9th July 2025, National Motorcycle Museum
CONSIGN YOUR CLASSIC MOTORCYCLE TODAY
SEE INSIDE
Beautifully restored example
Estimate: £38,000 - £42,000*
Find out more on page 77 SEE INSIDE
A stunning example
Estimate: £26,000 - £29,000* Reg No: PFJ 885G
Find out more on page 29
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 Failure to comply with this could result in the facility to bid being withdrawn.
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In the case of Commission, Telephone and Online Internet bidding, the following increments will apply:
Under £1,000 At the Auctioneers discretion
£1,000 - £2,000 £100
£2,000 - £5,000 £200/300
£5,000 - £10,000 £500
£10,000 - £20,000 £1,000
£20,000 - £50,000
£2,000/3,000
£50,000 - £100,000 £5,000
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 8th July, from 1pm
Wednesday 9th July, from 9am
Auction:
Vintage Scooters – Wednesday 9th July at 11am
Classic Motorcycles – Wednesday 9th July at 12pm
Bidding Bidding will be available live at the National Motorcycle Museum
Online at www.HandH.co.uk | Telephone | Commission
Buyer’s Premium Motorcycles: 15% plus VAT
Registration Numbers: 20% plus VAT
Online bidding incurs an additional 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
Extremely early time warp model
Reg No: G644 BPC MOT: None Frame No: VNX2T226999
Launched in 1977 in Milan as the nuova linea model (new line) the P range was hugely successful for Piaggio and stands as the last ‘classic’ Vespa range produced. With newly designed and more angular chassis, it soon had integral indicators, electronic ignition and larger headlight than the Rally range it superseded. Upgrades over the years included 12v electronics, automatic fuel mix, lockable side panels and disc brakes. But the end 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 2017 as the engine failed to meet Euro 4 emission requirements.
This example was purchased new in 1989 by our vendor from Browns of Goldalming. A lockable side panel and auto fuel mix version, it has been cherished and gently used by him and is understood to remain original including paint and stands having covered c.17,950 miles from new. Serviced annually and supplied with MOT certificates from 1992 to 2023, it is a rare find. Offered with spare key, it ran well upon inspection and is only for sale due to the vendor’s advancing years.
Estimate: £3,500 - £4,500*
Reg No: 860 YUH MOT: Exempt Frame No: 150Li 501044
Reportedly verified by Vittorio Tessera of the Lambretta Museum, this notably 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. Traces of the 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. The 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 the current ownership in 2013, the scooter is said to be ‘running very well’ having been converted to 12-volt electrics. The initial 6-volt stator plate accompanies the lot 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’ example of a very rare machine.
Estimate: £2,500 - £3,500*
Reg No: Unregisered MOT: Exempt Frame No: VSB1T 50187
Our vendor purchased this scooter new from Scooterways of Kensington High Street, London in June 1964. He had admired a particular car, a Hillman Imp which he had seen in a two tone black and silver colour scheme and requested his new scooter be supplied in the same colours. He then used it on a daily basis from 1964 until 1970 from his home in Putney, London to Berkeley Square where he worked for JW Thompson, one the leading ad agencies of the time. In 1970 he bought a car and the scooter was ridden occasionally until he moved in 1973 to the Sussex countryside where it was parked in the garage and stored until now. The scooter has what our vendor describes as ‘the usual London knocks’ and we note there has been some repair of the leg shield. The front fender has also been replaced by a later one.
Retaining its original RF60 log book it is supplied with old MOTs from 1970 from Chelsea Scooters and Scooterways of Kensington High Street. The registration number is not on the DVLA system so it has presumably not been reallocated and regaining it with the RF60 and the supplied 1971 tax disc should be a formality.
Estimate: £9,000 - £11,000*
Reg No: LAX 275D MOT: Exempt Frame No: SX200 842186
According to Innocenti production records this superb example was produced in late 1966. A standard 200cc, it is painted in correct colours, having been restored by a prominent member of the Lambretta Club d’Italia prior to its import by Scooter Emporium in 2016. Prior to that the ‘Foggio Complentare’ shows only 2 previous owners in Italy with a change of keeper in 1968. After the restoration and prior to import it was on display but never used on the road. The numbers appear correct as does the specification while the only notable upgrades are a 12v ignition and a more modern but correct size Scootopia 20mm carburettor. The original Dellorto SH1/20 carburettor is included in the sale. The panels all appear as original and fit well. The scooter fired up readily at time of consignment and in addition to the original Italian documents, it comes with original Italian ‘Targa’ MO number plate from Modena, Bologna, and numerous invoices for maintenance since 2016. In addition to the original Italian documents, the scooter is supplied with its original Italian ‘Targa’ MO number plate from Modena, Bologna, also a good sheaf of bills mostly from JB Tuning for consumables showing good and attentive maintenance since 2016.
No Reserve*
Reg No: Unregistered MOT: Exempt
Frame No: Not visible
The 125cc Lambretta LD Mk1 was introduced in 1951 as a successor to the LC. It featured covered panels over a tubular frame and had the addition of a torsion bar. This feature remained on all Lambrettas until 1958. The LD also had springs enclosed in the front forks whilst the Mk2 incorporated a number of improvements. The rear brake was now cable controlled and the gears used a single teleflex cable. There was also a small luggage box which housed the optional speedometer. The whole ride experience was much improved and the LD was subsequently a very popular model.
This example has recently been discovered in a house clearance stored in a dry garage and therefore represents a viable restoration or conservation project. The chassis number could not be seen but only because the left hand side panel could not be removed at the time of consignment. There are no documents but the presence of a tax disc may enable the registration number which is not on the DVLA system to be regained.
One of only 3 specials created by Michael Green
Estimate: £8,000 - £10,000*
Reg No: EKH 60J MOT: Exempt Frame No: 22/2/255437
One of just three scooters subject to a ‘Supertune’ inspired restoration by Michael Green, the trio were finished in Yellow / Green, White / Purple and Martial Red / Gold respectively. Using a UK-supplied GP200 with just 6,584 recorded miles as a starting point, this member of the trinity was extensively restored in 1999 utilising an original Osam ignition, genuine Veglia MPH speedometer, original Giuliari seat re-upholstered in red and black leather, 12v battery charged through the system utilising a Ducati rectifier, original Ulma Nannucci leg shield toolbox and original period flyscreen, 12v trumpet horn and an electronic alarm system. The renowned David Dickinson applied the present Martial Red / Gold colour scheme in April 2013 and later that year the engine was uprated with a BGM Race Tour ceramic-lined 225 cylinder and piston kit with Yamaha 110mm conrod. The crankshaft was reworked to match the cylinder, a MB Race Tour 5 plate clutch installed and much more with additional works in June 2014 and March 2023. Regularly maintained over the past dozen years, the scooter was returned to David Dickinson for a paintwork refresh after a minor accident. Sister machine to the one which graces the front cover of ‘Lambretta Grand Prix 200 Electronic – A Restoration Story’ by Michael Green, ‘EKH 60J’ carries engine number SX200/255480.
Estimate: £3,000 - £4,000*
Reg No: 187 UYH MOT: Exempt Frame No: 175TV2*230948
Launched in October 1959, the Lambretta TV175 Series 2 utilised an enlarged version of the its L1150 sibling’s engine complete with a revised crankshaft, barrel, piston and gearbox ratio. The front forks were fitted with external shock absorbers and the rear plate / fork links were redesigned to cope with the extra power. The TV175 models carried a Veglia 120 km/h speedometer face and a dual seat. The ‘Lambretta’ and ‘TV175’ side panel badges were attached to the panels with small nuts (as opposed to the riveted badges on the Series 2 Li panels). Often referred to as the ‘tourer’, it had superb performance coupled with beautiful styling and has been hugely sought after for many years by collectors.
This ‘correct numbers’ machine has been owned by the vendor for around eight years and has seldom been used in that time. It is, however, understood to be in ‘good running order’. The panels all over appear to be the originals and fit very well. The scooter has been converted to 12v. The original engine (number 175TV2*121690) is said to still displace 175cc and the carburettor we noted is the original correct period MA19 Dellorto. The scooter is priced attractively.
No Reserve*
Reg No: 429 YMY MOT: Exempt Frame No: 12322T
In 1959, Triumph launched themselves into the world of scooters with the Tigress. Designed by Edward Turner of Ariel Square Four and Daimler ‘Hemi’ V8 fame, its 175cc two-stroke single cylinder engine produced 7.5 HP and featured forced air cooling plus a fully enclosed chain in an oil bath. Later a 250cc, 4-stroke 4-geared twin engine was also added. Also sold under the BSA-Sunbeam brand, Triumph were not quick to act on the model’s sales potential and floundered in the market, even though it was deemed a worthy machine for those who could get one. The differences between the BSA Sunbeam and Triumph Tigress were entirely cosmetic.
Here we have a presentable example that has been stored in a dry garage unused for many years. The vendor has never used it. The Triumph seems complete and in very good overall cosmetic condition with engine number ‘S 3606’. It is supplied with RF60 original log book and a modern V5C Registration Document suggesting that is has been roadworthy in recent times. All keys are present and lots of associated literature is included including a copy of the full workshop manual.
Reg No: Unregistered MOT: Exempt Frame No: 531000934
The German bicycle-making firm Hercules (not to be confused with the Birmingham cyclemaker of the same name) was founded by Carl Marschütz in Nuremberg in 1886, and in 1904 it would rise to greater prominence when it became one of Germany’s first motorcycle makers. It would later become additionally known for its experiments with early electric scooters. Bicycle sales were steady for many decades, but in 1963 Hercules was taken over by German automotive parts company ZF Sachs. In response to the 1973 oil crisis, the firm developed an all-electric scooter, which was launched in 1974 in some markets as the Accu Bike E1 and badged as a DKW. With many Sachs parts, the 750W Bosch electric motor used two 12v leadacid car batteries. The E1 was intended for short trips in urban environments, although it has been remarked that the pedals were not well-positioned for ergonomic comfort, prompting speculation that Hercules only included them so the Accu Bike could be legally classified as a moped.
This very unusual DKW, seemingly in all-original condition, has for many years been part of a private collection of motorcycles spanning all ages and countries. An interesting talking point within the collection, this little oddity is guaranteed to generate conversation even when among more traditionally spectacular machines. There are no documents with this lot.
No Reserve*
Reg No: Unregistered MOT: Exempt Frame No: Not visible
In November, 1946, Swallow launched the successful Gadabout scooter, designed by Frank Rainbow, an aero engineer and industrial designer. With design work beginning in December, 1945, the machine had a frame built from steel tubing with power from a Villiers 9D 125cc two-stroke engine allied with a three-speed gearbox, and ducted air-cooling. However, the engine easily overheated so the design was modified to include fan cooling. The machine sold for just over £99. A new version was launched at the 1950 Motor Cycle Show, powered by a Villiers 10D 122cc two-stroke engine, with a three-speed gearbox, and a foot change. The fuel consumption was around 95mpg, and the cruising speed was 30mph. It sold for £126 15s. 3d. and was available in a variety of colours.
This c.1949 Swallow Gadabout was purchased by the vendor many years ago, having previously been restored to a very high standard. The vendor put it straight into storage, so it shows very little evidence of use but will obviously require recommissioning. Only a handful of Gadabouts are known to exist, so this represents a rare opportunity to acquire one, and at no reserve it must be very tempting…
Rare British market French scooter
Estimate: £1,000 - £2,000*
Reg No: DAS 164
No Reserve*
MOT: Exempt Frame No: 205894
Introduced at the 1953 Paris Salon, the first Peugeot scooter – the S55 – entered limited production the following year. Featuring a car-inspired dashboard and storage compartments plus a distinctive front mudguard arrangement, it was powered by the same 125cc engine and three-speed transmission as the marque’s P55 motorcycle. The S57 debuted some twelve months later and evolved through AL (solo seat), B and C guises. Also sold under the Griffon and Automoto brands as the S.557 and SA.3S respectively, the S57 could be had with 125cc or 150cc engines. The bigger capacity version utilised 10-inch wheels and was marketed as the ‘Elegante’.
Reputedly one of just two UK-supplied examples known to have survived, this ‘Elegante’ features a MPH speedometer and is further believed but not warranted to have covered just 339 miles from new. The Dunlop tyres look as if they could be original and the exhaust shows little sign of usage. The engine number is 205894. Formerly owned by a motorcycle dealer who kept it for over twenty years as an ornament, the vendor has likewise enjoyed it as a display piece. The Peugeot appears to be generally solid and complete. However, recommissioning and restoration would be required prior to a return to road use.
Reg No: RO52 0NM MOT: May 2026
Frame No: ZAPM1900001033416
The Vespa ET4 125, launched in 1996, marked a significant milestone as it was the first Vespa model to feature a four-stroke engine. It was also known as the “new generation Vespa,” introduced to celebrate the brand’s 50th anniversary. The ET4 125 was a commercial success, becoming a best-selling two-wheeled vehicle in Europe in 1997 and 1998. The ET4 soon superseded the P range which it was sold alongside at this time as the 2 stroke engines were no longer going to pass the EU emission tests. With electric start and automatic gears and a top speed of around 60MPH, these new Vespas were a massive hit.
Shortly after purchase the owner decided this super example wasn’t for him and it has been stored since thus hardly seeing any use in its life. Finished in an attractive Pistachio green it started readily on the button at the time of inspection and everything appears to work as it should. Appearing to remain in completely original condition including the ‘Vespa’ tyres she is now ready to go.
Estimate: £9,000 - £11,000*
Reg No: PNT 815G MOT: Exempt
Frame No: 252473
This appears a fine example remaining in exceptionally good condition in our opinion. Acquired in 2006 after being imported in 2005 it reportedly only had one owner in Italy. It was then sent to John Balcome at JB Tuning for a nut and bolt bare metal restoration. John Balcome is one of the most revered specialists in the UK and the bill alone was £5,617 and with additional parts exceeded £6000 according to the vendor. The paint was done by another top name, Andy McIlvoy. Close inspection shows the quality of the restoration. Standard save for 12v ignition with a new stator and the addition of a Scootopia carburettor.
The original SHI/22 carburettor is supplied. The panels display good fit and the seat is the original Giuliari with quality new cover. There are 2 sets of keys and the Toolbox lock and steering lock are original CAMA and FISAM. The original Veglia speedometer was retained. Complete with original Stadium side mirror, the scooter is only occasionally run and there are a few tiny stone chips and panel wear. Supplied with numerous invoices, mainly for consumables and tax discs and MOTs from 2006 to 2015, it started easily on inspection and appeared to function well. The engine number for this lot is :252521.
No Reserve*
Reg No: S233 LCK MOT: None
Frame No: ZAPMO80003690
Gilera was founded in Arcore in 1909 and in the 1950s dominated Grand Prix motorcycle racing, winning the 500cc road racing world championship six times in eight years. After facing a sales downturn due to the increase in popularity of automobiles, the company was purchased in 1969 by the Piaggio group, more famous for producing Vespa scooters. The brand was eventually used on a range of sports style automatic scooters such as the legendary Gilera Runner FXR, a 180cc water-cooled two stroke with 0 to 60 times that could embarrass many a larger motorcycle.
The Runner 180FXR gained an enviable reputation as one of the most exciting scooters to ride, a model that was invariably used and abused, and a favourite with customisers so not many will have survived in original condition. This first generation version with upside down forks, disc front and drum rear brake has formed part of a small private collection for a number of years. This rare survivor, still fitted with an original exhaust, has been started and run recently but will need a new battery and recommissioning before use when it should provide some of the most fun you can have on two, admittedly, small wheels.
Reg No: 764 VNU MOT: Exempt Frame No: 29106
In 1959, Triumph launched themselves into the world of scooters with the Tigress, powered by a choice of Edward Turner-designed engines – a 10hp, 250cc four-stroke twin, or a 7½hp, 175cc two-stroke single. Triumph, of course, had a great reputation for high-performance motorcycles, and it wanted to transfer that reputation to scooters, and the 250cc version was said to have a highly respectable cruising speed of 55-60mph and a top speed of 70mph, while also being able to return 120mpg. The model was also available in different colour schemes as the BSA Sunbeam, however Triumph failed to properly capitalise its potential and the Tigress floundered in the market, even though it was deemed a worthy machine for those who could get one.
Formally part of a private collection of motorcycles, this pretty 1961 250cc Tigress had an extensive restoration some time ago. It still presents very well, with just a few signs of age, after long-term display in the Triumph section of the collection. The engine turns over with compression, so it ought to be easy for the new owner to recommission it and enjoy using it on the road once more. The sale includes the V5C.
Estimate: £3,000 - £4,000*
Reg No: MKH 714E MOT: Exempt Frame No: 125LiS 867820
Innocenti revised the Lambretta Li series 3 for the third time in late 1965. Already more elegant and better designed than the earlier Li the Special range aimed to be more sporting and performance based. The improved engine and close-ratio gearbox made for a faster machine with much-improved acceleration than earlier standard LI 125cc versions. The attractive angular lines and new metallic colours modernised the range. The 125 Special was not exported to the UK at the time and it is still relatively difficult to find one imported in excellent condition.
Here we present a very nice 125cc Special. We understand that apart from the colour change it is completely standard and having had no modifications. Our vendor paid £5500 for this last year but has no storage for it is is reluctantly selling it. He has seldom used it but tells us it is in superb working order. The engine number for this lot is 125LiS 868164.
Reg No: XKZ 6354 MOT: Exempt Frame No: SA 29941
Introduced in 1937, the Excelsior Autobyk was one of the first Villiers Junior powered autocycles. Early examples had short fuel tanks and did without suspension or engine covers. Progressively developed, the design became more luxurious. Revived after WW2, the Autobyk range expanded to include variants with Excelsior’s own engines; the ‘Goblin’ and the ‘Spryt’ (the latter doing without a gearbox). Many people’s first experience of motorised freedom, the Autobyk remained in production until 1956 by which time scooters had come to dominate the 50cc market.
Off the road for many years, this example appears to be substantially complete. The engine (number S 994) turns freely and although the left handlebar cable is disconnected it is hoped that the Excelsior would respond to gentle recommissioning. Offered for sale with V5C Registration Document.
No Reserve*
Reg No: Unregistered MOT: None
Frame No: HA021671289
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. In 1958 the Honda Cub was released going on to become the best-selling motorised vehicle ever produced with over 100 million sales worldwide. The Cub was sold in 50cc, 70cc and 90cc engine sizes and could stake a claim for being the most important and influential motorised vehicle ever. To put things into context, the Cub range has sold more individual units than the top three best-selling cars combined! The C90 Cub may be the best-selling vehicle of all time, but not many have survived the rigours of serious go-to-work use and the ignominy of becoming many future motorcyclists’ first field bike. This late model C90 Cub, offered at no reserve, has been imported from Japan. It is in JDM specification with a single seat, front and rear carrier and is fitted with an electric start, not run for a while, it will need recommissioning before use. Not UK registered, it will be supplied with a NOVA number to aid registration with DVLA.
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 powered products. The Honda Cub was released in 1958 and has become the best-selling motorised vehicle ever produced, with over 100 million sales in every corner of the world. The Cub was sold in 50cc, 70cc and 90cc engine sizes and could stake a claim for being the most important and influential motorised vehicle ever designed. To put things into context, the Cub range has sold more individual units than the top three selling cars of all time combined.
This 1987 Cub has been part of a large collection of motorcycles for several years, being dry-stored and exhibited as a display piece. As it was last used in 2022, it will need the usual checks before it goes back on the road. With a strong enthusiast following these days, this tidy example — complete with an appropriate period courier box — would make a lovely recommissioning project, with some scope for cosmetic detailing. The current V5C is included.
No Reserve*
Reg No: FGK 683X MOT: Exempt Frame No: AB071288801
The Honda Melody Deluxe was a popular 1980s scooter designed for urban commuting. It featured 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.
Melodys are a rare sight now, especially in good condition, and this is certainly a very good example of the Deluxe model. Little is known of its history except that it has resided for many years in the late owner’s large private motorcycle collection. However, its excellent and seemingly unrestored condition, plus the odometer reading of 6,344 miles, suggest that it has seen very little use during the course of its life, hence it appears now as an attractive and unusual preservation piece. With an appropriate and attractive patina visible under close inspection, this Melody is ideal for recommissioning and comes with the current V5C.
No Reserve*
Reg No: NPR 793P MOT: Exempt Frame No: 07012562
The Mobylette range of mopeds was a great success for Motobécane, with over 14 million produced between 1949 and 1997, but one of the most ingenious developments was the Mobyx ‘pocket bike’, launched in 1971. Its design featured a tubular frame fully shrouded by two plastic half-shells, the seat and handlebars being foldable for the purpose of storage. It received a small two-litre tank, but no suspension was fitted. The small 2.5 by 9in wheels were made of alloy, and a carry handle was fixed to the crossbar, allowing it to be carried almost as easily as a suitcase. Like all Mobylettes, the engine was a 49cc two-stroke single.
We are pleased to offer a highly original and seemingly unrestored 1976 Mobyx which for many years formed part of the late owner’s private collection. Prior to that, it was in his brother’s ownership for many years as well. Displaying only light signs of age, it promises to be a very fun machine once recommissioned, with its compactness making it ideal for stowing in a car, motorhome or caravan. The sale includes the current V5C.
No Reserve*
Reg No: H782 TYC MOT: None
Frame No: NC502155487
Introduced in 1977, the Honda Express met the needs of those seeking a simple machine for local transport and was one of the few machines Honda produced at that time which employed a two-stroke engine – for several years it had been mainly producing fourstrokes. The Express was a tiny scooter of just 49cc, envisaged initially for the American market, which was beginning to look to more economical forms of transport as it reeled from the shock of the 1973 oil embargo. Simplicity was another major aspect of its design, as Honda expected many buyers would be entirely new to motorcycles.
This example looks really quite delightful in its original and unrestored state. It has been well preserved, having spent many years in a large private collection where it has been stored in dry conditions. It exhibits a pleasing light patina which is testament, no doubt, to its being well-used during its early life. It’s a fun little machine for local errands and, what with all the talk about the cost of living, a Honda Express perhaps makes more sense today than ever before. Some light recommissioning will naturally be required, but it ought to be quick work with such a simple machine as this.
No Reserve*
Reg No: Unregistered MOT: None Frame No: L5DTABLE96ZL00647
Garelli was founded in Italy in 1919 by Adalberto Garelli to manufacture various vehicles such as bicycles and scooters. The company became better known in 1961 after acquiring Agrati and introducing the Capri scooter, which was manufactured in Monticello until 1978. In 1984, Garelli expanded further by taking over the Kreidler company in Kornwestheim. Until 1986, the Flory, Flirt and Flott moped models were assembled there under the Kreidler emblem, however, the plant was shut down shortly afterwards, which led to Garelli temporarily withdrawing from the German market. In spring, 2006, Paolo Berlusconi, brother of the famous Silvio Berlusconi, took over the rights to the Garelli name. The first product to be launched under his ægis was the 50cc Mosquito scooter, a tribute to Garelli’s biggest sales success to date. In connection with this, other models such as the Capri, Ciclone and Vip were added, but their production was relocated to China. Nevertheless, these new models continued to be distributed viâ the old Garelli plant in Italy.
This Garelli Capri has formed part of a private motorcycle collection for many years. It has not been used in the present ownership, nor has it been used much at all – the odometer shows only 1,141 miles from new. It will therefore require recommissioning before use. There are no documents with this lot.
No Reserve*
Reg No: S409 UND MOT: None Frame No: 028140
One marque which certainly is not a household name is the Slovakian firm of P S Motor Manet, which produced the 50cc Korado moped. It owed its existence to the popular Puch Maxi moped of the 1970s, which was produced by Piaggio until 1997. The same year, Piaggio agreed to license the engine to Manet, and production moved to its Považská Bystrica factory. Despite some problems with the early examples, the new Maxi-engined Manet Korado quickly improved and was soon being widely exported, including to Britain, where it was available through the sole British Jawa importer in King’s Lynn, and in the Netherlands, where it was marketed as the Puch Z-One. The Považská Bystrica factory had ceased producing mopeds altogether by 1998, and Manet was reorganised as VVEK, selling agricultural machinery. Priced at £700, at least 100 Korados were sold on the British market.
This very early Korado dates from 1998 and represents an extremely rare sight in modern Britain, not that they were ever common. It was purchased by the late owner, as with many other machines, for his extensive collection of historic and unusual motorcycles. Having been out of use for some time, it will require light recommissioning. It is sold with the current V5C.
Lots 200 - 405
No Reserve*
No Reserve*
201
Here we have 50 packs, each containing 32 copies of Classic British Motorcycles Over 500cc from the NMM by Bob Currie. ISBN 1-85260-083-7. Paperback, c.1988. 96 pages, English text. In ‘as-new’ condition, these will be sold as just one lot.
“In this book Bob Currie turns his attention to the ‘big stuff’ of over 500cc. These heavyweights not only include the high-powered ‘glamour’ machines, but also the pre-war sidecar-hauling family workhorses. Spanning the years 1912-84 and with engines up to 1000cc. The stories of more than 40 examples are told here, each illustrated in colour and accompanied by full technical specifications.” To be sold at no reserve. Some of the motorcycles featured are: 1925 AJS Model E1; 1936 Ariel Square Four; 1923 Beardmore Precision; 1930 BroughSuperior SS100 Alpine Grand Sports; 1954 BSA A10 Golden Flash; 1928 Coventry Eagle Flying Eight; 1981 Hesketh V1000; 1933 Matchless Model B Silver Hawk; 1923 Martinsyde Six; 1954 Panther Model 100; 1921 Raleigh Model No. 9; 1939 Royal Enfield Model K; 1913 Rudge Multi; 1938 Scott Model 3S; 1935 Triumph Model 6/1 twin; 1950 Triumph Thunderbird; 1937 Vincent-HRD Series A Rapide; 1950 Watsonian-JAP; 1912 WilkinsonTMC; 1913 Williamson Flat-Twin; 1928 Zenith.
Here we have 29 packs, each containing 40 copies of Guide to Italian Motor Cycles by C. J. Ayton. ISBN 0600351416. Hardcover, c.1985, English text. In ‘as-new’ condition, these will be sold as just one lot.
No Reserve*
Here we have 50 boxes, each containing 80 copies of Classic Competition Motorcycles by Bob Currie. ISBN 085059880X. Published by Patrick Stephens Ltd., 1987. Paperback, English text. In ‘as-new’ condition, these will be sold as just one lot.
No Reserve*
Reg No: ULA 173 MOT: Exempt Frame No: Not visible
The Velocette Valiant was launched at the 1956 Earls Court Motorcycle Show and produced from 1957 to 1963. Unfortunately, it was deemed somewhat costly for a 192cc flat-twin, so just 1,600 were produced during the six years of production and survivors today are correspondingly quite rare. It reflected Velocette’s policy of trying to appeal to two very different types of motorcyclist during the mid-1950s. Alongside the larger and more conventional M-series, they produced a series of enclosed, small-capacity, fourstroke flat-twins for the commuter market, when most of their competitors were producing two-stroke singles.
This c.1960 Valiant was purchased by the late vendor in fully restored condition for his very diverse collection of predominantly British motorcycles. While it still presents very well, it has acquired a light patina and will require some recommissioning before it is used again. Bidders should note the registration ‘ULA 173’ is not presently known to the DVLA, but after recommissioning and registration this should make for a wonderful and unusual machine to enjoy just as it is. Indeed, with its enclosed and economical engine, it could still be an excellent machine for commuting and running errands round town today.
Reg No: 889 DYD
MOT: Exempt
No Reserve*
Frame No: 027318
Triumph is one of the most revered names in the history of motorcycling. Established in Coventry in 1885, by the start of the 1900s, the company had made its first motorcycle, beginning a continuous run of production under various ownership until its eventual closure in 1983. In 1937, the Edward Turner-designed 500cc Speed Twin was released, launching a range of Triumph twins that went on to epitomise British motorcycles in the post-war years. From 1960, the Thunderbird acquired Turner’s rear fairing, nicknamed the ‘bathtub’ on account of its shape. This unpopular feature, quickly dropped in the American market, remained in ever-abbreviated forms for the home market until disappearing altogether for the final year of production.
This 1959 Thunderbird in Charcoal Grey was purchased by the late owner in fully restored condition for his large private collection. It was then used for a short time before taking its place alongside his other Triumph models. It has subsequently spent many years in storage, so will require some recommissioning. The older restoration still presents very nicely, although a few minor cosmetic imperfections have appeared. This machine still possesses all the correct numbers, so with a bit of sympathetic attention it could be something really special.
Reg No: 211 XUR MOT: Exempt Frame No: 12197
The original Matchless G3 WO motorcycle was a remarkable machine, crafted specifically for military use during the Second World War. Derived from the pre-war G3 Clubman (a girder-fork design), it underwent modifications to meet the stringent requirements of the War Office, which primarily required it for despatch riders. Powered by a 350cc singlecylinder engine, the G3 served extensively in various theatres of war, including the harsh conditions of north Africa. The G3 WO was succeeded by the G3/L, which featured telescopic front forks for enhanced handling.
According to military transport historian John Moore, the frame number of this 1940 G3 associates it with contract no. C7183, ordered on 23rd May, 1940, and delivered into service in the Middle East on 29th March, 1941. More than 25 years ago, it benefitted from an overhaul in army green and received an engine from a 1941 G3/L. We are advised that the handlebar levers are very rare genuine War Department G3/L items, and the tank is of the correct type for the contract. Post-renovation, the Matchless has spent several years in the late owner’s private collection alongside other military motorcycles, in which time it was hired out for film and television productions. Now exhibiting a fantastic patina, it will require recommissioning before being further renovated or enjoyed as is.
Reg No: 258 YUC MOT: Exempt Frame No: 27193
Royal Enfield had traditionally reserved the Bullet name for their sporting models during the pre-war years, and they continued the tradition in 1948 with the announcement of a new 350cc model. The new Bullet created a sensation when the first prototypes competed in the 1948 Colmore Cup equipped with the forthcoming model’s main innovation, a pivoted-fork frame. When Motor Cycling magazine tested a 1950 example, they found that it was capable of reaching 74mph and returning 80mpg. By 1952, when the example offered was built, the unsightly sprung front mudguard had been replaced with a more attractive unsprung item. The era was really the heyday of 350 singles, which were typically affordably priced, easy to start and maintain, reliable and economical, both on fuel and tax and insurance.
This 1953 Royal Enfield Model G has spent many years in the late owner’s expansive collection of mainly British motorcycles. It appears to be a highly original example, with perhaps some paint renovation in the past, and it looks wonderful having emerged from storage with a charming patina. This very characterful machine has enormous appeal, and it would make a wonderful project for light recommissioning over the summer.
No Reserve*
Reg No: UD 5286
MOT: Exempt Frame No: YF2398
Freddie Dixon’s career with Douglas started in the early 1920s, and by 1925 he had assumed a technical position with the company. One of his first commissions was to design the S5 and S6 models, which launched at the 1929 Olympia Show, setting new standards of quietness and refinement for the motorcycle industry. Their advanced design comprised side-valve engines with detachable cylinder heads, fully enclosed valve gear, dry-sump lubrication, and a cast-in inlet manifold which helped with cold starting. The S5 and S6 and their touring equivalent, the T6, proved very strong and reliable performers and were soon the top sellers in the Douglas range.
With its elegant and attractive design, this 1932 T6 Airedale was one of the jewels in the late owner’s large collection. It has been restored seemingly to factory specification at some point and to a very high standard, although it has been used very infrequently since completion. It still looks beautiful after emerging from storage, with a light patina in evidence, and it should take minimal recommissioning before it can go back on the road. It is accompanied by the V5C, various related papers, a spares book and a Douglas Motors record card.
Reg No: XSY 182 MOT: Exempt Frame No: LVL0363389
Ambassador motorcycles began in 1946 when former racing driver Kaye Don formed U.S. Concessionaires Ltd as an importer of American cars to Britain. Don also planned to build a motorcycle with a J.A.P. four-stroke engine, but the idea was dropped in favour of Villiers power in 1947. Villiers engines continued to be used until 1964. The first motorcycles were named according to their Series (I-V) and production was based at Ascot, Berkshire. The Series 5 was the first to be fitted with a telescopic front fork and DC lighting. The Supreme was introduced in 1951 as the top of the range model, and with plunger rear suspension it was the first fully-sprung Ambassador. Improvements for 1953 included the Villiers 8E engine, larger tyres, 6in brakes, a chromed number plate mounting and faired mudguards.
This 1954 Ambassador Supreme apparently wears an older restoration which has taken on a lovely ‘oily rag’ appearance, and was purchased by the late owner for his large collection of mainly British motorcycles. It received some light use mainly on the owner’s premises when bought, before going on static display in his dedicated two-stroke section. Having been a display piece for many years, the Ambassador will now need recommissioning, but the engine turns over with compression and all gears can be selected.
No Reserve*
Reg No: NYA 84E MOT: Exempt Frame No: Not visible
It was in 1880 that Birmingham Small Arms branched out from firearms manufacture and into bicycle production. As internal combustion engines started to become widespread, the firm did the logical thing and the first BSA motorcycles were built in 1910. BSA went on to be one of the world’s largest producers of motorcycles up until its demise in the early 1970s. Their best-selling model – in fact, the best-selling British-made bike of all time –was the Bantam, which appeared in 1948 as a 125cc. The ubiquitous little two-stroke has been the basis for many low-cost but competitive specials in all branches of motorcycle sport, especially trials. The model evolved gradually, and displacement rose to 173cc with the D5 of 1959. The D14 had a 10:1 compression ratio for an increased output of 12.6hp, and was the first Bantam with a four-speed gearbox.
This 1967 Bantam D14 was restored to a high standard by the previous owner. The late subsequent owner purchased it for his large motorcycle collection, placing it immediately on static display. The restoration is therefore well-preserved and slightly mellowed, but some recommissioning will be required before use.
No Reserve*
Reg No: SV 6409
By the outbreak of the Great War, Triumph’s reputation for quality and reliability was well established, and there were probably more Triumphs on British roads than any other contemporary motorcycle. A very wide range of models was offered including the 225cc ‘Baby’ Triumph and low-slung TT models. One of the best-known was the Model H, which rose to prominence when the British Government was looking for a fast and sturdy machine to issue to despatch riders relaying important messages to soldiers fighting on the front line. Various models from different manufacturers were put through tests and the Triumph was deemed to be best-suited to the purpose.
This Model C was restored to a very high standard by the late owner’s brother, its present registration being issued in 1989. The owner was an enthusiastic collector of motorcycles spanning various eras, and once the Triumph was finished he enjoyed riding it for a year before retiring it to static display in his collection. The older restoration has mellowed to a very pleasing appearance, but of course some recommissioning will be in order. Believed to date from 1914, we would be very eager to enter this Triumph on the Pioneer Run for pre-1915 machines, which it has seemingly never done before.
Reg No: EHL 251
MOT: Exempt
Frame No: 7929
The 16H designation was used for Norton motorcycles made between 1921 and 1954 and denotes those powered by Norton’s single-cylinder 490cc (79 by 100mm) side-valve engine, an improved version of an engine originally produced for James Norton’s 1911 TT special. The H stands for the ‘Home’ model, as distinct from the export model. Norton was the main supplier of British military motorcycles prior to the Second World War and it remained heavily involved as a supplier to the British Army during the war itself, with almost 100,000 machines produced to army specification.
Little is known of this 16H’s history prior to the late 2000s, when it was renovated in army green for use as a prop in the 2010 film Nanny McPhee and the Big Bang, although ultimately it was not used on set. We understand the sidecar may have been speciallyconstructed for that purpose. Since then, it has spent several years in a private motorcycle collection in which it has been kept mainly on static display. Having been out of use for a couple of years at least, some recommissioning will be required. There is no documentation with this vehicle.
Reg No: 8593 KO MOT: Exempt Frame No: 10210
The Royal Enfield WD/RE, known as the ‘Flying Flea’, was a lightweight motorcycle developed by Royal Enfield for the British War Office (‘WD’ stood for ‘War Department’) as a means of transport that could be dropped by parachute or carried aboard gliders, to quickly convey messages and signals between airborne and assault troops where radio communications were not in place. Based upon the 1939 civilian RE, a Miller lighting system was added, the foot brake was relocated to the left side, together with a sealed vent on the fuel filler to prevent spillage when the motorcycle was packed in a drop carrier.
This little Flying Flea is a gem of a machine; it retains many original military features, although the engine has been changed sometime in its life. It was restored by the previous owner, evidently with an eye for accuracy and detail, though it has now acquired a light patina which lends it a very pleasing ‘oily rag’ appearance. Most recently, this Flea has been kept on static display in a private collection, so it will require recommissioning, but we understand the engine turns over and all the gears select. Ideal for military reenactments, there is no documentation with this lot. The registration ‘8593 KO’ is now on a modern vehicle.
Estimate: £6,000 - £7,000*
Reg No: SDP 603 MOT: Exempt Frame No: VMRS 12314
The 500cc single-cylinder Venom arguably marked the zenith of Velocette production –produced from 1955 to 1970, in 1961 an example set a 24-hour world record, lapping Montlhéry at an average of 100.05mph. No other 500cc machine has ever bettered the feat. The more race-oriented Clubman model was introduced in 1960 with Amal TT carburettors, manual BTH racing magneto, close-ratio gearbox and 9.3:1 compression ratio.
This 1959 Venom has been in a single family for most of its life, only being sold to the vendor in 2023. The previous owner’s brother was the first owner, and he raced it enthusiastically at club events at Castle Combe, Thruxton and Brands Hatch. The previous owner inherited it after his brother’s death and commissioned its restoration, which was undertaken by the now-vendor, a well-known concours winner. The work was completed to a superb standard, and the bike was upgraded with Clubman parts. Since completion, it has been used sparingly and was notably featured in The Classic Motorcycle in May, 2012. In the vendor’s ownership, the tank has been repainted in the familiar black and gold livery. It has been fired up regularly but has not been on the road since last year. The sale includes the current V5C, the magazine article and many MOT certificates and workshop manuals.
Just 14,015 miles from new
Estimate: £1,500 - £2,500*
Reg No: RX54 KME MOT: None Frame No: JS1A91122000102221
The Suzuki Motor Co. was established in 1909 by Michio Suzuki to produce machinery for the cotton industry. An initial diversification into four-wheeled transport was curtailed by the Second World War, however, post-war Japan had a need for cheap reliable transport, so Suzuki, like many other manufacturers, began to produce clip-on engines for pushbikes. These were an immediate success. Soon they were making full motorcycles and by the early 1960s were second only to Honda in numbers of two-wheelers manufactured. The Bandit range, based on the oil-cooled GSXR750 engine, was launched in the mid-1990s as a well-rounded sports-touring model.
This 2005 Suzuki Bandit 1200 has had only three former keepers and appears to have been looked after very well, with minimal signs of age. The paintwork is in particularly good order for a 20-year-old machine. The current owner last took the bike onto the road in 2012, and while it has been started from time to time since, some light recommissioning would be necessary before it ventures onto the road again. It is complete with original books and keys, plus the current V5C.
Estimate: £2,000 - £2,500*
Reg No: F706 TOW MOT: May 2026 Frame No: 3LG000260
Yamaha Motorcycles was formed in 1955 and the first bike produced was the YA-1, like the BSA Bantam a copy of the DKW RT125 but in typical Japanese fashion, was soon improved upon with the YA-2 in 1957. This proved an immediate success in sporting events, starting a long tradition of achievement. The FZ range launched with the FZ750 in 1985 in answer to Suzuki’s trendsetting GSXR750, followed by the FZR1000 Genesis in 1987 with an all-new aluminium perimeter-type frame marketed as the ‘Deltabox’. Although Yamaha had previously been using Deltabox frames on their race machines, this would be its first application on such a large production bike. In 1989 came a more sculpted frame and the addition of the ‘EXUP’ exhaust valve.
This 1989 Yamaha FZR1000 EXUP has recently benefited from a good overhaul, including a new pair of Bridgestone tyres and a set of HEL braided brake lines. Various parts have been powder-coated, including the wheels, rear subframe, air ducts and the engine side cases, together with a new screen. Included in the sale is a single seat convertor. The bike has recently passed an MOT (2nd May, 2025) and will be supplied with a current V5C.
No. 199 of 340
Estimate: £4,500 - £5,500*
Reg No: 341 XWE MOT: Exempt
No: CA7A 199
The BSA Spitfire Scrambler was introduced in 1957, specifically to challenge the previously dominant Triumph twins in the popular American desert racing scene. Developed at the behest of BSA’s West Coast distributor, Hap Alzina, it proved the importance of the American market to British motorcycle manufacturers at the time. The first 340 Spitfires Scramblers used the lightweight frame, forks, and wheels from the Gold Star Catalina, but BSA soon began to use cheaper components from the basic A10. The engine came from the Road Rocket with several modifications to adapt it to off road desert racing specification, including 9:1 compression, a bigger Amal Monoblock carb, a 357 race camshaft and straight through unsilenced exhaust. This beautifully presented Spitfire has been authentically restored back to its original West Coast specification. It appears to be number 199 of the 340 early models. A VJMC dating letter suggests it was dispatched to Hap Alzina in May 1957 and had an engine change a year later in the USA, with a motor again supplied to the Californian importer in March 1958. Repatriated back to the UK, it is now UK road registered and will be supplied with a current V5C.
Estimate: £3,500 - £4,500*
Reg No: BRU 460K MOT: Exempt Frame No: T65JH15313
Around the turn of the century, BSA started making bicycles, moving onto motorcycles a few years later. The BSA group eventually included Triumph and Sunbeam and became one of the world’s largest manufacturers until its demise in the early 1970s. Triumph joined the BSA group in 1953, but retained a fierce rivalry until they began to share designs in the late 1960s. To fulfil existing export orders after production of the BSA twins had stopped, around 250 Triumph TR6 Trophys were rebadged as BSA T65 Thunderbolts and exported to Europe and Australia, making this an extremely rare and collectible model.
An example of badge engineering, the T65 was in fact a TR6 with BSA badges on the fuel tank and alternator cover. This matching numbers bike was overhauled by the vendor in 2015 with the engine treated to new big ends, bearings and bushes, pistons and electronic ignition, and has only covered some 3,000 miles since. It will be supplied with lots of receipts, owner’s manual, parts list and a current V5C. This rare bike is one of the last models offered by the once dominant BSA and will provide a talking point and perhaps a few arguments at any Vintage gathering.
Beautifully restored example
Estimate: £38,000 - £42,000*
Reg No: TXS 951 MOT: Exempt
Frame No: RC5486B
Vincent Motorcycles was established in 1928 when Phil Vincent bought the rights to HRD Motors Ltd. In 1934, he developed his famous 500cc single and 1,000cc V-twin engines. Vincent subsequently introduced many design features that were far ahead of their time, such as cantilevered rear suspension. In 1949, the HRD name was dropped and the bikes became simply Vincents. The 1,000cc Black Shadow was the fastest production motorcycle in the world at launch and the stuff of dreams for enthusiasts.
The vendor restored this 1950 Black Shadow Series C to its present excellent standard over a decade, completing the work in 2023. Previously the property of Vincent Owners’ Club luminary Ron Kemp, it then passed to David Holder before entering the current ownership complete with new engine crankcase halves. Registered with the DVLA during October, 2023, the Shadow has only been used sparingly since. The Vincent Club inform us that there is a Black Shadow in France with the same frame number. Furthermore, they believe there is an anomaly with this one’s upper frame number, though the club’s representative has few reservations about the rear frame number. We have seen ‘TXS 951’ running well and believe it represents a very fine example of one of history’s greatest motorcycles. It is offered with the current V5C and an old Dating Certificate.
Estimate: £5,500 - £6,500*
Reg No: Unregistered MOT: Exempt Frame No: Not visible Yamaha Motors began 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 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 goes on to this day in Moto GP. The introduction of Yamahas over the counter race bikes in the late 1960s revolutionized racing allowing anyone to buy a race ready bike capable of winning TTs and GPs. The water-cooled TZ250 and 350 models must be the most successful racing bikes ever produced, with many frame specialists such as Spondon, Harris, Bimota, Maxton and Nico Baker building replacement frame kits to try to give competitors that extra little edge over the opposition.
This nicely prepared 1980 TZ350F features a Spondon frame with an alloy swinging arm, TZ250L monoshock, a Maxton fuel tank and Spondon front forks. The Astralite wheels are shod with Avon AM22/23 tyres with Lockheed calipers gripping Spondon floating disc up front. Prepared to be used, the crank has been rebuilt and new piston rings fitted only doing one parade at Cadwell since being overhauled.
Reg No: Unregistered
Exempt Frame No: RM 19800055
The origin of the Bultaco motorcycle company dates from 1958 when Francesc “Paco” Bultó, then a director at Montesa decided to branch out alone. Although they made road and racing machines, their greatest success was with off-road bikes such as the Pursang for motocross, the Matador for enduros and perhaps the most famous model of all, the Sherpa trials bike. With the help of Irish trials legend Sammy Miller, they developed lightweight 2 stroke models that revolutionised the sport in the 1960s. This 1979 Sherpa, offered at no reserve, started life as a standard 250 model but has been heavily modified to improve performance. The frame was replaced with a very rare Steve Wilson design, with no rails under the engine offering better ground clearance and an angled front downtube allowing full front wheel movement on compression along with a stronger square section swinging arm. Steve supplied many kits in the 1970s that proved to be better than the Bultaco factory frame using the engine as a stressed member. The engine has been rebuilt by “Bultaco Bert,” increasing capacity to 280cc and new tyres fitted. Not registered and only used off road, it should make a very competitive mount for twin shock trials events.
Fraser Honda Special
Estimate: £1,800 - £2,200*
Reg No: BTU 966W MOT: Exempt Frame No: DFHT8011
Honda was founded by Soichiro Honda in 1937 and made their first motorcycle in 1949, within 10 years becoming the biggest motorcycle manufacturer in the world, going on to produce over 400 million two-wheelers, as well as millions of other power products. Honda always tried to cater for every need but like other Japanese manufacturers, they were late coming to the game with purpose built Trials bikes, an area dominated in the 1960s/70s by Spanish companies. The TL models, developed by Sammy Miller, were their first entries into this popular market based on the existing XL models. Whilst the quality of the engines was unquestionable, the frames sometimes were not up to European standards, with various specialists developing frame kits to improve performance. The Fraser Honda 250 is an example of the blend of British frame technology and Japanese mechanics, giving riders the best of both worlds. Built by David Fraser of Redditch, this HT250 uses the engine from a XL250S in one of his lightweight frames with custom bodywork. These bikes are now quite rare and highly sought after by collectors of vintage trials bikes and competitors in twin shock trials events. Road registered, it will be supplied with a current V5C.
Reg No: TBK 109J MOT: Exempt Frame No: RA06417 T100C
Triumph is one of the most iconic names in motorcycle history. Established in Coventry in 1885, by the early 1900s the company had made its first motorcycle, beginning a continuous production run under various ownership until its closure in 1983 before its rebirth in the early 1990s. In 1937 the Edward Turner-designed Speed Twin launched a range of Triumph twins that came to epitomise British motorcycles in the post-war years. Many believe the 500cc and 650cc models such as the Bonneville, Tiger and Daytona to be the ultimate examples of the classic British vertical twin.
Unfortunately, not much is known about the history of this example, but it is thought to have been displayed at the London Motorcycle Museum. The engine number XE06417 suggests it is a T100C built in late 1970, however, the RA prefix on the frame number, even though the actual number matches and the stamping appears genuine, was never included in Triumph’s ‘date indicating numbering system’ used at the time. Presented in excellent condition and offered at ‘no reserve’, it has a low level exhaust and disc front brake. Part of a private collection and run recently, it comes with a current V5C.
No Reserve*
Reg No: CCA 495M MOT: Exempt Frame No: CB750 2301472
The Honda Motor Company was founded 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, winning numerous motorcycle and car racing world championships. The legendary CB750/4 was launched in 1969 laying down the blueprint for the modern day superbike and beginning a range of SOHC Honda ‘fours’ including 350cc, 400cc, 500cc and 550cc models.
This 1974 CB750K4 offered at ‘no reserve’, was first registered in the UK in 2011 and is presented in excellent and most importantly, standard trim including its HM750 HM341 stamped 4-into-4 chrome exhaust system. It has been part of an enthusiast’s private collection since 2017 and having not run for a while, will require a new battery and recommissioning before use however, the engine turns over on the kickstarter. It looks to have been restored at some point, with presumably many new old stock or remanufactured parts being used, the front and rear chrome mudguards are still clean on the inside and the clock faces show no fading. It will come supplied with a current V5C.
Ex-Bob Jackson Spondon framed TZ250
Estimate: £5,500 - £6,500*
Reg No: Unregistered MOT: Exempt Frame No: SPE/YC/F/49
Yamaha’s over the counter race bikes revolutionised racing and the TZ models must be the most successful ever produced, with many frame specialists such as Spondon, Harris and Maxton building replacement frame kits.This Spondon-framed TZ250 was Bob Jackson’s mount for the 1979 season when sponsored by Bob Gregg Auto Salvage. Ridden to victory in the 250 race at the North West 200, he then finished 6th in the following 350 race, which explains the blue background to the number plates. That fairing has been preserved with its original signwriting and even a scrutineering sticker from the Ulster Grand Prix. At a recent classic event at Cadwell Bob’s brother identified the bike remembering the welding on the headstock which was done at the 1979 TT when Bob could not get the bike to handle and Spondon altered the steering angle. Bought by the vendor a couple of years ago, he has recommissioned it for parade use, keeping as much originality as possible. The engine was checked over and new Michelin tyres fitted since when only 2 heat cycles and a 2 lap parade at Cadwell Park have been completed. A great opportunity to acquire a 1970s race bike with a good provenance.
Estimate: £2,500 - £3,000*
Reg No: JRC 487D MOT: Exempt Frame No: RS18520
Introduced in November 1955, the Viper Sports model was derived from the sprung-frame 350 MAC which had debuted three years earlier Responding to demands for yet more performance, Velocette brought the Viper Clubman to market in September 1959. Always a rarity, less than 350 Viper Clubmans were made before the Velocette factory closed its doors during 1971.
Supplied new by Wilemans Motors of Derby on April 1st 1966, this particular example is understood to be among the last fifty Viper Clubmans produced. Reportedly in single ownership for forty-four years, the Velocette was acquired by the current custodian during 2017. Able to boast its correct, original engine, frame and registration numbers, the Viper Clubman has escaped conversion to 500cc ‘Venom’ specification. Said to be in ‘very tidy overall’ condition, the Velocette is accompanied by an original logbook, current V5C Registration Document and history file (invoices, tax discs, MOTs etc).
Reserve*
Reg No: XAS 425 MOT: Exempt
Frame No: H1248987
Norton was founded by James Lansdowne Norton in Birmingham in 1898 and began building motorcycles with French and Swiss engines in 1902. In 1907 a Norton with a Peugeot engine won the first Isle of Man TT race starting a long tradition of sporting excellence. The Model 7 Dominator was a 500 cc vertical twin motorcycle built by Norton between 1949 and 1955, before being superseded by the Model 88. It was the first of Norton’s Dominator range of motorcycles with an engine designed by Bert Hopwood and a departure from Norton’s previous practice of producing single-cylinder machines. Successful in its day, it was even used by the Japanese police force in the 1950s.
This swinging arm Model 7 Dominator, being offered at no reserve, has been nicely restored back to its original condition. The Early Dommies are good looking bikes with their pear shaped silencers and classic Norton silver fuel tank with black and red pin-striping and it will make an ideal mount for vintage events. The bike has spent the last couple of years on display in a modern Norton dealership to show the contrast between the old and the new and will be supplied with a current V5C.
No Reserve*
Reg No: 875 PCV MOT: Exempt Frame No: H29694
Established in Coventry during 1885, Triumph is one of the most iconic and revered names in the history of motorcycling. In 1937 the Edward Turner-designed Speed Twin was released, commencing a range of Triumph twins that went on to epitomize British motorcycles in the post-war years. Many believe the various Bonneville, Tiger and Trophy models to be the ultimate expression of the classic British vertical twin with the late 1960s pre oil-in-frame variants representing the peak of Triumph development. In the 500cc and 650cc capacities, the T100 was undoubtedly the UK’s most popular twin. This 1962 Triumph T100, offered at no reserve, had over £9,000 spent on its restoration with many items replaced or restored, with a list of work carried out and parts purchased included in the sale. UK-registered from new, it then went to the United States for a while before returning home in 2015. A dating letter from the Triumph Owners Club says the frame started out as a T21, now with an engine number of T100A H16015 from a 1960 T100. The bike will be supplied with the aforementioned dating letter, a handwritten list of jobs carried out and a current V5C.
Estimate: £6,500 - £7,500*
Reg No: MLJ 857W MOT: Exempt Frame No: 900599
After Mike Hailwood’s spectacular 1978 victory on the NCR Sports Motorcycles Ducati, the factory commemorated his win with the introduction of a race replica based on the 900SS. This MHR, presented in standard and original condition, was bought new from Three Cross Motor Cycles in January 1981, and the frame number of 900599 would suggest a 1980 model with steel petrol tank and one piece fairing. Bought by the vendor in 1983, who was then serving in the Army, he took it with him on a posting in Alberta Canada before returning to the UK in 1986. Whilst in Canada, he enjoyed a 1350 mile round trip to Vancouver Island to attend a wedding. Once back home, it was recommissioned by Tony Brancato in 1991 and used sparingly over the next 30 years. Interestingly in 2017, it was used in the movie ‘The Take Down’ where the vendor himself had to become a stunt double as none of the actors could ride a motorcycle. Throughout its life it has been maintained mainly by Tony Brancato, with a couple of services by Moto Rapido, who recently recommissioned it in time for the auction. It will come supplied with many receipts, an owners manual and current V5C.
Part of the NMM collection No Reserve*
Reg No: Unregistered MOT: Exempt Frame No: Not Visible
A.J. Stevens began producing motorcycles in 1897 and soon became simply AJS. An amalgamation with Matchless in 1931 formed AMC which continued until closure in the mid-1960s. The company promoted its standard road bikes by competing in sports events with advanced designs such as the pre-war AJS 500 with a water-cooled and supercharged V4 engine. On resumption of events after WW2, Les Graham won the first 500cc World Championship on the AJS Porcupine in 1949. The 7R was an OHC single-cylinder 350cc racing motorcycle built from 1948 to 1963 known as the ‘Boy Racer’. Together with its bigger brother, the Matchless G50, it was the mainstay of racing throughout the 1950/60s winning many events for both the works team and privateers, becoming one of the most successful over-the-counter competition motorcycles ever.
This stunning looking 1962 AJS 7R ‘Boy Racer’ has been displayed at the National Motorcycle Museum for a number of years and is offered at no reserve to make space for a new feature. Authentically restored back to original 1960s condition, it is a historically significant part of British motorcycle racing history and would grace any collection. Due to museum display it will require recommissioning before use.
Although the Ducati manufacturing organisation could trace its history back to the 1920s, it did not start manufacturing motorcycles until the late 1940s, and early success led to the appointment of Fabio Taglioni as chief designer in 1954. His first design was a 98cc sporting overhead-camshaft machine, which became known as the Marianna and proved successful and competitive in the long-distance road events so favoured by the Italians. Taglioni built on his success with the introduction of larger-displacement machines featuring the now established OHC design which was eminently suited to tuning and serious competition. During 1957, Ducati introduced a new model using a variant of the OHC engine aimed at riders seeking a versatile mount capable of commuting and touring. The 175 TS featured a more upright seating position and valanced mudguards in keeping with its intended rôle, with production continuing until the mid-sixties.
The vendor purchased it as an import machine in 2020 and succeeded in obtaining an age-related registration in 2021. It has since received some renovation, including a replacement fuel tank – the unpainted original is included in the sale – although an amount of recommissioning may be required after a period of disuse. It is being offered with the current V5C and NOVA and DVLA paperwork on file.
No Reserve*
Reg No: VAM 540 MOT: Exempt Frame No: 13122
The first Royal Enfield motorcycle was built in 1901 by the Enfield Cycle Company of Redditch, which had previously manufactured bicycles, lawnmowers and stationary engines. Under various ownerships, the name has continued through to the present day making it perhaps the most enduring name in the motorcycle world. The 250cc singlecylinder Crusader was a very popular bike in its day, and its appeal was doubtless boosted by the ‘learner law’ of 1961, which saw learner motorcyclists become restricted to machines of 250cc or less. Bikes like Crusaders were what gave many enthusiasts their first taste of motorcycling.
This Crusader was first registered to Alf Hickin Motorcycles of Wiltshire on 1st January, 1960. It was sold the next day to one Mr. Young, who traded it back to Alf Hickin Motorcycles in 1962. The Crusader had many owners thereafter before being purchased by the most recent late owner in 2015. Having benefitted from some light refurbishment in the past, and now looks pleasingly mellowed. It has been in use since renovation but not in the immediate past, so some recommissioning may be required. It is accompanied by the current V5C, the original RF60 buff logbook, and DVLA correspondence.
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 Villierssupplied engines, they went on to great success in off-road competition, including Dave Bickers’ victories in the 1960 and 1961 European Scrambles World Championship.
This attractive 1966 Greeves 25DC Sports Twin was purchased as a restoration project by the vendor in 2010, having been stored since 1971. He set about a full restoration of the 25DC to a good standard and during the restoration he managed to reclaim its original registration number through the DVLA using the old buff logbook and an old tax disc. Last used approximately two years ago, it will need some light recommissioning before it goes back on the road. The Greeves is accompanied by a current V5C, the RF60 logbook, DVLA correspondence and images of the bike ‘as purchased’.
Current ownership since 1992
Estimate: £3,000 - £4,000*
Reg No: JVS 372 MOT: Exempt Frame No: WM20 115698
Launched in civilian trim in 1937, the BSA M20 was a sturdy and torquey model ideally suited to sidecar-pulling. Although not an obvious candidate for military service, being a heavy machine with low ground clearance and only steady acceleration, it possessed many excellent qualities which made it ideal under military conditions. Mechanically tough, straightforward to maintain, and able to perform dependably under the most adverse conditions and simple to maintain, it served its country well during her time of need.
The known history of this 1942 M20 begins in 1990, when it first appears on DVLA records in the ownership of Mr. Chris Elderfield. It was acquired by the late owner in 1992 and subsequently treated to a restoration to full military specification, before being widely shown at meetings and rallies. The owner regarded it as one of his favourite bikes and we are told it was the one his family enjoyed the most. It is clear he made considerable effort to research the model in order to ensure its accurate presentation. Having now been out of use for a short while, it will require some recommissioning. The sale includes the current V5C, many old MOT certificates and a 1992 bill of sale.
Part of the NMM collection
No Reserve*
Reg No: 584 NMC MOT: Exempt Frame No: T110D13837
The 1959 Triumph Bonneville may be most famously associated with its namesake salt flats, but prior to that the Tiger 110 was setting speed records left, right and centre. Introduced in 1953 for the 1954 model year, the 650cc Tiger was Triumph’s top sports model. The Motor Cycle ran a T110 up to 109mph, but in 1956 American Johnny Allen secured the motorcycle land-speed record by running a much-modified T110 up to 214mph at Bonneville Salt Flats. In 1958, a twin-carburettor version set a production 650 record at 147mph. Later models featured the bathtub rear fairing, with the Bonneville becoming Triumph’s sporting flagship.
This matching-numbers, 1962-registered Triumph T110 is in remarkably good and apparently all-original condition. It is believed that it was placed into dry storage in 1972 and remained there until the present owner purchased it in 2013. He immediately and successfully applied to reinstate its original registration number, and went about sympathetically recommissioning the Triumph while carefully preserving its excellent original factory finish. It remained in use until just a few years ago, when the vendor’s attention turned to another project. This remarkable preservation specimen will just need some light recommissioning before being enjoyed again. It comes with a current V5C, some DVLA correspondence and some pictures taken as it was when acquired by the vendor.
Reg No: Unregistered MOT: Exempt Frame No: Not visible
Triumph, one of the most revered names in the motorcycle history, was established in Coventry in 1885. This 1972 Triumph Tiger TR6R Special has been displayed at the National Motorcycle Museum for a number of years, now being offered for sale at no reserve to make space for a planned feature workshop in Hall 3. It was built by Eric Parr, who purchased it new in 1972 to travel to race meetings. Inspired by the Triumphs he saw on the track, he went about making his own Cafe Racer tribute. To improve performance he fitted a Bonneville twin carb head together with a pair of 30mm Concentrics with an oil cooler tucked inside the fairing to keep things cool. The fairing was supplied by Screen and Plastics who made the bodywork for the official works racing team. The chassis is basically standard with just the addition of Marzocchi rear shocks and a pair of Borrani alloy rims. His meticulous work and clever engineering won many awards in the 1980s including ‘Best British Special’ at the 1983 International Classic Bike Show. A great opportunity to acquire a fantastic looking bike with good history. Following museum display it will need recommissioning before use.
Part of the NMM collection
No Reserve*
Part of the NMM collection
Estimate: £4,800 - £5,800*
Reg No: Unregistered MOT: Exempt Frame No: Not visible
The Royal Enfield Bullet holds the record for the longest production run of any motorcycle, and it’s still being produced in India today, but this example is among the first made and the oldest survivors. Royal Enfield’s range in the early 1930s saw the Bullet name introduced in 1932 for a variety of overhead-valve sports models, which consisted first of 350 and 500cc variants, with a 250 arriving in 1933. The 250 Bullet (designated the BO), like the example offered for sale, used a four-speed hand-change gearbox, a high-compression piston, a cast aluminium primary chain case and twin high-level exhausts. The Bullets were loved for their lively and nimble performance, though it was the 350 and 500 which naturally returned the most impressive speeds.
This 1934 Model BO 250 Bullet has been fully restored to the highest professional standard by the National Motorcycle Museum and has lately resided in its reserve collection, some of which is now being sold to make space for a new workshop. It remains immaculate, with serious concours potential, although it will require some checks, fettling and running-in as it has not been used significantly since the restoration was completed.
Reg No: Unregistered MOT: Exempt Frame No: Not visible Triumph announced a new model for 1914, called the Junior within the company but commonly known as the ‘Baby’. It was powered by a 225cc two-stroke single-cylinder engine with belt-drive. Interestingly, although it featured a remotely operated two-speed gearbox, it would not gain a clutch until 1923, when it also gained an extra 25cc. Other parts followed contemporary practice, with a belt-rim rear brake and calliper front, a rocking fork, valanced front mudguard and an attractive cylindrical fuel and oil tank. The end of hostilities in 1918 was followed by a surge in demand for personal transport fuelled by returning servicemen with gratuities to spend and a newfound knowledge of mechanised transport. Triumphs were well-placed to meet the demand, chiefly with the rugged Model H, which had served so ably as an army despatch bike, and the affordably-priced Junior. Production of the latter finally ceased in 1925.
This 1921 Model LW has been professionally restored to an exemplary standard in the workshops of the National Motorcycle Museum, and has subsequently spent time in its reserve collection, some of which is being sold to make space for a new workshop. It remains in outstanding, potentially concours-worthy condition, although it will need some checks, fettling and running-in, as it has not been used significantly since the restoration.
Estimate: £5,000 - £6,500*
Triumph is one of the most revered names in the history of motorcycling. Established in Coventry in 1885, by the start of the 1900s, the company had made its first motorcycle, beginning a continuous run of production under various ownership until its eventual closure in 1983. In 1937, the Edward Turner-designed 500cc Speed Twin was released, launching a range of Triumph twins that went on to epitomise British motorcycles in the post-war years. From 1960, the Thunderbird acquired Turner’s rear fairing, nicknamed the ‘bathtub’ on account of its shape. This unpopular feature, quickly dropped in the American market, remained in ever-abbreviated forms for the home market until disappearing altogether for the final year of production.
Restored by a previous owner and attractively finished in Gold with Black detailing, ‘RJU’ remains in tidy condition throughout. We are advised by the vendor that the machine is ‘in good running order’ and is said to ‘ride well’. However, the vendor advises the ‘usual checks’ be carried out prior to use.
Estimate: £3,500 - £4,500*
Reg No: CTM 96L
MOT: Exempt Frame No: 18725
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. In the early 1970s the T250, GT250 and T350 twins, and the GT380, GT550 and GT750 triples proved to be ‘the last hurrah’ for the large capacity two stroke engine before emission regulations brought about their demise.
This example was first registered in July 1973 and is an early drum brake model registers a credible 15,623 miles on its odometer. We are advised by the vendor it was previously fully restored and is currently in good running order. Paperwork on file includes receipts relating to restoration work completed in 2022.. DVLA records show that CTM 96L has not been taxed since 1979 and no MOT history is recorded.
Estimate: £1,800 - £2,200*
Reg No: XHT 74T
MOT: Exempt
Eligible for the Banbury Run
Estimate: £2,500 - £3,500*
Frame No: 89600
Produced by Canadian snowmobile maker Bombardier Incorporated, who branched out into motorcycle manufacture in the early 1970s, the Can-Am was built to UK militaryspecification using a 250cc Rotax air-cooled, two-stroke single-cylinder engine. Entering service with the Canadian Army in the late 1970s and also supplied to the British and Belgian Armies as well as the US Marine Corps, BSA ended up assembling the bulk of the MoD’s order in the UK using many home-produced components including tanks, wheels, tyres, lights and panniers. The Can-Am’s strong construction and off-road ability made it popular with the military and it remained in production from 1979 through to the late 1980s. This example is believed to be an ex-military machine and was UK registered in 1987. Restored by a previous owner and now displaying some 10,848 miles, it is reported to be in good running order and to ride well althought the vendor advises the usual checks are carried out prior to use. Accompanying paperwork includes manuals and a wiring diagram.
Reg No: DD 407 MOT: Exempt Frame No: D7568
George McKenzie produced motorcycles from 1921 to 1925. He planned to sell his bikes through franchised bicycle shops and bring cheap motorised transport to the masses, seeing himself as the Henry Ford of the motorcycle world. The first model was made by the Hobart Cycle Co Ltd of Coventry, an ultra lightweight bike in an attempt to provide a machine suitable for everyday transport. Also in the range from 1923 was the Roadster model with a full motorcycle frame, a round petrol tank in the normal place, an Albion gearbox and a Hobart two stroke engine. Any success must have been short lived as the company seems to have disappeared in the later 1920s.
This 1923 McKenzie Roadster, from a deceased estate, has been part of an enthusiast’s small private collection who cherished this rare model for over 25 years, using it lightly in the summer months. However, as he got older, he preferred to use his old cars so the bike sat in his carpeted garage and has not been ridden for over 7 years. An older restoration to a good standard, it will need recommissioning before use and will be supplied with an old style V5 registration document. Banbury eligible, it presents a rare opportunity to experience motorcycling as it was over 100 years ago.
Part of the NMM collection
Estimate: £8,000 - £10,000*
Reg No: Unregistered MOT: Exempt Frame No: TBA
In 2003, Triumph set up their first factory backed race team since the early 1970s. The program was handed over to the experienced Jack Valantine and Steve Mellor, formerly V+M, but now offering a full race team package as Valmoto. Working their normal magic, power rose from 111 BHP to over 130 BHP. Immediately competitive in the British Supersport Championship with riders Craig Jones and Jim Moodie, the highlight of the year was victory in that year’s Junior TT. The bikes were used once again in 2004 with Craig Jones winning at Donington, but after eligibility issues the company withdrew from racing.
This important part of British motorcycle racing history has been on display in the National Motorcycle Museum for a number of years and is now being offered for sale to make room for a feature workshop in Hall 3. All five of the original team bikes have formed part of the racing bike section at the NMM, and like any race bike, they were constantly evolving during their competition life. The fairing on this example bears the name of Craig Jones, who won the team’s final race at Donnington in 2004. A fantastic opportunity to acquire a rare machine with a good history.
Extremely rare multiple award-winner
Estimate: £26,000 - £29,000*
Reg No: BF 8923 MOT: Exempt
Frame No: K99981
AJS was founded in 1909 by the Stevens brothers, although the family was involved with the production of motorcycles before the turn of the century. The first engines of 125cc were used by other companies. In 1905, Stevens built a bike with a JAP V-twin, with leading-link front forks and a swinging fork at the rear. They had also been producing frames. Design improvements for 1921 and revised engines brought many sporting successes. Most remarkable of those were at the Island TT, where they took an impressive first, second, third, fourth and sixth, followed by a resounding win (by a two-minute lead) in the Senior TT, two days later. In 1927, it had become clear that push-rod overhead-valve designs were becoming dated in racing, so AJS introduced two new chain-driven overhead-camshaft racing models, the 349cc K7 and the 498cc K10. Jimmy Simpson rode a 350 to third place in the Junior TT and won races in Europe, but in 1928 AJS used the overhead-valve engine in the TT. In 1929 there were again two machines with an overhead cam, this time the 349cc M7 and the 498cc M10.
This very handsome, matching-numbers 1928 K10 is probably one of the rarest AJSs available today. The vendor, who has restored many AJSs of the years, purchased it stripped-down and requiring restoration, and duly rebuilt it over four years to its present outstanding condition. It has won many awards at major shows around Britain since completion. During the overhaul, it had a new set of flywheels, con-rod, piston, rings and all new bearings throughout, along with a new set of close-ratio gears. The paint finish is to an excellent standard and the nickel is of a very good quality. The K10 has not been used much since completion and will still need some running-in. It is accompanied by a current V5C and a photograph showing it pre-rebuild.
Estimate: £2,500 - £3,500*
Reg No: XP 9640
MOT: Exempt
Frame No: L4053
Connaught was formed in 1910, manufactured by the Bordesley Engineering Co of Birmingham and produced motorcycles from 1912 until 1926. They exhibited their first machine in 1912, a lightweight 293cc, and by 1922 offered a 348cc with a Burman gearbox and all-chain drive, eventually using Blackburne and Bradshaw motors until their closure in 1926.
This c.1923 Connaught, from a deceased estate, has been part of an enthusiast’s small private collection who cherished this rare model for over 25 years, using it lightly in the summer months. However, as he got older, he preferred to use his old cars so the bike sat in his carpeted garage and has not been ridden for over 7 years. Although the V5 says it was first registered in 1932, the number XP9640 was issued in the London area between August 1923 and January 1924. so is possibly still Banbury eligible. It appears to have a 2 stroke engine with a Sturmey Archer gearbox and chain drive to the rear wheel, later models had a Burman box, so in reality was probably made around 1921 to 1923. An older restoration to a good standard, it will need recommissioning before use and will be supplied with an old style V5 registration document. A rare opportunity to experience motorcycling as it was over 100 years ago.
Estimate: £3,500 - £4,500*
Reg No: 838 XVJ
MOT: Exempt Frame No: 365643
BMW was established in 1916 as a manufacturer of aircraft engines, producing their first motorcycle, the R23, in 1923. This inaugural model sported the flat twin-boxer configuration with which BMWs have now become synonymous. Introduced in 1956, the R26 was fitted with a tuned version of the earlier R25’s 250cc single-cylinder engine and pivoted-fork front and rear springing similar to that previously confined to the R50 and the R69. As with most BMW’s the R26 was revered chiefly for its solidity and high quality of engineering and construction, which made it a very capable and comfortable touring bike. Motor Cycling wrote in 1956: “The riding position proved extremely comfortable at all speeds, and many consecutive hours were spent a wheel without a trace of fatigue… Steering of the race-bred variety made cornering a sheer joy… Whether hot or cold, a firstkick start could virtually be guaranteed.”
This beautifully presented R26 was imported from South Africa in 2016 and restored to a very high standard by the previous owner, with care taken to preserve originality where appropriate. A thick paperwork file includes receipts for thousands of pounds spent with Ulis Motorradladen in Germany and a workshop manual. Registered with the DVLA since 2020, the current V5C Registration Document is supplied.
1 of just 100 UK supplied examples
Estimate: £8,000 - £10,000*
Reg No: UPP 154W MOT: Exempt
Frame No: 950487
One of only 100 900 SSDs supplied new to Britain, frame 950487 represents a superb opportunity to acquire one of the greatest classic sports tourers. A Ducati Owners’ Club Motorcycle Age Certificate confirms that it was built during 1980 and road-registered in March, 1981. In single ownership since 1998, it is understood to be among just twenty-two Darmah 900 SSD ‘Dual Seat’ versions still extant on these shores. Upgraded in 2004 with a hydraulic clutch actuation system (the original mechanism being notoriously heavy), the brake level and fluid reservoir were replaced too. However, the factory are supplied with the bike, as are the Marzocchi dampers which have been supplanted by Koni-style units. Correct-type Dell’Orto 40mm PHM40AD/PHM40AS carburettors, FPS wheels and Conti silencers remain in place and are numbered accordingly. Awarded third in the 2010 Fleet Lions Classic Motorcycle Concours, ‘UPP 154W’ has been off the road for the past eleven years. It was kept on its centre stand with the brake calliper mounting bolts loosened to keep the pads out of contact with the discs, and the engine has been periodically started and the gears engaged. Displaying a credible 30,322 miles, this decidedly rare Ducati is for sale with its V5C, history file (old MOTs, tax discs, purchase receipts, etc.) and spares (clutch components, brake callipers etc.).
Estimate: £2,200 - £2,800*
Reg No: ATM 754C MOT: Exempt Frame No: RS3214
Velocette motorcycles were manufactured by Veloce Ltd in Hall Green Birmingham between 1905 and 1971, a family-owned firm producing mainly hand-built motorcycles and competing favourably with the bigger concerns such as BSA, Triumph and Norton. Veloce was a great technical innovator and many of its patented designs are commonplace on motorcycles today, including positive-stop foot shift and swinging arm rear suspension with hydraulic dampers. Renowned for quality, the company was ‘always in the picture’ in international racing from the mid 1920s through to the 1950s, culminating in two 350cc World Championship titles and its legendary, and still-unbeaten, record of averaging over 100mph for 24 hours on a 500cc single-cylinder machine. The Viper was the Venom’s little brother, sporting similar running gear with a 350cc engine.
Restored by a previous owner at great expense, including many parts powder-coated and rechromed, this Viper has benefited from an engine and carb overhaul, restored speedo by Smiths, a new battery and stainless steel rims with period correct Dunlop tyres. Bought by the vendor a couple of years ago and only having covered some 100 miles since, it will be supplied with a restoration folder of handwritten notes, technical information and many receipts for parts.
Estimate: £5,000 - £6,000*
Reg No: 751 UXU MOT: Exempt
Frame No: GA10835
The most sought after models produced by BSA are the Gold Star range of 350 and 500cc singles and the rare Rocket Gold Star 650cc twin. This RGS, part of a small private collection of Gold Stars for a few years, is presented in ‘touring’ trim with rearset footrests, standard gearbox, 120mph speedo, 8,000k tacho and is now fitted with a full-width hub on a Dunlop alloy rim. The single-sided front brake shown in the photos is also included in the sale. A check with the Gold Star Owner’s Club suggests that frame number GA10 835 was dispatched with an earlier DA10R 88XX engine to BSA New Jersey in December 1962 and engine number DA10R 8833 allocated to GA10 402, also despatched to BSA New Jersey in December 1962. Confusingly, engine number 8833 is also shown as being fitted to frame number GA10 830, dispatched to E. Andrews in Scarborough on 13th December 1962! The club’s best guess is that 8833 went to BSA New Jersey and was mated with GA10 835 in the States so the anomaly is down to ‘ledger clerk error’. Offered with GSOC, VMCC and a Classic Services dating letters together with a few old MOTs and current V5C.
Estimate: £3,500 - £4,500*
Reg No: ODE 183R MOT: Exempt Frame No: PP78800
The Triumph Bonneville T140 is a versatile motorcycle with a 750cc engine that was designed and built by Triumph Engineering at Meriden, near Coventry. The T140 was the second generation in the Bonneville series, developed from the earlier 650cc T120 model, and was produced by Triumph in a number of versions, including limited editions, from 1973 until 1983 when the company was declared bankrupt. Licensed production of the T140 Bonneville was continued by Les Harris between 1985 and 1988 at Newton Abbott in Devon, these machines being known as ‘Harris’ or ‘Devon’ Bonnevilles.
This 1977 T140 ‘Bonnie’ has been in the current ownership for several years, and in that time it has been well-maintained and treated to some slight upgrades for improved running in the form of a Mikuni carburettor conversion and a Boyer Bransden electronic ignition system. We have been advised that this ‘Bonnie’ runs very well and has a detailed history file. We believe it has benefitted from some cosmetic renovation in the past, with the paint, seat and brightwork all presenting especially well. In good overall condition, it is offered with a current V5C, some paperwork for work done, and receipts for parts.
Estimate: £2,000 - £2,500*
Reg No: MVH 302T MOT: Exempt Frame No: TL125S1016928
The Honda TL125 was produced between 1973 and 1976 as a custom-built trials machine, its lightweight construction enabling it to quickly become a competitive mount. The engine was an air-cooled, four-stroke single-cylinder. A 56.5mm bore and 49.5mm stroke resulted in a displacement of just 124cc. Fuel was supplied via overhead cams and there was a five-speed transmission. The TL125, like its bigger brother, the TL250, was one of very few trials bikes that Honda ever produced.
This 1978 Honda TL125 that has been restored to a high standard but it has seen little use since its completion. It’s an extremely clean machine which would make a great addition to any collection, although we are advised that it starts and runs well, so perhaps it would be more fitting if it were to be fired up and enjoyed on the slopes of historic trials. Because of its low displacement, the TL125 is especially recommended as a beginner bike, so this example surely presents an ideal opportunity for the young enthusiast or novice trialler. It is accompanied by a current V5C and sundry paperwork.
Estimate: £3,500 - £4,000*
Reg No: YHR 426E MOT: Exempt Frame No: TC250 49976
The arrival of the T20 Super Six in 1965 caused much excitement and marked the start of Japanese bikes becoming accepted by enthusiasts. Before it was easy to dismiss them as ‘go to work’ bikes to pass your test on until you could afford a ‘proper’ bike. Suddenly there was now a genuine 29 BHP, 100 m.p.h. 250 with 6 gears (hence the name Super 6), 12-volt electrics, Posiforce lubrication and an aluminium twin leading shoe front brake. It was an immediate success and won the prestigious Motorcycle News Machine of the Year title in 1966 and 1967, the first Japanese machine to do so. This nicely restored example is the off-road style model made specifically for the American market. Known as the TC250 X-6 , it is essentially a T20 with upswept exhausts and higher handlebars. Imported from the USA in 2017 and restored over the next few years, the crank has been rebuilt by Ian Ambler and the cylinders rebored by Grampian Motors then fitted with new pistons and rings. There is a recent new battery, chain and sprockets, tyres and most importantly the near impossible to find silver cables. Run recently by the vendor it will be supplied with a current V5C.
Estimate: £2,000 - £3,000*
Reg No: N240 TPM MOT: None
Current ownership since 2007
Estimate: £3,200 - £3,800*
Frame No: SB6 00192
Bimota is a manufacturer of exclusive sports motorcycles which epitomise Italian flair and engineering excellence. Founded in Rimini in 1973 by Valerio Bianchi, Giuseppe Morri, and Massimo Tamburini, the company name is derived from the first two letters of each of the three founders’ surnames. Because of the poor state of frame design in the 1970s, Bimota initially concentrated on building high-quality motorcycle chassis round existing engines, and chassis kits for race bikes, initially basing their bikes on the top models from Suzuki, Honda, Yamaha and Kawasaki. One of their most successful models was the curvaceous SB6, built round the classic Suzuki GSXR1100 oil-cooled engine.
This 1996 SB6 was registered new in Britain and was purchased by the late owner in 2005 for his small Bimota collection. He used it for a very short time alongside another SB6 and a YB7 (all in the auction), before taking it off the road in 2007 and placing it on static display, in light of which the 16,927 recorded miles are very likely genuine. It now requires recommissioning, but the owner took care to turn the engine regularly, hence the bike moves with ease, the engine turns over and it selects all the gears. It is accompanied by the current V5C, manuals and keys.
Reg No: MX54 TZV MOT: None Frame No: 5MZSX14J843682780
Eric Buell built his first motorcycle, the RW750 using the square four engine developed by Barton Engineering in Wales. He then turned his attention to racing-inspired road bikes using Harley-Davidson engines. Always innovative and determined to follow his own path, he designed a chassis with the same dimensions as a 250 GP bike to house a tuned Harley 1200cc motor with unique features including a perimeter mounted front brake disc and dual use of the swing arm as an oil tank. Harley-Davidson eventually took over Buell to market more sports orientated bikes under the brand rather than their normal cruiser models. The streetfighter style XB Lightning range proved to be the most popular combining lightweight with a torquey big V-twin motor. This rare in the UK XB12S Lightning has been owned and ridden by the vendor since 2007 and is displaying a credible c.12,500 on its speedo. Presented in mostly original trim, it is fitted with a Quill Evo 2 stainless exhaust replacing the standard mild steel item and a neat Tail Tidy to clean up the rear mudguard. The original items are included in the sale. Run recently, it is being offered with a number of old MOTs and current V5C.
Estimate: £1,500 - £2,000*
Reg No: Unregistered MOT: Exempt Frame No: Not visible
Norton was founded in 1898 and began building motorcycles with French and Swiss engines in 1902. In 1907 a Norton with a Peugeot engine won the first Isle of Man TT race. Developed for their Manx Norton racers, the legendary Featherbed frame eventually made its way onto the road with the Dominator 88 in 1953. Development increased the engine size to 600cc and then 650cc with the ‘Dommie’ range, especially once coupled with Norton’s Roadholder forks, becoming the most sought after ‘cafe racers’ in the 1960s. Norton themselves developed a ‘Domiracer’ as an alternative to the more expensive Manx, spawning many homemade replicas in the 1950s and 1960s.
This Dominator race bike has been part of a small private collection for a number of years although unfortunately little is known of its history. The frame number is not visible, but the engine number suggests it is based on a c.1953 500cc model with a Wideline Featherbed frame and Roadholder forks. It is offered fitted with a race-style fuel tank, racing seat, central oil tank, alloy wheel rims and Manx-style nose fairing. An interesting project as either a classic racer or possibly re-registered and put back on the road as cafe racer.
No Reserve*
Reg No: K207 TDE MOT: None Frame No: GR7BA-105920
The oil-cooled GSXR750 was launched in 1985 and revolutionised the sports bike market, making the other manufacturers’ offerings obsolete overnight. Suddenly, you could go to your local shop and buy a race-ready bike over the counter, just take off the lights and race it that weekend, with the ‘Gixxer’ earning an enviable reputation as an out and out sports bike. Famously, Trevor Nation rode his GSXR750F to a Formula One World Championship event in Portugal with his tent strapped on the back and competed in the race. By the 1990s, the bikes became water-cooled to help handle the increased performance, but the ‘Gixxer’ range kept its reputation as the sports bike rider’s choice.
Part of a private collection for a number of years, this GSXR has been started on jump leads and run recently, however, it will require a new battery and recommissioning before use. It is presented in mostly original trim and still fitted with an original Suzuki-stamped stainless steel end can. Showing signs of use on its bodywork, it will make an ideal bike for putting back on the road as is, or creating a period ‘Lucky Strike’ race replica. It is being offered with a current V5C.
No Reserve*
Reg No: JDC 420 MOT: Exempt Frame No: CA7 3799*
The Birmingham Small Arms factory was established in 1861 to manufacture weapons. Around 1900 they started making bicycles and then progressed to powered two wheelers going on to be one of the world’s largest producers of motorcycles until folding in the 1970s. The Super Rocket was a 646cc air-cooled parallel twin introduced in 1957 and marketed as the more sporty member of the BSA A10 family continuing on from the Road Rocket before ultimately becoming the legendary Rocket Gold Star in the early 1960s. This A10 Super Rocket, offered at no reserve, is presented in barn find condition after standing for a number of years. Owned by the enthusiast vendor since 1978, it is covered in a layer of dust and oil and has not run for a while so will need thorough recommissioning before use, however, the engine turns over on the kickstarter. An interesting project to recommission as is or form the basis of a special supplied with a current V5C. * Please note :- The frame number is not clearly visible but appears to be CA7 3799 (see photos) not FA 1676 as shown on the V5. The Engine number of DA10-R528 HC suggests it is from a 1961 A10R Super Rocket.
Reg No: CPJ 921B MOT: Exempt Frame No: 82288*
Matchless is one of the oldest marques of British motorcycles, manufactured in Plumstead, London, between 1899 and 1966. A wide range of models was produced, from small twostrokes to 750 cc four-stroke twins. The marque had a long history of racing success with a Matchless ridden by Charlie Collier winning the first single-cylinder race in the first Isle of Man TT in 1907. An amalgamation with AJS in 1931 formed Associated Motor Cycles which continued until the group’s closure. The Matchless G3, together with its equivalent AJS, was a worthy alternative to the 350 singles being offered by BSA/Triumph at the time. This Matchless G3, offered at no reserve, is presented in barn-find condition, having stood for a number of years. Owned by the vendor for most of its life, he has enjoyed many trips to the IOM on the bike to attend the TT and MGP. Now covered in a layer of dust and oil, it has not run for a while, however the engine turns over on the kickstarter. An interesting project to recommission as is or restore, it will be supplied with a current V5C. * Frame number not visible, shown as being 82288 on V5C.
Reg No: XBV 632
MOT: Exempt
Frame No: 11629
Velocette was the name of motorcycles made by Veloce Ltd. in Hall Green, Birmingham, between 1905 and 1971. Veloce was a family-owned firm which sold almost as many handbuilt motorcycles during its heyday as the likes of Triumph and Norton. Although small, it was a great technical innovator and many of its patented designs are commonplace on motorcycles today including the positive-stop foot shift and swinging-arm rear suspension with hydraulic dampers. The company was ‘always in the picture’ in international motorcycle racing from the mid-1920s to the 1950s, culminating in two 350cc World Championship titles, and its legendary and still-unbeaten 1961 record of averaging over 100mph for 24 hours on a 500cc single-cylinder machine, set by a Velocette Venom.
This 1952 350cc MAC was restored to a very high standard several years ago and has now mellowed to a pleasing but eminently presentable state. Having spent the last few years as a static exhibit in a large collection of mainly British motorcycles, it now requires some light recommissioning before it can be used on the road, but it should make for a straightforward and rewarding project. In its present condition, once running it would be ideal both for showing and for regular road outings.
No Reserve*
Reg No: GCU 496
MOT: Exempt Frame No: T110D8992
The 1959 Triumph Bonneville may be most famously associated with its namesake salt flats, but prior to that it was the Tiger 110 which was setting speed records left, right and centre. Introduced in 1953 for the 1954 model year, the 650cc Tiger was conceived as Triumph’s top sports model, with the head office foreseeing particular success in America, where big British 650s were in great demand. So-named for a claimed 110mph top speed, The Motor Cycle ran a T110 up to 109mph, but in 1956 American Johnny Allen secured the motorcycle world land-speed record by running a much-modified T110 up to an astonishing 214mph at Bonneville Salt Flats. In 1958, a twin-carburettor version set a production 650 record at 147mph. Later models featured the bathtub rear fairing, with the Bonneville taking over as Triumph’s sporting flagship.
Dating from the very end of production, this 1962 Triumph T110, in a characteristically vibrant scheme of Kingfisher Blue and Silver, was purchased by the late owner several years ago in restored condition for his large collection of mainly British motorcycles. Having seen little action since, it still presents very well but will require recommissioning before going onto the road.
Reg No: D885 DSX MOT: None Frame No: ZX750E005330
In the mid-1980s, there was a short-lived demand for turbocharged bikes, with Kawasaki presenting a GPz750-based offering. Although carrying GPz badges on the engine covers, it was only referred to by Kawasaki as the 750 Turbo. Development of a turbocharged 650 started in January, 1981, progressing to a 750 from November, 1981. When released, the bike made a claimed 112bhp, had sporty handling and looked great, especially next to rival turbos such as the Suzuki XN85, Honda CX500 and CX650, and Yamaha Seca. Performance was on a par with the GPz1100, hitting 125mph on the quarter-mile and 148mph flat out. One magazine branded it the fastest bike they had ever tested, and Kawasaki advertised it as ‘The Fastest Production Motorcycle in the World’. It is widely considered to be the best factory turbo produced by the Japanese manufacturers.
This 1987 750 Turbo was purchased for the late owner’s large private motorcycle collection and appears very well-preserved and correct, albeit with a few slight signs of age. Having not been run for some time, recommissioning will be in order, but such a rare and revered machine is this is sure to make a worthwhile project. The bike is missing its V5C, so a V62 will have to be applied for, but the registration is on the DVLA database.
No Reserve*
Reg No: LNP 192 MOT: Exempt Frame No: 39699 (Not visible)
The Royal Enfield WD/RE, known as the ‘Flying Flea’, was a lightweight motorcycle developed by for the British War Office (the WD stood for War Department) as a means of transport that could be dropped by parachute or carried aboard gliders, and then ridden to quickly convey messages and signals between airborne and assault troops where radio communications were not in place. There was a huge demand for cheap and reliable transport after the war, so many war-surplus WD/REs were stripped down and repainted for civilian, but the model proved so popular that Royal Enfield ultimately adapted it for civilian use and called it the RE 125, which remained in production until 1953. Originally produced with hand gear-change and girder forks, it was updated in 1950 with foot change and telescopic forks.
This late 1953 RE 125 dates from the very end of the model’s production run and has formed part of a large collection of mainly British motorcycles spanning the period 19002020. It was acquired for the collection wearing an older restoration which now exhibits a pleasing patina. After several years on static display, some recommissioning will naturally be required.
Reg No: Unregistered MOT: Exempt Frame No: 85910
The Condor marque was founded by Eduard and Jules Scheffer in Courfaivre, Switzerland, as a producer of bicycles before becoming one of the country’s leading motorcycle manufacturers. The civilian A580 was produced alongside a military sister, the A580-I. The A580-I differed in having an eight-speed gearbox, a different tank and a military colour scheme. It was covered with labels indicating the various service points and contained a more sophisticated toolkit. The engines for the two models were effectively the same and demonstrated a markedly different approach from both BMW and Zündapp; they had hydraulic tappets and the left and right cylinder heads were interchangeable.
This rare A580 is offered for sale from the late owner’s large private collection of historic motorcycles, where it resided for many years. Said to have been ‘used around the yard’ several years ago, it subsequently been out of use as a static display piece. An ideal sidecar-pulling machine, due to its impressive low-down torque, it presents in a generally good condition and just requires some recommissioning due to the length of time in storage. There is no accompanying paperwork.
No Reserve*
Reg No: NSL 826 MOT: Exempt Frame No: Not visible
Ambassador motorcycles began life in 1946 when former car and motorcycle racer Kaye Don formed a company named U.S. Concessionaires Ltd. as an importer of American cars to Britain. Initially, Don intended to build a motorcycle with a J.A.P. four-stroke engine, and a prototype was built; however, this idea was dropped in favour of a Villiers-powered machine in 1947, with Villiers engines being used until 1964. Ambassador motorcycles were comparatively more expensive than many of the other small lightweights of their day, and consequently didn’t sell in great numbers. Exports were important and the majority of those sold overseas seem to have found their way to Australia and New Zealand. The first motorcycles were given Series designations (I-V) and production was based at Ascot, Berkshire. The Series V was the first of the breed to be fitted with a telescopic front fork and DC lighting. Earlier models sported pressed-steel Webb girder forks.
Sporting an older restoration which still presents very well, this 1950 Series IV was purchased by the late owner for his extensive collection of historic British motorcycles. After some brief use, it was placed into his dedicated two-stroke section and remained on static display thereafter. It turns over with compression and selects all gears, but it will require recommissioning before use.
Reg No: Unregistered MOT: Exempt Frame No: 605885
Triumph announced a new model for 1914, called the Junior within the company but commonly known as the ‘Baby’. It was powered by a 225cc two-stroke single-cylinder engine with belt-drive. Interestingly, although it featured a remotely operated two-speed gearbox, it would not gain a clutch until 1923, when it also gained an extra 25cc. In most respects, it followed contemporary practice. The end of hostilities in 1918 was followed by a surge in demand for personal transport fuelled by returning servicemen with gratuities to spend and a newfound knowledge of mechanised transport. Triumphs were well-placed to meet the demand, chiefly with the rugged Model H, which had served so ably as an army despatch bike, and the affordably-priced Junior. Production of the latter finally ceased in 1925.
Clearly the beneficiary of a high-quality older restoration, this c.1923 ‘Baby’ Triumph has spent many years in the late owner’s private motorcycle collection, during which time it has also been used as a background vehicle in film and television productions. Having now been out of use for several years, some recommissioning will be in order. It shows evidence of having formerly been registered ‘J 9939’ (possibly the original number) and ‘S 4620’, but neither number belongs to the bike anymore and there is no accompanying paperwork.
No Reserve*
Reg No: 942 JVO MOT: Exempt Frame No: T050687
Vincent Power Cycles such as this are quite rare nowadays. They had their origins in the Firefly cycle-attachment engine kit, which was brought out in 1953. In 1954 and 1955, it could be bought ready-fitted to a specially-made Sun bicycle frame as the Vincent Power Cycle, and that was superseded in 1956 – its final year – by a Phillips frame. Vincent ceased production of their big motorcycles in 1955, so this Phillips-framed Power Cycle actually represents one of their very final machines. The Firefly and Power Cycle were marketed at the same time as Vincent imported and sold the NSU Quickly, but the Quickly was so successful that Firefly sales suffered as a result.
Appearing in beautiful ‘oily rag’ condition, this very original Power Cycle has been in a private collection for many years and seems to have been preserved just as it left the factory. The engine turns over with compression so we believe only minimal recommissioning should be required before it can be used. Sadly, there is no documentation with this lot and the number ‘942 JVO’ does not show up in DVLA searches.
No Reserve*
Reg No: Unregistered
In the early 1950s, the Indian government was looking for a motorcycle for its army to patrol the country’s borders and the 350cc Royal Enfield Bullet was considered the most suitable. In 1954, India ordered 800 bikes from the Redditch factory and, in 1955, Royal Enfield partnered with Madras Motors to form Enfield India, thus enabling Bullets to be produced under licence in Madras, with tooling being sold to the new firm to enable them to manufacture their own components. By 1962, all major parts were being made in India. Following the demise of the English factory in 1971, the Royal Enfield name owes its survival to the continued popularity of the Indian-made Bullets.
Remarkably, this 1993 Bullet 350 displays just 36 miles on the clock, believed to be genuine. The late owner was a keen collector with several earlier Bullets to his name, and chose this example to represent a Bullet of the modern era. He never rode this machine, but cared for it by turning it over regularly. With a light patina concomitant with its age, this supremely original example comes with the current V5C and represents an excellent recommissioning opportunity.
No Reserve*
Reg No: EPM 868
MOT: Exempt Frame No: 2994
The Velocette LE was manufactured by Veloce Ltd., a company more famous for its bigger performance bikes, from 1948 to 1971. With its horizontally-opposed water-cooled twincylinder engine and enclosed bodywork, it was designed in response to criticism that motorcycles were noisy and dirty, and to a large extent it was successful. At first offered with a 150cc engine, its initial performance was somewhat pedestrian, so the motor was eventually increased to 200cc and found favour with over 50 police forces around Britain. Police riders of the day were expected to nod to senior officers whilst riding past and the bike became known affectionally as the ‘Noddy Bike’ to the general public.
This very early LE from 1949 has formed part of a large private motorcycle collection for many years. It has evidently benefitted from some cosmetic refurbishment at some stage in the past, though it has now mellowed to a very pleasing all-round appearance. Having been out of use for some time, it will require recommissioning before it goes back on the road. It is offered with the current V5C registration document.
Reputed to be an ex-works racer
Estimate: £6,500 - £7,500*
Reg No: Unregistered MOT: N/A Frame No: 700S.1.11
Silk Engineering was based in Darley Abbey, Derbyshire, and produced the 700S, a water-cooled two-stroke twin between 1975 and 1979. The company was founded by George Silk, an engineer well-respected for his work repairing, tuning and competition-preparing older Scott motorcycles, and it will be noted that the 700S engine owed very much to the design of the Scott Flying Squirrel. The uprated Silk engine was of 653cc and was said to be good for 54bhp, and to propel the 700S to 110mph. However, as a small outfit, Silk could only produce two bikes a week, so very few were completed.
Our Silk was purchased by the late owner in 1999 from Mr. K. S. Green of Christchurch, who indicated it was an ex-works racer that had been campaigned in the late 1970s. It was restored in the late 1980s but has not been used since, instead being placed on display in a large private collection. There might be a kickstart problem as it does not engage to turn over the engine. Although some attention will be required to get the Silk starting and running as it should, it represents a fantastic project and a very rare opportunity to own a survivor from a short-lived marque, with possible racing provenance. This lot does not come with any paperwork.
Fully restored in c.2010
Estimate: £24,000 - £28,000*
Reg No: 881 UYE MOT: Exempt Frame No: R4136
Vincent Motorcycles was established in 1928 when Phil Vincent bought the rights to HRD Motors Ltd. after the company went into voluntary liquidation. Initially, his motorcycles used proprietary engines, but in 1934 two original engines were developed, a 500cc single and a 1,000cc V-twin. Developed from the pre-war Series A, the Rapide Series B went into production in 1946 and was famously the fastest motorcycle on sale at the time. Unit construction allowed Vincent to combine the engine and gearbox into a single casing, which was used as a stressed member in lieu of a conventional frame. Philip Vincent summarised his design philosophy in his memoirs, writing “What isn’t present takes up no space, cannot bend, and weighs nothing — so eliminate the frame tubes!”
‘881 UYE’ was comprehensively restored by a skilled engineer approximately 15 years ago. Everything was stripped, inspected, cleaned, replaced, or repaired where necessary, before the paintwork was applied by a professional. The upper and lower frame numbers match, but the rear frame number may or may not be factory stampings it may be that the engine cases have been replaced at some point in its life. ‘881 UYE’ is offered with a Vincent Dating Certificate from the Vincent works and a current V5C. We have been advised that the Rapide is ‘running well’ and to own this would surely be a dream come true for many enthusiasts of British motorcycles.
Reg No: Unregistered
MOT: Exempt
Frame No: N/A
Pip Higham is a highly respected former motorcycle dealer, classic magazine columnist and record breaking drag racer inducted into the British Drag Racing Hall of Fame in 2017. As he explains... ‘This bogie was built by me for Ford in conjunction with students from the RCA under the wing of Peter Stevens, the co-designer with Gordon Murray of the McLaren F1 road car. Tiff Needell drove it in a ‘best of three’ against Vicky Butler Hendersen in a Honda sponsored bogey, we won I’m glad to say. Subsequently, Andy Anderson from FoMoCo drove the bogey in the inaugural Red Bull event at Roundhey Park Leeds, although this time we were beaten by a machine disguised as a cow! Otherwise we ran it at the Mansell Lacy downhill race, then again at Goodwood and last year at the Longridge downhill event. All chassis, suspension, uprights etc were made in house at VBS with the seating and body covering, plus many other detail items by the students from the RCA. It will be supplied with a large file of letters, sketches and a few photos together with 4 Continental S Lick tyres suitable for smooth surfaces, the Michelins fitted are better suited to poorly surfaced tracks’. A rare opportunity.
No Reserve*
Reg No: 598 XVJ
MOT: Exempt Frame No: 12452
Pip Higham is a respected former motorcycle dealer, classic magazine columnist and record breaking drag racer who was inducted into the British Drag Racing Hall of Fame in 2017. This beautifully presented Ducati, offered at no reserve, has been restored by Pip using his wealth of experience. In his words....’I have a huge affinity for the 125cc Ducati, I rode my previous one at the Moto Giro and subsequently completed the ‘5000 Curvas’ at the ‘MC Piston’ grueller in Northern Spain. I enjoyed the bike so much I decided to build another one, but sadly never had time to use it. The build started out with a Moto Trans 160, the engine, chassis and running gear being totally overhauled, while the carburettor is the extremely rare ‘Small series’ SSi22C ‘green label’ Dell Orto. Updated to 12v with a modern regulator/rectifier carefully concealed, wheel rims are super rare, slender 17” Spanish ‘Sport’ with new tyres. The rear set footrests are handmade. A new seat, paintwork by Pete Priest, and hundreds of hours of effort allowed me to create my dream ‘125’ (with a few more ccs for good measure!)’ Not run since last year it will need the normal checks before use, supplied with a current V5C.
Supplied to the Royal Netherlands Army
Estimate: £3,000 - £4,000*
This interesting lot, offered at no reserve, was built by Pip Higham, respected former motorcycle dealer, classic magazine columnist and record breaking drag racer. Used by him to set records, in his own words....’The Little Red Bike started off as an attempt to build a 100cc Ducati with minimal wind resistance, equipped with a 100cc Monoalbero Ducati motor. I ran it at Elvington with a stock 160cc engine (Ducati motors from 100 to 250 share the same mounting positions so it could be used for other record attempts) topping 90mph and picking up a few records. The frame and swing arm have been lengthened to allow a better riding position and it has an aerodynamic 180 degree front mudguard. Otherwise it has skinny 17 inch wheels equipped with Takasago alloy rims and new Continental Contigo tyres and a slippery fairing. There is no engine in it at present, the intended one ended up in my next 100cc bike, ‘The Mule’ also being offered in this sale. I know it’s a bit daft but it is great fun getting tucked in with a tiny engine buzzing away, at 90mph plus and I think with the right motor it would go a great deal quicker!’
Reg No: Unregistered MOT: Exempt Frame No: 3TAH49131
Launched in 1957 as the Triumph Twenty-One, the 3TA, as it was renamed in 1959, was a popular and long-lived 350cc machine which survived in production until 1966. The T35 was developed from the 3TA but was exclusively produced for military use, with a large percentage being supplied to the Netherlands. The bike was specially designed for use in deep water and flooded conditions, hence it was ideally suited to Holland’s low-lying, flood-prone terrain. Their uses included despatch and general liaison duties.
We understand this unusual and very striking 1967 T35 WD was one of just 1,100 produced and supplied to the Royal Netherlands Army, with which it was doubtless subjected to some rough use, but it owes its beautiful condition today to a professional restoration undertaken several years ago by the world-famous National Motorcycle Museum. The vendor purchased it at our sale of the museum’s Duplicate Collection in 2020. The restoration is of the highest quality and remains in very good condition. Always dry-stored in the present ownership, it has only ever been used for display following restoration, so it will require some light recommissioning before it goes on the road. There are no documents with this lot.
A very nice example
Estimate: £2,000 - £3,000*
Reg No: NUF 836W MOT: Exempt Frame No: PE250-204977
The Suzuki PE250, part of the ‘Pure Enduro’ series, was a popular off-road racing motorcycle produced from 1977 to 1984. It was notable for being one of the first serious Japanese enduro bikes, initially utilising one-year-old motocross technology. The original PE250B of 1977 was a rugged, well-made and docile off-roader. The single-cylinder, twostroke RM-series motocross engine and five-speed transmission were adapted for the PEs, with altered gearing, porting and a heavier flywheel. It produced only 28bhp but had more flexible power and outstanding torque. It proved highly competitive and popular in many countries. The PE range achieved the height of its popularity in 1981, after which it was gradually reduced as Suzuki turned its attention to four-strokes.
This c.1981 PE250 was purchased by the vendor several years ago to be used as a display piece in his shop, alongside other historic motorcycles. It has been looked after well since he acquired it, but it has not been run. It has benefitted from an older restoration to a very high standard, which appears to have been meticulously done to the original factory specification. It has now mellowed nicely and stands out as a lovely example of the model and a credit to the restorer. There is no paperwork with this machine.
A remarkable survivor from the earliest days of Speedway
Estimate: £9,000 - £10,000*
Reg No: Unregistered MOT: Exempt Frame No: TF819D
The Bristol-based Douglas Foundry commenced motorcycle production in 1907 with a horizontally-opposed twin. In the late 1920s, speedway (or dirt-track) racing came to Britain, and during the 1950s and ’60s seemingly every major town had a speedway stadium. Some of the first meetings were staged at Camberley, Surrey, and Droylsden, Lancashire, in 1927, and then at High Beech Speedway in Loughton, Essex, in 1928. Before long, almost all major British manufacturers listed a dirt-track-ready model, and Douglas was one of the first to establish itself in the sport. Speedway was rather a rough occupation, so very few machines survive from its formative years.
The machine offered for sale, a rare and rather dramatic-looking survivor from the early years of speedway, was acquired by the late owner in 1980. The old RF60 logbook records the last owner as Mr. Heath Bovingdon-Tasker in Carlisle, and indicates that this DT has its correct numbers. It still retains many original features to factory specification, including its YG gearbox. We have been informed that the engine was overhauled by Bob Jones, the famed Douglas speedway rider, but it will need some recommissioning and checking over before it can be run again.
Long-term single ownership
Estimate: £1,500 - £2,500*
1 of just 20 produced
Estimate: £4,000 - £5,000*
Reg No: DMP 174H MOT: Exempt Frame No: D11386
The Birmingham Small Arms factory was established in the Small Heath area of Birmingham in 1861 and, as the name suggests, manufactured arms and weaponry. 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 up until its demise in the early 1970s. The B25 Starfire was one of the last of a long line of ‘learner-legal’ 250s offered by BSA over the years, with an old-fashioned but solid singlecylinder OHV engine developing 20bhp. Introduced in 1967 as the C25 Barracuda, it was renamed and gained a 7in front brake and larger fuel tank in 1968, while 1969 brought a twin leading-shoe front brake. A moderately sporty machine with a 10:1 compression ratio, it remained in production until 1971.
This splendid 1970 B25S has been thoroughly enjoyed during its recent long-term ownership, including being used for many years as transport round Goodwood, from the racing paddock to the hotel. It was last used on the road last year, but it has been started regularly and has the potential to be extremely useable. Even so, a few general checks would be advised before venturing onto the road. It is accompanied by a current V5C.
Reg No: Unregistered MOT: N/A
Frame No: TR018
Well-known to trials aficionados, the Chapman BSA Trial 175 has been cited as the first ever mono-shock production trials bike. After the British motorcycle industry declined during the 1970s, the Trial 175 helped to revive BSA’s reputation, but only 20 were ever built (according to Classic Trial, Summer 2017, Issue 21). By the late 1970s, the trials scene was becoming hotly contested between Spanish and Japanese machines, with the Italian Fantics also making a name for themselves, but in the summer of 1978 Derek and Mick Chapman decided it was time to restore Britain’s fortunes. Using the existing BSA Tracker 175 as a basis, they arrived on the scene proudly announcing “The British Are Back!”
This example is number 18 of the 20 Chapman BSAs produced. TR018 has formed part of a large private motorcycle collection for the last 30 years and now appears in very good condition, with a light patina befitting such a venerable trials machine. It will, of course, require some light recommissioning before it is ridden in anger again, but it would be a fine thing indeed to put this rare survivor back on the historic trials slopes – doubtless it could still show all the Bultacos and Yamahas a thing or two.
Built by JMC Classics
Estimate: £28,000 - £32,000*
Reg No: LWT 886H MOT: None
No Reserve*
Frame No: RS/ 11222
Vincent’s 1,000cc V-twin was repurposed long after production ended for various racing disciplines. The original frames, though, were not so adaptable. Swiss racer Fritz Egli placed a Rapide V-twin into his own frame design and had such success that, from 1968, he started producing frames for other racers. The Egli name is now almost synonymous with racing Vincents. This Egli-Vincent was built in 2022 by JMC Classics using Ceriani 38mm forks, alloy fork yokes and fuel tank, an Avon fairing, 34mm Dell’Orto PHB carburettors, twin plug heads, fully gas-flowed heads, Pazon 12v ignition, a five-speed short-shift gearbox, V2 clutch, electric start, Dalton alternator, 9:1 compression ratio, Fontana 250mm front and 210mm rear brakes… and more. The famous black and gold of the Vincent Black Shadow completes it beautifully. Since completion, the Egli has covered just 177 miles and is described as ‘like new’ and ‘ready to use’. It is accompanied by the current V5C, which gives 1969 as the year of manufacture and registration, a build invoice, some build photos, a dust cover and a paddock stand.
“Rarely is a café racer classed as comfy, but the position is perfect for me… It steers lightly, precisely and quickly – like a modern sportsbike… It’s among the best of any bikes I’ve ever ridden, old or new.” – Classic Bike Guide, April, 2018
Reg No: E440 YEC MOT: None
Frame No: 2LM-025173
The FZ range was launched with the steel-framed FZ750 in 1985 in answer to Suzuki’s trendsetting GSXR750, with the later FZR aluminium-framed models following a couple of years later. The major new feature was an all-new aluminium perimeter frame, marketed as the ‘Deltabox’. Although Yamaha had previously been using aluminium Deltabox style frames on race machines, this would be its first application on large capacity road bikes, a design still dominant today.
This rare 1990 FZR750 is the aluminium Deltabox framed model, that was sold mainly on the Japanese domestic market, whereas in the UK we had to make do with the heavier steel framed FZ750 version. Produced mainly to homologate the bike for WSB racing, it featured a 5-valve per cylinder Genesis engine with a 6-speed gearbox. Part of a private collection for a number of years, it has been started on jump leads and run recently, however, it will need a new battery and recommissioning before use. Presented in mostly original trim with a Micron end can, it is an ideal bike for putting back on the road as is or creating a period ‘Loctite Yamaha’ replica and will be supplied with a current V5C.
Reg No: GJV 381N MOT: Exempt Frame No: Not visible
Yamaha’s first bike was the YA-1, heavily influenced by Germany’s DKW RT125, but in typical Japanese fashion was soon improved with the launch of the YA-2 in 1957. This was an immediate success in sporting events in Japan, initiating a long succession of achievements 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. The race bikes were heavily based on contemporary road models with many people building their own replicas, often incorporating a few tuning parts and specifications from the official racers.
This fascinating ‘special’ 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 the wheels have been updated with RD350LC parts, sporting a twin disc front end. The air-cooled engine appears standard, however, it has been fitted with some very neat TZ style expansion chambers. Forming part of a small private collection for a number of years and started on jump leads recently, it will require some recommissioning before use and comes with a current V5C.
No Reserve*
Reg No: CDM 409M MOT: Exempt Frame No: Z1F 23975
In the early 1970s, the four-stroke four-cylinder Z1 was initially developed as a 750cc to compete with the new Honda SOHC 750 but Kawasaki held the bike back until 1973 so it could be increased in capacity, setting 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. The early 4 pipe models are now some of the most collectible bikes of the era. This 1974 Z1A being offered at ‘no reserve’ was first registered in the UK in 2017 and appears in excellent and most importantly, standard trim, including the correct style rear shocks and distinctive (un-stamped) 4-into-4 chrome exhaust. It has been part of an enthusiast’s private collection since 2017. Not run for a while it will need a new battery and recommissioning before use, however, the engine turns over on the kickstarter. It looks to have been restored at some point, with the chrome and paint being in good order. The front wheel rim is stamped 3D 303 and the rear rim is still showing its diamond shaped DID logo. Offered with current V5C.
Reg No: DS 9564
Exempt
No: P7385
The Birmingham Small Arms factory was established in the Small Heath area of Birmingham 1861 to manufacture firearms. Around 1900 they started making bicycles and progressed to motorcycles a few years later. BSA went on to be one of the world’s largest producers of motorcycles until its demise in the early 1970s. During the 1920s BSA proudly boasted ‘one in four motorcycles is a BSA’ and their bikes were ‘the most popular motorcycles in the world.’ Marketed by BSA as a bike that would ‘appeal to the sporting rider’, it was based on those that had won the team prize in the previous year’s ISDT without losing a mark.
This beautifully presented girder fork, hand-change BSA OHV 500cc Sloper, being offered at ‘no reserve’, has been part of an enthusiast’s private collection for the last few years. A good-looking machine with traditional BSA Green petrol tank and chrome fish-tail silencer, it has not been run for a while, however, the engine turns over with compression. Almost 100 years old and Banbury eligible, once recommissioned it would make an interesting mount for use on Vintage runs and rallies. It is offered with some old MOTs and current V5C.
Estimate: £4,500 - £5,500*
Reg No: Unregistered MOT: Exempt Frame No: Not visible
The original Triumph Grand Prix was introduced for competition use in 1948 and was developed by the competition shop from a design introduced some 11 years earlier. Powered by a much-modified T100 motor with a lightened and polished crankshaft with roller bearings, heavy-duty con-rods, dry sump lubrication, BTH racing magneto, raised compression and a lightweight alloy cylinder barrel and head fitted with lightened, polished valve gear and twin Amal Carbs, the Grand Prix was an immediate success. The cycle parts were based on the T100, but modifications included uprated brakes, close-ratio gears and an exposed primary drive.
This c.1953 Triumph Grand Prix evocation was purchased by the vendor as a project several years ago. Sadly, he has struggled to find the time to progress with it, and only a few small jobs have been completed during his ownership. We have not been able to view the frame number due to the extra-large fuel tank, and there is no engine number. The engine turns over with compression, but it will require a small amount of attention before it can be run again. Sold without paperwork, this should make a wonderful project for an enthusiastic restorer or special-builder.
As seen in the ‘Boon’ TV series
Estimate: £2,800 - £3,200*
Reg No: EOL 574C MOT: Exempt Frame No: A50-10508
The A65 Lightning was designed as a sports machine aimed for export to the USA to complement the more touring orientated Thunderbolt. A closer ratio gearbox combined with a higher lift cams made for lively acceleration and performance at higher RPM than the standard A65.
‘Boon’ was a popular British television drama starring Michael Elphick and later Neil Morrissey. It was created by Jim Hill and Bill Stair and originally broadcast on ITV between 1986 and 1995. It revolved around the life of an ex-fireman called Ken Boon, played by Michael Elphick, who was a motorcycle-obsessed small-time businessman working as a private investigator, bodyguard and running a motorcycle courier firm called “Texas Rangers”. Bikes featured heavily in the show, especially the Red A65 Lightning with its panniers and top box showing the star shaped logo of the courier company. Bought by the vendor’s family in 2012, it is thought to be one of three A65s used throughout filming, with this one being the bike that would have been attached to a trailer to film moving shots. It comes with a folder of receipts and history and some spares together with a couple of signed photos of the stars and current V5C.
Single ownership for 45 years
Estimate: £2,500 - £3,500*
Reg No: YWG 425 MOT: Exempt Frame No: 9822
Velocette was the name of motorcycles made by Veloce Ltd. in Hall Green, Birmingham, between 1905 and 1971. Veloce was a family-owned firm which sold almost as many handbuilt motorcycles during its heyday as the likes of Triumph and Norton. Although small, it was a great technical innovator and many of its patented designs are commonplace on motorcycles today. The company was ‘always in the picture’ in international motorcycle racing from the mid-1920s to the 1950s, culminating in two 350cc World Championship titles, and its legendary and still-unbeaten 1961 record of averaging over 100mph for 24 hours on a 500cc single-cylinder machine, set by a Velocette Venom.
This very handsome Velocette MAC was purchased by the vendor in 1980 as a ‘bitsa’ project, based around a 1951 frame and Webb heavy-weight forks. The project stalled from 1982 until 2018, when it was finally sent to Anson Classic Restorations to be completed between 2019 and 2021, with many new parts used. During the rebuild, it was converted to 12v electrics, including an Alton alternator and Wassell electronic ignition. The ‘Velo’ has now stood for a couple of years and would benefit from some light recommissioning and the ignition timing checking. It is offered with a V5C and an old-style logbook.
Reg No: NL02 WTV MOT: None
Frame No: JH2SC45A22m200454
The V-twin VTR1000, introduced in 1997, was built by Honda to compete with Ducati in the showroom and on the race track with the heavily modified homologation special SP1 RC51 going on to win the 2000 World Superbike Championship and the later improved SP2 winning in 2002 with Colin Edwards on board both times.
This stunning SP2, being offered at ‘no reserve’, appears to be in extremely good and amazingly original condition. The VTR1000 SP-2 RC51, to give it its full name, is a true collector’s motorcycle and proved to be the last time the mighty HRC created a road-going homologation special. Kept in an enthusiast’s small private collection since 2012, it is still fitted with its genuine Honda ‘HM MCF E2’ stamped silencer boxes, parts that very often were replaced back in the day. Included in the sale will be a letter of authenticity from Honda UK, an owner’s manual, a workshop manual, a service book, an original sales brochure, old MOTs, receipts, service receipts and a current V5C. Run recently, it will need the normal checks prior to use, but will surely become a future classic.
One of the greatest ‘80s superbikes
Estimate: £20,000 - £24,000*
Reg No: E988 NOW MOT: Exempt Frame No: RC302001376
Built to homologate a new racer for the World Superbike Championship, the Honda VFR750, or RC30, achieved numerous competition successes besides being an excellent road machine. It was developed from the Honda RVF750, one of the leading racing bikes of the mid-1980s. The compactly-designed 748cc engine employed four cylinders (70 by 48.6mm) mounted in pairs at 90 degrees. Double overhead cams and 35mm carburettors were used and a one-way clutch helped minimise rear-wheel hop during down-changes.
Much attention was paid to weight-saving and compactness. Twin aluminium radiators were employed and the aluminium-alloy frame was complemented by a single-sided swinging arm with ‘Pro Link’ suspension. Conventional 43mm forks with multiple adjustment graced the front end and carried twin four-piston callipers acting upon twin 310mm discs.
A ‘basic’ machine in road trim generated a claimed 112bhp, but this could be increased to 135bhp with the HRC race kit. The RC30 vindicated itself when Fred Merkel secured the Superbike World Championship in 1988 and 1989. The new model instantly became sought-after and highlypraised, although its high price and limited availability meant few were lucky enough to obtain one.
This 1988 VFR750 RC30 is in very good, original condition. Displaying 31,250 miles, it has been part of a small Honda collection since 2017. It was imported into Britain in 2016 and enjoyed for a while, but it has recently been recommissioned after a period out of use. The carburettors have been ultrasonically cleaned, and consumables such as the spark plugs, oil filter and brake fluid have been replaced. There are lots of photos, many service receipts, a fully-stamped main dealer service history and an original owner’s handbook and two keys. It is lovely to see it still with original brake hoses, an uncut rear mudguard, and so on. It has clearly been cherished, as its excellent condition testifies. It is offered with the current V5C and is described by the vendor as ‘ready to go’.
Estimate: £5,500 - £6,500*
Reg No: WAS 813
MOT: Exempt
Frame No: 3059271
Towards the end of 1930, the Arthur Carroll-designed overhead-camshaft engine was introduced on Norton’s CS and CJ road models, and in 1932 these were joined by a new top-of-the-range sports roadster – the International - which bore a closer resemblance to the works racers and was equally at home on the racetrack. By the time production halted in 1939, the ‘Inter’ was being built with a four-speed foot-change gearbox and plunger rear suspension (the so-called ‘Garden Gate’ frame). It reappeared after the war in a similar guise, save for the adoption of the hydraulically-damped Roadholder front fork. A number of Internationals formed the basis for home-built specials.
This 1935 International Special was created by the previous owner some 25 years ago from parts he had collected. Both the builder and the present owner have enjoyed using it during the summer, primarily for local road runs and the odd steam rally, but it has not been taken onto the road for a couple of years so some recommissioning will be in order. The combination of the racy proportions and ‘oily rag’ patina make this one of the most attractive pre-war specials to our eyes. It comes complete with the current V5C.
Reg No: PHR 278F
MOT: Exempt Frame No: T305 13350
This rare Suzuki Laredo T305 has been restored by renowned Drag Racer and engineer Pip Higham, keeping as much originality as possible. In his own words.... ‘finding a 305 to complement my TC200 was quite difficult. I eventually found one and paid far too much for it, and then even more getting it to this standard. I rebuilt the chassis using original parts wherever possible, retaining the original Takasago rims and lots more, I fitted a replacement front mudguard and covered the seat with a very impressive cover from Russ at Old School, the paintwork was handled beautifully by Jon Speller, fortunately the fuel tank was immaculate inside having lived an Ethanol free existence. Obviously, I fitted new tyres, battery, cables and much more. Both instruments plus the entire wiring harness needed to be replaced having suffered the ravages of high temperature and a careless previous owner, the engine was carefully rebuilt, carburettors brought back to life and, after a while I was able to use it a couple of times, It would, no doubt, benefit from some more TLC but rides well, the motor strong and everything works correctly’. Not run since last year it will need the normal checks before use.
Reg No: 816 YUB
MOT: Exempt
Frame No: 250158
This little Ducati, offered at no reserve, has been restored by Pip Higham keeping a good degree of originality. In his own words....’I bought the 100cc Sport off an Ex Minardi F1 mechanic who rescued it from Italy, setting off a five year restoration of the ‘Little Blue Bike’. It appears to be an early one with an engine number of 250020, suggesting it’s the 20th of its breed. The frame is distinctive in having a pressed steel down tube, the front engine mount is a ‘three bolt’ design, the rear section bolts on and the pillion footrest supports are subtly different, all details of interest to enthusiasts. The bike has undergone a comprehensive overhaul, the engine benefits from all new bearings and many other new bits, the piston rings are from two different varieties of Honda 90 as the originals are rare, and the Honda ones are better quality! The correct OEM Barruzzo steel rims are in place, and even have genuine CEAT tyres as original. The list goes on, from the tiny Dell Orto UA19S carb to the ‘Catalux’ rear light, the correct ‘Super Pratic’ chain driven twistgrip...’ Not run since last year it will need the normal checks before use.
Reg No: Unregistered MOT: Exempt Frame No: 02014
This beautifully presented Ducati, being offered at ‘no reserve’, has been excellently restored by Pip Higham using his many years of experience. In his own words....’Considered by many to be Ing.Taglioni’s finest creation, this little 175 has never seen action since it underwent a comprehensive restoration job with the bodywork refinished by Pete Priest. An early model identified by the ‘Pressed’ front downtube, the ‘bolt on’ rear loop and swaged style rear footrest mountings, significantly different front forks, yokes and headlamp brackets. The ‘Jelly Mould’ tank is in perfect ‘never seen Ethanol’ condition, the hubs are all correct, OEM Barruzzo steel rims (18 inch) are installed with new tyres and plated, not stainless spokes. The one debatable departure from standard trim is the fitment of the Dell Orto SSi 27A ‘Green Label’ carb, originally it would have had a strangulating UB24 Dellorto, but I really like the 27mm SSi! There are many more intriguing features and rare parts on this typically Italian curvaceous bike’. Having not had time to complete the registration process, it is supplied with a NOVA number and all the paperwork needed to aid registration with DVLA.
Estimate: £3,000 - £4,000*
Reg No: Unregistered MOT: Exempt Frame No: 4A1 008837
Yamahas first bike, produced in 1954, was the YA-1 a copy of the German made DKW RT125. This proved an immediate success in sporting events starting a long tradition of achievement that goes on to this day in Moto GP. The introduction of Yamahas over the counter race bikes in the late 1960s revolutionized racing allowing anyone to buy a race ready bike capable of winning TTs and GPs. The water cooled TZ250 and 350 models must be the most successful racing bikes ever produced. This rare and extremely collectible bike has been part of an enthusiast’s small private collection that has been waxoiled and stored away for a number of years. Unfortunately, not much is known of its history but unlike most race bikes, it looks to have survived in mostly original trim apart from a Lockheed/Spondon front brake caliper. The engine number is clearly 4A1-008837 and the frame number, not quite as clear, looks to match suggesting its a 1980 G model. The original wire wheels with DID alloy rims are still in place and the rest of the bike appears standard. Supplied with spare radiator and spare pair of expansion chambers.
No Reserve*
Reg No: Unregistered MOT: Exempt Frame No: Not visible
New Hudson was a Birmingham-based company that started as a bicycle manufacturer in 1890. They branched into motorcycles in 1903 and were later purchased by BSA in 1943. The overhead-valve 1926 Super Vitesse 350cc was conceived as a speedy, highperformance model. It was launched at a time when New Hudson was having great success in competition, especially with Bert le Vack, who set the 50-mile standing start record at Brooklands on 13th August, 1926, averaging 94.45mph. He was also the first rider to lap Brooklands at more than 100mph, riding a 500cc New Hudson.
This New Hudson Super Vitesse has been fully restored to concours condition by the National Motorcycle Museum and is now being offered for sale, at ‘no reserve’, to make space for a new workshop in Hall 3 of the Museum. Since it has been restored, the New Hudson has not been used, so some recommissioning and running-in will be in order. There are not many opportunities to acquire Vintage motorcycles which present as if they have just come off the showroom floor, and the New Hudson Super Vitesse is a rarity in any condition, so this one must be worth some serious consideration.
Part of the NMM collection
Estimate: £8,000 - £10,000*
Part of the NMM collection No Reserve*
Reg No: Unregistered MOT: N/A Frame No: Unknown
The reborn Triumph Motorcycles set up their factory backed race team in 2003, using the experienced Valmoto team of Jack Valantine and Steve Mellor. Immediately competitive in the British Supersport Championship with riders Craig Jones and Jim Moodie, the highlight was victory in that year’s Junior TT. With roads specialist Bruce Anstey and John McGuiness joining Jim Moodie, Bruce won the race, giving Triumph their first TT victory since 1975 also taking the manufacturer’s team prize. The team continued in 2004 with Craig Jones winning at Donington, but after increasing the road bikes capacity to 650cc, they were no longer eligible and the company withdrew from racing. This important part of British motorcycle racing history has been on display in the National Motorcycle Museum for a number of years. All five of the original team bikes have formed part of the racing bike section display, and like any race bike, they were constantly evolving during their competition life. The fairing on this example bears the name of Callum Ramsey, one of the teams riders in the 2004 British Supersport series. A fantastic opportunity to acquire a rare and collectible bike with a good history.
Reg No: VJO 394 MOT: Exempt Frame No: J122 59078
Norton started building motorcycles with French and Swiss engines in 1902. In 1907, a Norton with a Peugeot engine won the first Isle of Man TT race, starting a long tradition of sporting excellence and going on to dominate racing in the 1940s and 1950s. Developed for their Manx Norton race bikes, the legendary Featherbed frame eventually made its way onto the road in 1953 housing the 500cc Dominator twin cylinder engine. By the late 1950s the engine had been increased in capacity to 600cc and then 650cc fitted into the classic Featherbed frame, matched to equally iconic Roadholder front forks and alloy full width hubs. This beautifully presented Dominator Model 88, offered at no reserve has been part of the display at the National Motorcycle Museum for a number of years. A matching numbers bike featuring the perfect combination of Norton’s Featherbed frame with Roadholder forks, the Model 88 set the standard in handling for years. The bike was supplied new by Kings of Oxford and looks to have spent most of its early life in South Wales. A great opportunity to acquire a fantastic looking bike finished in Polychromatic grey with a good history, stood for a while on display it will need recommissioning before use and will be supplied with its original buff log book and a V5C registration document.
No Reserve*
Reg No: Unregistered MOT: Exempt Frame No: Not visible
Produced by the Birmingham Motor Manufacturing & Supply Company from 1900 and making its début at the National Show at the Crystal Palace, Rex was one of Britain’s earliest motorcycle manufacturers. They soon merged with a Coventry maker of bicycles and cars named Allard (no relation to the Putney firm), proudly claiming to be ‘The King of British Motors’. Rex-JAP motorcycles were produced from 1912 to 1916 and sold by the Premier Motor Co. of Birmingham with a range of singles and V-twins. Initially, the machines had two-speeds and belt drive but, by 1914, the V-twins were equipped with three speeds and chain drive. The Rex range continued until 1916 but the marque did not re-appear after the Kaiser War, with Rex amalgamating with Acme Motorcycles in 1922 to form Rex-Acme. The new company survived until 1933.
Pioneer V-twins rarely come to market and this c.1912 Rex is one of the greats of its day. Freshly emerged from shed storage with other early bikes, it was purchased by the vendor with the intention of finishing the restoration, but he never found time and the project stalled. A few parts are missing, but this machine is largely complete and will make a very rewarding project for a capable restorer.
Estimate: £10,000 - £12,000*
Reg No: GSK 338 MOT: Exempt Frame No: 73110
Towards the end of 1930, the Arthur Carroll-designed overhead-camshaft engine was introduced on Norton’s CS and CJ road models, and in 1932 these were joined by a new top-of-the-range sports roadster – the International - which bore a closer resemblance to the works racers and was equally at home on the racetrack. By the time production halted in 1939, the ‘Inter’ was being built with a four-speed foot-change gearbox and plunger rear suspension (the so-called ‘Garden Gate’ frame). It reappeared after the war in a similar guise, save for the adoption of the hydraulically-damped Roadholder front fork.
Purchased in 2006 by the vendor, the VMCC reports that ‘GSK’ (frame no 73110) was despatched from Bracebridge Street in November 1936 to Jordans and correctly recorded as a Model 30, indicating an International model. This is an excellent opportunity to acquire a very nicely restored example of the revered race-bred OHC Norton International. The history file includes old MOTs and tax discs, original instruction/ maintenance manual, workshop notes, letters, sundry paperwork, related BMS publications and V5C. The vendor advises that the machine has had little use in recent years and will require the usual checks before starting and use.
Estimate: £7,000 - £9,000*
Reg No: R100 AUG MOT: None Frame No: ZCGF511BB8V007029
MV Agusta dominated Grand Prix racing in the 50s, 60s and 70s. Inline 4-cylinder engines were a characteristic feature of their race bikes and a very exclusive range of 600cc to 860cc 4 cylinder road bikes became the most desirable and expensive bikes available at the time. Motorcycle production ceased in 1977 to concentrate on the more profitable helicopter division, only restarting in 1999 after the Castiglioni family took over the name and launched a new range of 4 cylinder Superbikes. Their first model, the F4 750 was created by legendary motorcycle designer Massimo Tamburini at CRC (Cagiva Research Center), following his work on the Ducati 916, with a full 1000cc version being launched in 2006. In 2007 the F4 1000 R312 was released by the Italian manufacturer to celebrate the 312km/h top speed, a significant achievement at the time. This beautifully presented R312 was bought by the vendor in 2014 and has spent most of its time since on display in his lounge. Maintained by the owner, it will be supplied with genuine MV front and rear paddock stands, branded dust cover and a rain cover, original exhaust, MV Agusta riding jacket, book pack and current V5C.
Original Manx Daytona engine
Estimate: £9,000 - £11,000*
Reg No: Unregistered MOT: Exempt Frame No: Not visible Norton named their 1947 racing model the Manx after earlier successes on the Isle of Man. It was a lightly redesigned version of the pre-war racing International, an overheadcam single-cylinder machine available as a 350cc or 500cc. The works racers were experimental models, and a version was available for sale from the factory, but only to special customers. Fitted with the McCandless brothers’ Featherbed frame for 1950, the Manx gained a new lease of life on the great road-racing circuits, the new frame allowing the fine steering necessary for high-speed navigation of the fastest courses of the time. Manx Nortons account for one of the most replicated bikes in history, but this 1949 example utilises an original Manx frame and a Daytona Manx engine, of the type fitted to the Nortons which raced in the Daytona 200 in the late ’40s and early ’50s – engine number nine of nine, no less. This machine was built into its current guise in the 1970s in California with a replacement frame, possibly owing to the original incurring damage during racing. It has not been run for some time, therefore recommissioning and the usual checks are to be recommended. A dating certificate from the Norton Owners’ Club confirms the authenticity of the components of this beautifully-presented machine.
Estimate: £8,000 - £11,000*
The Rudge Ulster was made famous by Graham Walker’s victory in the 1928 Ulster Grand Prix thus giving the bike its name. It was one of the first occasions a road race had been won at an average speed of over 80mph, setting a lap record at over 82mph. The model became the mainstay of road racing in the day, with even Enzo Ferrari running a race team using Rudge machines. Supplied ready to race to privateers, and comparatively inexpensive, it would win many honours in the Isle of Man TT and other international events.This example has been with the vendor since 2001 as part of a private collection and was subject to a major restoration around 1999. Used regularly on club runs it is offered with a history file including purchase receipt, letters, invoices and various invoices relating to the 1999 restoration plus a copy spares list. The vendor advises it is a wonderful machine to ride but has had little recent use and will require the usual checks before starting and use. The Ulster is noted for its low riding position and wonderful handling and this example represents a nicely restored machine remaining in good order following restoration some twenty five years ago.
Estimate: £2,000 - £3,000*
Reg No: 993 JRB MOT: Exempt Frame No: RS11234
Launched in November 1955, the Velocette Viper was a higher performance version of the company’s sprung-frame 350 MAC. Nicely made and finished, the Viper was the 350cc sports bike of choice for many. Enjoying a long production life, the model was more expensive than most rivals and so sold in smaller numbers.
This example was supplied new by Bill Lomas (Motorcycles) Ltd of Clay Cross, Derbyshire, in 1959. Entering the current ownership over sixty years ago, the Velocette was in regular service up until 2024. Known in the vendor’s family as ‘Nellie’, the Viper was repainted some time ago. Reportedly well maintained, the motorcycle has been uprated with BTH electronic ignition and an improved oil filter. Starting readily during our current photography session, the Viper is deemed to be ‘in very tidy overall condition’. ‘Nellie’ has escaped conversion to 500cc Venom specification and boasts its correct original engine, frame and registration numbers. Accompanied by a good history file including 1963 sales receipt, invoices, tax discs, early MOTs and other paperwork.
The property of well-known actor and enthusiast Chris Barrie
Estimate: £2,500 - £3,500*
Reg No: GAX 174 MOT: Exempt Frame No: XA7476
The A7 was the first of the twin-cylinder BSAs. The outbreak of the Second World War delayed the launch and several prototypes were built during the war, with the model finally arriving in September, 1946. The very first A7 was flown to Paris for the first motorcycle show after the war. There was huge post-war demand for affordable transport and the appeal of the attractively simple A7 twin was bolstered by the slogan ‘It’s time YOU had a BSA!’
This delightfully original 1947 A7 is accompanied by a rare Bracknell sidecar. Impressively, the A7 retains its telescopic centre stand, which was often dispensed with in period. It was last run several years ago – with good compression and selectable gears, we are advised –so it should not take much to put it on the road again. For the sidecar to be fitted, it will be necessary for its frame to be repaired – it requires some fabrication work and is missing its springs. The sidecar body is intact but requires a new screen. The A7’s ‘oily rag’ condition charmed the present owner, Chris Barrie, who, besides his television rôles in Red Dwarf and The Brittas Empire, is also a well-known motor enthusiast. The bike retains its old buff logbook, but the registration will have to be reapplied for.
Exquisitely restored
Estimate: £4,500 - £5,500*
Reg No: FNE 790F MOT: Exempt Frame No: R3-02499
Yamaha’s YR3 was the third and final iteration of their first 350cc sports bike. The company had rather been ‘playing catch-up’ when it came to machines over 250cc. In 1966, reengineering the 250cc YDS series to squeeze out a bit more power was the best Yamaha could do to field a competitor against bigger offerings like the 305cc Honda CB77. Further challenged by Suzuki’s Super Six T20, Yamaha responded with Project YX03 in 1967, which provided the basis for the fresh but oddball YR1 (with a new approach to porting), finally giving it the 350 sports-twin it needed. The engine and peripherals were revised to create the YR2 and then, for the 1969 model year, Yamaha launched the YR3 – a potent creation which sold well.
This exquisitely finished, early-production YR3 from 1968 has been a labour of love for its restorer. The attention to detail that went into it is self-evident and it now appears very much in show condition. During the rebuild, the Yamaha benefitted from new old-stock parts wherever possible, and it now presents beautifully and runs like a dream. The vendor has been using it regularly since the restoration and says it starts ‘on the button’. It comes with several new old-stock parts, the current V5C, handbooks and keys.
Estimate: £7,500 - £9,500*
Reg No: AYE 238
MOT: Exempt
No Reserve*
Frame No: 33337
The best-known AJW motorcycles were the Grey Fox and the Red Panther but the company also fielded a Silver Fox, Silver Vixen, Vixen, Flying Vixen, Flying Fox (with a Rudge Ulster engine) and Speed Fox. With a torpedo-shaped fuel tank and full duplex tubular loop frame, the latter’s engine had twin-port heads and double exhaust pipes down each side. Enthusiastic AJW owners included Brooklands racing champions Claude Temple and Joe Wright. Production was limited so they became fairly exclusive, with just 250 motorcycles produced in their best year.
In current ownership since 2007 and regularly exercised on VMCC club runs, this example is reported to be a lively mount with ample performance and good manners! The impressive specification includes the well respected twin port Rudge Python engine as standard equipment, whilst the history file includes various invoices including the purchase receipt. Fitted with an operational Rudge lighting system it is said to be in very good order throughout. An excellent opportunity to acquire a rare machine, noted for its sporting credentials and ‘twin port, low slung’ good looks.
Reg No: SH 1060 MOT: Exempt Frame No: Not visible
Phelon & Moore (P&M) of Cleckheaton, Yorkshire, produced motorcycles from 1904 to 1967. The company was founded by Joah C. Phelon and Harry Rayner, and it became known for its unique frame design where the engine acted as a stressed member. The 1909 P&M is notable for its innovative design, particularly its large, sloping 40-degree singlecylinder engine, still characteristically incorporated into the chassis structure. The stressed engine would remain a feature all the way through P&M production, from the initial 500cc model to later 645cc versions.
This charming 1909 P&M has some great history, having been discovered by a Mr. Elliott in the early 1950s. Mr. Elliott immediately embarked upon a restoration, and soon after, in 1953, it was granted Pioneer Certificate no. 196 from the Sunbeam Motor Cycle Club. The P&M has passed through a small number of owners since, and the condition has nicely mellowed to what you see here today. This very historic and well-documented machine has a large file of paperwork containing letters between various owners, two Pioneer Certificates (the second, no. 306, issued in 2002), a photograph taken upon its discovery, the current V5C and a buff logbook from 1962. Having been in storage for a number of years, it will need some recommissioning before use.
A stunning example
Estimate: £26,000 - £29,000*
Reg No: PFJ 885G MOT: Exempt Frame No: NM1/218
For about 15 years after the end of production, racers were still adapting the Vincent V-twin for all kinds of motorsport, in which it proved fiercely competitive. John Surtees is recognised as the original Norvin creator, but many have since mated Norton’s Featherbed frame with Vincent’s formidable twin. This marvellous Norvin has been produced by top Vincent restorer and Norvin builder, John Mossey, whose business JMC Classics has created and produced many exceptional Norvins and Egli-Vincents. “The basis is a Burgess featherbed frame, made to our design. This enables us to get the Vincent engine to sit more forward and lower than they used to, for better handling.” John Mossey
It benefits from Menarini hubs, a JMC sideline frame, Öhlins shocks, Ceriani adjustable forks, 18in flanged rims, JMC’s alloy fuel tank and oil tank, aluminium mudguards, magnesium drum brakes, a 5in speedometer, belt drive and a left-hand gear change. On top of that, it weighs just 400lbs. DVLA records show it as manufactured in 1968 and first registered in 2022. The vendor has only ridden the Norvin around 83 miles since its completion, but it must sadly be sold on health grounds. Demonstrating craftsmanship at its very finest, the Norvin comes with a current V5C, and is said to start ‘on the button’ and ride very well.
No Reserve*
Reg No: 804 XVJ
MOT: Exempt
Frame No: 12877
This beautifully presented Ducati, offered at no reserve, has been restored and subtly modified by Pip Higham. In his own words.... ‘ At first glance its has a normal Ducati 100 but on closer inspection you spot the Aprilia upside-down forks, Talon hubs, 17 inch alloy rims with new Michelin tyres and disc brakes. It has a steel tank, new seat, 12V lithium battery and volt meter. The engine started out as a 160cc baby Monza, however, it has been radically modified with special one off straight cut primary gears and a Japanese clutch. The crank features an offset crankpin to shorten the stroke with a new Honda conrod, there’s a spare pin which will be included to build either another short stroke or flipped to make a long stroke motor. The engine has a Honda piston and the cylinder and bevel drive were shortened to suit. The cylinder head was re-worked by Roger Upperton and has coil springs and Titanium valves from a Hayabusa! Amazingly, it all works together with a Mikuni Flatslide carb and simple megaphone exhaust, and it has all new bearings throughout.’ Not run since last year, it will need the normal checks before use, supplied with current V5C.
Reg No: Unregistered MOT: Exempt Frame No: 74135299
The 741 model was designed in 1939 to for use by US and Allied forces. It featured a flathead 500cc V-twin engine based on the civilian Thirty-Fifty model and was mainly used by despatch riders due to its durable and relatively lightweight design as opposed to the heavier, albeit faster Harley Davidson WL models. The three-speed transmission with hand change and a foot-operated clutch was typical for the day and was produced until the mid 1940s, with around 35,000 being made.
This nicely presented Scout, offered at ‘no reserve’, appears to have spent most of its life in Holland with the accompanying Dutch paperwork suggesting it was manufactured in 1945 and first registered there in 1954. Possibly brought to Europe towards the end of the war, it was imported into the UK in 2017 and comes supplied with a NOVA number to aid registration with the DVLA. This rare model has been part of an enthusiast’s private collection for the last few years and having not run for a while, will need recommissioning before use, however, the engine turns over on the kickstarter. It is offered with various Dutch registration documents and the aforementioned NOVA number.
Reg No: VPV 700X MOT: Exempt Frame No: GS100X00500318
This incredible one off by Pip has been documented in various magazines and is a credit to Pip’s skills. As he explains.....’A challenging project, I stopped counting at 1000 hours! The spec is roughly:- 6 cylinders, 24 valves, 10 main bearings and 20 cylinder hold down studs!! It has DTA digital engine management - the system is all new and currently running a DTA generic map, it would benefit from mapping more precisely, and I will include a Toshiba laptop (with DTA software) plus the relevant cables, also a controller which allows much more rapid changes to be effected in real time. Otherwise the running gear is all more modern Suzuki with a later swing arm converted to twin shock, rebuilt Six pot Tokicos up front and £2500 worth of amazing Racefit Titanium exhaust that will definitely not pass any Db test!’ A unique opportunity to acquire a fascinating one-off special that will draw crowds at any gathering, supplied with the aforementioned computer equipment, a bespoke set of 6 carbs, the original plug for casting the cylinder block. Not run since last year it will need the normal checks before use, supplied with a current V5C.
Legendary 1970s Formula 750 racer
Estimate: £13,000 - £17,000*
Reg No: Unregistered MOT: N/A Frame No: Not visible
Pip Higham is a highly respected former motorcycle dealer, classic magazine columnist and record breaking drag racer who was inducted into the British Drag Racing Hall of Fame in 2017. This beautifully presented Ducati, being offered at no reserve, has been restored and subtly modified by Pip and ‘has all steel mudguards, toolboxes and a ‘zero ethanol’ fuel tank and has been totally rebuilt from stem to stern, with paint by Pete Priest, as a bike to ride. The engine was originally a 250cc Daytona, however it benefits from a 350cc ‘solid rocker’ Mark 3 top end, giving it a capacity of around 300cc with superior breathing. A Dellorto SSi 28 is fitted, properly sorted with a newly manufactured 2.5mm needle jet, 12V electrics with LED indicators and a sensibly sized fuel tank, the bars are intended for touring, as are the footrests. The wheels have been rebuilt with alloy rims, new spokes and tyres. The front brake is a Grimeca double sided unit, controlled by a dual pull ‘Matador’ style lever and there is a centre stand and a ‘kick out’ style side stand for convenience.’ Not run since last year it will need the normal checks before use. Supplied with current V5C.
Yamahas race bikes revolutionized racing, allowing anyone to buy a bike capable of winning TTs and GPs. One of the most successful ever produced is the legendary 4 cylinder TZ750 that dominated Formula 750. This rare machine has been part of an enthusiast’s private collection and stored for a number of years. Unfortunately, not much is known of its history but it looks to have been modified throughout its competition life. The engine number of 409-100147 suggests its a 1976 C motor, the frame looks like a 1977 D monoshock but no number is visible, the vendor was told many years ago that it was possibly a new unstamped item back in the day. Interestingly, it has an aftermarket swinging arm fitted, thought to be made by Eric Offenstadt, backed up by the SMAC cast wheels front and rear. A standard TZ750D style swinging arm and a pair of Campagnola wheels are included. Whilst obviously needing full restoration, it does not appear to have had a hard life with no obvious signs of repairs on the crankcases and the expansion chambers appear in good condition. A rare opportunity to acquire a fascinating project to return to the track for parades or classic racing.
OHV ‘saddle-tank’ sports model
Estimate: £7,000 - £8,000*
Reg No: LJ 1689
MOT: Exempt
UK supplied example
Estimate: £3,200 - £3,800*
Frame No: S 38546
The OHV Model 18 was developed from the 16H, becoming the sporting rider’s choice in the 1920s with riders like Alec Bennett and Stanley Woods enjoying considerable success on the short circuits and at IOMTT. Regarded as one of the best all-round sporting motorcycles of the 1920s, gaining further notoriety by being ridden by Che Guevara on his famous tour of South America. This beautifully presented Model 18 was despatched to Craze Brothers of Boscombe in August 1929 and first registered in 1930. It appears to have spent most of its life around the Brooklands circuit, and being supplied in sports trim with an ‘S’ stamped frame and an Amal 15TT carb, likely spent time on the track. In 1944 it was purchased by the neighbours of Flying Officer Francis Collins, an RAF pilot killed in action in April that year. It stayed in one family ownership for 84 years, having been at the Brooklands Museum being gradually restored until bought by the vendor in 2018 who completed the restoration to the fantastic condition seen today. A well-documented bike supplied with correspondence from its long-term owners, a Norton Owner’s Club dating letter and current V5C.
Reg No: XAJ 84K MOT: Exempt Frame No: 22088
The Suzuki Motor Co.began to produce clip-on engines for pushbikes after WW2. These proved an immediate success and by the early 60s were second only to Honda in numbers of two-wheelers manufactured. In the early 1970s the T250, GT250 and T350 twins, and the GT380, GT550 and GT750 triples proved to be ‘the last hurrah’ for the large capacity two stroke engine before emission regulations brought their demise. This authentically restored 350 twin appears to the one of the rare ‘TT350’ models, only available for a short time in 1971/72. Together with the TT250, it was an interim design incorporating some of the features found on the upcoming 1972 GT250K models such as the tank and seat. A UK supplied bike, it was sold new by a dealer in Scarborough to its first owner, who kept it until 2019. It has been authentically restored by the vendor, including an engine overhaul with new crank seals and new pistons and rings, new tyres and battery and the frame powder coated. Many other new or original restored parts were fitted, including almost impossible to find silver cables and braced handlebars. Run recently, it will come supplied with a V5C.
Estimate: £5,000 - £6,000*
Les Williams Special
Estimate: £5,500 - £6,500*
Reg No: TFF 439 MOT: Exempt Frame No: 1812165
The R60 and R60/2 were manufactured from 1956 to 1969 in BMW’s Munich factory, with some 20,133 of these 600cc shaft-drive, opposed-twin R60s being built. These models were designed primarily as rugged motorcycles for pulling sidecars (mounting points were built-in) and had duplex tubular steel frames. Famously, in the 1974 book Zen and the Art of Motorcycle Maintenance, John and Sylvia Sutherland accompany Robert M. Pirsig, the author, and his son Chris, on a 1968 road trip from Minnesota to San Francisco riding a BMW R60.
A handsome example of an R60/2, this bike was purchased by the vendor in April, 2024, and has benefitted from some slight improvements during his ownership. The carburettors were vapour-blasted and overhauled in May, 2024, and the points and coil were replaced in June, 2024, in an effort to get the motorcycle started. Entrusted to a local specialist, they subsequently managed to revive the machine to running condition, however, the coil can still get very hot. They have therefore advised a partial rewire and ignition switch replacement. Cosmetically, the BMW looks fantastic, so it is surely worth a bit of tinkering to bring the mechanical and electrical side up to the same high standard.
Reg No: JKH 714L MOT: Exempt Frame No: T150V GH05889
The Trident triple was essentially one and a half 500cc twins and proved to be the last success story for Triumph, dominating the early years of Formula 750 racing. After the factory closure, many staff started their own companies specialising in modifying and tuning Triumphs. Probably the best known was Les Williams, the Triumph race team manager best known for Slippery Sam, the T150 which won at the Isle of Man for five consecutive years, who set up in spares and servicing business producing many bespoke models. This stunning Trident was commissioned by a Swiss enthusiast who appears to have sent the bike to Les to be rebuilt as a Slippery Sam Replica with a few personal touches. Finished in British Racing Green, it will be supplied with a single racing style seat together with a spare dual seat and is fitted with classic ‘Ray Gun’ style silencers. The front brakes are twin Lockheeds with alloy rims front and rear shod with period correct Dunlop TT100s. The dashboard has an additional oil pressure gauge fitted and the carbs have been replaced by the vendor with a set of Mikuni flat slides. Run recently, it will be supplied with some paperwork and current V5C.
Reg No: Unregistered MOT: Exempt Frame No: C15S 2273
The Birmingham Small Arms factory was established in the Small Heath area of Birmingham 1861 manufacturing weapons. Around 1900 they started making bicycles progressing to motorcycles a few years later. BSA went on to be one of the world’s largest producers of motorcycles up until its demise in the early 1970s. In the days when learners could ride a 250cc on L plates one of the more popular models was the C15 which would become the mainstay of pre 65 trials events. The C15T was a factory built trials version with more ground clearance, special gear ratios, 20” front wheel and high level exhaust pipe and proved to be competitive at club and national levels, remaining essentially unchanged until 1965. This genuine C15T, offered at no reserve, is the factory trials version and not a replica made out of a standard C15 like so many others. It is supplied with a correct matching number Amal carburettor and its original RF60 buff log book, showing it was first sold by W L Handley Limited of Birmingham in February 1961 as 325 COX, although it is no longer registered with DVLA. Run recently, the bike could be recommissioned as is or restored back to original.
Estimate: £1,800 - £2,200*
Reg No: DSW 64X MOT: Exempt Frame No: JB199-14187-B
The Bultaco motorcycle company dates from 1958 when Francesc “Paco” Bultó, at the time a director of Montesa decided to branch out on his own. In the midst of Bultaco’s financial crisis that eventually led to its closure, the new Sherpa T was presented at the 1981 Barcelona Motor Show. Equipped with a new six-speed gearbox and a lighter chassis, it was a replica of the prototype developed by Yrjö Vesterinen during the 1981 season with heavier flywheels to compete with the 4 strokes. It was the last version of the Sherpa T and marked the final development of the most celebrated trials bike of all time, having dominated the discipline for over fifteen years. One of the most noticeable features was its white frame, which is why it became known as “the white one”. The engine was overhauled a couple of years ago by renowned Bultaco expert Mick Danby and has only been used a couple of times since. Last run 12 months ago it will need some recommissioning before use. A rare and collectible bike and one of the last produced by the original Bultaco factory, it will be supplied with a current V5C.
Fully restored example
Estimate: £23,000 - £26,000*
Reg No: XXG 122 MOT: Exempt Frame No: D1709
Vincent Motorcycles, ‘the makers of the world’s fastest motorcycles’, was established in 1928 when Phil Vincent bought the rights to HRD Motors Ltd. after the company went into voluntary liquidation. Vincent acquired the trademark, goodwill and remaining components for £450, renaming the new company Vincent HRD. Initially, motorcycles were sold under the HRD name, using their own frames with proprietary engines. However, in 1934 two new engines were developed, a 500cc single and a 1,000cc V-twin. The 500cc Comets and the 1000cc Rapides and Black Shadows have become some of the most revered and collectable bikes of their era.
This matching-numbers 1939 Comet was purchased by the current owner as a restoration project around eight years ago. After examining it and identifying the missing components, he set about searching for the few items that needed to be sourced. A couple of years later, work began to restore the Comet to an exactingly high standard. The project finally reached completion earlier this year, and the present condition of the bike testifies as to the quality of the work. We have observed the Comet start and run happily, though it still needs running in plus a few basic checks before being used in earnest. It is accompanied by a current V5C, a Vincent Dating Certificate and images of the restoration.
No Reserve*
Reg No: FLK 872
MOT: Exempt Frame No: GB7077T
Velocette produced many expensive, high-quality two-stroke motorcycles of a nominal 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 range of 250s was gradually developed from the A-series and variants, spanning the H-series, Model U and more, eventually culminating in the GTP model of 1930, which was produced until 1946. It was a lightweight machine with a reputation for reliability, good steering and easy power delivery.
This little 1939 GTP has formed part of a very large collection of motorcycles encompassing many makes, models and eras. Purchased in its current condition by its late owner, it was briefly ridden before being placed into the collection. Having been on static display for many years, it will now require recommissioning before it goes back on the road. Helpfully equipped with a pillion seat, this GTP has likely received some cosmetic and mechanical renovations in the past, although it appears now with a very pleasing patina.
Reg No: CYC 842A MOT: Exempt Frame No: 1796925 Not visible
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 bigend bearings identical to those used on Hopwood’s Norton Dominator engine of ten years earlier.
This 1961 Jubilee, in its striking blue, was purchased by the late owner in restored condition for display in his extensive collection of mainly British motorcycles. Being kept mainly as a static exhibit, it still presents very nicely but will require some recommissioning before it can be used. Please note the DVLA has the Norton recorded as ‘exported’, even though it has never left Britain and still appears in searchable DVLA records. It probably amounts to a clerical error, but it may be that a NOVA number will need to be applied for.
No Reserve*
Reg No: GAD 434 MOT: Exempt Frame No: 6871
The James ML was intended for use by airborne forces during the Second World War. ML stood for ‘Military Lightweight’ and, at just 150lbs, it was deserving of the name, although it was more cheekily nicknamed the ‘mechanical mouse’. After the war, the ML continued to be produced to a civilian specification, as in the case of this survivor. Powered by a Villiers 9D single-cylinder two-stroke engine, the gearbox was a Villiers three-speed with hand change. The ML had a rigid frame with a bolted-on rear section and flat-bladed girder forks. Fitted with a single sprung saddle, the luggage rack and pannier attachment were standard fitment. The model was replaced by the James Comet late in 1948.
On offer is a lovely little 1948 James ML that has formed part of a large collection of motorcycles. It looks to be a lovely original, unrestored example, with one or two signs of a cosmetic touch-up here and there. MLs are quite a rare little machine today, so this really is quite a special survivor, especially in such original condition. After a long period of storage, it will require some recommissioning, after which it would be great fun to enjoy as an ‘oily rag’.
Military Evocation
No Reserve*
Reg No: 513 XUJ MOT: Exempt Frame No: 20241
Royal Enfield Motorcycles produced in excess of 17,000 Model C motorcycles for the War Department during the Second World War before production ceased in early 1942. Following the end of the war in Europe in May, 1945, the WD/C Royal Enfield was among the first types of War Office machinery to be sold as surplus or sold back to the factory. Having been rebuilt from stocks of both new and reconditioned parts, these post-war “new” Model C motorcycles were sold to a public eager for affordable personal transport.
This 1949 Model C is very likely one of the machines that was assembled from a combination of new and ex-military parts. At some stage in its life, it has received an extensive renovation to an appearance simulating the earlier British Army Model Cs. Subsequently, it has been in great demand with film and television companies for use on set as a background vehicle. For several years now, it has resided in a large collection of mainly British motorcycles and has not been used while in storage, so it will require some recommissioning.
No Reserve*
Reg No: AHG 7B MOT: Exempt Frame No: Not visible
Manufactured by BSA from September, 1958, until 1967, the C15 was BSA’s first fourstroke 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.
This 1963/4 C15 was purchased by the late owner in restored condition for his expansive collection of British motorcycles. The restoration was undertaken approximately 30 years ago and has aged very attractively, but in the most recent ownership the bike was used mainly for static display and has not been ridden at all for a number of years, so some recommissioning will be required. The owner had started the process of reclaiming the original registration number from the DVLA, though unfortunately he did not complete the process. However, all the relevant paperwork remains so that the next owner may begin the application again. Because of the lack of present registration, there is no V5C.
Exempt
No: BH26086
Triumph’s Bonneville range took its name from the company’s two-wheeled land speed record exploits at the famous Bonneville Salt Flats in Utah. Débuting in 1959, these road-going sports bikes switched to unit construction for 1963, while the adoption of better modulated front forks and an oil-bearing frame, some eight years later, saw handling improve still further. Introduced in late 1972, the T140V model gained a higher capacity version of Triumph’s revered twin. Benefitting from a revised crankcase design, larger cylinder barrels, a ten-stud cylinder head and triplex primary chain, this new unit was initially of 724cc but was very soon enlarged to 744cc, in which guise it reputedly gave performance approaching 120mph. The V in the name indicated the five-speed transmission, which helped the Bonneville exploit the power available from its engine to the greatest degree.
This 1974 T140V Bonneville was purchased by the late owner in restored condition for his large collection of mainly British motorcycles. It has not been used very much, if it all, during that time, hence the older restoration presents very well but it will now require some recommissioning before use. It is accompanied by the current V5C.
No Reserve*
Reg No: Unregistered MOT: Exempt Frame No: 21125339
The Cota was a trials model produced by the Spanish firm Montesa, which enjoyed great success in road-racing and off-road competitions during the 1960s and ’70s. Possibly the greatest Montesas were those powered by the 247cc engine, which was launched in 1965 and would underpin the marque’s competitive success into the following decade. Montesa 250s wasted no time in winning major events including the 1966 Spanish scrambling championship and the 1966 Barcelona 24-hour road race. Trials versions were introduced in 1967 and a Montesa Cota ridden by Pedro Pi won the 1968 Spanish Trials Championship.
This racy little Cota 247 dates from c.1975, when Montesas were still riding the wave of success and popularity. It has resided in a large private collection of motorcycles for more than a decade. Its earlier history is not known, but it appears to be a very original, unrestored example and exhibits a fantastic patina which suggests it may have been enjoyed enthusiastically in the past. Having been out of use for some time, it will naturally require a degree of recommissioning, but it will be a great machine for historic trials once it’s up and running again. There are no documents with this machine.
Like many of the British motorcycle pioneers, New Hudson started life as a cycle manufacturer before producing their first motorcycle in 1909. Following the Kaiser War, they produced a pretty 211cc two-stroke and a range of single-cylinder four-strokes from 350cc to 600cc with both side and overhead valves, but when the Depression took hold, the company struggled and ceased motorcycle production in 1933. Subsequently acquired by BSA, a new autocycle bearing the New Hudson name was planned for 1940, although the Second World War delayed it until 1946. The new model utilised a 98cc Villiers JDL engine housed in a drop-tube frame equipped with a rigid fork, carrier, centre stand and direct lighting system. Nineteen forty-eight saw the introduction of an improved machine featuring girder forks and engine covers, which ran for a year before a revised version with the new Villiers 2F engine was released.
This 1951 Autocycle is mostly original and was purchased by the late owner for his evergrowing collection of machines of all different makes, models and styles. Having spent many years in his ownership, it has been out of use for some time and will therefore require recommissioning. The engine turns over with compression and the original RF60 buff logbook is present, although the registration number is not presently known to the DVLA.
No Reserve*
Reg No: A536 SYC MOT: Exempt Frame No: CB125T5009186
The Super Dream appellation was a name given to the sportier versions of several Honda models, including the CB125T. Powered by a characteristically advanced air-cooled fourstroke twin of 124cc, the CB125T was intended for novice riders, hence even the Super Dream version was restricted to a maximum output of 17bhp. Features of the model included a five-speed transmission, capacitor-discharge electronic ignition, disc front and drum rear brakes, and an electric starter. It was reputedly good for 83mph and 80-105mpg.
For the best part of a decade, this 1984 CB125T Super Dream has resided in a large private motorcycle collection. The late owner acquired it in the same condition it appears in now, and ever since it has hibernated in dry storage, though there is evidence of some paintwork being done in the past. Needless to say, some recommissioning will be required before it goes back on the road. Sold with the current V5C, it could make a fun and straightforward project, especially for the young enthusiast or learner motorcyclist who would like something with a little bit more history and character than the 125cc scooters which are ubiquitous on modern roads.
Reg No: NMW 648 MOT: Exempt Frame No: 290634
The Velocette LE was manufactured by Veloce Ltd., a company more famous for its bigger performance bikes, from 1948 to 1971. With its horizontally-opposed water-cooled twincylinder engine and enclosed bodywork, it was designed in response to criticism that motorcycles were noisy and dirty, and to a large extent it was successful. At first offered with a 150cc engine, its initial performance was somewhat pedestrian, so the motor was eventually increased to 200cc and found favour with over 50 police forces around Britain. Police riders of the day were expected to nod to senior officers whilst riding past and the bike became known affectionally as the ‘Noddy Bike’ to the general public.
This late 1950s example has formed part of a private collection for many years. The late owner purchased it in its present condition, which seems to be largely original and unrestored. Having been on static display for several years, it will obviously be necessary to complete some light checks and recommissioning before putting it back on the road, but the engine does turn over with compression. Some degree of maintenance would be recommended before use again. Sadly, there are no documents with this lot and the registration number ‘NMW 648’ does not appear in any DVLA search.
No Reserve*
Reg No: 115 UXT MOT: Exempt Frame No: 8503946
Ambassador motorcycles began life in 1946 when former car and motorcycle racer Kaye Don formed a company named U.S. Concessionaires Ltd. as an importer of American cars to Britain. Initially, Don intended to build a motorcycle with a J.A.P. four-stroke engine, and a prototype was built; however, this idea was dropped in favour of a Villiers-powered machine in 1947, with Villiers engines being used until 1964. Ambassador motorcycles were comparatively more expensive than many of the other small lightweights of their day, and consequently didn’t sell in great numbers. Exports were important and the majority of those sold overseas seem to have found their way to Australia and New Zealand. The first motorcycles were given Series designations (I-V) and production was based at Ascot, Berkshire. The Series V was the first of the breed to be fitted with a telescopic front fork and DC lighting. Earlier models sported pressed-steel Webb girder forks.
Sporting an older restoration and now exhibiting a pleasant light patina, this 1950 Series V has spent many years in a collection of mainly British motorcycles, alongside three other Ambassadors – the late owner had hoped to collect the whole range. Having been in storage for many years, it will require some recommissioning before it goes back on the road.
Part of the NMM collection
No Reserve*
Reg No: NVS 570 MOT: Exempt Frame No: 9126
Indian was one of the two great motorcycle manufacturers in the USA together with Harley Davidson, producing mainly large capacity Vee Twins often for use by the armed forces and police. Based in Springfield Massachusetts from 1901 to 1953, the works team took the first three places in the 1911 Isle of Man TT race, and during the 1910s became the largest manufacturer of motorcycles in the world. Struggling to compete after WW2, they were taken over by Brookhouse Engineering and produced several hybrid models, before eventually, becoming part of the AMC group in the early 1960s.
This New York Police Department bike is essentially a late 1950s Royal Enfield Constellation built in Redditch and then shipped to the USA to be modified to NYPD specification. It has been part of the display at the National Motorcycle Museum for a number of years and is now being offered for sale at no reserve. A great opportunity to acquire a fantastic looking bike that will be a talking point at any gathering of motorcycle enthusiasts, it has stood for a while on display so will need recommissioning before use and will be supplied with a current V5C.
No Reserve*
Reg No: FJ03 SKU MOT: None Frame No: JYARJ02500018680
Yamaha’s first bike in 1955 was the YA-1, a copy of the DKW RT125, but in typical Japanese fashion, soon improved with the launch of the YA-2 in 1957. Renowned for performance two strokes, especially in racing circles, impending emission regulations forced them into developing a range of four stroke bikes in the early 1970s, beginning with the XS650 twin. By the late 1970s a range of four cylinder models was offered with the XJ, FZ and FZR models. The Fazer was Yamaha’s entry into the sports tourer market with an engine derived from the YZF600R Thundercat, detuned to give more mid-range power, and the front discs and blue-dot calipers from the YZF-R1.
This Fazer 600, offered at no reserve, appears in excellent and original condition. A good looking bike in silver with black engine casings, it is the ‘S’ half-faired model still fitted with the original Yamaha silencer. Run recently, it will be supplied with an alloy radiator guard, adjustable levers, owners manual and current V5C. The Fazers are renowned for being good all-round Sports Tourers, already over 20 years old, it’s a future classic that’s still very usable in modern day road conditions.
Part of the NMM collection
No Reserve*
Reg No: Unregistered MOT: Exempt Frame No: Not visible
The name International was first used by Norton in 1932. Arthur Carroll had designed an overhead-camshaft engine for the works racers and although it retained the same bore and stroke of the CS1, the International was all new. In 1936, the engine was upgraded with an alloy head and barrel and by 1938 plunger rear suspension was added to complement the girder front forks. 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. Pre war racing Internationals were generally known as Manx’s, but it was not until 1946 that the title was used officially by Norton on the 30M and 40M models. In the 1930s, an Inter to this specification would have cost around £120, a year’s annual salary, so quite a commitment for riders at the time.
This beautifully presented Inter has been part of the NMM collection for a number of years and is now being offered for sale at no reserve. Restored to a very high standard, this is a unique opportunity to acquire an important part of British motorcycle development. Stood on display it will need recommissioning before use.
No Reserve*
Reg No: AF 3429 MOT: Exempt Frame No: 3554
The Douglas brothers, who set up shop in 1906, acquired the design of a flat twin-cylinder engine from J. Barter’s defunct Light Motor Company enterprise, Barter becoming a Douglas employee. Having two cylinders horizontally opposed at 180 degrees 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. To meet the demands for greater power, Douglas introduced the 3½hp Model A for 1914, with a 494cc side-valve engine and two-speed gearbox. The Model B shown here, with kick start, cone clutch and footboards, cost £4 more at £62. The production of civilian machines continued alongside machines for the armed forces until 1916, after which all output was consumed by the British Army.
This c.1916 Model B has been with the vendor, an enthusiastic motorcycle collector, for over 20 years and in dry storage. It is a rare survivor, as the big, torquey Model B was only produced for a short time. Purchased in its current condition, the vendor intended to subject it to a full restoration, although that never happened. Mostly complete, with just a few small items missing, this would make for a great project for its new owner. The engine does turn over.
Estimate: £4,500 - £5,500*
Reg No: CMB 44K MOT: Exempt Frame No: 152411
The Matchless Model H was built in many variations, including with a M.A.G. engine. The outfit was very advanced for its time, having overhead inlet and side exhaust valves, rear suspension and a fully sprung sidecar. The M.A.G.-powered machines were particularly well specified, being equipped with a kick-starter, three-speed countershaft gearbox, fully enclosed chain drive and rear hub brake. When civilian production recommenced after the Great War, the Model H was an early addition to the range. It was unusual in being offered as a motorcycle combination only, with integral sidecar chassis, sprung sidecar wheel, swinging-arm rear suspension and electric lighting. One of the most capable motorcycle combinations of its day, the it lasted in production until 1927.
This c.1922 Matchless H2 combination was purchased many years ago by a collector of vintage bikes, who intended to begin a restoration, which sadly never happened, though the tank was removed and painted and is included in the sale. The sidecar is in generally good condition but will also need some restoration. We are advised that the engine turns over with compression, so it ought to make a straightforward project for the new owner. The registration number does not appear in DVLA searches and may need to be applied for.
Produced from 1967 to 1977, the Norton Commando utilised an overhead-valve, preunit parallel-twin engine. It was introduced in 1967 at the Earls Court Show and the first production bikes were available from March, 1968. Initially having a nominal 750cc displacement (actually 745cc), in 1973 it became an ‘850’ (actually 828cc). During its ten years of production, the Commando was popular all over the world. In Britain it won the Motor Cycle News Machine of the Year award for five successive years from 1968 to 1972. Around 60,000 Commandos were made in total.
This matching-numbers 1971 Commando 750 was previously owned by an ex-employee of the Norton-Villiers company, who rebuilt the engine to a high standard, using genuine parts where possible, before selling it to the vendor in 2014. The current owner has fitted a new steel tank, which has been painted along with the panels, and has generally looked after the bike so that it still appears in beautiful condition. The Norton received a new battery earlier this year and is described by the vendor as ‘ready to go’. In excellent condition for shows or enjoying on the road, this superb Commando is sold with the current V5C.
1 of just 321 produced
Estimate: £2,000 - £3,000*
Reg No: L746 MUX MOT: None
Matching numbers example
Estimate: £22,000 - £28,000*
Frame No: YB7 00322
Bimota is a manufacturer of exclusive sports motorcycles which epitomise Italian flair and engineering excellence. Founded in Rimini in 1973 by Valerio Bianchi, Giuseppe Morri, and Massimo Tamburini, the company name is derived from the first two letters of each of the three founders’ surnames. Because of the poor state of frame design in the 1970s, Bimota initially concentrated on building high-quality motorcycle chassis round existing engines, and chassis kits for race bikes, initially basing their bikes on the top models from Suzuki, Honda, Yamaha and Kawasaki.
This 1994 YB7 is one of just 321 produced, and was imported in 2003 for the late owner’s Bimota collection. He used it for a very short time alongside a pair of SB6s (also in the auction) before this was placed on static display while being turned over regularly. Last on the road in 2007, it has covered just 10,145km (6,304 miles). Although still presenting smartly, it will require full recommissioning before it can be used again. It moves with ease, the engine turns over, and it selects all the gears. It is accompanied by a current V5C, manuals and keys.
Reg No: TFD 228 MOT: Exempt Frame No: RD12642
Vincent was always the innovator and by the mid-’30s had developed their own 500cc single and 1000cc twin-cylinder designs that survived until the company’s closure in 1955. The 110mph 1000cc Rapide was advertised as “the world’s fastest production motorcycle” and the big V-twins became the motorcycles everyone aspired to own. The Rapide and Black Shadow range have become some of the most collectible and iconic of the era.
This 1956 Rapide appears to have survived in essentially original condition and is thought to have had only one owner from new until bought from him by a friend a couple of years ago. Approximately only 150 Series ‘D’ Rapides were produced, being the last bikes to leave the Stevenage factory before production ceased in December 1955. Stood for at least 8 years, it will require recommissioning or restoration before use, however, the engine turns over on the kickstarter with compression. Fitted with a Craven carrier, the wheels look to have been rebuilt but otherwise it appears very original. The engine number of F10AB/2/10742 is the correct 1900 below the frame number and being first registered in March 1956 it must be one of the last Vincents sold new.
Rare Suzuki engined example
Estimate: £1,800 - £2,200*
Although not known to many, Sachs is one of the oldest motorcycle manufacturers in the world, founded in 1886 by Carl Marschütz as Nuremberg Hercules-Werke in Germany. The company initially made bicycles before moving on to powered two-wheelers. Eventually taken over by the Fichtel & Sachs group, they produced engines used by many manufacturers in the 1970s and 80s. Hartmut Huhn led the development of new models in the 1990s, including the Roadster 800, designed by Target Design, famous for styling the Suzuki Katana with the frame drawn up by Egli. With typical German build quality, it featured Grimeca brakes, Paioli upside down forks and a reliable Suzuki V-twin 800cc Intruder engine with shaft drive.
The 800 Roadster is rare in the UK and this example appears in excellent and original condition, fitted with a Puig flyscreen and displaying a credible c.4,621km (2,700 miles) on its speedo. A combination of quality European running gear together with a reliable Japanese engine, it offers the best of both worlds in a simple V-twin shaft-drive package. Recently serviced by the vendor, a motorcycle mechanic who works in BSB, it will be MOTd and supplied with an owner’s manual and current V5C.
Estimate: £1,800 - £2,200*
Reg No: R98 SGM MOT: July 2026 Frame No: WB10544A0WZA26730
BMW produced its first motorcycle in 1923 and in 1955 created its ‘R’ series of R50, R60, and R69 models with similar 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 reliability and quality. The ‘K’ series models, starting with the K100 in 1983, was a departure from BMW’s traditional boxer-twin engines featuring liquid-cooled inlinefour and later six-cylinder engines. Keeping up the tradition of avant-garde chassis design, later models had patented Telelever front and Paralever rear suspension with wind tunnel designed bodywork offering excellent wind protection and stability at high speeds. This K100RS, appearing in excellent condition, comes fitted with genuine BMW QD panniers, including liners and top box. The RS is the more ‘Sports Touring’ orientated model with adjustable screen and lower adjustable handlebars. Recently serviced by the vendor, a motorcycle mechanic currently working in BSB, and fitted with a new exhaust heat shield and rear brake line. A very clean and original bike, it will be MOT’d and supplied with a current V5C.
Estimate: £2,000 - £3,000*
Reg No: KYB 824T MOT: Exempt Frame No: CX5002106199
Honda made their first motorcycle in 1949 and within 10 years had become the biggest motorcycle manufacturer in the world. The transverse V-twin CX500 was typical of Honda’s willingness to experiment with new layouts – the CX series of 1978 in fact introduced Honda’s very first V-twins – and it built up an enviable reputation for durability, becoming the despatch rider’s weapon of choice. Showing an unverified 9,000 miles, this CX500 appears very original, with some recent paint renovation. Supplied new to Canada, it’s fitted with the original Honda exhaust system and its unmolested wiring and seat are in good condition, while the vendor has replaced the headlight and indicators with Britishspecification items. It still has the original FVQ shocks, the original tool kit and the owner’s handbook. The tank and has recently been professionally resprayed. Because of its condition and rarity, the vendor says it ‘always attracts attention’. Starting on the button and running well, since being recommissioned it’s had a 100-mile test-ride. The recommissioning consisted of a full service with new air and oil filters, fresh fluids, new spark plugs, a carburettor overhaul, valve clearances checked, a new battery and new tyres. The rack and crash bars are currently not fitted, however, they are included with the bike. It comes with the current V5C and two keys.
Estimate: £3,000 - £4,000*
Reg No: MSJ 754 MOT: Exempt Frame No: D1024944R
Norton was founded by James Lansdowne Norton in Birmingham in 1898 and began building motorcycles with French and Swiss engines in 1902. In 1907, a Norton with a Peugeot engine won the first Isle of Man TT race, starting a long tradition of sporting excellence. The lively ES2 was popular due to its reliability and ease of maintenance, as well as its familiar and traditional design. From 1947, it had innovative hydraulicallydamped Roadholder front forks. Originally, it used a single downtube swinging-arm frame, before later adopting the legendary Featherbed.
This 1949 ES2 special was created over the winter of 2024-25 by an enthusiast who used to race motorcycles in the 1970s and ’80s. The subtlety and workmanship is such that it looks like it could have been done at the factory, but the ES2 bottom end is paired with a Norton 500T top end! The builder completed it in the spring and has remarked that the bike went well and he was surprised by how nicely it handled, but due to other commitments he has decided to let it find a new home as he lacks the time to enjoy it. This extremely handsome and refreshingly discreet special is to be sold with the current V5C.
Reg No: VVT 129 MOT: Exempt Frame No: 10256
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 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 650cc A10 Golden Flash, to give it its full name, was developed by Bert Hopwood in 1949 to compete with the parallel twins being offered by Triumph and Norton at the time. With a good turn of speed and a strong chassis, it probably became the world’s first ‘sports tourer’, equally happy as a weekend pleasure bike or lugging around a two-person sidecar during the week.
This lovely 1955 A10 was purchased by the late owner in 2011. Initially performing general maintenance, ill health forced him to lay the bike up in 2017, though he continued to turn the engine from time to time. It will now require some recommissioning. The V5C has not been found, and therefore the new owner will need to apply for a logbook, but the BSA does exist on the DVLA database.
Estimate: £2,500 - £3,500*
Reg No: FSV 645 MOT: Exempt Frame No: N1477568
The Norton ES2 was in production from 1927 until 1964, utilising a long-stroke engine 490cc (79 by 100mm). A mid-range offering with a sporting bent, it remained popular due to its reliability and ease of maintenance. From 1947, the ES2 had Norton’s famous Roadholder front forks, an innovative, hydraulically-damped telescopic design, and race-developed plunger rear suspension. A single down-tube swinging-arm frame was introduced for 1953, before the legendary featherbed took over in 1959, followed in 1961 by the slimline frame.
This 1957 Norton ES2-based custom build has been beautifully finished in the style of the café racers of the late 1950s and early 1960s. The late owner purchased it in its present condition in 2016, since when it has seen little use. Having been off the road entirely in recent years due to the owner’s failing health, it will need some recommissioning before it is used again. It is accompanied by several MOT certificates dating back to the 1980s, a previous sales invoice and the current V5C. Now exhibiting some light patina, this Norton is an extremely well-executed build which thoroughly deserves to be brought back to life.
Estimate: £2,500 - £3,500*
Reg No: EUF 979 MOT: Exempt Frame No: 97/35299/SF
New Imperial were among the most innovative British motorcycle manufacturers, with history from the late 19th century and, by 1936, a total of six TT wins. Throughout the 1930s they offered machines incorporating features that would not become industry standards until the 1950s and ’60s, particularly the fully-sprung frame and unit construction of the engine and gearbox. For 1937, all models above 150cc were equipped with the sprung frame and twin-port heads. The handsome OHV 496cc Model 76 was produced from 1936 to 1939 and marketed as ‘The King of Motors’. It was offered with a choice of ignition systems and a hand-operated gear-change was standard, but a deluxe foot change option arrived in 1937.
Purchased by the vendor approximately two years ago with a very tired 250cc engine, a 500cc unit was obtained and fully rebuilt using many new parts including the big end, piston and rings, valves and guides. The rest of the engine parts were either replaced or carefully inspected and reused. The paint was refurbished and the wheels were rebuilt with new spokes, tyres and tubes. The intention was to create a machine that could be enjoyed in all weathers, though it’s eminently show-worthy and has been used by the owner on many rallies and vintage events since completion. It comes with the current V5C.
Estimate: £3,500 - £4,500*
Reg No: Unregistered MOT: Exempt Frame No: NCW011
Derek and Don Rickman made off-road, racing and road-going motorcycles using their own frame designs for fifteen years after beginning production in 1960. Frame kits were supplied to allow home builders to fit a variety of British motorcycle manufacturers’ power units, as none of the major marques would supply Rickman with complete new engines. Rickman kits were well respected for their excellent fibreglass bodywork and outstanding nickel-plated frames branded ‘Métisse’, the translation of which, as applied to a combination of unrelated but harmonious components, appropriately enough is ‘Mongrel’. Racer and actor Steve McQueen was a great enthusiast of the Métisse motorcycles.
This beautiful 1964-dated off-roader combines a Métisse frame with an Ariel HS 500cc engine. It was shipped to America at an unknown date but was imported back several years ago. All duties have been paid and a NOVA certificate was issued at the time. It has evidently received a restoration at some point in the past, and it still presents very well today, appearing in an ideal condition for shows, or simply to enjoy as a collector’s item. Of course, it would also be an excellent candidate for historic off-road competitions.
Supplied new to Pink Floyd drummer Nick Mason
Estimate: £1,500 - £2,500*
Reg No: P297 FBL MOT: None Frame No: KE100B-041444
The Kawasaki KE100 is a dual-sport motorcycle produced from 1976 to 2001. Successor to the G5, the major changes for the KE100 affected the ergonomics and transmission layout. The KE100 changed little over the years, although minor improvements were made to the engine and transmission, as well as a switch to different tanks after the B4 model. It used the Superlube oil-injection system to eliminate fuel-mixing and give a precise fuel-oil mixture in the two-stroke cycle, reducing emissions enough that the KE100 could still pass American emissions tests.
This KE100, displaying 356 miles, was bought new by Pink Floyd drummer and renowned car enthusiast Nick Mason in late 1996, being registered in early 1997. For a man famous for owning Ferraris and Bugattis, this may be the most modest vehicle he has ever owned! Extensive paperwork includes the original order and bill of sale, a welcome letter from Kawasaki UK, a copy of the V5C in Mason’s name, and even an application for a duplicate tax disc to replace one he ‘accidentally left in the pocket of trousers that were put in a washing machine’. Also included is a signed and numbered first edition copy of Nick’s book Into the Red, about his car collection. The bike is delightfully original, has recently been MOTed and comes with the current V5C.
Estimate: £1,800 - £2,500*
Reg No: TLG 9L MOT: July 2025 Frame No: 018387
The Suzuki RV125 series was manufactured by Suzuki from 1972 until 1982 and reintroduced as the RV125 Van in 2003. The original Suzuki RV125 had a 5-speed gearbox and air-cooled 123cc single-cylinder 2-stroke engine. The RV range also included 90cc and 50cc models. A quirky ‘dual purpose’ machine, it was built with capability for both road and off-road use. The RV125 has a bit of a cult following with some viewing it as a two-wheel ‘beach buggy’, and it’s now becoming popular with camper van users! First registered on 6 July 1973 this example is reported to be in good running order, to ride well and be in very tidy condition, although the vendor does advise the usual checks be carried out prior to use. Offered with a history file which includes sundry receipts together with assorted old MoT certificates, it has a current MoT expiring on 24 July 2025.
Estimate: £1,500 - £2,500*
Reg No: Unregistered MOT: Exempt Frame No: 2182282
Established in Pesaro, Italy in 1911, Benelli did not produce their first real motorcycle until 1921. The lightweight “Velomotore” featured a 98cc two-stroke and was available in both Touring and Sport trim. During WW2 allied bombing destroyed the factory and when peace returned the Benelli brothers retrieved a number of mainly English military motorcycles left behind by the allies and converted them for civilian use. In 1947 racing activities were resumed and by the 1960’s a wide range of models were in production, from diminutive scooters to the twin-cylinder 650cc Tornado. In 1972 the company was bought by the Argentinean entrepreneur Alejandro De Tomaso and whilst the 50cc market was fiercely competitive in Italy, the 3V Sprint became one of the premium offerings with excellent handling and capable of well over 80kp/h. This charming unregistered lightweight ‘racer for the road’ appears in apparently very good condition. The vendor advises that the machine has been run recently but will require the ‘usual checks’ prior to use. An excellent opportunity to acquire a good looking machine with direct links to the golden days of road racing in Italy.
No Reserve*
Reg No: D215 JHA MOT: None Frame No: 2HW001437
By the late 1980s the 600 Supersport class was showing signs of overtaking the 750cc class in importance, both on the road and on the track. Whilst Yamaha struggled initially to match the competition, the FZ600 was introduced in 1986 featuring a rectangular tube frame with an engine closely derived from the XJ-600. The FZ-600’s main competitors upon its introduction were the Kawasaki GPZ600 and Honda CBR600F. It was regarded as a sweet handling machine with good looks although serious racers would have to wait until the introduction of the FZR600 with its Delta Box One-Frame in 1989 before they had a truly competitive Supersport mount.
First registered on 23 June 1987 and with c.8,853 miles recorded in the hands of just two owners from new (reputed to be the supplying dealer and his son), this FZ features custom paintwork and is reported to have recently benefited from a carburettor clean. Offered with its owner’s manual, it is described as being in running order although the usual checks are recommended prior to use. 348
A very striking off road machine
Estimate: £1,000 - £2,000*
Although best known for its off-road motorcycles produced since the late 1960s, Beta can trace its roots back to the earliest days of the motorcycling pioneers, with the establishment of Società Giuseppe Bianchi in 1904. Bianchi was one of Beta’s founders, along with Signori Enzo, Tosi and Arrigo. The four men combined the first letters of their surnames to establish Beta in 1948. They primarily manufactured two-stroke road bikes through the 1950s and ’60s, before turning their attention to off-road machines. Their first 100cc motocross models were produced in 1967, and Beta found great success in that field. To this day, trials, enduro and motocross bikes remain its stock-in-trade.
This beautifully-presented example of an early, matching-numbers Moto Beta off-roader from 1971 has benefitted from a restoration to a very high standard, since when it has resided in a private collection and received little use. The general finish is still fantastic and in many areas the restoration still appears fresh, although some light mechanical recommissioning will be required following its time on display. In its present condition, it represents an excellent collector’s piece, although it would be equally well-suited to historic competitions, just as long as you can bear to see the beautiful paint job get sprayed with mud! It is sold with the current V5C.
No Reserve*
Reg No: FJ67 DFU MOT: May 2026 Frame No: SAYCMC018HY001185
Norton began building motorcycles with French and Swiss engines in 1902. In 1907, a Norton won the first Isle of Man TT race, starting a long tradition of sporting excellence. Always at the forefront of development with trendsetting designs such as the legendary Featherbed frame and the equally iconic Roadholder forks. In the early 2000s, Norton once again reappeared and began producing a new version of the classic Commando model from the 1970s. Whilst visually similar to the original, the new 961 model was a completely new design incorporating modern thinking and technology. This 961 Sport MkII, being offered without reserve, is a good-looking motorcycle in striking Candy Red paintwork and appears to be in excellent and very original condition, showing just a credible 2225 miles on its speedo. The cafe racer-styled bike carries the spirit of the original 1970s Commandos but with modern day performance, including Ohlins suspension all round, Brembo radially mounted callipers and wide alloy rims on its spoked wheels. A new battery has recently been fitted, it is MOTd until May 2026 and will come supplied with its original book pack and a current V5C.
Reserve*
Reg No: NCK 347T MOT: Exempt Frame No: 114408
Suzuki was established in 1909 to produce machinery for the cotton industry. An initial diversification into 4-wheeled transport was curtailed by WWII but afterwards they began to produce clip-on engines for pushbikes. In the 1970s the GT125, GT185 and GT250 twins and the GT380, GT550 and GT750 triples proved to be ‘the last hurrah’ for the large capacity two-stroke before emission regulations brought their demise. As a learner legal bike in its day, the GT250 would have been many motorcyclists’ first bike.
This GT250, offered at ‘no reserve’, is the later B model launched in 1978 and recognised by its Black side panels, square back-light and Brown faced clocks. First registered in early January 1979, it has been part of an enthusiast’s private collection for the last few years. Not run for a while, it will need a new battery and recommissioning before use however, the engine turns over on the kickstarter. The bike looks to have been restored at some point, keeping a good degree of originality and is fitted with CWC stainless steel wheel rims. A bike that will stir a lot of memories for riders of a certain age, it will come supplied with current V5C.
No Reserve*
Reg No: Unregistered MOT: Exempt Frame No: 8044473*
Motobécane was a French manufacturer of bicycles, mopeds, motorcycles, and other small vehicles, established in 1923. Motobécane is a combination of ‘Moto’, short for motorcycle and ‘Bécane’, French slang for bike. For many years Motobécane was France’s largest manufacturer of motorcycles. The Velosolex/Solex motorised bicycle was conceived during World War II and first sold in 1946, withover 8 million being produced between 1946 and 1988. Archetypically French, they also sold in large numbers internationally, having been marketed in some 70 countries until production ceased in 1988.
This typically French Velosolex, being offered at no reserve, has been stood for a number of years and is in need of a complete recommissioning. Once done, it would be an ideal lightweight moped for carrying around in a motorhome or camper van. It is not registered and has no documentation apart from an instruction sheet and original guarantee card.
Part of the NMM collection
Estimate: £11,000 - £13,000*
Reg No: CTV 380K MOT: Exempt
Frame No: 201214
Like many other British motorcycle manufacturers, Norton closed in the 1970s, but almost a quarter of a century later it was announced that an American company was going to build up to 50 modernized versions of the classic big twin. Built from mainly new components sourced from around the world, the engine capacity was increased to 872cc with alloy cylinders and Nilasil bores, Keihan flat slide carbs, belt primary drive and a modern electric starter. The chassis featured a Commando style frame with extra Isolastic bushes below the engine, Brembo disc brakes, alloy rims, Italian front forks, Works Performance rear dampers and a sleek fuel tank keeping the classic look. Dreer acquired the Norton name in 2003 and began to develope a completely new 21st century 952cc model that has become the 961 model available today. Bought new by a British customer in 2002, this rare and interesting part of British motorcycle history must be one of the only examples in the UK. It has been part of the NMM collection for a few years and having stood for a while it will need recommissioning before use and comes supplied with a current V5C.
Reg No: BF 5265 MOT: Exempt Frame No: 1122
The AC Sociable was produced by Auto-Carriers Ltd. (later AC Cars) from 1908 to 1914. The first car produced by the Weller brothers of West Norwood was an expensive 20hp touring model, unveiled at the Crystal Palace in 1903, but their financial backer John Portwine deemed it too expensive, and instead they developed the Auto-Carrier delivery tricycle, which arrived in 1904.
Designed as a passenger-carrying adaptation of the Auto-Carrier, the Sociable featured a single-cylinder air-cooled engine, a two-speed epicyclic gearbox, chain drive to the rear wheel, and tiller steering. The Sociable name referred to its side-by-side seating, as opposed to the fore-and-aft seating arrangement of the Auto-Carrier Tricar and many other tricars of the period. The AC Sociable was one of the most luxurious tricars of the age, not only because of its pleasant seating arrangement but also because it had semi-enclosed bodywork, with the option of accessories including weather equipment and a horn. Its performance was highly respectable, too, as it gained recognition in sporting trials for light cars and cyclecars, and one was clocked doing 47mph at Brooklands! Writing in 1912, The Auto Motor Journal branded it “one of the most popular cyclecars on the road, both for pleasure and business.”
Issued with its present registration in 1967 but dated to 1912, this Sociable, complete with hood and horn, was purchased by the late owner for his large motorcycle collection. Acquired in 2014, it was enthusiastically campaigned on many events, including the famous Pioneer Run for pre-1915 motorcycles – it was even used for several European events. Evidently the recipient of an older restoration, it was started just a few weeks ago and it ran and drove well. It appears in really charming condition, with an attractive patina befitting its age. Complete with a current V5C and Sunbeam Motor Cycle Club Pioneer Certificate no. 2002, it would be wonderful to see this back out on the Pioneer Run and at other events.
Reg No: FME 616J MOT: Exempt
Frame No: ED 11125
The B25 range was the last of a long line of ‘learner legal’ 250s offered by BSA. The Starfire was the sporty model, sharing many parts with the B44 Victor including a seat with a rear hump, front forks two-way damped with rubber gaiters and the rear shock absorbers were now exposed. Chrome mudguards and a chrome headlight shell added to the style and in 1969, like other machines in the BSA/Triumph range, a new 7” twin leading shoe front brake was fitted. This Starfire, offered at no reserve, is from a deceased estate. The owner had almost completed an extensive restoration when a problem with the kickstart shaft stalled it. Unfortunately, ill health prevented the chance to complete it. The documented restoration included a full engine overhaul, paintwork refinishing, new mudguards, original Dunlop rims rechromed and rebuilt with stainless spokes and fitted with new period correct Avon tyres, a pair of Hagon rear shocks, 12v conversion and electronic ignition. A new kickstart shaft will have to be fitted and the bike recommissioned but most of the expensive work has already been completed. It will be supplied with numerous receipts, some manuals and a V5C.
Built by Bob Peck No Reserve*
Reg No: Unregistered MOT: Exempt Frame No: Not visible
Born in Great Milton, Oxfordshire, on 2nd April, 1940, Mike Hailwood was probably the fastest and most famous man on two wheels during the 1960s and, with 250cc Hondas being among his mounts, he did much to establish the name and reputation of the Japanese giant in Europe. Hailwood joined Honda in 1961, which was then something of an unknown quantity, but he made history at Isle of Man TT that year when the he won the 125, 250 and 500cc races – the first man ever to achieve a Manx hat trick in a single week. The 125 and 250 races were with Hondas, and the 500 was with a Norton. He ended the year by winning the 250cc World Championship with his little four-cylinder Honda.
This beautiful little Honda pays tribute to the life and career of ‘Mike the Bike’ and was built by Bob Peck from Batley, West Yorkshire, many years ago. Since completion, it has been used for many parade laps across Britain and the Isle of Man. The late owner, a former TT and Manx GP racer during the ’70s and ’80s, bought it more than 20 years ago, but little else is known of its history. It has been out of use for some years so will require recommissioning, and it is sold without paperwork.
Reg No: P675 FTT MOT: None Frame No: AC15-1003551
Conceived as a limited edition, the Honda Dream 50 was produced only in 1997 and 1998 as an historically-inspired, road-legal 50cc single-cylinder motorcycle modelled on the CR110, which marked Honda’s début into 50cc racing in 1962. The frame was of a diamond design with a reinforced single front down-tube bolting to the engine’s crankcase. The top of the frame was a reinforced double-tube over-and-under configuration meeting under the rider. Front and rear disc brakes were standard and unusual for a small-displacement motorcycle. The engine was an uncommon design for a 50cc, being a single-cylinder with double overhead camshafts. It used a five-speed transmission and weighed just 180lbs.
This 1997 Dream 50 is one of the handful of limited-editions honouring the CR110, and it appears in a very pleasing overall condition. It shows its age in one or two places, but otherwise presents extremely well for an unrestored 28-year-old bike. Part of its excellent state of preservation is attributable to its low mileage – the odometer shows just 10,970km (6,816 miles) and has spent much of its recent life on static display in a private collection. It will therefore require some recommissioning, but with its superb café racer looks and learner-friendly engine, what could be better for a young enthusiast or new motorcyclist?
Estimate: £3,000 - £4,000*
Reg No: VMY 852 MOT: Exempt Frame No F3/35263
In 1922, the side-valve engine of the Norton 16H was further developed into the overhead-valve engine of the Model 18. The 490cc engine (79 by 100mm) with magneto ignition received a new cylinder barrel and head to aid the new valve arrangement, actuated by the camshaft, which was still located at the bottom of the crankcase, viâ bumpers and rocker arms. The model was an instant hit, setting numerous speed records at Brooklands in 1923 and winning the 1924 Isle of Man Senior TT, ultimately remaining in production for more than 30 years. Over the years, the frame was improved and the gearbox gained a fourth speed, but the engine remained fundamentally unchanged.
Our 1951 example has been in the present ownership for several years. It was purchased as a project with missing forks (which the vendor had), and he commenced a light restoration, as he values ‘go’ more than ‘show’! He fitted a Triumph front brake with the idea of better braking. As can be seen, the tank requires painting to finish it off. The bike starts well and settles to an even idle, but as it has not been used for a short time, some checks would be advised before use. The Norton is offered with a current V5C.
Estimate: £2,000 - £2,500*
Reg No: Unregistered MOT: None Frame No: NF13A 105055
The Suzuki Motor Co. was established in 1909 by Michio Suzuki and by the early 1960s were second only to Honda in numbers of two-wheelers manufactured. The RG250 Gamma revolutionized the sports 250 market in 1983 producing over 45bhp but weighing in at only 130kg and was the first mass-produced motorcycle to have a lightweight aluminum frame going on to dominate production racing over the next few years. This started a range of high performance race replicas from 125cc to 500cc, which eventually had to be discontinued due to strict emission regulations essentially banning two strokes. This stunning one owner RG125F has been part of a private collection in Switzerland for a number of years. Recently imported into the UK, it will be supplied with its original Swiss log book/registration document and a NOVA number to aid registration with DVLA. The little brother to the RGV250, it was the headbanger’s favourite choice of what was tenuously a learner legal 125 back in the day, so not many will have survived in this condition. Not run for a while, it will need recommissioning, but will then provide the sort of riding experience that only a two stroke can offer.
Estimate: £2,500 - £3,500*
Reg No: XJK 600T MOT: Exempt Frame No: CB400A2051400
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 Honda CB400A, also known as the CB400 Hawk Hondamatic, launched in 1978 as part of Honda’s 400cc Hawk series, which also included the CB400T Type I and CB400T Type II models. The CB400A was unique for featuring an automatic transmission, a motorcycle feature seldom seen in this time.
A rare machine in its day and even rarer now, this matching numbers CB400A is finished in blue and has been enjoyed by just one owner from new. Subject to recommissioning work in 2020 at a cost of some £5,000, it is accompanied by the original bill of sale, assorted invoices and a Swansea V5 document.
No Reserve*
Reg No: G364 EJH MOT: None
Just 13,700 miles from new
Estimate: £2,000 - £3,000*
Frame No: 1KH036081
Named after the Japanese serow, a type of wild goat, the Yamaha Serow, also sold in some markets as the XT225, was a dual sport motorcycle produced from 1986 to 2007. Preceded and superseded by the XT250, its power was supplied by a 223cc singlecylinder, air-cooled four-stroke engine featuring a single overhead cam and two valves, and producing 20bhp and 14ft lbs of torque. Celebrated for its light weight and versatility, the Serow was well-suited to a range of off-road applications.
This 1990 Serow has been with the current owner for the last eight years, and in that time it has proven itself to be a dependable and capable machine. The vendor has not shied away from using it properly, having tested its mettle on many green-laning outings in the past. Now showing an appropriate age-related patina, this Serow still presents in good overall condition but is being offered for sale as the vendor’s circumstances no longer allow him to ride it. All proceeds from the sale will go to the Derbyshire Blood Bikes charity, which he has been involved with for many years.
Reg No: P770 YAE MOT: None
Frame No: SB6 00363
Bimota is a manufacturer of exclusive sports motorcycles which epitomise Italian flair and engineering excellence. Founded in Rimini in 1973 by Valerio Bianchi, Giuseppe Morri, and Massimo Tamburini, the company name is derived from the first two letters of each of the three founders’ surnames. Because of the poor state of frame design in the 1970s, Bimota initially concentrated on building high-quality motorcycle chassis round existing engines, and chassis kits for race bikes, initially basing their bikes on the top models from Suzuki, Honda, Yamaha and Kawasaki. One of their most successful models was the curvaceous SB6, built round the classic Suzuki GSXR1100 oil-cooled engine.
This 1996 SB6 was imported in 2003 and purchased by the late vendor in 2005 to form part of a Bimota collection. He used it for a short time alongside a YB7 and another SB6 (all in the auction), before this was taken off the road for display in 2008. It has been turned over regularly, however, and should be in good mechanical order as it has only covered 13,700 miles. Still presenting smartly, it will require full recommissioning before going back on the road. It moves with ease, the engine turns over and it selects all the gears. It is accompanied by the current V5C, manuals and keys.
Reg No: G709 PTV MOT: None
No: VV15663
A beautiful looking bike with classic Italian lines, this Mk5 Le Mans appears to be in excellent and original condition. It has been part of an enthusiast’s small private collection for a number of years, used sparingly for summer rides and the speedo now displays a credible c.14,420 miles. It is fitted with the correct ‘Lafranconi 29’ chrome 2-into2 exhaust system with the downpipes stamped T28 and silencers stamped S281 and Koni rear shocks. The air box has been removed and replaced with pod filters, a rearset footrest fitted and the rear brake calliper repositioned above the spindle, but all the original standard parts are included in the sale. The vendor recently gave the carbs an overhaul and it comes supplied with an owner’s manual, workshop manual, and a few old MOTs. We understand that this Le Mans is listed as a ‘Category D insurance loss (Vehicle Damaged But Repairable - Insurer Decided Not To Repair 14/02/1997’).
We are not aware of what the specific damage was, however, it was subsequently repaired and put back on the road and has passed a few MOTs since.
No Reserve*
Reg No: LLR 764P MOT: Exempt Frame No: KK06139
The 3-cylinder 750cc Trident proved to be the last success story for the company, going on to dominate the early years of the Formula 750 race series. The last development of the Triumph 3-cylinder range was the ’75 T160 with its forward-canted cylinders like those of the BSA Rocket 3, allowing room for an electric starter to be fitted. The bike was totally restyled, but unfortunately, it all proved too late and the cash-strapped Meriden co-op was never able to produce enough of them to make any real difference. Against a backdrop of political and industrial turmoil, the factory closed soon after.
This T160, offered at ‘no reserve’, was previously part of the collection at the sadly now closed London Motorcycle Museum, known for its display of Triumphs. Presented in mainly original and unrestored condition, it is still fitted with Dunlop wheel rims. First registered in October 1975, it appears to have spent its entire life in the UK and has been part of an enthusiast’s private collection since 2019. Not run for a few years it will need a new battery and recommissioning before use, however the engine turns over on the kickstarter. Supplied with current V5C.
No Reserve*
Reg No: ALY 66H MOT: Exempt
Frame No: GC19048 B25S
The BSA factory was established in Birmingham in 1861 and went on to become one of the world’s largest producers of motorcycles. The B25 range was the last of a long line of ‘learner legal’ 250s offered by BSA, with a simple tried and tested single-cylinder OHV engine developing around 20bhp. The Starfire was the sporty model in the range, sharing many cycle parts with the B44 Victor Roadster including a seat with a rear hump, front forks two-way damped, rubber gaiters fitted instead of the metal covers of the C15 and the rear shock absorbers were now exposed. Chrome mudguards and a chrome headlight shell added to the style and in 1969, in common with other machines in the BSA/Triumph range, a new 7” twin leading shoe front brake was fitted.
From a deceased estate, unfortunately not much is known of the history of this Starfire being offered at no reserve. Built towards the end of BSAs long history, in the days of 250cc bikes being learner legal, it’s no doubt a model that sparked many future motorcyclists interest in two wheels. Stood for a few years, it will need recommissioning and will be supplied with a current V5C.
No Reserve*
Reg No: WSY 751 MOT: Exempt Frame No: 7194
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 250cc single-cylinder Crusader was a very popular bike in the 1950/60s and in the days of 250cc bikes being learner legal, doubtless sparked the interest of many a future motorcyclist. A typical rugged and durable model with good brakes and suspension for the time, the Crusader is a simple and relatively lightweight bike for vintage runs and rallies.
From a deceased estate, this Enfield 250, being offered at no reserve, has been part of an enthusiast’s small private collection for a number of years. It has already had some modifications done to the seat and mudguards and could form the basis of a nice cafe racer special. Dry stored in a carpeted garage and not used for at least 7 years, it will need recommissioning and will be supplied with a current V5C.
Estimate: £2,800 - £3,200*
Reg No: G718 NMB MOT: None Frame No: 3CK 003206
The Yamaha Motor Co was formed in 1955 as the powered vehicle division of the Yamaha Corporation. The arrival of the RD range in the seventies cemented Yamahas reputation for high performance two strokes and the launch of the LC 250 and 350 models in 1980 revolutionised medium capacity motorcycling. The famous Pro-Am televised race series made for exciting and sometimes frightening Saturday afternoon viewing and kickstarted the careers of many a famous racer such as Niall Mackenzie and even Formula 1 world champion Damon Hill. The TZR250 evolved as a natural replacement for the popular LC series of the 1980s and the Super Motard inspired TDR250 offered an interesting semi off road style variation. The TDR version of Yamaha’s two-stroke 250 is a rare bike in the UK, this example has been part of an enthusiast’s small private collection since 1995. It is fitted with a pair of TZR style alloy wheels, but the original spoked wheels with all important gold anodised rims are included in the sale. The vendor has had it running briefly, but after being stood for a number of years it will need recommissioning before use and comes supplied with a current V5C.
Estimate: £2,800 - £3,800*
Reg No: VMB 607R MOT: Exempt Frame No: 335344
The Norton Commando was first seen in 1967 at the Earls Court Show and the first production bikes were available in March 1968, initially with 750cc then, in 1973, 850cc with sales helped by Peter Williams’ victory in the 1973 Formula 750 TT. During ten years of production, the Commando was popular all over the world, winning the Motor Cycle News ‘Machine of the Year’ award for five successive years from 1968-1972. Around 60,000 were built, with the Mk3 being the final model offered before the company’s demise in 1975. A late model Commando that was actually only first registered in 1977, this bike has been part of a small private collection since 1989. Whilst it is the last of the line electric start version, the motor has been removed at some time in the past. However, it has been fitted with Akront alloy rims, a belt primary drive, Pazon electronic ignition and some new Amal carbs. Waxoyled and put into storage by the owner some years ago, he has had it running briefly, but it will need recommissioning before use. An interesting project to clean off all the protective grease and recommission, it will be supplied with a current V5.
No Reserve*
Reg No: T866 PVU MOT: None
Frame No: 005909
The Yamaha Motor Co. was formed in 1955 as a division of the massive Yamaha Corporation, more famous for making musical instruments. The first bike produced in 1954 was the YA-1, a copy of the German-made DKW RT125, but in typical Japanese fashion, was soon improved upon with the launch of the YA-2 in 1957. This proved an immediate success, starting a long tradition of achievement in all branches of motorcycle sport. The XT500, launched in 1975 was their first large capacity four-stroke trail bike and dominated the early Paris-Dakar rallies. With the eventual move to 4-stroke engines due to emission regulations, the Yamaha off-road range followed suit with enduro models, known as WRs, being based on the Motocross YZ models.
The Yamaha WR400F was a groundbreaker as one of the first four-stroke engined bikes that entered the off-road market after years of dominance by the all conquering twostrokes. This WR400 has been part of a small private collection for a number of years, not run recently it will need recommissioning before use, but the engine turns over on the kickstarter. It comes with a current V5C and assorted spare bodywork.
No Reserve*
Reg No: Unregistered MOT: Exempt Frame No: VB18502383-B
The origin of the Bultaco motorcycle company dates from 1958 when Francesc “Paco” Bultó, who at the time was a director of the Montesa motorcycle company decided to branch out on his own. The new company’s name came from combining the first four letters of Sr. Bultó’s surname with the last three of his nickname “Paco”. Although they made road and racing machines, the company had its greatest success with off-road bikes such as the Pursang for motocross, the Matador for enduros and perhaps the most famous Bultaco model of all, the Sherpa trials bike. With the help of Irish trials legend Sammy Miller they developed lightweight 2 stroke models that revolutionised the sport in the 1960s. This rare in the UK Bultaco, being offered at no reserve, is the 6 speed Sherpa 125cc model that was very popular in Spain and Italy, allowing younger riders to get started in trials competition. A relatively lightweight model, the 6 gears gave it decent performance when travelling on roads between sections. Recently fitted with new piston rings, it has never been road registered, having only had off-road use.
Estimate: £3,500 - £4,000*
Reg No: EHA 438 MOT: Exempt Frame No: 6598
Velocette produced expensive, high-quality two-stroke motorcycles of (nominally) 250cc, which gained an excellent reputation and were entered in competitions such as the Isle of Man TT, with some success. The single-cylinder machines had many advanced features, such as a throttle-controlled oil pump, which set them apart from other manufacturers’ products. The factory gradually developed this machine from the ‘A’ series and variants, through the ‘H’ series and model ‘U’ and variants, culminating in the model ‘GTP’ of 1930, which was produced until 1946. The GTP was a reliable lightweight motorcycle with good steering and power delivery.
An ideal vintage lightweight machine, this example has been subject of a five year restoration completed by the vendor and is offered with brown buff logbook, workshop manuals and other marketing material. The vendor has a green new keeper slip but can’t recall a V5C and feels the elderly gentleman he bought it from most likely never transferred it. He has however run it locally around his village and the new/reset speedo suggests he has completed about 61 miles in total.
Estimate: £2,250 - £2,750*
Reg No: BHH 324J MOT: Exempt Frame No: AE03791B25T
The Birmingham Small Arms factory was established in the Small Heath area of Birmingham in 1861 and, as the name suggests, manufactured arms and weaponry. Around the turn of the century they started making bicycles and progressed onto motorcycles a few years later. BSA went on to become one of the world’s largest producers of motorcycles up until its demise in the early 1970s. The B25 Starfire was one of the last of a long line of ‘learner legal’ 250s offered by BSA over the years, with an old-fashioned but solid singlecylinder OHV engine developing 20bhp. This matching numbers machine appears in selfevidently restored condition with around 440 miles understood to have been covered since completion. Imported from the USA, we are advised by the vendor that related paperwork accompanies the lot along with a Swansea V5C document.
Estimate: £2,750 - £3,250*
Reg No: B480 RRT MOT: Exempt Frame No: 20020
Launched in 1984 and in the same category as the 354 Sport and 350 RS, the Benelli 304 is an Italian classic, a bike especially designed for touring. The 304’s were renowned for being a sub 250cc 4 cylinder machine, the engine being an air cooled unit able to develop 27 horsepower at 10,500 rpm. This of course explains Benelli’s choice of name - c.30hp with 4 cylinders. Production would continue until 1988, and even today some examples can still be found as new, ‘in the box’.A great opportunity to own a ‘new old stock’ machine, this 304 was unearthed from it’s delivery crate in 2017, registered and ready for a new owner. It currently displays just 113 miles on the odometer. Appearing to be in wonderful condition, it is said to be running and is offered with a Swansea V5C document.
No Reserve*
Reg No: XYF 889 MOT: Exempt Frame No: 253533
The Velocette Valiant was launched at the 1956 Earls Court Motorcycle Show and produced from 1957 to 1963. Unfortunately, it was deemed somewhat costly for a 192cc flat-twin, so just 1,600 were produced during the six years of production and survivors today are correspondingly quite rare. It reflected Velocette’s policy of trying to appeal to two very different types of motorcyclist during the mid-1950s. Alongside the larger and more conventional M-series, they produced a series of enclosed, small-capacity, four-stroke flat-twins for the commuter market, when most of their competitors were producing twostroke singles.
This 1959 Valiant was purchased by the late owner in fully restored condition for his extensive collection of historic British motorcycles. Having been used very little during his ownership, it will now require some recommissioning, but the older restoration has lasted very well, acquiring just a light patina. The presence of a V.M.C.C. South Cotswold Section badge suggests that it was still being enjoyed on the road as of 2000. Flashing indicators have been fitted by way of a later modification, but perhaps the Valiant’s best feature is the rare Feridax plastic screen, a wonderful, original period accessory rarely encountered nowadays.
Reg No: 445 BGY MOT: Exempt Frame No: A77652
Matchless was one of the oldest British motorcycle marques, based in Plumstead, London, from 1899 to 1966. With a wide range of models ranging from small two-strokes to 750cc four-stroke twins, Matchless had a long history of racing success, with a bike ridden by Charlie Collier winning the first single-cylinder race in the first Isle of Man TT in 1907. An amalgamation with AJS in 1931 formed Associated Motor Cycles, which continued until the group’s closure in the mid-1960s. The Matchless G12, together with its equivalent AJS Model 31, was developed to compete with the other big twins being offered by the rival BSA-Triumph group at the time. In 1959, the G12 was redesigned and modernised as the De Luxe, with a new full-cradle tubular duplex frame and a new cylinder head. Vibration had always been a problem, so the crankshaft was upgraded to nodular iron. Capable of 100mph performance, the model proved popular with the American market.
On offer is a 1960 Matchless G12CS which has spent many years in a private collection. The late owner bought it in restored condition, but he kept it mainly for static display and consequently it will require some recommissioning before it can go on the road again.
Estimate: £1,500 - £2,500*
Reg No: R368 LRY MOT: None Frame No: VBKGSK407VM718903
The KTM LC4 620 was one of the great dirt bikes of the 1990s, featuring a four-stroke, single overhead-cam, liquid-cooled single-cylinder engine of 609cc with a Dell’Orto PHM 40 SD carburettor and a five-speed transmission. With a 10.4:1 compression ratio, the engine was said to be good for 55bhp at 7000rpm and 44.3ft lbs of torque at 5500rpm, while weighing just 306lbs. Unlike many off-road bikes, it was also road-legal. Dirt Rider greeted it rapturously, writing: “KTM continues to amaze us… These [the 400 and 620] are real off-road racers with the bare necessities of legality attached.”
This 1998 620 was purchased brand-new from Windy Corner Motorcycles of Barwell, Leicestershire, for £5,950. The first owner enjoyed it for several years before selling it to a friend. The opportunity arose for him to buy it back, which he did, hence three registered keepers are recorded when it has strictly speaking only had two. Showing just over 11,000 miles from new, the machine is in very good overall condition, though some recommissioning may be required as it has not been on the road since 2014. Supplied with a spare front wheel and an exhaust, it is additionally accompanied by the original bill of sale, some old MOT certificates and a current V5C.
Reg No: TYP 391 MOT: Exempt Frame No: 23476 (Not visible)
Manufactured between 1907 and 1957 in Kingswood, Bristol, Douglas motorcycles were especially known for their opposed flat-twin engines, initially fore-and-aft-facing but later mounted transversely. The first of the transverse models, launched in 1945, was the T35, which featured a pivoted-fork rear frame sprung with torsion bars and leading link ‘Radiadraulic’ front forks with compression springs and hydraulic damping – radical designs for the time. The last new motorcycle produced by the company, the 1955 Dragonfly, was built around an improved version of the existing 350cc engine, but despite its ride comfort being described as ‘equal to a car’, only 1,457 Dragonflys were sold before Douglas was taken over and production ended in 1957.
The Dragonfly offered for sale stands out as one of the last machines ever produced at the Kingswood factory. Attractively finished in cream and green, it has benefitted from some restoration in the past which still holds up very well. The late vendor purchased it many years ago for his large private motorcycle collection – it was a star of the Douglas section – but as it has not been used for several years it will need some checking over before it is ridden again.
No Reserve*
Reg No: CVV 260 MOT: Exempt Frame No: 2527718
Ambassador motorcycles began life in 1946 when former car and motorcycle racer Kaye Don formed a company named U.S. Concessionaires Ltd. as an importer of American cars into Britain. Initially, Don intended to build a motorcycle with a J.A.P. four-stroke engine, and a prototype was built; however, this idea was dropped in favour of a Villiers-powered machine in 1947. Villiers engines continued to be used until 1964. The first motorcycles were given Series designations (I-V) and production was based at Ascot, Berkshire. In 1951, a model hierarchy was introduced with the Supreme at the top (sprung frame and telescopic forks), the Embassy in the middle (rigid frame and telescopic forks) and the Popular at the bottom (rigid frame and girder forks).
Exhibiting a well-preserved older restoration with some light patina, this 1952 Embassy was purchased by the late owner for his extensive collection of historic British motorcycles. When acquired, it was in running order and occasionally used on his own premises, but it has been out of use for many years and on static display in the owner’s dedicated twostroke section. We are advised the Ambassador turns over with compression and selects all gears, but some degree of recommissioning will be required before use.
No Reserve*
Reg No: VUJ 323 MOT: Exempt
Frame No: 23879
Developed in response to War Office demands for a lighter machine for military service, the 350cc Matchless G3/L was based on the pre-war overhead-valve single-cylinder G3 but featured some significant modifications. The most notable was the adoption of the ‘Teledraulic’ front fork. Based on a pre-war BMW design, the new telescopic fork was significantly lighter and more effective than the contemporary girder forks. A single downtube frame replaced the pre-war duplex design, saving weight and increasing ground clearance. After many G3s had been requisitioned by the army, G3/L production began in 1941 and from 1942 the entire Matchless factory was dedicated to its production. Production ended in 1946, but they remained in active military service until 1960.
This c.1943 G3/L sports an older restoration completed sometime prior to 2000. We note that it is registered as a 1960 model, which likely indicates the year it was demobbed from army service. More recently, itwas purchased by the late owner for his large motorcycle collection, where it spent many years alongside several other military machines. During that period, it was loaned out on many occasions for film and television work. It still presents very well but, having not been run for several years, some recommissioning will be required.
Reg No: 381 ETU
MOT: Exempt Frame No: 019215
Triumph is one of the most famous and revered names in the history of motorcycling. Established in Coventry in 1885, by the start of the 20th century the company had made its first motorcycle, beginning a continuous run of production under various ownerships until it eventually ceased in 1983. In 1937, the Edward Turner-designed 5T Speed Twin was unveiled, launching a range of Triumph twins that went on to epitomise British motorcycles in the postwar years. The basic layout survived in various engine sizes up to 750cc until the closure of the factory in the early 1980s. The Speed Twin had a long life, from 1938 to 1966, and was especially known for its excellent power-to-weight ratio. Updated with telescopic forks in 1946 and a streamlined nacelle in 1949, its popularity was crucial to Triumph’s post-war recovery.
This 1958 Speed Twin has spent many years in a large private motorcycle collection, having been restored more than 15 years ago to a very high standard. Subsequently, it has seen very little use, being entirely static during its time on display. The restoration still presents extremely well and, cosmetically speaking, this bike is very much ready to show, although some degree of recommissioning will naturally be required before use. It is offered with a V5C.
Reg No: VYD 598
MOT: Exempt
No Reserve*
Frame No: 14862
Like many of the British motorcycle pioneers, New Hudson started life as a cycle manufacturer before producing their first motorcycle in 1909. Following the Kaiser War, they produced a pretty 211cc two-stroke and a range of single-cylinder four-strokes from 350cc to 600cc with both side and overhead valves, but when the Depression took hold, the company struggled and ceased motorcycle production in 1933. Subsequently acquired by BSA, a new autocycle bearing the New Hudson name was planned for 1940, although the Second World War delayed it until 1946. The new model utilised a 98cc Villiers JDL engine housed in a drop-tube frame equipped with a rigid fork, carrier, centre stand and direct lighting system. Nineteen forty-eight saw the introduction of an improved machine featuring girder forks and engine covers, which ran for a year before a revised version with the new Villiers 2F engine was released.
This 1956 Autocycle appears in splendidly well-preserved, original condition, and was purchased by the late vendor for his ever-growing collection of machines of various makes, models and styles. Having been stored for many years with little, if any, use, it will now require some recommissioning. The engine turns over with compression and the bike accompanied by its original RF60 logbook, although the registration does not appear in DVLA searches.
Reg No: 488 SYA MOT: Exempt Frame No: 52534
The Velocette LE was manufactured by Veloce Ltd., a company better known for its bigger performance bikes, from 1948 to 1971. With its horizontally-opposed water-cooled twincylinder engine and all-enclosing bodywork, it was designed to answer criticism that motorcycles were noisy and dirty, and to a large extent it was successful. At first offered with a 150cc engine, its initial performance was somewhat pedestrian so the motor was eventually increased to 200cc, and it found favour with over 50 police forces around Britain. Police riders of the day were expected to nod to senior officers whilst riding past, and the bike became known affectionately as the ‘Noddy Bike’ to the general public.
First registered in Somerset, this 200cc LE is offered for sale having spent many years in a large private motorcycle collection. It has clearly benefitted from some cosmetic restoration in the past, although there is a light patina in places which suits the bike rather handsomely. As it has been out of use for a number of years, some recommissioning will necessarily be in order. The LE is offered with a V5C.
An extraordinarily rare find No Reserve*
New Imperial was founded by Norman Downes in Birmingham in 1887 and became New Imperial Motors Ltd in 1912, when serious production commenced. New Imperial made innovative motorcycles that employed unit construction and sprung heel frames long before they became commonplace and were moderately successful in competition. The 1920s was a financially successful decade, the innovations helping fight the general decline in sales. However, New Imperial suffered financially from the effects of the Great Depression of the 1930s, and Norman Downes died in 1938. New Imperial was sold before production ended in late 1939, its former facilities subsequently serving the needs of a nation at war. The 7B was a successful vintage-era model powered by a 500cc, overheadvalve, twin-port engine.
Owned by the vendor for some 20 years, this c.1930 7B was purchased in part-restored condition with some parts missing. It was always his intention to complete the project, although other commitments got in the way, hence it is now being offered for sale to somebody who can spare the time. The engine turns over, and all the gears select. Already looking quite presentable, it represents a great opportunity to put a rare vintage machine back on the road without the need to commit to a full restoration.
Reg No: EJU 120 MOT: Exempt Frame No: B211726
Norton was founded by James Lansdowne Norton in Birmingham in 1898 and began building motorcycles with French and Swiss engines in 1902. In 1907, a Norton with a Peugeot engine won the first Isle of Man TT race, starting a long tradition of sporting excellence. The Model 1, more commonly known as the Big Four, was made between 1907 and 1954 in various forms. Its 633cc engine was the largest and most powerful sidevalve engine in the model range and with plenty of low-end torque was ideal for attaching to sidecars. Being something of a workhorse in its day, few have survived to the present.
This wonderful c.1948 Big Four has not only survived in unrestored condition but also retains its original Swallow Commando sidecar – a real rarity in its own right. It was recently exhumed from a shed where it had apparently spent more than 20 years, but despite that we are advised that it has compression and selects all its gears. With minimal work required to put it on the road, it would make a splendid ‘oily rag’ project, though bidders should note that the number ‘EJU 120’ is not known to the DVLA.
Estimate: £4,000 - £5,000* Reg No: MAT 444P
No Reserve*
No: 1050872
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 400/4 was launched in 1975 to great acclaim and revolutionised medium capacity motorcycles giving riders 500cc performance in a small lightweight package with a café racer look, lower handlebars, rear-set foot pegs and its most recognisable feature, a sinuous four-into-one exhaust system. This good looking Honda 400/4 has been restored by the vendor, the owner of Nigel Pocock Restorations. Using many new parts and parts refinished by his own company, it is presented in authentic and original condition, fitted with a period style Guiliari sports seat and most importantly the distinctive 4 into 1 exhaust system. One of the iconic bikes of the 1970s, it has only been ridden for about 1 mile since its restoration. Run recently, it will need the normal checks before going back on the road and will be supplied with some receipts and current V5.
Reg No: BF 9377 MOT: Exempt Frame No: 3564
In 1924, Alphonse Tallet, Charles Benoît and Abel Bardin founded the Motobécane company, to begin production of motorcycles. Their first model, the MB1, was an undamped pendulum-fork model equipped with a 175cc twin-cylinder two-stroke engine and belt drive. An extremely simple design, and popular in its native France, it sold well throughout the 1920s despite competition from other motorcycles in the under-250cc class. A similar marque with close ties to Motobécane was Motoconfort, which by 1930 was wholly owned by Motobécane. Various identical models were sold under both names. This lovely 175cc lightweight machine has been dated to 1926 and is an extremely rare survivor outside of France. The vendor purchased it to restore and successfully completed a large amount of work, although he has sadly had to put down his tools on health grounds. The Motoconfort now presents extremely well, although it will require further work before it can be deemed finished. Once complete, it will be a delightful and unusual machine to enjoy on pre-war events such as the VMCC’s Banbury Run and various Sunbeam Motor Cycle Club activities. It includes the current V5C.
No Reserve*
Reg No: E415 UWL MOT: Exempt Frame No: 0093635
Raleigh, more famous for manufacturing bicycles, introduced their first moped in the 1950s with an engine designed by Vincento Piatti, the Mini-Motor designer. The company became part of the Tube Investments Group in 1960, meaning that Raleigh, Norman, Phillips and Hercules all fell under the same ownership umbrella. The obvious course of action was to rationalise their four moped ranges into one common series, so it was decided to license the Mobylette design produced by Motobécane in France. A stop-gap based on the Sachs-engined Norman Nippy was sold in Ireland until the Mobylette-based models were ready. From then, Raleigh, Phillips and Norman mopeds were effectively rebadged 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 of all Raleigh mopeds ceased.
This 1966 Runabout is in remarkably well-preserved, original condition, and looks to have only ever been lightly used. Having spent several years as an exhibit in a large private collection, it has not been run recently and will require some recommissioning, but the engine turns over with compression. Sadly, there are no documents with this lot and the number plate does not appear in a DVLA search.
BMW was established in the early 1900s as a manufacturer of aircraft engines and produced their first motorcycle in 1923, the R23, already sporting the flat twin boxer configuration they have become synonymous with. Faced with impending emission regulations being developed in the United States and Europe, more control was needed over the amount of fuel entering the combustion chamber. From an engineering standpoint, this was easier to achieve with more cylinders at an overall smaller displacement leading to the K series of 1000cc flat fours and 750cc triples.This BW K100, being offered at no reserve, is the RT version with full touring fairing and a set of genuine BMW panniers and top box. Included is a large history file containing many receipts, catalogues, and accessory manuals documenting its life. Not run for a while, it will need recommissioning before use and is supplied with a current V5C. PLEASE NOTE: We understand that this K100RT is listed as a ‘Category D insurance loss - Vehicle Damaged But Repairable - Insurer Decided Not To Repair 10-07-2000’ We are not aware of what the specific damage was, however, it was subsequently repaired and put back on the road and has passed a few MOTs since.
No Reserve*
Reg No: BOC 557B MOT: Exempt Frame No: 131-37
The LE Velocette was manufactured from 1948 up to the late sixties. With its horizontally opposed water-cooled twin-cylinder engine and enclosed bodywork it was designed to answer criticism that motorcycles were noisy and dirty, and to a large extent was successful. Initially offered with a 150cc engine, performance was somewhat pedestrian so the motor was increased to 200cc and it found favour with over 50 police forces around the UK. Police riders of the day were expected to nod to senior officers whilst riding and the bike became affectionately known as the ‘Noddy’ bike to the public. The Vogue, based on the LE 200c, debuted at the Earls Court Show in 1962 and was Velocette’s attempt to offer even more comfort and weather protection. The bodywork was fibreglass with a 2.5-gallon petrol tank integral with the frame and distinctive twin headlamps in front of a built in windscreen and instrument panel. This Vogue, offered at no reserve, appears in complete and authentic condition, including built in panniers and touring screen. It has been stood for a while so will need recommissioning, however the engine turns over on the kickstarter. Offered with a gasket set, original owners manuals and current V5C.
Reg No: 466 AWB
MOT: Exempt Frame No: A80815
A.J. Stevens & Co Ltd produced motorcycles from 1897 and soon developed their own engines sold under the more recognisable AJS name. An amalgamation with Matchless in 1931 formed Associated Motor Cycles which continued until the group’s closure in the mid-1960s. The Model 31 CSR together with its Matchless G12 CSR equivalent was developed to compete with other big twins offered by the rival BSA/Triumph group with Don Chapman and Ron Langston winning the prestigious Thruxton 500 mile race in 1960. The CSR designation officially stood for Competition / Sport/ Road but it was dubbed the ‘Coffee Shop Racer’ by owners. This AJS 650 CRS, offered at no reserve, is presented in barn find condition, having stood for a number of years. Owned by the enthusiast vendor since 1979, it is covered in a layer of dust and oil and has not run for a while so will need a good recommissioning before use. The engine, numbered 61/R31CSX-7168, turns over on the kickstarter and it is fitted with a BTH FM3R magneto, alloy rims and a twin leading shoe front brake. An interesting project to recommission as is or form the basis of a one off special. Offered with current V5C.
No Reserve*
Reg No: 122 YUB MOT: Exempt Frame No: A23970
Matchless is one of the oldest marques of British motorcycles, manufactured in Plumstead, London, between 1899 and 1966. A wide range of models was produced, ranging from small two-strokes to 750 cc four-stroke twins. The marque had a long history of racing success with a Matchless ridden by Charlie Collier winning the first single-cylinder race in the first Isle of Man TT in 1907. An amalgamation with AJS in 1931 formed Associated Motor Cycles which continued until the group’s closure in the mid-60s. The Matchless G12, together with its equivalent AJS, was developed to compete with the other big twins being offered by the rival BSA/Triumph group at the time.
This Matchless G12, offered at no reserve, is presented in barn find condition, having stood for a number of years. It appears to have had an engine from an AJS Model 20, engine number 54/20B21510, fitted at some point in its life. Covered in a good layer of dust and oil, it has not run for a while, however the engine turns over on the kickstarter. An interesting project to recommission as is or form the basis of a one off special. Offered with current V5C.
No Reserve*
Reg No: Unregistered MOT: Exempt Frame No: A65L CGO3488
BSA has been one of the world’s largest producers of motorcycles up until its demise in the early 1970s. The 654cc unit-construction parallel twins were launched in 1962 as the A65 Star model with various improvements introduced throughout the decade. The Lightning model was designed as the all-round sports machine aimed largely for export to the US market to complement the more touring orientated Thunderbolt. A closer ratio gearbox combined with a higher lift camshaft made for lively acceleration and performance at higher RPM than the standard A65. This 1972 Lightning, being offered at no reserve, is from the last year of production at BSAs once dominant Small Heath factory. A dating letter suggests it was built in March 1972, and by then, the BSA Group was in financial difficulties, marking the end of the once great name. This example is not currently registered having been stood for a number of years, so is offered as a restoration project. Included are invoices from RJM Classic Motorcycles totalling over £1500 for engine work carried out in the past.
Just two owners from new
Estimate: £2,000 - £3,000*
Reg No: SGS 285W MOT: Exempt Frame No: 17721
This V50 has received various modifications to make it a more practical and comfortable lightweight tourer. Maintained to a high standard, it has been used for VMCC and Moto Guzzi Club events, including the 2015 Pyrenees Tour des Cols. Bought as an unfinished project, it was given an engine overhaul involving new barrel and piston kits, cylinder head refurbishment, a new breather system and K&N air filters. A new clutch and starter motor (late geared type) were fitted with a new drive shaft and universal joint, and new taper-roller steering bearings have been installed. The renovated bike has been beautifully refinished in black and gold with a Monza handlebar fairing and V65 lowers. A brake overhaul was carried out with new pads and discs, a Monza master cylinder and an overhaul of the original linked foot brake master cylinder with Goodridge brake hoses all-round. A Keihan stainless exhaust and sump extension were practical additions. In addition, this attractive Guzzi is fitted with an Electrex World regulator-rectifier, Oxford heated grips, a Garmin GPS mount and Elektronik Sachse ignition. The carburettors were completely overhauled in 2023. Documentation includes a service record from the current ownership with receipts, manuals and electronic ignition instructions. Spares include cables, service parts and the original headlight, ignition system and regulator-rectifier.
Estimate: £1,500 - £2,500*
Reg No: P872 SAC MOT: None Frame No: ZXT10D046242
A true legend of the sport-touring world, the Kawasaki Ninja ZZ-R1100 (sold as the ZX-11 in some markets) was the fastest production motorcycle in the world when it was launched in 1989, with speeds in the region of 169-176mph – a feat that was not surpassed until 1996. It still holds its own today as one of the smoothest and most capable long-distance machines of its era. Powered by Kawasaki’s 1,052cc inline-four engine and produced until 2001, the ZZ-R1100 offers effortless performance with tremendous torque and a silkysmooth ride.
This 1997 ZZ-R1100 has remarkably had just two owners from new, with the vendor purchasing it from the first owner in 2014, and that was a reluctant sale occasioned by advancing age. During the current ownership, this well-preserved ‘Kwacker’ has been enjoyed over several long-distance tours, with the vendor regarding it as a pleasure to ride. Even more astonishingly, the mileage reading stands at under 2,500 miles, which the MOT history suggests is genuine. The overall condition is ‘good’, with a few expected age-related marks. It has not been used since 2021 so it will require some light recommissioning, but it has always been started regularly. It is accompanied by a current V5C and a service book.
Reserve*
Reg No: GX51 YEV MOT: None Frame No: ZDCPC32E0YF323620
Produced from 1993 to 2003, the twin-cylinder Honda CB500 was a versatile and reliable middleweight motorcycle, highly favoured by commuters, couriers and new riders alike. At its heart was a 499cc, liquid-cooled, parallel-twin engine with DOHC configuration and four valves per cylinder. This engine delivered around 57bhp at 9,500rpm and 36ft lbs of torque at 8,000rpm, allowing the CB500 to reach a top speed of approximately 111 mph and achieve a standing quarter-mile time of about 13.1 seconds. It was chiefly known for its durability, with Honda engineers claiming that the engine should capably run for 190,000 miles without disassembly. French magazine Moto Revue undertook its own tests and, after dismantling the engine at 31,000 miles, concluded it was in ‘perfect’ condition. At 62,000 miles, they changed the cam chain and pistons, but the tester reckoned it could have lasted much longer without attention.
This 2001 CB500 has had just three owners from new and shows a remarkably low mileage, with just 15,313 miles covered by its MOT in June, 2024. It hence appears as a very well-preserved example, with extensive paperwork history including a long run of MOT certificates and service documentation. We have been advised that the bike is running well.
No Reserve*
Reg No: OUB 926 MOT: Exempt Frame No: Not visible
Tandon motorcycles were produced from 1948 to 1959 in Watford, Hertfordshire, by Indian-born Devdutt Tandon. Tandon made various models, including the Milemaster, Supaglid, Imp and Starlett, a Kangaroo trials model and others. The first model appeared in 1948 as a cheap lightweight for home use and export. Lacking refinement, it was fitted with a pre-war 122cc Villiers 9D engine, installed in a frame of tubular, bolted construction. Although it had telescopic forks, it was angular and not stylish. It was joined by the muchimproved Supaglid in 1950, fitted with the more modern 122cc 10D engine and pivotedfork rear suspension controlled by a rubber cartridge. A further iteration appeared in 1951 with a 197cc 6E engine, plus a competition model. In 1952, production of the original model stopped. Further models used 147cc and 224cc Villiers and 242cc and 322cc British Anzani engines. Production appears to have ceased in 1959.
This 1951 Supaglid has just been unearthed with a number of other machines from a shed where it has been for many years. It appears in very original condition with a wonderful patina acquired during its time in dry storage, and hence forms a wonderful basis either for sympathetic restoration or ‘oily rag’ preservation. The engine turns over and it selects gears. The registration number does not appear in a DVLA search.
No Reserve*
Reg No: Unregistered MOT: Exempt Frame No: 15888 (Not visible)
Launched in 1922, the Norton Model 18 retained the 79mm by 100mm bore and stroke synonymous with Norton’s 500cc models, but adopted a new overhead-valve top end fitted to the well-proven bottom end already in service in the 16H. Much of the development was carried out at Brooklands, where the model established a 500cc world record, covering a kilometre at 89.22mph. The engine was housed in a frame similar to that of the 16H, although to accommodate its greater height, the tank rail was kinked. A three-speed Sturmey-Archer gearbox was employed, and primary and final drive were by chain. The Model 18 provided many of Norton’s 1920s competition successes and in recent years has become highly sought-after. The first examples employed a dummy belt-rim rear brake, but as the ’20s progressed, drum brakes were adopted.
This c.1925 Model 18 was in the process of being restored but due to the death of the restorer it never got finished. It has been stored for a short time in its present condition, but it is incomplete and sold strictly as seen in the pictures, minus the straps. The frame number is not easily legible. A lot of work is still required, including sourcing parts, but it promises to be a very rewarding project. There are no documents with this lot.
Estimate: £5,500 - £6,500*
Reg No: Unregistered MOT: Exempt Frame No: GT75046169
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. 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 that set Barry Sheene on the path to world championship glory. This US import is supplied with a Florida title and NOVA document which should enable straightforward registration in the UK. It is reported to be in running order and to be in good condition although the usual checks are recommended prior to use. Currently some 13,122 miles are recorded on its odometer.
‘The Jason Bourne Husqvarna’
Estimate: £3,500 - £4,500*
Reg No: HS15 EVN MOT: None Frame No: VBKUAA400FM362327
Said to be in excellent condition with just 161 miles recorded, there is strong evidence that this 2015 Husqvarna FE 450 was used on the film set of the 5th ‘Bourne’ instalment with Matt Damon, Jason Bourne (2016). It is believed to be the Greek police machine that ‘Bourne’ himself rode through a riot in Athens. It was apparently one of a number of machines used on the movie and is identified by a handwritten ‘JB Stunt Hero Bike 1’ marking under the seat. Apparently superficially damaged on a shoot involving Bourne being pursued in a chase scene, it was fitted with replacement body panelling prior to release. Modified with front blue police lights, a rear police light stand that was damaged for the production, rear carrying case, and one pannier. It features a white body decorated with Greek police decals, including their emblem on the pannier; a pair of spare panniers with an undamaged police light stand; and a spare front vent cover. Offered with original book pack including sales literature and owner’s handbook etc. it represents a unique opportunity to own a small piece of movie history which is ready to be ridden and enjoyed or displayed with a suitable backdrop!
Estimate: £5,000 - £7,000*
Reg No: MMY 71P MOT: Exempt Frame No: 69060
Suzuki introduced a revised version of the GT750 with the introduction of the “A” variant. The new model adopted twin discs in place of the four leading shoe items used on the “J” series models and featured new side panels, instruments with a digital gear indicator, restyled exhausts and revised graphics. The GT750 was a victim of stricter emission regulations and competition from technical developments of other four-stroke motorcycles. MMY 71P is thought to be UK supplied machine and was registered in April 1976. Interestingly when purchased by the vendor he was advised that the engine had received a comprehensive overhaul but unfortunately there is no evidence in the form of paperwork to support this claim. Currently showing some 18671 recorded miles, the vendor advises it is in good running order and suggests the ‘usual’ checks be carried out prior to use.
Greeves Motorcycles was a British motorcycle manufacturer founded by Bert Greeves which produced a range of road machines and later competition mounts for observed 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. The Greeves Scottish was named in honour of Jack Simpson’s class win in the 1957 Scottish Six Days Trial and for many years it was the clubman rider’s favourite mount. The bike went through a large number of updates during its eight-year production span but was distinguished by its alloy frame section and leading link forks.
This Scottish 250cc Trials model, being offered at no reserve, will make an interesting winter project. A few parts are missing but luckily spares are relatively easy to find for both Greeves and Villiers, so with a bit of imagination and effort the bike could be put back to the use it was intended for. Obviously not run for a number of years, the engine turns over on the kickstarter and it will come supplied with a current V5C.
FM350 twin shock model
Estimate: £1,500 - £2,500*
Reg No: Unregistered MOT: Exempt Frame No: Not visible Italian manufacturer Fantic Motor began in 1968 by manufacturing and exporting enduro motorcycles, mini-bikes and go-karts. They began exporting to the United Kingdom in 1972, as part of a wave of manufacturers who took advantage of “sixteener laws”, legislation that forbade sixteen-year-old motorcyclists from riding motorcycles up to 250 cc, as they had been used to. As a result, European and Japanese manufacturers exported their sporty and lightweight below-50cc engined machines, which had been common in Europe, to England also. The company has always used motor sport to promote its products, especially in off-road events, and started making a name for themselves in trials in the mid ‘80s when French star Thierry Michaud picked up a couple of world trials championships for them. The company’s products went on to start a revolution in trials with lighter weight designs powered by smaller capacity engines. This c.1980 Fantic appears to be a 200cc FM350 Model. Unregistered, it has only been used off-road by the vendor. With a nice simple two-stroke motor, it should make a good mount for twin shock trials events.
No Reserve*
Reg No: BBL 27B
MOT: Exempt
Frame No: C15-3547
The Birmingham Small Arms factory was established in the Small Heath area of Birmingham 1861 and as the name suggests manufactured weapons. Around the turn of the century they started making bicycles and progressed onto motorcycles a few years later. BSA went on to be one of the world’s largest producers of motorcycles up until its demise in the early 1970s. In the days when learners could ride a 250cc on L plates one of the more popular models was the C15 which has gone on to be the mainstay of pre 65 trials events. This barn find C15, being offered at no reserve, is an ideal project to be converted into a pre 65 trials bike or a one off special. In more or less complete and original condition, it has obviously been stood for many years so will need a complete restoration and will be supplied with a current V5C.
No Reserve*
Reg No: N/A
MOT: N/A
Frame No: Not visible
This c.1950s trials sidecar recently came to light when a large shed was being cleared out. It is not known who manufactured it, but the construction is of a good quality. This sidecar would be a great addition to any pre-1965 trials machine. Offered at ‘no reserve’.
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).
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.
355 1912 AC Sociable
229 1962 AJS 7R
243 1928 AJS K10
391 1961 AJS Model 31 CSR 304 1934 AJW Flying Fox 379 1952 Ambassador Embassy 263 1950 Ambassador Series IV
329 1950 Ambassador Series V 208 1954 Ambassador Supreme
345 1964 Ariel HS Métisse
374 1984 Benelli 304
348 c.1964 Benelli Sprint 3V 50cc Sports 252 1996 Bimota SB6 363 1996 Bimota SB6
1994 Bimota YB7
1987 BMW K100RT
1998 BMW K1200RS
1959 BMW R26
1957 BMW R60/2 240 1979 Bombardier Can-Am 366 1969 BSA 250 Starfire 342 1955 BSA A10
256 c.1958 BSA A10 Super Rocket
284 1965 BSA A65 Lightning
302 1947 BSA A7 and Bracknell sidecar
276 1970 BSA B25 Starfire
209 1967 BSA Bantam D14
404 1964 BSA C15
323 c.1963 BSA C15 316 1961 BSA C15T 373 1971 BSA Gold Star 250S
393 1972 BSA Lightning
233 1942 BSA M20 WD
248 1962 BSA Rocket Gold Star
282 1928 BSA S28 Sloper
216 1957 BSA Spitfire Scrambler
356 1970 BSA Starfire
217 1972 BSA T65 Thunderbolt
253 2004 Buell XB12S Lightning
317 1982 Bultaco 340 Sherpa
371 1981 Bultaco 125T
220 1979 Bultaco 280T
277 c.1980 Chapman BSA Trial 175
262 c.1950 Condor A580
244 c.1923 Connaught
108 c.1974 DKW Accu Bike E1
378 1957 Douglas Dragonfly
275 c.1928 Douglas DT5
333 c.1916 Douglas Model B
207 1932 Douglas T6 Airedale
307 c.1957 Ducati 100 Special
290 1957 Ducati 100 Sport
271 1959 Ducati 125
291 c.1958 Ducati 175
230 1962 Ducati 175 TS
310 1966 Ducati 250
246 1981 Ducati 900 SSD Darmah
228 1981 Ducati Mike Hailwood Replica
272 c.1960 Ducati Sprint Chassis
278 1969/2022 Egli-Vincent
116 1949 Excelsior Autobyk
403 c.1980 Fantic 200
122 c.2008 Garelli Capri
113 1998 Gilera Runner FXR 180
270 c.2001 Gravity Racer
232 1966 Greeves 25DC Sports Twin
402 c.1960 Greeves Scottish
221 1983 Honda 250 Trials
357 c.1985 Honda 250RR Mike Hailwood Evocation
118 1987 Honda C90 Cub
117 1996 Honda C90H Super Cub
327 1984 Honda CB125 T Super Dream
361 1979 Honda CB400A
386 1976 Honda CB400F
396 2001 Honda CB500
223 1974 Honda CB750 K4
340 1979 Honda CX500
358 1997 Honda Dream 50
121 1990 Honda Express
119 1982 Honda Melody Deluxe
287 1988 Honda RC30
250 1978 Honda TL125
286 2002 Honda VTR1000 SP2
400 2015 Husqvarna FE450
330 c.1958 Indian Enfield NYPD Police Bike
308 1945 Indian M741 Scout
332 1938 Inter Norton
321 1946 James ML
260 1987 Kawasaki 750 Turbo
346 1997 Kawasaki KE100
395 1997 Kawasaki Ninja ZZ-R1100
281 1974 Kawasaki Z1A
377 1998 KTM LC4 620
385 c.1948 Norton Big Four with Swallow Commando sidecar
369 1977 Norton Commando
351 2017 Norton Commando 961 Sport MkII
354 c.2002 Norton Commando VR880
295 1954 Norton Dominator 88
254 c.1953 Norton Dominator Race Bike
343 1957 Norton ES2 Café Racer
341 1949 Norton ES2 Special
288 1935 Norton International Special
320 1961 Norton Jubilee
312 1929 Norton Model 18
359 1951 Norton Model 18
398 c.1925 Norton Model 18
297 1937 Norton Model 30 International
226 1952 Norton Model 7
306 1968/2022 Norvin
305 1909 P&M 3½HP
110 c.1957 Peugeot S57C
388 1966 Raleigh Runabout
296 c.1912 Rex-JAP
367 1957 Royal Enfield 250
206 1953 Royal Enfield Bullet
266 1993 Royal Enfield Bullet
231 1959 Royal Enfield Crusader
236 1934 Royal Enfield Model BO 250 Bullet
322 1949 Royal Enfield Model C Military Evocation
261 1953 Royal Enfield RE 125
212 c.1943 Royal Enfield WD/RE ‘Flying Flea’
300 1931 Rudge Ulster
338 2004 Sachs 800 Roadster
268 c.1977 Silk 700S Racing Motorcycle
214 2005 Suzuki 1200 Bandit
255 1993 Suzuki GSXR750W
352 1979 Suzuki GT250B
239 1973 Suzuki GT380J
401 1976 Suzuki GT750 A
399 1974 Suzuki GT750 M
309 1982 Suzuki Katana 6-Cylinder
274 c.1981 Suzuki PE250
360 1992 Suzuki RG125 Gamma
347 1973 Suzuki RV125
289 1968 Suzuki T305
251 1967 Suzuki TC250
313 1971 Suzuki TT350
109 c.1949 Swallow Gadabout
397 1951 Tandon Supaglid
405 c.1960s Trials Sidecar
381 1958 Triumph 5T Speed Twin
204 1959 Triumph 6T Thunderbird
324 1974 Triumph Bonneville T140V
283 c.1953 Triumph Grand Prix Evocation
264 c.1914 ‘Baby’ Triumph Junior
237 1921 Triumph LW Junior
210 c.1914 Triumph Model C
227 1962 Triumph T100
249 1977 Triumph T140 Bonneville
273 1967 Triumph T35 WD
238 1958 Triumph Thunderbird
222 1971 Triumph Tiger 100
234 1961 Triumph Tiger T110
259 1962 Triumph Tiger T110
107 1960 Triumph Tigress 175
114 1961 Triumph Tigress 250cc Scooter
235 1972 Triumph TR6R Special
315 1974 Triumph Trident
365 1975 Triumph Trident T160
242 c.2003 Triumph Valmoto Race Bike No. 18
294 c.2003 Triumph Valmoto Race Bike No. 60
219 1980 TZ350F Spondon
372 1938 Velocette GTP
319 1939 Velocette GTP
267 1949 Velocette LE
328 c.1959 Velocette LE
383 c.1963 Velocette LE
285 1951 Velocette MAC
258 1952 Velocette MAC
375 1959 Velocette Valiant
203 c.1960 Velocette Valiant
213 1959 Velocette Venom (Clubman tribute)
301 1959 Velocette Viper
247 1965 Velocette Viper
225 1966 Velocette Viper Clubman
390 1964 Velocette Vogue
353 c. 1970 Velosolex 111 2002 Vespa ET4 125LE 102 1964 Vespa GS160 Mk2
100 2016 Vespa PX125
218 1950 Vincent Black Shadow
318 1939 Vincent HRD Comet
269 1949 Vincent HRD Rapide Series B
265 c.1956 Vincent Power Cycle
337 1956 Vincent Rapide Series D
331 2003 Yamaha Fazer 600
349 1987 Yamaha FZ600
215 1989 Yamaha FZR1000 Exup
279 1990 Yamaha FZR750 Genesis
280 c.1975 Yamaha RD250 Race Replica
362 1990 Yamaha Serow
368 1989 Yamaha TDR250
224 c.1979 Yamaha TZ250F
292 1980 Yamaha TZ250G
311 c.1976 Yamaha TZ750
370 1999 Yamaha WR400
303 1968 Yamaha YR3
201 40 Packs of the Book ‘Guide to Italian Motor Cycles’ by C. J. Ayton
202 50 Boxes of the Book ‘Classic Competition Motorcycles’ by Bob Currie
200 50 Packs of the Book ‘Classic British Motorcycles Over 500cc’ by Bob Currie
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