still stand among the most revered and desirable motorcycles of all time.
Offered for sale as a stalled project, this Vincent combines a Series C Comet frame with a Series C Rapide engine. The vendor, a Vincent owner in the early 1960s, started collecting the parts in the 1990s and started assembling them until other commitments interfered with his plans, and it was subsequently placed into storage until the present. We are advised that the engine has been fully renovated; there is no documentary evidence of this, though the engine has clearly received some sympathetic attention. Offered at no reserve, the Vincent is to be sold strictly as viewed and with all parts shown in the pictures. There is no accompanying paperwork.
Raced when new by Barry Sheene
Estimate: £14,000 - £16,000*
Reg No: Un-Registered MOT: Exempt
Frame No: 600661
Along with Montesa, Bultaco was one of the two great Spanish manufacturers of the post-war era, both specialising in lightweight two-stroke competition machines. The Bultaco TSS was built for road-racing and in that rôle it proved highly competitive. This gear-driven TSS 250 was imported new in November, 1967, by Frank Sheene, the celebrated bike-builder and tuner whose son needs no introduction. Tony Dawson, who also raced Bultacos in the 1960s, has advised that it was part of a chain-drive batch that was converted to gear-drive either at the request of Frank Sheene, or by Sheene himself after it landed in England. A number of firms offered gear-drive conversions at the time.
The TSS then had a very active season in 1968, being raced by the then-novice Barry Sheene with Dave Croxford, before Frank sold it in 1969 or 1970. Brian Richards of BRD Racing was the owner throughout the 1970s, and he campaigned it extensively, keeping it until 1985 when he sold it to the previous owner. At the time, it was said to still be in “factory condition.”
The new owner maintained it in running order, and made a few changes and improvements, including fitting a Dell’Orto carburettor, adopting a lower first-gear ratio for easier starting, and replacing the gearbox main shaft with one splined at the clutch end. It also has Selletra ignition. Those changes aside, the bike remained in very original condition until it was sold viâ us to the present owner in 2020, and he, too, has kept it in its preserved state – even the paint on the frame is original. A remarkable survivor with just four owners from new, this Bultaco would make a wonderful addition to any collection of racing bikes, or it could even be ripe for a return to historic racing.
Estimate: £9,000 - £10,000*
Reg No: SKG 35R MOT: T.B.A.
Frame No: 6282M
As per Rickman records, this CR1000 is one of two kits delivered to Daytona Motorcycles in April 1977 believed to be from a select batch of ten, making it a true collector’s prize. An older restoration from 2008, this CR1000 radiates vintage allure. The engine, meticulously refreshed in 2008 with a new cam chain, rings, valves, and vapour blasting, pairs with overhauled 26mm Mikuni carbs and K&N air filters. Fresh paint and a recovered seat capture the era’s raw style, while a new alloy tank, fabricated to replace the original with a refurbished cap, is a clever upgrade. Original Betor 38mm forks, serviced during the restoration with new seals and oil, complement Hagon shocks. The braking system, overhauled at the time, included new pistons, seals, and lines. Wheels, stripped and painted, were installed with tyres and new bearings at the time. The ignition system was also upgraded. A striking 4-2 Gazelle exhaust system delivers a distinctive Mad Max roar, joined by a custom stainless chain guard, elliptical chain adjusters, and a paddock stand for display. This 2008 restoration, while striking, requires some refreshing to regain full road-ready glory. A dream canvas for enthusiasts, this CR1000 blends unmatched style with the raw spirit of the 1970s café racer scene.
Estimate: £3,000 - £4,000*
Reg No: SWR 70W MOT: Exempt Frame No: 22715
This exceptional 1981 Moto Guzi 850 Le Mans racer has had just two owners since 2003. After the vendor acquired it in 2011, it was turned into a tribute to the first race bike backed by Oxford Products. The original machine was a 1977 Le Mans which raced in the Formula One championship and the TT, its specification including a close-ratio gearbox, high-lift B10 camshafts, 40mm Dell’Ortos, and straight-through megaphone exhausts. Ridden by John Hammond, it placed 21st in the 1978 Formula One TT.
Since completion, this machine has been widely raced, including in the Bikers’ Classic at Spa Francorchamps and the Imola Revival. Numerous upgrades include a Maxton GP20 front fork cartridge conversion, Sachse electronic ignition, Dynatek coils, Tarozzi rearsets, a bespoke oil-breather catch tank, Tommaselli adjustable clip-on handlebars with a Domino quick-action throttle, Goodridge braided brake hoses, and stainless-steel exhausts with both silenced and straight-through units. It is supplied with spares including much of the original road equipment, such as the fairing and instrument cluster. Last ridden at the 2018 Isle of Man Classic TT Lap of Honour some recommissioning will be required. It is supplied with a V5C and the July, 2016, edition of Ride, in which it appeared in the “Bikes We Like” section.
Estimate: £2,500 - £3,500*
Reg No: Un-Registered MOT: Exempt Frame No: GA7 85711
The twin-cylinder 646cc BSA Super Rocket was introduced in 1957, to compete with Triumph and Norton’s sporty offerings. Ridden by Cycle World magazine to 116mph, it fully deserved the “Rocket” appellation and was produced until 1963. This 1959 model was purchased new by the vendor’s father in April, 1959, from H & L Motors in Cheltenham. Following an accident in 1962, the frame was replaced by Peter Hammond Motorcycles in Cirencester. After clocking up over 100,000 road miles, the bike was converted for racing in 1965, with period modifications including an RRT2 close-ratio gearbox, Amal monobloc carburettor and Eddie Dow front fork conversion. In 1969 the bike was exported to South Africa where it continued to be raced and was later restored. It was reimported in 2007 and subjected to inspection by the Classic Racing Motorcycle Club and the Vintage Motorcycle Club’s racing section, which awarded it identity certificates. Since returning, it has been fitted with a Bob Newby drive-belt. The engine was completely overhauled in 2014, with Thunder con-rods fitted. Since then, it has visited some British race circuits but has not covered more than 250 miles with the renewed engine. Having been in storage since 2014, some recommissioning will be required. It is offered with the 1959 buff logbook, import papers and its original six-spring clutch.
Estimate: £1,800 - £2,200*
Reg No: K472 ARW MOT: February 2026 Frame No: SMTTC333BEM001792
British businessman John Bloor bought the name and manufacturing rights for Triumph motorcycles and relaunched the company in the early 1990s. Released in 1991 after years of careful development and testing, and built in a state of the art factory in Hinckley, the new models marked a turning point in Triumph’s history. Initially designed as a ‘modular’ concept, the range consisted of a 750cc triple and a 1000cc four together with 900cc triple and a 1200cc four, allowing the use of many of the same components across the different capacities. The Trident 750 was one of the first models launched after the company’s rebirth in 1991 and is now quite rare and sought after. The Trident 750 Triple probably has the closest connection to the Meridan Triumphs, evoking memories of the original T150s. Offered in mostly standard trim, this example is fitted with a Scorpion Stainless Steel 3 into 2 exhaust system and a Kappa flyscreen. It was given a recommissioning service in March this year at a cost of £943 (receipt included), and is MOT’d until February 2026. The bike will be supplied with its original book pack, 25 old MOTs and a current V5C. A bike that can still hold its own in modern day riding conditions, early first generation Hinckley Triumphs will surely become future classics.
Estimate: £1,800 - £2,200*
Reg No: KMV 855P MOT: Exempt Frame No: 1441
Fantic Motor is a relatively young Italian manufacturer that began manufacturing off road motorcycles, mini-bikes, and go-karts in Italy in the 1960s, very often using engines supplied by Motori-Minarelli. In 1972, new laws were introduced in the UK restricting 16 year olds to 50cc ‘Mopeds’. Technically, they were meant to have pedals, but manufacturers used their imagination in interpreting this. One of the most desirable models was the Fantic Ti, which quickly gained popularity with its Italian styling and peaky Minarelli 49cc engine. Stories of the Ti reaching 70 mph were perhaps an exaggeration, but over 50-55 mph could be achieved in the right conditions. This bike has been part of a small collection for a few years, but the vendor is now downsizing and needs to make some room. It has been restored to a good standard, keeping as much originality as possible, and is finished in metallic blue. The V5C shows it was first registered in the UK in September 1975, at the height of the Sport Moped craze, and is a rare survivor of probably many 16 year olds’ first experience on two wheels. The bike has not been run for a while, so it will need some recommissioning and will be supplied with the aforementioned V5C.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: Not Seen
In 1907, a Peugeot-engined Norton won the first Isle of Man TT, beginning a long tradition of sporting excellence. The name International was first used by Norton for both its new race bikes and the TT replica roadster in 1932, which used overhead-cam engines designed by Arthur Carroll. In 1936, the engine was upgraded with an alloy head and barrel and by 1938 plunger rear suspension was added. If you wanted to succeed in racing, you needed an Inter and although technically a road bike, most were supplied in ‘Manx’ specification for track use. In the 1930s, an Inter to this specification cost around £120, a year’s salary, so quite a commitment at the time.
This late 1930s Norton Inter project, from a deceased’s estate, is offered as a work in progress. It is thought the late owner started in the early 2000s with the frame and engine, and gradually sourced the other components to bring it closer to completion, though it is still in need of a number of parts. It is already taking on a most attractive shape, even in its unfinished form, so it is not hard to imagine how fine it shall appear when life is finally breathed into it again. It is sold as seen, with no other parts or documentation.
No Reserve*
Reg No: 433 XWD MOT: Exempt Frame No: 476D
Greeves Motorcycles was founded by Bert Greeves in 1951 and produced a range of road machines and later competition mounts for trials, scrambles and road racing. The original company produced motorcycles from 1952, funded by a contract with the Ministry of Pensions for their Invacar, a three-wheeler for disabled drivers originally conceived for Bert’s disabled cousin and sales manager Preston Derry-Cobb. Using some of the knowledge and production techniques gained from the Invacar and utilising Villiers-supplied engines they went onto great success in off-road competition including Dave Bickers’ wins in the 1960 and 1961 European Scrambles World Championship and success in the BBC Grandstand Winter Motocross series.
Little is known about this machine other than it was previously owned by well respected collector and Greeves authority Graham Broadhead and thought to have been restored by him prior to display in his collection. Complete with current V5C registration document, it appears to be in very good order although the vendor advises recomissioning prior to use. Offered without reserve.
Reg No: H524 AAB MOT: None Frame No: KL600B023197
Presented in unmistakeable Kawasaki ‘Kermit’ green bodywork, this KLR displays a credible and not outrageous 22,645 miles and still retains its original tool roll, with the V5C indicating only seven previous keepers in its 34 year life. The vendor advises that the machine is in running order and that he has enjoyed riding it but as it hasn’t been started for a while it will require a check over and recommissioning prior to use. Offered without reserve this robust machine is popular with off-roaders and represents a good opportunity to acquire a KLR at a potentially reasonable price.
Estimate: £8,000 - £10,000*
Reg No: M652 JJT MOT: None Frame No: 000185
The Ducati 916 Strada Monoposto is a rare and desirable early version of the celebrated 916 superbike. These bikes, built for the European market, feature a 916cc L-twin engine, a six-speed transmission and a Weber P8 ECU. This extraordinary two-owner, low-mileage 1994 Strada Monoposto was reportedly among the first 916s to enter Britain. The batch was delivered to Keith Davis’s Three Cross Motorcycles, and this bike was sold to Mr. William Grey of Dorset in June, 1994. As one of the first in the country, we understand it may have been used initially for mechanic training, and it is distinguished by having an odometer in kilometres rather than miles. The present owner purchased it in 2016 after it had covered only 1,772km (1,101 miles), but he has never ridden it – he simply placed it in his house and admired it as sculpture. However, it has been started from periodically and run up to temperature. Remarkably well-preserved and complete with all its original, factory-fitted parts including the exhaust, Showa front and rear suspension, and a Veresi machine with Cagiva logos. A service and cambelt change were performed in 2016. An outstanding collector’s piece, the Ducati is offered with its current V5C, its original sales invoice and service book, a service invoice, an old MOT and two keys.
Chesterfield race team colours
Estimate: £2,200 - £2,800*
Reg No: R998 DVR MOT: None Frame No: JYARN011000006270
Yamahas first bike in 1953 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 YA-2 in 1957. This proved to be an immediate success in sporting events, starting a long tradition of achievement that continues today. The launch of the R1 in 1998 set a new benchmark for Superbike performance with David Jefferies winning the 3 main races at the 1999 Isle of Man TT. This first generation R1 has been refinished in the Chesterfield race team colours of silver and yellow, as used by the Tech 3 in the late 1990s. It is from a deceased estate so not much is known of its history since being bought by its owner in 2000. He was told at the time that the engine had been blueprinted, but unfortunately we have no documentary evidence to confirm this. What you can see, apart from the obvious paintwork, is a Maxton rear shock, a Harris steering damper and a pair of adjustable Harris rearsets together with a stainless steel end can. Last MOT’d in May 2010 at 21838 miles, it has been stood for a number of years so will need a good recommissioning and a new battery before use and will be supplied with a current V5C.
One owner from new No Reserve*
Reg No: Y591 DAB MOT: None Frame No: WB10422A21ZA95826
The BMW R1100S was a sport-touring motorcycle produced from 1998 to 2005. Featuring a fuel-injected, eight-valve “boxer” flat-twin of 1,085cc with air-cooled cylinders and oil-cooled heads, it produced around 98bhp. It additionally utilised a six-speed gearbox and BMW’s well-like Telelever front suspension and Paralever rear suspension. The strong, lightweight aluminium frame incorporated the engine as a stressed member. It was notable as the first BMW with clip-on handlebars, rear-set footrests and a removable cowl for the pillion, as well as then being BMW’s most powerful flat-twin ever. The R1100S delivered strong low-end torque and decent overall performance, with its cornering ability and lack of dive under braking receiving particular praise. This highly original 2001 R1100S was purchased new from Clarks BMW of Lickey Road, Birmingham, by the late owner, a BMW enthusiast who also owned the 1998 R1200C which appears in this sale. They made an ideal two-bike stable, with the R1200C for cruising and the R1100S for more spirited riding. Indeed, the owner enjoyed the R1100S very much, not only keeping it well-maintained for road use but also putting it through its paces in the odd track day. Sadly, it had to be placed in storage in 2017 due to the owner’s declining health, hence some recommissioning will be required. It is sold with the current V5C.
Offered from the collection of the late Norman Crump
Estimate: £3,000 - £4,000*
Offered from the collection of the late Norman Crump No Reserve*
Reg No: WR 7892 MOT: Exempt Frame No: 22394
Initially producing bicycles before entering the motorcycle market, the Birmingham marque New Hudson built motorcycles from 1903 to 1932, and again from 1940 to 1958. Early models featured De Dion-Bouton engines, but by the 1920s they were producing their own two-stroke designs, which later gave way to four-stroke, big-valve engines. After production initially ended in 1932, the New Hudson name was revived by BSA for the production of lightweight autocycles in the post-World War II era.
This very charming 1920 New Hudson Deluxe, a 211cc two-stroke model, is offered from the estate of the late enthusiast, collector and trials rider Norman Crump. It was a particular labour of love, as it was acquired by Mr. Crump in need of full restoration and he spent many hours in his workshop toiling to bring it back to its former glory. He tried to use as many original components as possible in the restoration and carried out all the work himself. Upon its completion, over 25 years ago, the New Hudson was exhibited at a few shows before being placed into long-term storage in his workshop. Still highly presentable, some straightforward recommissioning will be required before it can be used on the road again and offered with a current V5c, and a file of paperwork.
Reg No: Un-Registered MOT: Exempt Frame No: TA H49010
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. We are pleased to offer a very original Dutch Army 3TA from the collection of the late enthusiast Norman Crump. We understand Mr. Crump purchased it from a local trader who had imported them as a batch, and he intended to use it as a parts donor when he was regularly trialling Triumphs, but luckily it was left in the loft over his workshop and was never stripped. Hidden away for many years, it stands out now as a remarkably original survivor ideally-suited to an ‘oily rag’ restoration. The engine turns over with compression and the gears select, so it promises to be a very rewarding project. An accompanying Dutch document is on file from 1985.
Offered from the collection of the late Norman Crump No Reserve*
Offered from the collection of the late Norman Crump No Reserve*
Reg No: 759 UYT MOT: Exempt Frame No: Not Seen
The BSA C15T was a successful 250cc trials motorcycle produced from 1959 to 1965, designed with a host of off-road features such as a high-clearance reinforced frame, 20in front wheel, energy-transfer electrical system, low-ratio gearbox and high-level exhaust. Important features of its engine included a special camshaft for more low-end torque and a stronger roller big-end bearing.
This C15T was one of the most significant machines in the career of the late Norman Crump, from whose estate it is offered for sale. Mr. Crump was an exceptionally active trials rider during the 1950s, ’60s and ’70s, and in his later years invested his energy in collecting and restoring historic motorcycles. Used extensively by Mr. Crump in period, this machine benefitted from a number of his own modifications to improve its handling. Having now been out of use for a number of years, this historic BSA will require some recommissioning, but the engine turns over with compression and all the gears select. Offered without documentation, the C15T promises to make a very rewarding project which fully deserves to be seen on the trials slopes once again. There is no accompanying paperwork with this lot.
Reg No: OAS 432 MOT: Exempt Frame No: 60911
The 1955 Triumph T100, or Tiger 100, is a 498cc, air-cooled, overhead valve parallel-twin motorcycle that serves as a sportier version of the Speed Twin. Key features for the 1955 model include a swinging arm frame and an 8-inch front brake, both introduced from 1954 onwards. The T100 is renowned for its powerful engine and engaging handling, building on the legacy of designer Edward Turner and the 100 mph capabilities that inspired its name
Our 1955 Triumph T100 is offered from the estate of the late Norman Crump of Kidderminster, who competed in trials during the 1950s and ’60s with some works backing from Triumph. He purchased the T100 as a project and renovated it to an excellent standard, but it has not been used following a successful Land’s End to John O’Groats ride which took place some 15 or 20 years ago. It has since been stored in a stable with other machines also in this sale, and will now require recommissioning. It includes an up-to-date V5C and a file of paperwork and manuals.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: 7482T
Greeves Motorcycles was founded by Bert Greeves in 1951 and produced a range of road machines and later competition mounts for trials, scrambles and road racing. The original company produced motorcycles from 1952, funded by a contract with the Ministry of Pensions for their Invacar, a three-wheeler for disabled drivers originally conceived for Bert’s disabled cousin and sales manager Preston Derry-Cobb. Using some of the knowledge and production techniques gained from the Invacar and utilising Villiers-supplied engines they went onto great success in off-road competition including Dave Bickers’ wins in the 1960 and 1961 European Scrambles World Championship and success in the BBC Grandstand Winter Motocross series.
Little is known about this machine other than it was previously owned by well respected collector and Greeves authority Graham Broadhead and thought to have been restored by him prior to display in his collection. Thought to be in running order, the vendor advises a check over / recomissioning prior to use. Offered without reserve.
Estimate: £3,000 - £4,000*
Reg No: KCA 124N MOT: Exempt Frame No: CB500-2070947
The Honda Motor Company was founded by Soichiro Honda in 1937, initially producing piston rings for Toyota. They made their first motorcycle in 1949 and within 10 years had become the biggest motorcycle manufacturer in the world. They have since produced over 400 million two-wheelers and millions of other powered products. The legendary CB750, with its transverse SOHC inline-four, was launched in 1969 to great acclaim and laid down the blueprint for the modern-day superbike. It was joined in 1971 by a little sister, the CB500 Four, with a similar engine but of 498cc. Officially launched at the 1971 London Racing and Sporting Motorcycle Show in February, 1972, it was declared “one of the show stealers’” by Motorcycle Mechanics. With six speeds, a claimed 50bhp and 115mph, plus a front disc brake, its performance was comparable to many 650s. Described by the vendor as “very good” in all areas, this 1975 Honda CB500/4 was cosmetically and mechanically overhauled to an extremely high standard in previous ownership. It was completely stripped, and the renovation used new old-stock parts where possible. Since completion, the Honda has been used mainly for local bike meetings and the odd Sunday ride. Enjoyed sparingly in the present ownership, it is complete with the current V5C and a set of keys.
Reserve*
Reg No: HNF 254N MOT: Exempt Frame No: A1*05245
Founded by Alfonso Morini in Bologna in 1937, Moto Morini specialised in lightweight bikes, often of a sporting flavour. It won the Italian Lightweight Championships in 1948, ’49, ’61 and ’62, and in 1963 it entered the Lightweight World Championship and came within a whisker of victory; Morini’s Provini finished just two points behind Honda’s Redman. The company branched out in 1973 when it launched its first V-twins of 350 and 500cc. The 344cc 3½ model proved a hit in Sport and Strada guises. Besides being nippy – 100mph was claimed for the Strada – it was noted for excellent fuel economy of around 65mpg and sophisticated electronic ignition. This well-loved 1975 3½ Strada has been in single ownership since 1988, when it was bought partially dismantled. The engine and gearbox were then stripped and professionally overhauled with new bearings. The vendor then reassembled it, using stainless fasteners wherever possible. At that stage, it had covered 52,000 miles and it has covered under 5,000 miles since. Subsequently, the flywheel was remagnetised and a replacement voltage regulator was fitted. Kept alongside a BMW 100RS, it was ridden regularly but mainly for short distances. Praised by the vendor for its “superb handling” and reliability, it will need light recommissioning as it has not been used for a few years. The current V5C is supplied.
One owner from new No Reserve*
Reg No: S114 BDU MOT: None Frame No: WB10424A5WZB06466
Produced from 1997 to 2004, the R1200C was BMW’s attempt to break into the cruiser market, where European and Japanese marques were making in-roads after years of American dominance. The R1200C proved successful – around 40,000 were produced and it had a strong cultural impact; one was used in a chase in the 1997 James Bond film Tomorrow Never Dies and another was selected for the 1998 Art of the Motorcycle exhibition at the Guggenheim Museum. The work of BMW’s American chief designer David Robb, it utilised an 1,170cc flat-twin which produced 61bhp, plus a five-speed manual gearbox, hydraulic clutch and shaft-drive. The front suspension used BMW’s Telelever system, and braking was by twin discs at the front and a single disc at the rear.
This very original R1200C was purchased new from Clarks BMW of Lickey Road, Birmingham, by the late owner as a 50th birthday present to himself on 14th August, 19998. A dedicated BMW enthusiast, he always patronised Clarks and also owned the 2001 R1100S in this sale. The R1200C was a favourite and was widely ridden, until the owner was forced to stop motorcycling for health reasons in 2020. Now in need of recommissioning after a period of storage, it is to be sold with the current V5C.
Harley Davidson was established in Milwaukee in 1903 and has gone on to become one of the world’s most iconic and longest-running motorcycle manufacturers. Harley epitomises large-capacity cruisers that many have tried to copy but have never managed to match Harley’s image and prestige. The Sportster range has been produced continuously since 1957, powered by the classic air-cooled V-twin engine in a nice simple chassis. In 1991 the model was given a facelift, including the adoption of a five-speed gearbox and belt final drive. Harleys have always lent themselves to being customised, with a whole industry of aftermarket specialists providing parts to tailor a bike to an owner’s personal choice. This Sportster, being offered at no reserve, will make an interesting project to either restore as standard or form the basis of a one off special. Bought by the vendor many years ago and stood in the back of his garage since, there is no documentation included in the sale and it is offered very much sold as seen. Deciphering the frame number, it appears to be an XLH1200 EVO built around 1993. The vendor removed the starter motor when he first bought the bike, and that is still missing, although there is a box of assorted spare parts included. An interesting and challenging winter project.
Estimate: £1,800 - £2,200*
Reg No: NNT 568W MOT: Exempt Frame No: JKAKZCK10BA003994
After taking over Meguro, Kawasaki began manufacturing motorcycles under their own name in the early ’60s with the BSA A10 inspired K1, soon moving on to build a reputation for performance two-strokes. In the early ‘70s, the four-stroke four-cylinder Z1 was initially developed as a 750 to compete with the new Honda SOHC 750, but Kawasaki held the bike back until it could be increased in capacity to set a new benchmark for superbike performance. With its DOHC 900cc engine offering a top speed of over 130mph, it easily became the fastest mass-produced bike in the world, beginning a long line of four-cylinder superbikes of all shapes and sizes. Kawasaki’s LTD range offered a more custom styled bike with higher bars, comfier seat and more chrome, mainly for the American market and quite rare in the UK. This 1980 Z1000 LTD appears to have spent its early years in the USA before being imported and registered in the UK in 2016. It is presented in good original condition, still fitted with its Kawasaki stamped exhaust and rear grab rail. A good bike for use on vintage runs and rallies with bulletproof Z1000 engine matched to a laid back comfy riding position. Stood for a while, it will need recommissioning and will be supplied with a current V5C.
Estimate: £2,800 - £3,200*
Reg No: PLN 356L MOT: Exempt
Offered from more than 75 years of single-family ownership
Estimate: £14,000 - £16,000*
Frame No: 2951677
In 1955, BMW created its ‘R’ series of R50/60/69 models with trademark boxer engines and shaft-drive featuring swinging fork rear suspension and ‘Earles’ type leading link front forks. The R60 probably cost twice as much as a British 650 twin in the 1960s and even by the 1970s would have been dearer than a comparable Japanese bike, making them very exclusive. With their solid design and legendary reliability, mid-1970s ‘Airheads’ have become the most popular bike for modifying into ‘Brat Bikes’ or ‘Cafe Racers’ in recent years, so it’s rare to find one in standard and original condition. This R60/5 was bought by its enthusiast owner in 2012 and restored by him over the next couple of years. The paintwork was refinished by a specialist in North Wales to a very good standard, the bike was rewired, Boyer electronic ignition added and a new seat fitted as part of a complete overhaul, keeping as much originality as possible. Since restoration, it has been ridden and enjoyed by the vendor, who reports ‘the bike is running well’ but is now looking to move to his next project. Offered with stainless steel silencers, fitted with a pair of period crashbars, a paperwork file covering the restoration process and a current V5C.
Reg No: KG 7777
MOT: Exempt
Frame No: 18*7
G. Henderson’s first motorcycles appeared in 1911 and were fitted with powerful inline-four engines. Revered for the quality of their engineering, their high-speed capabilities made them popular with American police departments. Introduced in 1922, the 28hp Deluxe featured improvements over the previous model concerning the carburettor, intake manifold, brakes, crankshaft, cylinder head cooling, exhaust system, seat and reverse gear, and alloy pistons were optional. In the hands of the San Diego Police, a Deluxe exceeded 100mph, and another Deluxe won 11 out of 12 heats in a competition against a Harley-Davidson. This 1924 Deluxe has been in single-family ownership since the late 1940s. The vendor’s grandfather rode it until his death, whereupon his son stripped it for a restoration which stalled. The bike then languished until the son passed away, and it passed to the present generation. The engine has been assembled without its pistons and con-rods, but retains its crank and camshaft. The gearbox internals were removed and have been stored with other parts, as seen in the pictures. The Henderson is sold strictly as viewed, with all remaining parts, and presents an excellent opportunity to save a rare centenarian bike of exceptional quality. The registration number is no longer held by the DVLA but may be recoverable.
Estimate: £1,800 - £2,200*
Reg No: XYJ 535
MOT: Exempt
Frame No: 47966
The first Royal Enfield motorcycle was built in 1901 by the Enfield Cycle Company of Redditch, having previously manufactured bicycles, lawnmowers and stationary engines. They had also won contracts to supply precision parts for firearms to the government’s long-established Royal Small Arms Factory at Enfield, Middlesex and had assumed the brand name Royal Enfield by 1911. In the early 1900s, they were one of the biggest manufacturers in the world, producing a range of models from 225cc singles to ambitious JAP engined large capacity Vee twins. Under various ownership, the brand has continued through to the present day, making it one of the longest-lasting names in the two-wheeled world. Like most other British manufacturers they closed in the 1960s, but by then the Bullet models were being made in India for the home market. The Bullet holds the distinction of being the world’s longest running production motorcycle, having been built in various capacities from 1933 to the present day. Owned by an enthusiast for the last 11 years, this 350 Bullet is an attractive looking bike finished in two tone green. Ridden by the vendor this summer, Bullets are a simple to maintain, relatively lightweight British bike with good spares availability. Ideal for use on vintage runs and rallies, it will be supplied with a current V5C.
No Reserve*
Reg No: LRM 2
MOT: Exempt Frame No: Not Seen
Unusually for a British motorcycle manufacturer, Norman Cycles was based in Ashford Kent, well away from the industry’s more traditional Birmingham base. The company was established just after World War I as the Kent Plating & Enamelling Co by brothers Charles and Fred Norman, making bicycle frames in a garden shed but by the 1920s had moved to larger premises and began producing powered two wheelers in the late 1930s. This nicely presented B2 De-Luxe model, being offered at no reserve, has been part of a small private collection for the last few years. Cosmetically restored by a previous owner in the early 2000s, the engine underwent a full refurbishment by Villiers Services a few years later. Not run recently, the engine turns over on the kickstarter but it will need recommissioning before use. The RF60 buff log book dated 12th April 1952 shows the bike having spent its first years around Penrith and will be supplied with an original Owner’s/Spares manual and a new gasket set. It does not appear to have been put on a V5C at any stage, but the presence of the RF60 may allow its original number to be recovered. Please note, the frame number is not visible, but can be seen on the buff log book.
Estimate: £7,000 - £8,000*
The Triumph SD was Triumph’s flagship from 1919 to 1927, a modernized version of the Model H featuring all-chain drive and Triumph’s first proprietary three-speed gearbox with a “Spring Drive” shock-absorber to dampen the engine’s power pulses. It had a 550cc side-valve engine, cost over £100, and was produced in limited quantities due to post-war industrial shortages. Powerful and robust, it was an ideal sidecar-carrier. This charming 1923 SD has been a star exhibit in several collections for many years. Its extraordinarily well-preserved, unrestored condition gives away that it has never seen any great use, and the logbook reveals it had three owners from 1925 to 1930, before a Mr. Cook purchased it and kept it until 1974. It was then owned by Raymond Chandler of Bredon, Gloucestershire, who kept it in his house with various other bikes, and more recently it resided in the private collection of Mark Greening, until that was dispersed. In the present ownership since 2012, the Triumph’s most impressive attribute is the extremely rare Hopley Folding Sidecar – these were expensive when new and were designed to fold in so the bike could be wheeled down the passage to the side of your house. A not-to-be-missed preservation opportunity, the SD is supplied with the current V5C and the buff logbook from 1925.
No Reserve*
Reg No: FDV 391T MOT: Exempt Frame No: GS850102871
The Suzuki Motor Co. was established in 1909 by Michio Suzuki to produce machinery for the cotton industry. An initial diversification into 4 wheeled transport was curtailed by WW2 but after the war, Japan had a need for cheap reliable transport so Suzuki, like a lot of others around the world, began to produce clip-on engines for pushbikes. These proved to be an immediate success and soon they were making full motorcycles and by the early 60s were second only to Honda in numbers of two-wheelers manufactured. Better known for their two strokes, Suzuki joined the four stroke revolution in 1977 with the GS750, a bike that matched European standards of handling but with the Japanese build quality and performance levels. This was soon followed by a 550cc middleweight, an 850cc to compete in the touring segment and full 1000cc version, setting a new benchmark in the superbike performance.
On offer is a 1979 Suzuki GS850 G that is showing c.29,500 miles from new. This GS appears to be in good order, and we have been advised by the vendor that it is running but will need some very light recommissioning before placing it back on the road. The GS comes complete with a current V5C.
Estimate: £2,200 - £2,800*
Un-Registered
AJS was founded in 1909 by the Stevens brothers, and an amalgamation with Matchless in 1931 formed Associated Motor Cycles, which survived until 1966. Many successful competition appearances helped AJS to sell its road bikes, and Les Graham won the first 500cc World Championship on the twin-cylinder ‘Porcupine’ in 1949. The 7R was an OHC single-cylinder 350cc racing motorcycle built from 1948 to 1963 that was soon nicknamed the ‘Boy Racer’. Each year AMC made about 25 replicas of the works racer to sell to selected riders. Together with its bigger brother, the Matchless G50, it was AMC’s star racer throughout the 1950s and ’60s, winning many events for both the works and privateers alike and becoming one of the most successful over-the-counter competition motorcycles of all time. Offered from long-term ownership, this c.1950 7R was acquired as an incomplete project in the 1990s and has been built up over many years, but sadly the owner passed away before it could reach completion. We are advised that the engine and gearbox have been renovated, although there is no supporting paperwork. Most of the hard work has been done, so the AJS now appears as a straightforward project for a new enthusiast to enjoy. It is sold without documentation.
Reg No: VMR 588M MOT: Exempt Frame No: 450-012693
Yamaha has a long record of achievement in motorcycle sports events. In the early 1970s the launch of the on/off road RT360 ushered in a new genre of motorcycle, the trail bike, giving motorcyclists a bike they could go to work on all week and ride off road at weekend. Soon, all the other manufacturers were copying the concept and in the 1970s Yamaha had a full selection of two-stroke singles from 50cc up to 400cc based on their successful YZ motocross and IT enduro bikes. This authentically presented DT250 appears to have been imported from the USA and registered in the UK in 2019. It has been given a partial restoration, keeping as much originality as possible, with the paintwork refinished back to its typical 1970s gold tank and side panel and the frame powder coated. The seat cover and base are in good order and the standard exhaust is still fitted. The bike is currently running on pre-mix, but the original oil pump has been recently reconditioned and is ready to be refitted with new lines and rubbers. Run recently while being photographed, it will be supplied with a box of spare parts and some receipts together with a current V5C.
Reg No: TNJ 424S MOT: Exempt Frame No: CB550F-1023770
The Honda Motor Company was founded by Soichiro Honda in 1937, initially producing piston rings for Toyota. They made their first motorcycle in 1949 and within 10 years had become the biggest motorcycle manufacturer in the world. They have gone on to produce over 400 million two-wheelers as well as millions of other power products. The legendary CB750/4 was launched in 1969 to great acclaim and laid down the blueprint for the modern day superbike and beginning a range of SOHC Honda fours ranging from 350cc upwards. The 500 model followed shortly after the 750, bringing back memories of Mike Hailwood’s Grand Prix bike of the late 1960s, eventually growing to 550cc in the mid 1970s. This CB550 Four, being offered at no reserve, is from a deceased estate, so not much is known of its history. It is fitted with a 4 into 1 exhaust, with stainless steel end can and has managed to keep its original grab rail, a part that very often goes missing. The bike has been stood for a number of years, but it will make an interesting winter project to restore to original or form the basis of a bespoke special. It will be supplied with a V5C.
Reg No: Un-Registered MOT: Exempt Frame No: 5049T
Greeves Motorcycles was founded by Bert Greeves in 1951 and produced a range of road machines and later competition mounts for trials, scrambles and road racing. The original company produced motorcycles from 1952, funded by a contract with the Ministry of Pensions for their Invacar, a three-wheeler for disabled drivers originally conceived for Bert’s disabled cousin and sales manager Preston Derry-Cobb. Using some of the knowledge and production techniques gained from the Invacar and utilising Villiers-supplied engines they went onto great success in off-road competition including Dave Bickers’ wins in the 1960 and 1961 European Scrambles World Championship and success in the BBC Grandstand Winter Motocross series.
Little is known about this machine other than it was previously owned by well respected collector and Greeves authority Graham Broadhead and thought to have been restored by him prior to display in his collection. Thought to be in running order, the vendor advises a check over / recomissioning prior to use. Offered without reserve.
Estimate: £1,800 - £2,200*
Reg No: HN03 SFY MOT: None
Frame No: WB10447A23ZG54492
The BMW R 1150 RS sports touring motorcycle is powered by a 2-cylinder air- and oil-cooled longitudinally installed boxer engine producing some 95 hp. The suspension can be individually adjusted at the front and rear to suit the rider’s preference, depending on whether sporting or more comfortable riding is desired. Seat height, handlebar position, wind shield and hand brake lever can also be adjusted. The sports tourer has several mechanically similar sibling models with largely identical engines and different chassis designs and equipment: the R 1150 R, the touring R 1150 RT and the adventure touring bike R 1150 GS / Adventure. From 2002 onwards dual ignition with two spark plugs per cylinder to improve running characteristics and exhaust emissions became available. Registering some 33,000 miles and reported to be in good condition but not ridden recently due to ill health, the vendor advises recommissioning of this example before use. However, it will be started before the sale and a fitted top box and panniers will be included. The history file includes an original BMW Riders Manual and Maintenance instruction book, alarm instructions, old MOTs, sundry invoices, fobs etc. in addition to a maintenance manual. An excellent opportunity to acquire a realistically priced example of the highly respected touring version of BMWs legendary boxer twin.
No Reserve*
Reg No: SMJ 965R MOT: Exempt Frame No: CB550F-1016480
The Honda Motor Company was founded by Soichiro Honda in 1937, initially producing piston rings for Toyota. They made their first motorcycle in 1949 and within 10 years had become the biggest motorcycle manufacturer in the world. They have gone on to produce over 400 million two-wheelers as well as millions of other power products. The legendary CB750/4 was launched in 1969 to great acclaim and laid down the blueprint for the modern day superbike starting a range of SOHC Honda fours ranging from 350cc upwards. The 500 model followed shortly after the 750, bringing back memories of Mike Hailwood’s Grand Prix bike of the late 1960s, eventually growing to 550cc in the mid 1970s. This CB550 Four, being offered at no reserve, is from a deceased estate, so not much is known of its history. It is fitted with a pair of chrome 4 into 2 silencers and what look to be original rear dampers. Stood for a number of years, it will make an interesting winter project to restore to its original or form the basis of a bespoke special. The V5C has been misplaced and a new one is being applied for. Please note, the engine appears to have been changed at some point in its life, as its number does not match the one shown on DVLA.
Reg No: ESL 575 MOT: Exempt Frame No: ZC10-11395
The Birmingham Small Arms factory was established in the Small Heath area of Birmingham 1861 and as the name suggests manufactured weapons. Around the turn of the century they started making bicycles and progressed onto motorcycles a few years later. BSA went on to be one of the world’s largest producers of motorcycles up until their demise in the early 1970s. Famous for the larger capacity twins like the RGS and sporty singles like the classic Gold Star range, one of the more popular models produced was the 250cc C11, a good, solid, reliable bike that many 1950s enthusiasts began motorcycling on. This C11, being offered at no reserve, is from a deceased estate, so not much is known of its history. It is thought to have been won in a raffle from the Combe Martin Collection in Ilfracombe by a previous owner, with what appears to be the winning ticket included in the sale. The bike has been standing for a number of years, but it will make an interesting winter project to restore or recommission. It is supplied with a Buff log book showing it was originally registered as HWP 235 on 5th January 1950, and a V5C with its current number ESL 575.
In single ownership for 34 years
Estimate: £1,500 - £2,500*
Reg No: FPA 188B MOT: Exempt Frame No: 111018-17
Named to commemorate Norton’s 60th anniversary, the the 249cc Jubilee was produced from 1958 to 1966. It was a break from Norton’s tradition of big, high-performance motorcycles, having been designed in response to British legislation introduced in 1960 which limited learner riders to motorcycles of under 250cc. It had the smallest engine ever made by Norton and was the first Norton with a unit construction engine and gearbox. Interestingly, the engine was a new design by Bert Hopwood but featured main and big-end bearings identical to those used on Hopwood’s Norton Dominator engine of ten years earlier. This 1964 Jubilee was bought by the vendor in 1991 as nothing more than a collection of parts, but since then it has been fully restored, with the assembly undertaken by Robin James Engineering. It has also had its engine refreshed and updated using modern bearings by Mike Pemberton of Pushrod Performance. The paintwork, electrical work and final finishing were performed by Pete Thorne at Aspire Restorations. The vendor has enjoyed the Norton very much since its completion and describes the engine, paint, brightwork, transmission, frame and suspension as “very good” and the cycle parts and electrics as “good.” The Jubilee is complete with the current V5C.
Estimate: £2,500 - £3,500*
Reg No: 678 XUA MOT: Exempt Frame No: JC37726
Francis & Barnett Limited was an English motorcycle manufacturer founded in 1919 by Gordon Inglesby Francis and Arthur Barnett and based in Lower Ford Street, Coventry, England. Early motorcycles were affectionately known as ‘Franny B’ models. They were produced for enthusiasts and were reasonably affordable for citizens to use as general transport. The majority of the lighter motorcycles used Villiers and later on Associated Motor Cycles AMC engines. AMC took over Francis & Barnett Limited in 1947 combining this with the James motorcycle models in 1957. The combined company remained in business until 1966.
This restored example is reported to be in good condition throughout and to run well with operational lights. Said to be a sprightly performer and a welcomed regular at shows in the vendor’s area, it comes with a history file that includes a current V5C registration document, parts booklet and various photographs. A delightful lightweight, and with its twin port good looks, this pre-war machine represents an affordable and practical opportunity to join the world of pre-war motorcycling.
Reg No: Un-Registered MOT: Exempt Frame No: 315134
Malanca was an Italian motorcycle manufacturer whose founder, Mario Malanca, started by building mechanical parts and hubs for motorcycle wheels before producing his first complete design in 1956. Successful in Italy, they went on to produce machines for both the Asian and American markets. Initially engines were supplied by Franco Morini, but, in 1960 Malanca built a new factory and started producing their own. In 1973 the first 125cc twin cylinder model debuted at the Paris Motor Show. In 1978 Mario’s son, Marco, was appointed CEO, and following this production focused mainly on 125cc models. After moped sales in Italy peaked in 1980 a gradual decline set in and Malanca began to produce larger-engined bikes. The company struggled, however, as it had spent much of its time and resources on the 125cc scooters as well as on research for, and development of, the smaller 50cc-engined bikes for both racing and regular sales and eventually folded in 1986.
Little is know about this charming little Sport 50, but it is thought to be complete and was run when in the possession of the previous owner to the vendor. Offered without reserve.
No Reserve*
Reg No: FNP 49W MOT: Exempt Frame No: JS1GP 71AOB2101602
The Suzuki GS series was Suzuki Motor Corporation’s first full range of 4-stroke powered road motorcycles, having previously almost exclusively manufactured 2-stroke machines. Suzuki had produced the 4-stroke Colleda COX 125cc and 93cc 4-stroke single-cylinder machines in 1955. An imported motorcycle, we believe this is a 1981 machine that has been registered with the DVLA in 1994, when it came to these shores. Apparently rebuilt as a ‘Rising Sun’ custom bike, this example represents a glimpse into the world of customising. Reported to be in very good condition, ‘FNP’ has not been used recently; sensibly the vendor advises a check-over and service before use. When last sold by H&H we were advised that in the process of building, what is undoubtedly a unique machine, a lot of money was spent, which appears to be evident upon inspection. Although not run recently but thought to be in running order, the vendor advises that it will require recommissioning prior to use. Being sold without reserve, this 650 offers a good opportunity to acquire an ‘out of the ordinary machine’ at a sensible price.
No Reserve*
Reg No: Un-Registered MOT: N/A
Frame No: N/A
Powered by a 998cc overhead-valve V-twin, the Vincent Rapide was produced from 1936 to 1955 and has gone down in history as one of the greatest bikes of its generation. The Series C was introduced in 1948 and notably witnessed the introduction of Vincent’s Girdraulic forks, which were more rigid than the more conventional telescopic forks which were then becoming popular. This Series C engine is being offered for sale from the collection of a keen Vincent enthusiast who had several projects on the go. It is not known what work has been done, but it has clearly received some attention in the present ownership. It is to be sold at no reserve, strictly as viewed and with no other parts.
No Reserve*
Reg No: GJV 381N MOT: Exempt Frame No: Not Seen
Yamaha have a long record of achievement in motorcycle sports events that is still being added to in Moto GP. The introduction of Yamaha’s ‘over the counter’ race bikes in the late 1960s revolutionised racing, allowing anyone to buy a race-ready bike capable of winning TTs and GPs and the 250 and 350 models are among the most successful racing bikes ever produced. The race bikes were always heavily based on contemporary road models, so many people made their own replicas, very often incorporating a few tuning parts and specifications from the official racers. This fascinating road registered race replica appears to have started life as a mid-1970s RD250, but has since had a mono-shock conversion to the frame and the brakes and wheels have been updated with RD350LC parts, now sporting a twin disc front end and drum rear. The air-cooled engine appears to be standard, however, it has been fitted with some very neat TZ style expansion chambers and a TD/TZ style petrol tank, seat and front mudguard complete the period look. It has been part of a small private collection for a number of years and has been started on jump leads recently. It will require some recommissioning before use and comes road registered with a current V5C.
No Reserve*
Reg No: VGU 71M MOT: Exempt Frame No: 2911469
The BMW R60 is a classic air-cooled, twin-cylinder boxer motorcycle available in various models from the 1950s to the 1970s, known for its durability, smooth ride and sidecar-friendly design. Early models like the 1956 R 60 featured an Earles fork and were popular with police forces, while later versions such as the R60/6 (1974) offered advancements like a five-speed gearbox and a front disc brake. These bikes are valued for their character, robust German engineering, and classic style, making them excellent touring and sidecar machines, although not built for high speed.
This BMW R60/6 was running at the time of inspection and sounded as it should. An ideal candidate for some winter tidying up and a general check over, it is being offered at no reserve and comes with a current V5C.
Reg No: B810 FAV MOT: Exempt Frame No: SC154000659
Honda’s three-model VF1000 range was launched in 1984 and produced until 1988, and so-called for its 998cc V4 16-valve engine, which featured chain-driven double overhead cams. It also utilised a five-speed transmission and three dual-piston disc brakes – two at the front and one at the rear. To begin with, the range consisted of the VF1000 F and racing-inspired VF1000 R (which was the world’s fastest production motorcycle at launch), but the VF1000 F-II was added in 1985. Designed for sport-touring use and combining aspects of the F and R models, it enjoyed a racy appearance thanks to its aerodynamic full fairing.
With just over 53,000 miles from new, this 1985 Honda VF1000 F-II was remarkably in the late owner’s possession from 1992 until his death earlier this year. He appears to have been the sixth registered keeper and, as an enthusiast, he always cared for it well and kept it in use up to 2014, since when it has been in storage. Consequently, it appears in very original, well-preserved condition with a light patina. Now requiring some straightforward recommissioning, the Honda will be supplied with the current V5C.
No Reserve*
Reg No: BGJ 896 MOT: Exempt Frame No: Not Seen
Manufactured by Butterfields Ltd. of Stechford, Birmingham, the Levis motorcycle derived its name for the Latin word for “light,” which was one of the diminutive machine’s many virtues. One of the pioneers of two-stroke motorcycles, the firm commenced manufacture of its 211cc, single-gear lightweight in 1911. Soon named the Popular, the model was a huge success, remaining in production until 1926, but other models carried the Popular name such as the later 346cc OHV A2. Now a desirable and very rare post-vintage machine, this 1934 Levis A2 has recently come to light, along with the 1927 BSA L27 also in this sale, after several decades in an outbuilding behind the late owner’s house. It is understood the owner purchased it in the late 1970s, but it has not been taxed for the road since 1986. While such long-term storage is not ideal for any historic machine, it has helped the Levis to reach 91 years old in a very original, complete and seemingly unrestored condition, and the engine turns with compression. It now sports a most attractive patina which makes it an eminently suitable candidate for an ‘oily rag’ recommissioning project. Offered with an old continuation logbook and a V5 certificate, the Levis is sure to be admired at prewar events such as the Banbury Run and Graham Walker Run.
Ex Aim racing Gary Johnson
Estimate: £4,500 - £5,500*
No Reserve*
Reg No: Un-Registered MOT: None Frame No: JS1CY11110010088
Introduced during 2001 as the successor to the illustrious GSXR 1100 the GSXR 1000 had a tough act to follow both as road bike and in competition. During the first years of production competition activities were confined to the open class, however with the change in capacity limits for World Superbike and National Championship racing to 1000cc from 750cc for four-cylinder machines the GSXR was able to demonstrate its abilities at the highest level.
This particular GSX-R1000 K8 is a rare machine with a storied history, having been reportedly campaigned by Gary Johnson in the 2008 Macau Grand Prix and Isle of Man TT. Reportedly in running order and used this year, although we have not personally seen it run, it’s equipped with a standard ECU, a full titanium Akrapovič exhaust system, a lightweight 16.5” Marchesini rear wheel and Ohlins suspension front and rear. Ideal as a track bike. Please note, this machine comes with no paperwork and is not road-registered, making it strictly suited for track use.
Reg No: SH53 VXW MOT: August 2026 Frame No: JH2SC51C02M001531
The Honda Motor Company was founded by Soichiro Honda in 1937, initially producing piston rings for Toyota. They made their first motorcycle in 1949 and within 10 years had become the biggest motorcycle manufacturer in the world. They have gone on to produce over 400 million two-wheelers as well as millions of other power products. The legendary CB750/4 was launched in 1969 to great acclaim and laid down the blueprint for the modern-day superbike. The ST1100 Pan European was Honda’s answer to the BMW touring bike range featuring a water-cooled V4 engine, shaft drive and factory-fitted panniers. The model was the chosen bike for many Police forces around the world and earned an enviable reputation for comfort and reliability. The Honda Pan European (ST1300), launched in 2002, was an update to the ST1100, featuring a 1,261cc V4 engine, designed for long-distance comfort and reliability.
Known for durability, a 100,000-mile example like this may show wear but can still have many more miles under its belt. The V5C is present and it has a valid MOT until August 2026. Please note: in 2017 the motorbike was subject of a Category C insurance incident (damaged but repairable) which the insurers decided not to repair.
Estimate: £3,000 - £4,000*
Reg No: N/A
MOT: N/A
Frame No: N/A
“Stibe sidecars” appears to be a misspelling of Steib sidecars, a German manufacturer of high-quality motorcycle sidecars known for models like the LS200, S350, S500, and TR500. These vintage sidecars were popular for a variety of motorcycles. They are now considered vintage and are often sought after by collectors and enthusiasts.
A recent shed discovery, this Stibe Sidecar is in need of restoration and would make a great addition to any Vincent motorcycle or any other machine of similar stature. The sidecar rolls with ease and is to be sold at no reserve.
Reg No: FH 5310
MOT: Exempt
Frame No: H2052
Sunbeam revised their range of motorcycles for the 1924 season, giving the models numbers by which they could be identified. The 347cc sidevalve became the Model One, and was complemented by the more sporting Model Two. The next two seasons’ models saw little in the way of change, with just a few small improvements being made; hence the front drum brake introduced a year earlier on the overhead-valve models, became standard across the range. The distinction between the touring Model One and the sporting Model Two became more apparent as a result of the fittings employed. The Model One benefitted from the famous full chain case, higher handlebars and valanced mudguards; in contrast, the Model Two was fitted with lower handlebars, a semi-chainguard and sporting mudguards.
This delightful 1928 Model One was purchased by the vendor in its present condition, exhibiting a well-preserved and pleasantly mellowed older restoration. In the present ownership, it has been regularly enjoyed on pleasure rides through the Welsh valleys and to local events. It is offered for sale with the V5C and assorted other papers.
Reg No: GDF 594T MOT: Exempt Frame No: GS500E 107499
The air cooled GS500E engine traces its roots back to the first Suzuki four-strokes. The 1977 GS400 became the GS425, then the GS450, and finally the GS500, which retains the same basic layout and qualities, such as reliability, that made the original GS engines so appealing. The GS550 offered 486cc and 46hp from the air-cooled inline 4, DOHC 8 valve engine.
Presenting in very tidy condition, little is known of the history of this machine, however, it is showing an amazingly low c.700 recorded miles which may indicate the distance covered since a previous restoration. An early 4-cylinder example of the much respected Suzuki GS500 series, the vendor advises it is in running order but that it hasn’t been started for a while so will require a check over and recommissioning prior to use. Offered at no reserve.
No Reserve*
Reg No: WKL 14J MOT: Exempt Frame No: 0411127
Raleigh, more famous for manufacturing bicycles, introduced their first moped in 1950s with an engine designed by Vincento Piatti—the designer of Mini-Motor. The company became part of the Tube Investments and brought the Raleigh, Norman, Phillips and Hercules brands of moped under the same ownership. The obvious course of action was to rationalise these four ranges into one common series and it was decided to license the Mobylette range of mopeds produced by Motobécane in France. A stopgap based on the Sachs-engined Nippy already being produced by Norman was sold in Ireland until the Mobylette-based models were in production. From then on, Raleigh, Phillips and Norman mopeds were effectively re-badged Mobylettes, while Raleigh first applied the ‘Runabout’ name to the RM6, which was built in various versions from May 1963 until February 1971 when production ceased. An original and unmolested machine in need of refurbishment / recommissioning, WKL 14J is offered with a Swansea V5C, RF 60 green logbook, parts book and associated paperwork. An excellent opportunity to acquire an attractive example of the popular ‘60s’ go to work moped from one of the UK’s leading cycle manufactures of the time. Offered at no reserve.
Reg No: ORD 139M MOT: Exempt Frame No: 005073
The Ariel 3 was a 1970s British 50cc moped tricycle designed by George Wallis and marketed by BSA, known for its “bendy” frame that tilted into turns and its unreliability, ultimately contributing to BSA’s demise due to its poor sales. It featured a two-stroke engine, a centrifugal clutch, and luggage space, but failed in the market despite its innovative design, leading to its nickname, the “Granny Killer”.
On offer are two Ariel 3 mopeds, one is complete with a current V5C, and the other has no paperwork. Ideal winter projects, both machines come complete with a host of spares. Sold strictly as viewed.
Reg No: HF03 UPX MOT: None Entered Frame No: Not Seen
Entered from a probate estate, we believe this to be an AJS Raptor moped although this will be confirmed when the moped arrives at the auction venue. Records indicate the last MOT expired in August 2023.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: B50TGE13683
Arriving in 1971, the B50 range represented the culmination of BSA’s great single-cylinder dirt bikes. Conceived with an eye on the American market, it comprised three models –the B50SS (Street Scrambler), which was more for looks than serious off-roading, the intermediate B50T (Victor Trail), and the uncompromised B50MX off-road racer; all were powered by a unit-construction 500cc engine (84 by 90mm) with a 10:1 compression ratio and a claimed output of 34bhp. In other respects, they varied considerably – the SS had a larger 8in front brake and a steel fuel tank; the T had a two-gallon polished alloy tank; and the MX was a single-seater with stainless mudguards. Evolving from the singles which clinched the World Motocross Grand Prix championships for BSA in the 1960s, the B50s kept the marque competitive into the early ’70s, but the demise of the BSA Group in 1973 meant their glory was short-lived. Displaying a characterful patina, this highly original B50T Victor previously resided in Kalamazoo, Michigan. It was imported in 2010, but it has not yet been subject to a NOVA test or any part of the British registration process. Retaining its Michigan title, it promises to be an excellent machine for anyone seeking a genuinely viable classic bike for light off-road use, but it will require recommissioning first.
No Reserve*
Reg No: GAS 825 MOT: Exempt Frame No: 6062D
Greeves Motorcycles was founded by Bert Greeves in 1951 and produced a range of road machines and later competition mounts for trials, scrambles and road racing. The original company produced motorcycles from 1952, funded by a contract with the Ministry of Pensions for their Invacar, a three-wheeler for disabled drivers originally conceived for Bert’s disabled cousin and sales manager Preston Derry-Cobb. Using some of the knowledge and production techniques gained from the Invacar and utilising Villiers-supplied engines they went onto great success in off-road competition including Dave Bickers’ wins in the 1960 and 1961 European Scrambles World Championship and success in the BBC Grandstand Winter Motocross series.
Little is known about this machine other than it was previously owned by well respected collector and Greeves authority Graham Broadhead and thought to have been restored by him prior to display in his collection. Please note - the engine appears to be of the correct type but the engine number does not correspond to that recorded on the V5C. Offered without reserve.
Offered from the collection of the late Norman Crump No Reserve*
Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: 84427
One of the most popular lightweight motorcycles of the 1960s, the Triumph Tiger Cub gained significant popularity in trials and off-road events, for which purpose the factory introduced dedicated trials models such as the TS20 Scrambles Cub and TR20 Trials Cub. These models were specially tailored for off-road use, with features such as high-level exhausts, lightened components, and, in some cases, wide-ratio gearboxes and high-grip tyres. Light, lively, capable and tremendous fun, they remain highly popular in pre-’65 trials.
This delightful Trials Cub has purchased many years ago by the late Norman Crump, a prominent trials rider of the 1950s, ’60s and ’70s who, in more recent years, became a keen collector. He rode this Cub in many trials with his local club, the Bewdley MCC, and as with so many historic competition bikes, it has been thrashed, broken and repaired a few times, and modified along the way, but it always remained a well-loved and able machine. The Cub was laid up after Mr. Crump retired from trials and was placed into storage in a stable alongside two other Triumphs, also in this sale. Sold without paperwork and in need of recommissioning, it will be wonderful to see this bike weaving its way up the trials slopes once more.
Reg No: E301 ROX MOT: None Frame No: 1TX011550
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 but 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 achievement that continues today in Moto GP and WSBk racing. The FJ1100 was launched in 1985 as Yamaha’s entry into the sports tourer market and was superseded in 1986 by a new model increasing the engine displacement to 1200cc, featuring upgraded suspension and other components known as the FJ1200.
The FJ1200 on offer has been stored in the back of a garage for several years by the late owner. It would make a great winter project to restore or transform into a cafe racer and rolls freely and selects gears. The FJ is sold strictly as viewed being offered at no reserve complete with a current Swansea V5c.
No Reserve*
Reg No: Un-Registered MOT: Exempt Frame No: 113 13808
Founded in Italy in 1947 and active until the early 1970s, Motom was unusual among European manufacturers of mopeds and ultra-lightweight motorcycles in favouring the four-stroke engine. Pressed-steel spine frames were another Motom trademark and as time progressed, Peugeot and Zündapp two-stroke engines were adopted. The Nova 50 was just such a machine, and featured a two-stroke 48cc engine with a three-speed gearbox. The Nova was offered as a standard moped, but also in ‘Sport’ and ‘Scrambler’ trim, which saw the removal of pedals and the fitment of a kickstarter.
Found in Italy during a recent trip by the vendor, this interesting and rare 50cc ‘Scrambler’ is notably original, retaining its original paint and most of its period fittings manufactured by the likes of CeV etc. Unfortunately, the original engine was found to be missing, but the vendor assures us that several were available on the internet at the time of writing. A potentially very rewarding project that is as rare as it is fun, prospective purchasers will need to register it with the DVLA if they wish to use it on the road.
These conditions apply to all sales held by H&H Classics Limited in England and Wales to the exclusion of all other Terms and Conditions and no alteration or modification to these Conditions will be binding on H&H Classics Limited unless accepted in writing by them.
Your attention is specifically drawn to the “Notes for Intending Purchasers” published in the front of the catalogue.
In these Terms and Conditions the following words and expressions shall unless the context otherwise requires have the following meanings:
Auctioneer means H&H Classics Limited whose Registered Office is at Sterling House Maple Court, Tankersley, Barnsley, England, S75 3DP company number 02852199 and Auctioneer means its representative who actually conducts the sale.
Bidders Registration Form means the form to be completed by each bidder pursuant to Condition 12.5.
The Buyer is the only person whose bid is accepted by the Auctioneer to conclude the contract for the purchase of a Lot.
Buyer’s Commission shall have the meaning given in Condition 14.
Catalogue includes any advertisement, brochure, estimate, price list and other publication generated or published by or on behalf of the Auctioneer in relation to a sale.
Contract means the contract formed pursuant to these Conditions between any of the Seller, the Buyer and the Auctioneer.
Entry Form means the form to be completed by the Seller as to each separate Lot pursuant to Condition 1.1.
Estimated Value means the value given by the Seller in the Entry Form as the Estimated Value of the vehicle and if more than one value is given, the higher of those values.
Expenses in relation to a Lot means the Auctioneer’s charges and expenses for illustrations, special advertising, packing, freight, transport, storage and any other charges and expenses of that Lot (other than the commission) plus VAT on any of them.
The charges for uplifting an item, either sold or unsold, into storage, with charges, are as follows:
Uplift - From £175
Storage - £10 per day for the first fourteen days or part thereof and £30 per week or part thereof thereafter (subject to change without notice).
Uplift - From £100
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 follows:
12.5% to the Buyer, 5% to the Seller (minimum £250 to both parties)
Entry Fee - £250 for Catalogue entry
Motorcycles
15% to the Buyer, 10% to the Seller (minimum £50 to both parties)
Entry Fee - £50 for a Standard Catalogue entry
£100 for a Premium Catalogue entry
£150 for a Deluxe Catalogue entry
Registration Numbers
20% to the Buyer, 20% to the Seller (minimum £50 to both parties) Entry fee - £50
Online bidding incurs an additional 1% surcharge.
Automobilia
20% to the Buyer Seller’s charges available on application.
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:
Nat West, 23 Sankey Street, Warrington, Cheshire WA1 1XH
Account Name: H&H Classics Client Account
Account No: 58868984
Sort Code: 01-09-17
BIC: NWBKGB2L
IBAN: GB20NWBK01091758868984
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
*All hammer prices are subject to a Buyer’s Premium of 15% plus
for a price below the lowest estimated selling price. In any event, any written or oral estimate of likely selling price given by the Auctioneer is an expression of opinion only and may not be relied upon by the Seller nor give rise to any claim.
4.4 If a Reserve is placed by the Seller in a currency other than Pounds Sterling, such a Reserve shall be calculated and converted into Sterling at the spot rate of exchange quoted to the Auctioneer by the National Westminster Bank Plc at close of business on the last banking day prior to the date of the Sale. The certificate in writing of the Auctioneer as to such rate shall be conclusive.
4.5 Where a Reserve has been placed, only the Auctioneer may bid on that Lot on behalf of the Seller. Should the Seller buy in his own Lot, the Seller must pay to the Auctioneer its stated rates (both Seller and Buyer) before the Lot is removed.
5.1 The Seller may by notice to the Auctioneer withdraw the Lot from the Auction. If the Seller does so he shall be liable to pay the Auctioneer the stated rate of the Seller’s and Buyer’s commission calculated on the estimated value of the Lot that the Auctioneer would have received had the Lot been sold for the estimated value. For the purposes of this clause the estimated value shall be the higher of:-
(a) the Seller’s estimate of value as previously notified to the Auctioneer or if more than one figure the highest figure or if none;
(b) the value estimated in the catalogue or if more than one figure is given the highest figure, or if none,
(c) the Auctioneer’s reasonable estimate of its value;
(d) plus VAT on such fee in either case and expenses;
5.2 In the event that the Seller withdraws the Lot from the Auction the Seller shall arrange for the collection/removal of the Lot at his own expense within 2 working days after the date of withdrawal provided that the Seller may not collect the Lot unless or until any withdrawal fee payable under Conditions 5.1 shall have been paid in full and any storage charges have been met by the Seller.
6. The Seller authorises the Auctioneer to deduct from the Hammer Price commission at the Stated Rate subject to the
relevant minimum commission for each Lot, plus Expenses and VAT on both. The Seller acknowledges the Auctioneer’s right to charge and retain the Buyer’s Premium also in accordance with Condition 14.
7. The Seller of a Lot which is a road going means of transport warrants and undertakes to the Auctioneer that, as at the date of the Sale, either:
(a) the Lot will be VAT paid in the EU and registered in the UK, will be lawfully usable on the public road, complying with the provisions of current Road Traffic Legislation and all relevant regulations made thereunder and any statutory modifications thereof, and there is or will be in force an MOT Certificate required in relation to such use; or (alternatively)
(b) the Seller has notified the Auctioneer that the Lot does not or will not meet these requirements, and cannot legally be used on the road.
8. The Seller hereby agrees to indemnify the Auctioneer, its Agents and Employees against any and all claims, liability or damage and all related costs and expenses arising out of the proper execution by the Auctioneer of their obligations to the Seller under these Conditions, and in particular against any liability or claim which may be incurred by the Auctioneer as a result of any defect in the Lot, whether proving dangerous to human life or health or otherwise giving rise to a claim against the Auctioneer, or as a result of any default by the Seller or any breach of any of the warranties or undertakings herein by the Seller.
9.1 Where any Lot fails to sell, the Auctioneer shall notify the Seller accordingly. The Seller shall make arrangements either for the Auctioneer to re-offer that Lot for sale, or forthwith to collect the Lot and to pay the Expenses. If such arrangements are not made:
(a) by 1pm on the day following the date of the Sale, the Seller shall be responsible for the costs of any removal, storage and other expenses related to that Lot;
(b) within 3 months after formal notification by the Auctioneer to the Seller, the Auctioneer shall have the right (pursuant to the Torts (Interference with Goods) Act 1977 or any legislation that re-enacts or replaces it) to sell the Lot by private treaty or at public auction without reserve and to deduct from the Hammer
Price or price received any sum owing to the Auctioneer including (without limitation) removal, storage and insurance expenses, the Expenses of both auctions, Commission at the Stated Rate on the sale and all other reasonable expenses, before remitting the balance to the Seller; or if he cannot be traced, placing it in a bank account in the name of the Auctioneer on behalf of the Seller.
9.2 If the Seller later sells the Lot as a result of its exposure at the auction the Auctioneer will be entitled to their normal commission. In any event the Auctioneer will be entitled to try and effect a sale as the Seller’s agent within 14 days after the date of the auction (that time limit does not apply to a sale by the Seller). If the Auctioneer does so sell the Lot, they will also be entitled to their normal commission.
10.1 Where a Lot is sold, the Auctioneer shall initiate payment, by bank transfer, of the Sale Proceeds to the Seller 14 days after the Auctioneers have received in cleared funds the Total Amount Due from the Buyer. Should no bank details be provided by the seller, the Auctioneer will effect payment by sending its cheque, drawn in favour of the Seller, 14 days after receipt of cleared funds, by first class mail at the Seller’s risk.
10.2 If before the Total Amount Due is paid by the Buyer (whether or not because the Auctioneer has given credit terms to the Buyer) the Auctioneer pays to the Seller an amount equal to the net Sale Proceeds, title in the Lot shall pass from the Seller to the Auctioneer.
10.3 In the case of overseas Sellers, the Sale Proceeds will be paid to the Seller either in Sterling or in such other currency available to the Auctioneer as may have been agreed in writing between the Seller and the Auctioneer before the date of the Sale. The Auctioneer shall calculate the rate of exchange for the Sale Proceeds by reference to the spot rate of exchange quoted by the National Westminster Bank Plc at close of business on the date of the Sale, whichever is more favourable to the auctioneer.
10.4 If the Auctioneer receives notice of any dispute related to a sold Lot before the Sale Proceeds have been remitted to the Seller, the Auctioneer may withhold payment from the Seller until it thinks fit or until the Dispute is resolved, whichever is earlier.
10.5 The Auctioneer retains the right to withhold partial or total payment for any Lot if items committed to the Sale by the Seller and sold as part of the Lot, including any relevant documents, have not been delivered by the Seller.
10.6 The Seller shall maintain their insurance of the Lot until they are in receipt of the Sale Proceeds
11.1 If the Buyer fails to pay the Auctioneer the total Amount due within 21 days after the Sale, the Auctioneer will notify the Seller and take the Seller’s instructions as to the appropriate course of action. So far as in the Auctioneer’s opinion it is practicable, the Auctioneer will at the Seller’s expense assist the Seller to recover the Total Amount Due from the Buyer, but the Auctioneer shall be under no obligation to institute proceedings in its own name.
11.2 If circumstances outside the Auctioneer’s control do not permit the Auctioneer to take instructions from the Seller, the Seller hereby authorises the Auctioneer, at the Seller’s expense, to agree special terms for payment of the total Amount Due; to remove, store and insure the Lot sold; to settle claims made against the Buyer or the Seller on such terms as the Auctioneer shall in its absolute discretion think fit; to take such steps as are necessary to collect the monies due by the Buyer to the Seller; and if necessary to rescind the sale and refund money to the Buyer.
12.1 Any motor vehicle is sold as a collector’s item and not as a means of transport. Buyers are specifically warned that any vehicle sold as such may well have had parts replaced and paint renewed or be made up of parts from other vehicles the condition of which may be difficult to establish. The Auctioneer has to rely on information as to the date, condition and authenticity provided by the Seller and does not provide its own description, and does not and cannot undertake its own inspection of vehicles or other Lot and it is the responsibility of the Buyer to ensure that the Lot conforms to the description in the catalogue. The Auctioneer cannot check or verify the authenticity of the chassis or VIN number under which a vehicle is offered, but relies on the Seller’s description. Buyers should take particular care to verify in advance the authenticity of a vehicle that is claimed to have important racing, rallying or ‘ex-works’ history as it was common in period for a competition
vehicle of a single identity to have more than one chassis, body or other mechanical components. This may have happened several times, both in a vehicle’s ‘works’ career and thereafter in private owner hands. Sometimes ‘works’ vehicles were fitted with different registration plates, so that a vehicle could meet a particular event’s start date deadline. These historical factors may lead to there being in existence multiple and competing claimants to the same vehicle identity.
12.2 The Buyer shall be the person making the highest bid at or over Reserve (if any) that is accepted by the Auctioneer, and the Contract shall be concluded at the fall of the hammer. The Auctioneer shall have the absolute discretion to settle any dispute related to bidding at the Sale. All sales are deemed not to be sales in the course of a business, unless notified to the contrary.
12.3 Every bidder shall be deemed to act as a principal unless the Auctioneer has, prior to the auction date, acknowledged (either by acceptance of the Bidder’s Registration Form which discloses the true principal, or otherwise in writing) that the bidder is acting as agent on behalf of a disclosed principal.
12.4 The Auctioneer may in its absolute discretion refuse to accept any bid, advance the bidding as it may decide, withdraw or divide any Lot, combine any two or more Lots, and in the case of dispute may put up any Lot for auction again.
12.5 A prospective bidder should register his intention to bid for a Lot by completing fully and signing a Bidder’s Registration Form prior to executing his bid. If this has not been completed before the fall of the hammer, the Buyer shall forthwith complete the Bidder’s Registration Form. The Bidder shall also provide photographic identification. Failure to do so shall not invalidate the sale, unless the Auctioneer, in its absolute discretion, so decides.
12.6 Any bid which fails to reach the Reserve may be submitted by the Auctioneer to the Seller and if the Seller accepts that bid, the Lot will be deemed to have been sold to the Buyer at the sum bid at the fall of the hammer and the normal Terms and Conditions will apply to that sale.
13.1 Where a Lot is illustrated by a photograph, in the case of a vehicle with a registration number visible, that number will not be
transferred with the vehicle to the Buyer unless the registration particulars appear in the written part of the description and the transfer has been authorised by the Seller. If the vehicle is sold to the Buyer before the formalities of the allocation of a different registration number to that vehicle are completed with the DVLA, the Buyer accepts that he will take all steps necessary to co-operate with either the Seller or the Auctioneer to have the number re-transferred to the Seller or as may be, and will take no steps to register the vehicle with the number in his name.
13.2 Whilst the interests of prospective Buyers are best served by personal attendance at the Sale, the Auctioneers will if so instructed execute bids on their behalf. Neither the Auctioneer nor its Employees or Agents will be responsible for any error or default in doing so or in failing altogether to do so. Where the Auctioneer executes bids on behalf of an absent bidder, each Lot will be bought as cheaply as is allowed by other bids and any relevant Reserve.
14. The Buyer shall pay to the Auctioneer in respect of each Lot the Buyer’s Commission calculated on the Hammer Price at the stated rates as set out above.
15. Where a Lot is described in the Catalogue or announced at the time of Sale as being subject to VAT on import, VAT will be payable in addition to the Hammer Price (which VAT may or may not be refundable by HM Customs & Excise on proof of export).
16.1 Upon the sale of a Lot, the Buyer shall:
16.2 Unless he has already done so, complete a Bidder’s Registration Form as in Condition 12.5 above;
16.3 Pay to the Auctioneer the total amount due, at latest by midday on the day after the Sale, notwithstanding that where the Buyer wishes to export the Lot, an export licence may be required which must be obtained by the Buyer at his own cost;
16.4 Accept that any payments received by the Auctioneer from a Buyer may be applied by the Auctioneer towards any sums owing from that Buyer to the Auctioneer on any account whatsoever, without regard to any directions of the Buyer or his agent, whether express or implied.
17.1 Until the total amount due has been received by the Auctioneer:
(a) title in a Lot shall not pass to the Buyer but the risk shall;
(b) no Lot may be taken away by or on behalf of the Buyer.
17.2 The Buyer shall be responsible for any removal, storage and insurance charges and any other Expenses on any Lot not paid for and taken away from the by 1pm on the day following the day of the sale.
17.3 If the Lot remains under the vendor’s control for any reason, either at their property or a third-party one, then the Buyer must remove it within ten days of the sale. Failure to do so will result in the Lot being uplifted to secure storage at the Buyer’s expense.
18.1 If a Buyer fails either to pay for or to take away any Lot, the Auctioneer may without further notice to the Buyer, at its discretion and without prejudice to any other rights or remedies it may have, exercise one or more of the following rights or remedies, as may be relevant, in relation to any and all remedies for non-payment that the Auctioneer may choose to exercise. The Buyer will pay to the Auctioneer all legal and other costs borne by it on a full indemnity basis.
18.2 To charge interest at a rate not exceeding 3% per month over Natwest Bank’s base rate on so much of the total amount due as remains unpaid after the date and time referred to in condition 16.3 for the first two months. After that period of time to charge interest at a rate not exceeding 1.75% per month over Natwest Bank’s base rate on so much of the total amount due as remains unpaid after the date and time referred to in condition 16.3.
18.3 To issue proceedings against the Buyer for payment of the total amount due and/or for damages for breach of contract. If the Seller decides to sell the Lot elsewhere, the Auctioneer may proceed against the Buyer for the Commission which it would have earned both from the Seller and the Buyer together with VAT on both had the Buyer paid for the Lot in accordance with these Conditions.
18.4 To rescind the sale of that or any other Lots sold to the same Buyer at this or any other Sale, in respect of which title has not passed.
18.5 To resell the Lot or cause it to be resold by public or private sale, such that any deficiency in the total amount due resulting from such resale (after giving credit for any payment) together with the full costs incurred in connection with the Lots shall be paid to the Auctioneer by the Buyer; any surplus in excess of the Sale Proceeds of that resale shall belong to the Seller.
18.6 To store the Lot at the sole expense of the Buyer and to release the Lot only after payment in full of the total amount due, together with the accrued cost of the removal, storage and insurance and all other expenses incurred in connection with the Lot.
18.7 To retain that or any other Lot sold to the Buyer at the same or any other auction and to release the same only after payment of the total amount due.
18.8 To apply by way of set-off any Sale Proceeds of any Lot then due or at any time thereafter becoming due to the Buyer towards settlement of the total amount due and expenses and the Auctioneer shall be entitled to a lien on any property of the Buyer which is in the Auctioneer’s possession for any purpose.
18.9 To reject or ignore any bids made by or on behalf of the defaulting Buyer at any future sales or insist upon a cash deposit before accepting any bids in future.
19.1 All Lots are offered as seen with all faults and defects without any guarantee or warranty attaching thereto as to condition, roadworthiness or otherwise and with all faults and defects whether apparent upon examination or not.
19.2 In any event, neither the Seller nor the Auctioneer shall be liable for any indirect or consequential loss whatsoever, and the maximum liability of the Auctioneer together with its Employees and Agents, in the event of any claim against them arising from the sale of any Lot shall be limited to the Hammer Price plus Buyer’s Premium in respect of that Lot.
20. The Auctioneer in all respects acts and will be treated as agent for the Seller (except where the Auctioneer is expressly stated to be selling as principal), and is not responsible for any default by the Seller or the Buyer to the other party.
21. The Auctioneer will not accept any liability for damage sustained to a Lot that is attributable to members of the public or non-Auctioneer operatives during the Sale or any removable items left within lots during the same period. Any claims for damage and / or lost items must be submitted to the Auctioneer in writing no later than 3 working days after the date of the Sale and include a valid quote for repair or replacement and digital photographs where applicable.
22. The Auctioneer shall be under no liability for any injury, damage or loss sustained by any person while on the Auctioneers premises (including any premises where a sale may be conducted or where a Lot, or a part of a Lot, may be on view from time to time) except for death or personal injury caused by the negligence of the Auctioneers or its employees and agents in the course of their duties to the Auctioneers.
23. The Auctioneer shall have the right, at its sole discretion, without assigning any reason, to refuse any person admission to its Premises or attendance at any of its Sales, or to view any Lot.
24. The Auctioneer shall keep and use any data relating to the Buyer and the Seller in accordance with the provisions of all relevant data protection legislation. The Buyer and the Seller consent to such data being kept and used for appropriate purposes, including informing the Buyer and the Seller of any offers or other matters of interest from time to time.
25. The copyright in all written matter and illustrations relating to Lots shall remain at all times the absolute property of the Auctioneer, and any person wishing to use such materials, or any part of them, shall require the prior written consent of the Auctioneer.
26. If any Condition or part of a condition in these Terms shall be held to be invalid or unenforceable, the validity or enforceability of the remaining Conditions will not thereby be affected.
27. These Conditions shall be governed by and construed in accordance with English Law. All transactions to which these Conditions apply and all matters connected therewith shall also be governed by English Law. Each of the Auctioneer, the Seller, the Buyer and any bidder hereby submits to non-exclusive jurisdiction of the courts of England and Wales.
294 1965 AJS 33 CSR
223 1959 AJS 18S 260 c.1950 AJS 7R
c.1950 AJS 7R 381 2003 AJS Moped
2000 Aprilia RS125 276 1955 Ariel KH 500
235 1957 Ariel Model VB
296 1949 Ariel Square Four Mk. I
248 1981 Benelli 900 Sei 315 1996 Bimota YB9 SRI
1999 BMW R1200C
1998 BMW R1200C
1973 BMW R60/5
1974 BMW R60/6
1959 BSA A10 Super Rocket
1971 BSA A65 Lightning
307 1954 BSA B33 “Gold Star” Evocation 382 1971 BSA B50T 217 c.1954 BSA C11 364 1950 BSA C11 219 c.1960s BSA C15 Otter
c.1962 BSA C15 Trials
1937 BSA Empire Star 225 1923 BSA L23
1927 BSA L27
327 1927 BSA S27
302 1930 BSA S30 Sloper
241 1960 BSA Super Rocket
333 1959 BSA Super Rocket Racer
316 1936 BSA W6 499cc
233 1976 Bultaco Sherpa 350T
330 1967 Bultaco TSS 250 Type 41
216 2000 Cagiva Navigator
325 1981 Cagiva SST350
312 1977 Can-Am Qualifier
122 1948 Corgi Scooter
277 1963 Dot Trials 290cc
242 1914 Douglas 2¾hp
293 1991 Ducati 851 SP3
230 1997 Ducati 916
339 1994 Ducati 916 Strada Monoposto
278 1999 Ducati 748SPS
226 1984 Ducati 900S2
285 1980 Ducati 900SS
113 1966 Ducati Brio 100/25 Electric Conversion
215 1981 Ducati Darmah
322 1972 Egli-Vincent Comet
335 1975 Fantic Ti
128 c.1974 Fantic TX7
366 1939 Francis Barnet Plover
320 1934 Francis Barnett Cruiser
281 1963 Greeves 32DC Sports Roadster
237 1966 Greeves Anglian
269 c.1966 Greeves Challenger
313 1958 Greeves Fleetwing
337 1954 Greeves Model 20
383 1956 Greeves Model 20
268 c.1963 Greeves Silverstone
346 c.1960 Greeves Trials Bike
361 c.1960 Greeves Trials Bike
240 1976 Harley Davidson FLH1200
265 1997 Harley Davidson FLSTS Springer
304 2004 Harley Davidson VRSCA V-Rod
326 1973 Harley Davidson X90
350 c.1993 Harley Davidson XLH1200 Evo
208 1978 Harley-Davidson FLH-1200
317 1992 Harley-Davidson Sportster
353 1924 Henderson Deluxe
249 1982 Honda ATC 110
228 1962 Honda C72
238 1976 Honda CB400F-400/4
283 1972 Honda CB500
347 1975 Honda CB500/4
229 1977 Honda CB550F
360 1977 Honda CB550F
363 1977 Honda CB550F
247 1979 Honda CB900F2 Supersport
284 1979 Honda CX500
127 1982 Honda Melody Deluxe
305 1991 Honda Pacific Coast
375 2003 Honda Pan European
267 1985 Honda RS500
264 2006 Honda Rune
120 1998 Honda SRX90 Shadow
372 1985 Honda VF1000 F-II
328 1981 Honda XL 125
306 1970 Kawasaki F5 Big Horn
GT200 “Stella Artois”
Li125 (225) SX200 Evocation
207 c.1955 Manx Norton
243 c.1975 Montesa Cota 25A
279 1985 Montesa Cota 330
303 1978 Moto Guzzi 850 Le Mans
332 1981 Moto Guzzi 850 Le Mans Mk. II
272 1987 Moto Guzzi V35 111
348 1975 Moto Morini 3½ Strada
211 1929 Motoconfort R2 250
386 c. 1966 Motom Nova 50 Scrambler
102 1959 Motovespa 125
105 1961 Motovespa 150S Mark 1
246 1975 MV Agusta Childs’ Motorcycle
342 1920 New Hudson De Luxe
355 1952 Norman B2 De-Luxe
336 c.1937 Norton Inter
258 1951 Norton Inter 350
365 1964 Norton Jubilee
125 c.1995 Original Vespa dealers’ illuminated showroom sign
231 1977 P&M Kawasaki
244 2004 Panzer-Paughco “Captain America” Chopper
300 1928 Pegasus
292 2003 Petronas FP1
379 1970 Raleigh Runabout Moped
126 1968 Raleigh Wisp
331 1977 Rickman Kawasaki CR1000
213 1961 Royal Enfield “Big Head” Bullet
257 c.1922 Royal Enfield 225cc
354 1961 Royal Enfield 350 Bullet
218 c.1960 Royal Enfield Crusader Trial special
298 1927 Scott Flying Squirrel
376 c.1950 Steib Sidecar
224 1928 Sunbeam Model 8
295 1930 Sunbeam Model Nine
377 1928 Sunbeam Model One
319 1953 Sunbeam S7
309 1951 Sunbeam S8
378 1979 Suzuki GS 500
368 1981 Suzuki GS 650
357 1979 Suzuki GS850
253 1979 Suzuki GS850G
289 2002 Suzuki GSX1400K2
374 2008 Suzuki GSXR1000 K8
287 1989 Suzuki GSXr1100K Slingshot
206 1977 Suzuki GT 750
252 1999 Suzuki Hayabusa
266 1988 Suzuki RGP500
288 1965 Suzuki T20 Super Six
262 1968 Suzuki T500
311 1999 Suzuki TU250
214 1959 Triton
282 1997 Triumph 900 Adventurer
343 c.1966 Triumph 3TA (ex-Dutch Army)
275 1955 Triumph 6T Thunderbird
323 2010 Triumph Daytona 675
301 c.1964 Triumph Hardy Special
263 1918 Triumph Model H
324 c.1923 Triumph Model H
273 1929 Triumph Model N
356 1923 Triumph SD
290 1956 Triumph Speed Twin
318 1954 Triumph T100
345 1955 Triumph T100
280 1972 Triumph T100R Daytona
205 1961 Triumph T120 Bonneville
256 1967 Triumph T120 Bonneville
254 1968 Triumph Tiger 90
270 1963 Triumph Tiger T100SS
297 1968 Triumph TR6C Trophy
384 c.1965 Triumph Trials Cub
334 1992 Triumph Trident 750
308 1975 Triumph Trident T160
291 1973 Triumph Trophy Trail
274 1935 Velocette KSS Mk. II 350cc
236 1924 Velocette Model GC3
271 1923 Velocette Model U
111 1975 Vespa 125 TS
100 1962 Vespa 150
123 1971 Vespa (Douglas) 150 Super (125)
144 1964 Vespa 50S
140 1957 Vespa ACMA 125 V58
132 1957 Vespa Douglas 102L2
117 1952 Vespa Douglas Rod Model
136 1963 Vespa GL150
119 1979 Vespa Primavera 125 (Special edition)
131 2018 Vespa PX150
115 2003 Vespa PX200
142 1967 Vespa SS180 Super Sport
110 1969 Vespa SS90 Evocation
251 c.1951 Vincent Comet Series C
321 1951 Vincent Comet Series C
329 c.1951 Vincent Comet with Rapide engine
369 c.1951 Vincent Rapide Series C Engine
255 1922 Warrior 250cc
359 1973 Yamaha DT250
385 1987 Yamaha FJ1200
340 1998 Yamaha R1
370 c.1975 Yamaha RD250 Race Replica
220 1979 Yamaha RD400 Daytona Special
250 c.1970 Yamaha TY80
234 2007 Yamaha V Max
310 c.1980 Yamaha XT500
380 Two 1970 and 1973 Ariel 3 50cc Mopeds
130 Assorted semi-complete mopeds x 3
200 Triumph Prototype 4 Cylinder 1000cc A1 Posters
201 A selection of original Norton Manx engine blueprints
202 A2 Size Colour Vintage Motorcycle Posters - B.S.A. Velocette A.J.S. Vincent
203 Norton and Velocette Posters
204 The Bob Rowe lifetime collection of race programmes, trophies and other ephemera
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