H&H NMM Motorcycles 28 Oct Complete PDF (1)

Sale 250

An Auction of Classic Motorcycles & Vintage Scooters 28th October 2026, National Motorcycle Museum

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2023 Norton V4 SV

284

1952 Vincent Series C “Shadow Rapide”

Almost a brand-new motorcycle

Offered from 38 years’ single ownership

Estimate: £20,000 - £24,000*

Estimate: £17,000 - £19,000*

Reg No: V4 SVN

MOT: None

Find out more on page 62

Frame No: SAYNVS11XBS000088

Reg No: 750 YUB

MOT: Exempt

244

Frame No: RC10659B

Find out more on page 41

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

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NOTES FOR INTENDING PURCHASERS Prospective purchasers are respectfully advised to read the Terms and Conditions of Sale carefully before bidding on any lot, as they form the terms of your contract with us, whether or not you are a successful bidder.

Admission

Currency Converter

Warranty

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.

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

Bidder Registration

Bidding Increments

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.

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.

References We reserve the right to request banker’s references from prospective purchasers and these should be supplied in time to allow them to be taken up prior to the sale. Failure to comply with this could result in the facility to bid being withdrawn.

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 Premium Purchasers are reminded that a Buyers’ Premium is payable on all lots and is subject to VAT at the prevailing rate. The rates are as follows: Motorcycles 15% (minimum of £150) Bicycles 20% (minimum of £50) Registration Plates 20% (minimum of £150) Automobilia 20% (minimum of £50) Online bidding incurs an additional 2% surcharge.

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*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Commission / Telephone Bids We will make reasonable efforts to execute commission and telephone bids when instructed provided they are received by 5pm the day before the Sale. Lot(s) will be bought as cheaply as is allowed by other bids and reserves. Where more than one commission bid is submitted at the same winning amount, the commission bid submitted to the Auctioneer first will be the winning bid. We reserve the right to request a refundable deposit of approximately 10% of the intended bid amount.

PLEASE NOTE: All lots are sold ‘as is’ which means that prospective purchasers must satisfy themselves with regards to their condition, completeness, genuineness, age and originality before bidding (including any associated paperwork).

Payment

Removal of Lots

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:

A representative of our preferred transport provider Moto Movers will be present at the sale to assist with any transport requirements. All lots are held at the purchaser’s risk at the fall of the hammer and must be removed not later than 1pm on the day following the sale. Please note, if lot(s) are not removed by then the standard charges as stated in our Terms and Conditions will apply.

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.

Vehicle Identity and Competition History

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.

NatWest, 23 Sankey Street, Warrington, Cheshire, WA1 1XH Account Name: H&H Classics Limited Account No: 71060480 Sort Code: 01-09-17 BIC: NWBKGB2L IBAN: GB98NWBK01091771060480 Export Licence / Dates Export licences may be required for any lot manufactured or produced 50 years or more prior to the date of export from the U.K. It is the responsibility of the buyer to obtain the licence and correct documentation prior to the exportation of the lot.

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

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.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

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AUCTION INFORMATION Auction Venue

ational Motorcycle Museum N Coventry Road, Bickenhill, Solihull, West Midlands B92 0EJ

Schedule

Viewing: Tuesday 27th October, from 1pm Wednesday 28th October, from 9am Auction: Vintage Scooters & Classic Motorcycles – Wednesday 28th October at 12pm (Noon)

Bidding

idding will be available live at the National Motorcycle Museum B Online at www.HandH.co.uk | Telephone | Commission

Buyer’s Premium

otorcycles: 15% plus VAT M Registration Numbers: 20% plus VAT Online bidding incurs an additional 2% surcharge

Buyer Enquiries

+44 (0)1925 210035 | sales@HandH.co.uk

More information and full terms & conditions are available via our website: www.HandH.co.uk

Lots 100 - 119

The Vintage Scooter Auction

c.1980 Lambretta SIL GP150

100

No Reserve* Reg No: Un-Registered

MOT: Exempt

Frame No: 22/0/020538

When Innocenti closed in 1972, Scooters India Ltd (SIL) - a state-run enterprise based in Lucknow - bought the entire Italian production facility including trademark rights to the models. Lambrettas had been manufactured in India since the late 1950s under license from Innocenti by API so they were a well-established brand. The SIL production focussed exclusively on the GP range with production of the 125cc, 150cc and 200cc models which continued through to the late 1990s. This c.1980 SIL GP150 project comes with a Mikuni carburettor, reverse pull front disc brake, adjustable rear shock, 90 MPH speedometer and a handmade JL exhaust. It also boats a good quality racing seat, 12v electrical system and many other useful performance parts. The engine appears to be an SIL GP200 unit and the scooter is thought to be basically complete in terms of its major components and ancillaries. However, potential bidders should satisfy themselves on this point as the lot is sold strictly as viewed.

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*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1967 Lambretta SX150 (200) No Reserve* Reg No: MKH 761E

MOT: Exempt

101 Frame No: SX150 756361

The SX150 replaced the 150 Special in October 1966. The tuned engine and close-ratio gearbox made for a faster – 95kmh – machine with much-improved acceleration. A 20mm carburettor and two cylinder head gaskets resulted in a slight increase in power to 9.38 HP. The SX was presented in new colours with a chrome strip on the front mudguard. Panels had three flashes and a large X150 over the badge on the front of the leg shield. The rear frame badge reads Lambretta Innocenti on most models and late models had a rectangular front horn cast badge. Earlier models had a metal tool box and side panel handles while later SX150’s had plastic DL-style tool boxes and clip on panels. Recently restored and unused since, this is a strikingly presented and uprated SX. The scooter had a complete ground up restoration with an impressive array of upgrades. The engine has been overhauled with a CASA SS200 engine with reed valve, GP crankshaft and all-new bearings. It has been further enhanced with a 30mm Polini carburettor and a Gorilla exhaust. Completely re-cabled, it has interesting additions such as reverse pull clutch cabling and Pegasus seat. We were able to see the scooter working at the time of consignment as can be seen on the video.

1971 Honda ST50 Estimate: £1,500 - £2,000* Reg No: YBE 6K

MOT: Exempt

102 Frame No: 141958

Honda used the advertising slogan ‘You meet the nicest people on a Honda’ and the Monkey bike range helped to prove this. The Z100 Monkey Bike was originally produced as a ride at the Tama Tech Japanese amusement park and put into mass production in 1964. The bike later sported front suspension and fold-down handlebars so it could be carried in the boot of a car. The ST50 Dax was launched in 1969 as a bigger and more practical mini bike and proved popular with motorhome, boat and caravan owners due to its fold down handlebars, allowing it to be carried easily. The Dax is sometimes wrongly described as a ‘Monkey Bike’ but is actually a lot more practical. Bigger all round, it has a dual seat and rear footrest so it can carry 2 people but still retains the fold down handlebars to make it easier to carry around. This example has been part of a small private collection for a number of years, not run for a while it will need recommissioning before use. A fun little bike to ride, it has been restored by him using some new parts and will be supplied with a current V5C.

1964 Vespa Allstate 125 No Reserve* Reg No: DBV 242B

MOT: Exempt

103 Frame No: VA14T 68615

The Sears company of America department store carried a full range of household goods, clothing, hardware and more. It also ran a mail order catalogue. Sears dabbled in motor vehicles, one of which was the Italian Vespa sold via Sears as the Allstate from 1952. Sales went well and Vespa models continued to be offered until 1967. By the early 1960s there was virtually no difference between the Italian Vespa and the Allstate although the Allstate did not have a damper on the front fork. They were sold with an Aquila Continental single saddle and buddy seat. From 1958 Allstates were sold with a speedometer in MPH. The later models were only offered in red with unique white wheels and hubs and were based on the Italian VNB range. The engines were standard VNB motors. This Allstate was first UK registered in 1998. It is absolutely in its original state of condition. It was used on the road until a problem occurred with the engine top end. As we understand it, the vendor’s father started the repair several years ago but did not get around to finishing it. The original top-end parts are supplied with the scooter to put back into service. A great project for a purist collector of rare Vespas.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

7

1960 Lambretta Li 150

104

Fully restored Estimate: £2,000 - £3,000* Reg No: 545 XVK

MOT: Exempt

105

No Reserve* Frame No: 150LI911847

The chain-drive Lambretta Li 150 was launched in April, 1958, and was followed by the Li 125 in June. They brought several improvements over the preceding shaft-drive LD models, including more power and larger (10in.) wheels with correspondingly larger brakes. In October, 1959, a Series II model was launched with the main difference being the repositioning of the headlamp in unit with the handlebars, to provide better lighting when cornering. The engine stroke was increased, and assorted other modifications contributed to the Li 150 Series II becoming the best-selling Lambretta ever. This beautiful 1960 Li 150 was purchased by our vendor earlier in 2026 as a half-completed project, and its restoration has since been completed to a very pleasing standard. Work has included a professional bare-metal respray, while the engine has been restored by Scootopia. Numerous improvements have been made, including a 12-volt conversion, electronic ignition, a 22mm carburettor and a GP camshaft. Equipped with the desirable optional luggage rack, spare wheel and dual seat, it is supplied with the V5C and is sure to be well-received at scooter rallies and 1960s events. 8

1978 Honda NF75

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: XDC 885S

MOT: Exempt

Frame No: NF75-1004582

Honda revolutionised personal transport when it introduced its first step-through moped, the C100, in 1958. Cheap, nimble and dependable, the C100 and its derivatives were soon being manufactured in their millions and sold all over the world, giving many riders their first taste of motorcycling. The NF75 joined the family in 1978 as something of a cross between a moped and a scooter. It had an automatic transmission and, unusually for a Honda, a two-stroke engine. Although they could happily be ridden for thousands of miles, the NF75’s cheap and cheerful nature meant it was regarded as somewhat disposal, meaning survivors are rare—it is thought that as few as eight are registered in the United Kingdom. Appearing in a pleasingly original condition, this early NF75 is shown as having had just five registered keepers, including a long-term second keeper from 1978 to 2018, and displays a believed-genuine 4,575 miles on the odometer. It is not known when the moped was last ridden so some recommissioning may be required, but it has been on the road within the last eight years. It is supplied with the V5C, an original owner’s manual and two workshop manuals, and represents a wonderful preservation opportunity.

1979 Puch 49cc Moped No Reserve* Reg No: ARC 630T

MOT: Exempt

106 Frame No: E4308900

Puch was founded in 1899 by the industrialist Johann Puch in Graz, Austria and produced automobiles, bicycles, mopeds, and motorcycles, eventually becoming a subsidiary of the large Steyr-Daimler-Puch conglomerate. From the outset, Puch enjoyed an excellent reputation for its high standard of design, build and reliability, important features on the roads around Europe at the time. Mainly concentrating on small two-stroke engined scooters and go-to-work vehicles. By the late seventies Puch was manufacturing over 200,000 mopeds and lightweight motorcycles exporting them around the world. Interestingly, this example was first owned by Steyr Daimler Puch Ltd and has been in current family ownership since 1979. Fitted with fairing and luggage boxes it registers delivery mileage and comes with an old-style V5 registration document.

1964 Lambretta Li150 Special (195) Estimate: £3,500 - £4,500* Reg No: YHH 691B

MOT: Exempt

107

Frame No: 150LiS 240014

The ‘150 Special’ debuted in 1963, its tuned engine and close-ratio gearbox made for much-improved acceleration over a standard Li. Lambretta racers raided the engines and contributed to the rarity of original examples. Our vendor embarked on a mission to create the best he could with a no-expense spared restoration. Together with Tim Sheffield, an original sixties Lambretta racer, they rebuilt the scooter from ground up replacing or restoring every part possible. The thick folder of bills runs to several thousand pounds and includes suppliers MB Mark Broadhurst, Cambridge Lambretta, Torbay Lambretta, Scootopia, Andy Francis and Buzz Solomoto. The paintwork was professionally done by The Cotswold Bodyshop. The result is a very attractive and useable scooter. This correct matching numbers example was bought from Rome Antique Lambrettas in 2020. Notably the engine is original, vapour blasted then professionally overhauled by Tim Sheffield with Mark Broadhurst 195 conversion and premium crank, CASA powermac clutch and top quality bearings and seals, SIP quality ignition system, Dellorto 25mm carburettor and BGM parts throughout. The original speedometer was in good working order and retained. Since restoration we understand the scooter has done less than 100 miles. It started easily for our consultant and appears to be in fine running condition. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

9

c.1979 Puch 49cc Moped

108

No Reserve* Reg No: Un-Registered

109

One owner from new Estimate: £2,250 - £2,750*

MOT: Exempt

Frame No: 4241635

Puch was founded in 1899 by the industrialist Johann Puch in Graz, Austria and produced automobiles, bicycles, mopeds, and motorcycles, eventually becoming a subsidiary of the large Steyr-Daimler-Puch conglomerate. From the outset, Puch enjoyed an excellent reputation for its high standard of design, build and reliability, important features on the roads around Europe at the time. Mainly concentrating on small two-stroke engined scooters and go-to-work vehicles. By the late seventies, Puch was manufacturing over 200,000 mopeds and lightweight motorcycles exporting them around the world. Gaining wide acceptance during and after the 1973 oil crisis, production at Puch continued until 1990 and good examples are much valued by collectors today. This un-registered 1979 example registers just 1 mile on its odometer and has remained in the same family ownership since c.1979. A rare opportunity to acquire a time-warp example.

10

2000 BMW C1

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: X414 NBU

MOT: None

Frame No: WB10191A11YA15134

The C1 was a revolutionary enclosed scooter made for BMW by Bertone. It featured a windscreen, aluminium roll-bar and a solid roof designed to protect the rider from the elements, designed to offer the convenience of a scooter with the weather protection of a car. With an emphasis on safety, it was subjected to car crash testing procedures and claimed that in a collision it offered protection comparable to a compact car. The prime marketing strategy was to convert car buyers onto 2 wheels, and the C1 was claimed to be so safe that the rider did not need to wear a helmet to ride it. An expensive option in its day, very few have survived the rigors of commuting use. This rare C1 was bought new by the vendor in 2000 and used sparingly by him until 2013, when it was put into storage in a dry garage. Accumulating just 1389 miles in that time, it is presented in good original condition. Throughout its use, it was kept serviced and MOTd, but having been stood for a number of years, it will need recommissioning before use. It will be supplied with a good paperwork file and a current V5C.

1966 Lambretta SX200

110

Estimate: £5,000 - £7,000* Reg No: ADY 411D

MOT: Exempt

1964 Lambretta Li150 Special (200)

111

No Reserve* Frame No: SX200 841999

Many regard the SX200 to be the finest scooter Innocenti produced, and possibly regarded as the best scooter ever made. The SX range retained most styling features of the TV 175/200 Series III which preceded it. The bodywork however was more angular and streamlined than that of the preceding LI models. Like the TV Series III, the headset housed a keyed ignition/light switch in the space that the standard LI had a simple kill switch. The SX200 had improved performance and gearing over the previous TV200 models. The SX is the quintessential Lambretta, they are extremely prized by collectors and the SX200 with its own uniquely styled panels and powerful motor is the absolute top of the scooter tree. First registered in he UK in 2007 this genuine Italian chassis 1966 SX200 has been restored using gloss metallic copper paint with accents of matt black and British Racing Green to achieve the design that our vendor wanted. He describes the paint as easy to clean. Intentionally for reliability we are informed the scooter is now fitted with a SIL GP200 standard engine with a modern Indian carburettor, not the engine number on the V5C. Also we note the electronics have been converted to 12v. We were able to see the scooter start easily and in fine running condition as can be seen on the below video film taken at the time of consignment.

Reg No: KBD 220C

MOT: Exempt

Frame No: 150LiS 242097

The ‘150 Special’ debuted at Milan in 1963 with sleeker lines than a standard Li. The tuned engine and close-ratio gearbox also made for a faster – 95kmh – machine with much-improved acceleration over a standard Li. The Special 150cc engine/gearing combination on these models was also particularly sought after by Lambretta racers who raided the machine engines and this has contributed to the rarity of them in original state. Recently restored as a ground up restoration, this ‘Silver Special’ is registered as a 125. The engine was fully overhauled with a Casa SS 200 engine kit, ‘piston ported’ with a GP crankshaft and a 28mm Dellorto carburettor. Converted to 12 volt electrics, the scooter has new front dampers and brakes and a Pegasus style seat. The scooter started easily for our consultant and appears to be in fine running condition as can be seen in the video. It has done only 6 miles since restoration.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

11

1981 Vespa P200E (225)

112

No Reserve* Reg No: MKW 314W

MOT: Exempt

Frame No: VNX2T9758

Christened ‘Torque In Italian’, this customised Vespa is understood to have been created by Dan Piper with input from PM Tuning. A super, early 1980s-style show scooter, ‘MKW 314W’ was recently offered as part of an Aspire competition that the vendor won (though, sadly he is not in a position to keep it). The competition details listed the engine as an AF Rayspeed built unit that develops 21hp (as opposed to a standard P200E’s 12.5hp) thanks to a Pinasco 225cc Nikasil lined cylinder kit, reed valve intake, SIP 12v ignition and SIP monster exhaust. Reputedly capable of over 70mph, the ‘souped up’ Vespa is also said to have lots of low to medium torque. The shocks have been uprated with Pinasco versions. The retro Martini inspired paintwork is all hand painted with Alpine White as the base colour and purple, metallic violet and teal gradients. Period accessories include a Bradford ‘Flip Flop’ backrest, Giuliari King-and-Queen seat and Utah flyscreen. In typical early 1980s-style, it utilises lots of chrome and stainless steel brightwork including hubs, floor runners, cowl protectors and rear luggage rack. Small details such as clear indicators, smoke rear light, F1 mirrors and white wheels all add to its impressive presentation.

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*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1963 Lambretta Li150 series 3 (186) No Reserve* Reg No: XMW 397A

MOT: Exempt

113

Frame No: 150LI3 675768

The Lambretta Li series 3 was launched in 1962. It was a remarkable change from the previous Li series 2 with new sleek slim styling. The Li series 3 also had better performance than the previous engines and it had a very good reputation as a smooth and well-balanced scooter with great handling attributes. This example was recently completely restored and has had very little use since. The engine was blasted and top end upgraded with the proven Scootopia 186 kit and 12 volt conversion. The engine was extensively overhauled with new bearings and seals. The gearbox is a standard Li150 box and it has a new crankshaft. The bodywork has brand new leg shields, side panels and floor runners. The carburettor is a new reliable PBRL. The wiring loom is brand new as are all cables. It sports front and rear crash bars and a 3 in 1 rear carrier and back rest rack. Seen running very well at time of consignment as can be seen in the video.

1966 Lambretta SX200 Estimate: £7,500 - £8,500* Reg No: GFX 179D

MOT: Exempt

114 Frame No: SX200 833547

The SX200 is not only the quintessential Lambretta but also, for many, the absolute top of the scooter tree. Our vendor purchased this SX200 in 1998 and treated it to a ‘no-expense spared nut and bolt restoration’ at that time. Since then it has always been garaged. The bodywork was completed by Howard Chambers using all original panels and parts, even the side panel flashes and leg shield badges are original. The engine, a genuine 1968 SX200 unit, was thoroughly overhauled with new top-quality seals, bearings, drive chain, clutch, piston and rings, while the original crank was retained. In the quest for perfection the scooter was completely stripped down and resprayed to a high degree of finish by JC Paintwork of Bedford. The scooter is totally standard except for the electrical system which is a 12v Casatronic set-up fitted for reliability. During his ownership the scooter has done very few miles (less than 500). We note that the seat is an original Noemi Rosa and the speedometer an original MPH Veglia. The correct cable straps have been used and small details like the cross head screws locating the headlight rim and original long SX200 kick start are similarly authentic.

1965 Vespa SS180 Super Sport (210) Eddy Grimstead ‘Hurricane’ Tribute

115

Estimate: £5,000 - £6,000* Reg No: TEU 315C

MOT: Exempt

Frame No: VSC1T 007324

Introduced in 1964, the Vespa SS180 was the fastest roadgoing model Piaggio had yet made. With an 181cc engine developing 10hp, four-speed gearbox and 10-inch wheels, the newcomer had a 65mph top speed. Around 35,700 were produced from 1964-1968 and survivors are highly sought after today. A London scooter dealer, Eddie A. Grimstead & Son Ltd offered a variety of tuning services and attractive accessories that were in tune with contemporary ‘Mod’ culture. This SS180 has over the years been treated to significant amounts of expenditure as evidenced in the substantially thick file of bills. Presented in the attractive ‘Grimstead’ style, to achieve the Hurricane 200cc power it is said to be now running a 210cc Malossi in a PX200 casing with a T5 fourth gear, casings matched to barrel port sizes. The inlet timing has been increased, the 24mm carburettor has a new 132 main jet and an unrestricted air filter. The crank is a Mazzuchelli race crank and the exhaust is a SIP EVO pipe. The scooter is supplied with a genuine spare SS180 engine casing and various parts to help return to standard if desired. The scooter currently has an agreed insurance valuation of £8,500 with Hagerty. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

13

1953 Ducati Cucciola

116

No Reserve* Reg No: LWW 46

117

No Reserve* MOT: Exempt

Frame No: 269261

During WW2, Aldo Farinelli began working with the small Turinese firm Siata (Società Italiana per Applicazioni Tecniche Auto-Aviatorie) with the idea of developing a small engine that could be mounted on a bicycle. Many enterprising businessmen bought the little engines and installed them in bicycle frames, offering them for sale as complete units. Demand quickly outstripped their limited production capabilities, so Siata found a manufacturing partner in Ducati, a well-known name in electronics who, in post-war Italy, was seeking new opportunities and a licensing agreement was reached. Production rose from 15 units in 1946 to over 25,000 in the following years, when Ducati reached an exclusive agreement for manufacturing. This Cucciola, being offered at no reserve, is presented in original, unrestored condition. Bought by the vendor in 2010, he enjoyed riding it around his local roads before putting it on display in his private collection. Stood for a number of years, it will need recommissioning before use, but the engine turns over, and it will be supplied with a copy of a workshop manual and a V5C. A rare model from before Ducati’s MotoGP and World Superbike domination, this little bike will be a fascinating talking point at any enthusiast gathering. 14

1954 Vincent Firefly

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: IG 5365

MOT: Exempt

Frame No: 38117

The Vincent story began with Phil Vincents purchase of the HRD name in 1928, initially producing bikes using proprietary engines in his own chassis. Always the innovator by the mid-30s he had developed his own 500cc single and 1000cc twin-cylinder designs that survived until the company’s closure in 1955. After proudly offering the fastest bike available, they went to the other extreme and launched the Firefly clip-on engine in 1953. The Firefly was a 45cc two-stroke engine mounted beneath a bicycle’s bottom bracket, driving the rear wheel using a friction roller. It was built from 1953 to 1955 under licence from Miller, long time suppliers of electrical components to Vincent. It was not enough to save the firm, and production ceased in 1955. This original and unrestored Firefly, being offered at no reserve, is mounted in a period New Hudson sprung forks frame. Displayed in the vendor’s private collection for the last few years, it will need recommissioning before use, but the engine turns over and it will be supplied with a copy of an owner’s manual and a V5C. One of Vincent’s last products, this little bike will be a fascinating talking point at any enthusiast gathering.

1994 Honda Dax 70 Just 897 miles recorded

118

No Reserve* Reg No: M360 BUF

1958 Lambretta LD150

119

No Reserve* MOT: None

Frame No: 5400025

Introduced in 1969, the Honda Dax ST70 became one of the Japanese manufacturer’s most recognisable small-capacity motorcycles. Featuring a distinctive pressed-steel T-bone frame, small wheels, folding handlebars and a dependable 72cc four-stroke single-cylinder engine, the Dax was designed to provide practical, economical and enjoyable transport. Its unusual appearance and straightforward mechanical design helped establish a loyal following, particularly among those seeking a lightweight and easily manageable motorcycle. Remaining in production in various forms for several decades, the Dax has since become a popular choice among collectors and enthusiasts of classic Japanese motorcycles. This 1994 example was acquired by the current owner in 2001 with the intention of carrying it on the rear of a motor home, providing convenient transport whilst travelling. However, having proved slightly too large for the intended purpose, the Honda was placed into storage, where it remained for many years, seeing little use. Presenting in good overall condition, the machine has recently undergone recommissioning work following its extended period of inactivity. Accompanied by a current V5C, this appealing example of Honda’s much-loved miniature motorcycle is offered following approximately 25 years in the current ownership.

Reg No: 438 UYE

MOT: Exempt

Frame No: Not Seen

The Lambretta LD Mk1 was first introduced in 1951 as a 125cc model as a successor to the LC. It had 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. The Mk2 had a number of improvements. The rear brake was now cable controlled and the gears used a single teleflex cable. The Mk3 also known as the ’57 was only produced for one year and had a cast handlebar top which held the speedometer display and a redesigned larger rear light. This very late example appears in very good order and is ready to use with current V5C.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

15

2027 CLASSIC MOTORCYCLES AUCTION CALENDAR APRIL Classic Motorcycles & Vintage Scooters National Motorcycle Museum, Solihull, West Midlands 7th April 2027

JULY Classic Motorcycles & Vintage Scooters National Motorcycle Museum, Solihull, West Midlands 21st July 2027

OCTOBER Classic Motorcycles & Vintage Scooters National Motorcycle Museum, Solihull, West Midlands 27th October 2027

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Lots 200 - 383

An Auction of Classic and Collector Motorcycles

1927 AJS H5

200

No Reserve* Reg No: Un-Registered

201

No Reserve* MOT: Exempt

Frame No: H79937

Purchased by the vendor in New Zealand and imported into the UK in 1999, this H5 was the subject of an older restoration and has been kept in long-term storage as part of a private collection of predominantly vintage and thoroughbred motor cars on a large country estate. At the time of consignment, the engine turned over with good compression. However, having been stored for an extended period, prospective purchasers should anticipate a course of recommissioning before it can be returned to the road. The engine, gearbox, and frame numbers are all matching and appear to be correct, although this hasn’t been confirmed by the owners’ club. An original parts book and assorted photocopied AJS literature is included, but the bike is offered unregistered and without a V5C. There is no physical record of the customs documentation, nor is there any record of a NOVA declaration having been made, as the vehicle was imported before the introduction of NOVA. The buyer will therefore need to contact the HMRC Cars Team at ecsm.nchcars@hmrc.gov.uk and/or the Personal Transport Unit to obtain and submit a NOVA1 form before the vehicle can be registered with the DVLA.

18

1965 Yamaha YM1 305

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: FAW 465C

MOT: Exempt

Frame No: Y26-28042

By the mid 1960s Yamaha established itself in Grand Prix racing, with Phil Read and Bill Ivy winning world championships. Using the knowledge gained on the track, they soon had a range of twin-cylinder bikes from 100cc up to 305cc, and the arrival of the RD range in the seventies cemented Yamaha’s reputation for high performance two-strokes, with models like the RD400 dominating production racing in the day, embarrassing a few larger capacity bikes. This stunning looking 1965 Yamaha started life as a standard YM1 model. It was restored to a very high standard by a previous owner who had a pair of N.O.S. high-level exhausts, so he converted it to ‘Big Bear specification. The Big Bear models were made specifically for the US market, where the Street Scrambler image was more popular. Featuring an ‘Autolube’ oil mixing system, alloy full width brakes and 27 BHP, it was the forerunner to Yamaha’s classic RD range of the 1970s. A rare bike in the UK, it has been ridden this summer by the vendor and started and ran when photographed. It will be supplied with some copies of technical information, a few old MOTs, dating letters and current V5C.

c.1954 Norton Dominator racer

202

No Reserve* Reg No: Un-Registered

1973 Honda CB500K2

203

Estimate: £3,000 - £4,000* MOT: Exempt

Frame No: Not Seen

The Norton Dominator was designed by Bert Hopwood during 1947 and ’48, and entered production in Model 7 guise in 1949, powered by a 497cc parallel twin. It initially used a plunger frame but gained a swinging-arm frame in 1953, and remained in production until 1955. A more exciting arrival on the home market for 1953 (export sales began in 1952) was the Dominator Model 88, which used the same engine but placed it within the celebrated Featherbed frame. A 597cc version, the Model 99, arrived in 1955, and in 1960 both models benefited even further from the revised “Slimline” Featherbed frame. Ever since they were new, Dominators have been a popular bike for café racer conversions and “Domiracer” builds, and this delightful mid-1950s “Wideline” Dominator demonstrates what could be achieved. An historic build which was put together for amateur racing, we are advised that it was very competitive in its heyday, prior to being barn-stored for around 30 years. While obviously in need of some restoration, the engine has been turned over with compression, and each gear has been selected during our inspection. A very worthwhile project with further racing potential, it is offered at no reserve with no documentation.

Reg No: RYF 88L

MOT: Exempt

Frame No: 2042078

The legendary CB750/4 was launched in 1969 to great acclaim and laid down the blueprint for the modern day superbike, starting a range of SOHC Honda fours ranging from 350cc upwards. The 500 model followed shortly after the 750, bringing back memories of Mike Hailwood’s Grand Prix bike of the late 1960s, later growing to 550cc. Based on the CB750, the 500cc version also had a single hydraulic front disc brake, rear drum brake, electric starter, and SOHC eight-valve engine with a four-into-four exhaust pipes echoing those of the 750, and many consider the middleweight CB500 model, first seen in 1972, to be the better all rounder. This 1973 K2 model was restored in 2005, keeping a good degree of originality, and was featured in Classic Bike magazine’s ‘Top 10 Restorations’ in the January 2006 issue. Finished in a typical 1970s colour scheme of bronze and black, the distinctive 4-into-4 exhaust system immediately tells you what bike it is. The vendor bought it in 2015 and has since kept it in his small private collection. Not run for a while, it will need recommissioning, and will be supplied with a current V5C.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

19

1957 BSA A10R Road Rocket

204

Estimate: £2,500 - £3,000* Reg No: SSL 933

MOT: Exempt

205

Estimate: £2,750 - £3,250* Frame No: EA7 6818

The 650cc A10 Golden Flash was developed by Bert Hopwood in 1949 to compete with the twins being offered by Triumph and Norton at the time. With a good turn of speed and a strong chassis, it probably became the world’s first ‘Sports Tourer’, equally happy as a weekend pleasure bike or lugging around a double adult sidecar during the week. To cater for the more sporting rider, variations of the basic bike were offered such as the Road Rocket, Super Rocket and Rocket Gold Star with a bit more power and style. Production of the A10 range finished in 1963 when it was replaced by the unit-construction A65 series. This Road Rocket was overhauled by Rob Wardell in the past and has not seen much use since. Developed from the A10 Golden Flash, it was the first sports bike in the BSA A10 series with a great reputation for reliability. To add to its sporting credentials, it featured full-width hubs with chrome mudguards and a Gold Star style petrol tank. Fitted with a Mikuni carb to aid starting, it has not run for a while, so will need recommissioning before use and it will be supplied with a current V5C.

20

1960 Ducati 175 TS

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: 978 YUJ

MOT: Exempt

Frame No: MD51654MD

Ducati was established in 1926 by Antonnio Ducati and his sons, initially producing electrical components. After WWII they moved into motorcycles with the Cucciola, essentially a pushbike with a clip-on engine and by the 1960s had become associated with performance bikes, selling a range of sporty 125cc to 350cc singles. These Fabio Taglioni-designed OHC engines in the 1950s were quite advanced in the days of the more common pushrod engines offered by most other manufacturers providing far better performance. Offered in sports and touring versions, the 175 proved to be a popular mount for competition use in Italy, and its stand-out feature is probably the beautifully sculpted fuel tank finished in metallic red and gold. Sporting success continued with the later Taglioni designed twins, especially in WSB racing. This typically attractive Italian lightweight Ducati is the more touring orientated TS model with higher handlebars, a comfier seat and bigger mudguards. Imported into the UK in 2013, it is now registered with DVLA and has been part of an enthusiast’s small private collection since 2014. Not run for a while, it will need recommissioning before use and will be supplied with a VMCC dating letter and a current V5C.

1960 BSA A10 Golden Flash

206

Estimate: £2,500 - £3,000* Reg No: LVS 508

MOT: Exempt

1988 Kawasaki Ninja ZX-10 Very original and believed low-mileage

207

No Reserve* Frame No: GA712615

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 double adult sidecar during the week. Later models featured swinging arm rear suspension and full-width hubs, becoming the basis for the Rocket Gold Star, with production finishing in 1963 when it was replaced with the unit-construction A65 series. This early 1960s A10, with the more rounded front mudguards and pear shaped tank badges, has been part of an enthusiast’s small private collection for a number of years. Restored in 1993 by Rob Wardell, it has not seen much use since and is presented in good, authentic condition, with the addition of a Triumph twin leading shoe front brake and a rear carrier. Not run for a while, it will need recommissioning before use and will be supplied with a current V5C. Please note, the engine number does not match the one shown on the registration document.

Reg No: F280 MBY

MOT: July 2027

Frame No: ZXT100B-010366

Part of the popular line of Ninja sports bikes, the ZX-10 joined the range in 1988 as Kawasaki’s sporting flagship, using a 997cc, liquid-cooled, 16-valve, DOHC inline-four developed from its predecessor, the GPZ1000RX. Compared with the GPZ, the ZX had a higher compression ratio of 11:1, lighter pistons and bigger valves, among other improvements. It was said to develop 135bhp at 10,000rpm and, with a top speed of 165mph, Kawasaki could again boast of building the world’s fastest production motorcycle. Production stopped in 1990, so survivors are highly sought-after. Showing a total of five registered keepers, this 1988 ZX-10 must have really been appreciated by its previous owner, because he kept it from 2001 until August, 2026, and kept it on the road during most of his custody, although it was only ever ridden sparingly. It appears that a new speedometer was fitted in 2009, with a reading of around 13,800. The present reading is just over 19,800, and the reading in 2008 was 28,500 miles, so one might suppose the total mileage to be about 35,000. This mostly original bike is fitted with a useful luggage rack and a Marving four-into-one exhaust, and has an MOT to July, 2027. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

21

1926 Humber 2¾hp

208

A 100-year-old restoration project No Reserve* Reg No: CK 6471

37,000 miles from new

209

No Reserve* MOT: Exempt

Frame No: M8577

Also a producer of bicycles and motor cars, the Coventry firm of Humber built its first rudimentary, single-cylinder motorcycles with proprietary engines during the final years of Queen Victoria’s reign. Humber soon started making engines of their own design in various sizes, eventually adopting overhead-cam technology for some models, until production ceased in 1930. The first 2¾hp model was a 340cc vee-twin built from 1911 to 1914, with which Humber won the 1911 Junior TT. The second 2¾hp ran from 1923 to 1930 and used a 350cc sidevalve single. This remarkable 1926 Humber 2¾hp appears in unrestored condition and in need of a sympathetic restored. Little is known of its history, other than that it was registered in Preston on August 3rd, 1926, and there are some photographs of it being used on the Isle of Man in 1968. It has been off the road for several decades, the engine does not turn and full restoration will be required, although it may hoped that the paint and patina can be preserved. It is supplied with a buff logbook, the V5C and historic photographs.

22

1998 Yamaha YZF600R Thundercat

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: S558 YAK

MOT: May 2027

Frame No: JYA4TV00000039727

Yamaha launched its YZF600R in North America in 1994, making it available for Europe in 1996. With a 599cc DOHC, 16-valve inline-four, it produced a claimed 101bhp. The six-speed sequential gearbox made it very tractable. A 1997 styling update saw the original fairing and twin headlights replaced with a more modern design and a single triangular headlight. In standard tune, the YZF600R was praised for its sports touring capabilities, but it could also be a track fiend. This 1998 YZF600R has covered 37,200 miles from new, with eight registered keepers, including a long-term first owner until 2010. It has been appropriately and sympathetically maintained, hence it has an MOT with no advisories valid until May, 2027. The vendor describes it as “a superb example in excellent running condition.” It is equipped with titanium exhaust and manifold pipes with a carbon Micron end can, Goodridge steel-braided hoses to recently renewed brakes, upgraded rear suspension and an “excellent” gold chain and sprockets. The fork seals were replaced in 2024, the latest service was in March, 2026, the carburettors have been newly cleaned and rebalanced, and a Datatool alarm-immobiliser has been installed. The documents file includes the V5C, many MOTs, assorted invoices, and a Haynes manual.

1961 Panther Model 120

210

Estimate: £3,500 - £4,500* Reg No: 115 UTJ

MOT: Exempt

1973 AMF Harley-Davidson SS350

211

No Reserve* Frame No: 28257

Panthers were built by Phelon & Moore in Cleckheaton, Yorkshire, from 1924 to 1966, and enjoyed a reputation for sturdiness and longevity, their long-stroke singles being ideal for pulling sidecars. Prolific engineer and Brooklands tuner Granville Bradshaw had a close relationship with Panther, being responsible for its first overhead-valve engine in 1924, and contributed to the 598cc (87 × 100mm) “sloper” single for the 1932 Panther Model 100. The ageing design was enlarged to 645cc (88 × 106mm) for the Model 120 of 1959, retaining the twin-port head. Like the contemporary 100s, the 120 used the engine as a stressed member, a four-speed Burman gearbox and a Lucas mag-dyno. It survived to the very end of Panther production. This beautiful Model 120 was purchased by our vendor in 2023 for his private motorcycle collection and has since been on static display. It was restored to a very high standard by a previous owner, and although certainly show-worthy, it appears to have been off the road for most of this century. The vendor has started it from time to time, but some recommissioning will be required. The V5C erroneously gives the year of manufacture as 1957.

Reg No: YTA 848L

MOT: Exempt

Frame No: AERDAV350NE255671

In 1960, Harley-Davidson acquired a half-stake in Aermacchi, the Italian maker of lightweights, and when it wanted a little sister for its Sportster, it appropriated an Aermacchi frame and horizontal single-cylinder engine and marketed it as the Sprint, which evolved into the SS350. It had a compact wheelbase, enabled by a short swinging arm and high handlebars, and was said to produce 27bhp. In 1973, AMF (which acquired Harley in 1969) took over Aermacchi completely and all subsequent Aermacchi-based bikes were marketed as AMF Harley-Davidsons, but the Italian holiday ended in 1978, with the sale of the Varese factory to Cagiva. This SS350 was first registered in Britain in 2015, but it has seen minimal use on the King’s highway. Our vendor purchased it in 2023 for his varied motorcycle collection, which is now being dispersed. Although some work was performed at the time to make it run, it has been static since and will therefore require recommissioning. A rare and appealingly original bike, ideal for the ‘oily rag’ treatment, it is supplied with the V5C and a Bruce Main-Smith manual.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

23

1955 Matchless G3LC Trials

212

Estimate: £2,500 - £3,500* Reg No: HSJ 774

MOT: Exempt

“Shed find” now with running engine

213

Estimate: £1,750 - £2,250* Frame No: 5235C

Matchless was one of the oldest British motorcycle marques, manufactured in Plumstead, London, between 1899 and 1966. It introduced the overhead-valve 350cc single-cylinder G3 model in the 1930s, but it would reach the peak of its popularity through the ’50s and ’60s, when it had been significantly modernised. The G3/L (Lightweight) military variant became an indispensable asset during the 1939-45 war and was celebrated for introducing telescopic forks when almost everything else used girders. Postwar G3s gained a swinging-arm rear in 1951 and an aluminium cylinder head in 1951. The popularity of demobbed G3/Ls with trials riders gave rise to the purpose-made G3LC trials model, with knobbly tyres, alloy mudguards, a lightweight tank and an upswept exhaust. Offered from a deceased estate, this G3LC is believed to be an original trials bike and its late owner rode it many historic events over the years. A dating letter from Classic Services states its year of manufacture as 1955. Having been out of action for some time – it appears to have last been on the road in 2011 – it will require recommissioning before it returns to pre-’65 trials. It is supplied with a V5C, which states the displacement as 500cc.

24

1956 BSA B31

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: WDE 36

MOT: Exempt

Frame No: CB31 10682

The Birmingham Small Arms factory was established in the Small Heath area of Birmingham in 1861 and as the name suggests manufactured weapons. Around the turn of the century they started making bicycles and progressed onto motorcycles a few years later. The 350cc single-cylinder BSA B31 was introduced immediately upon the war’s end in August, 1945, with a rigid frame and, for the first time on a BSA, telescopic forks. In 1949, an optional plunger frame was introduced, and a dual seat was made standard in 1951. Rigid frames were discontinued as a swinging-arm frame became optional in 1954, only for the swinging-arm to be standardised in 1955. Coil ignition replaced the Lucas magdyno in 1958, and production ended in 1959. This charmingly patinated and original 1956 B31 was discovered in Merthyr Tydfil circa 2006, and although some work was performed – the wheels appear to have been rebuilt and the petrol tank painted – the restoration evidently stalled. Since our vendor has had the bike, he has undertaken some recommissioning and succeeded in getting it running. It will require further restoration before it can be used, but the ‘oily rag’ condition is very appealing. The V5C is supplied.

1949 Triumph 3T Custom

214

Estimate: £2,250 - £3,250* Reg No: Un-Registered

1958 Ariel HT5 Trials

215

Estimate: £4,500 - £5,500* MOT: Exempt

Frame No: TC.12487

As Triumph production reverted to civilian machines immediately after the war, the company announced the 3T, a 350cc companion to Edward Turner’s 500cc 5T Speed Twin. The 3T was similar in many respects to the Speed Twin, but also borrowed features from the TRW and 3TW military motorcycles. The basic engine followed the 5T, but featured rocker boxes incorporated into the iron cylinder-head casting and a built-up crankshaft with one-piece connecting rods. The punchy vertical twin developed 19bhp and was timed by Motor Cycling at 74mph on the top end. Ridden normally, the 3T returned fuel economy approaching 80mpg and was warmly received by economy-minded buyers. Found in a derelict and incomplete condition in a coal shed in 2022, this 1949 3T (formerly ‘JNX 243’) was restored using the available parts to a custom specification incorporating influences from the bobber style. Work included completely stripping down and powder-coating the frame, rebuilding the wheels, overhauling the engine with new pistons, rings, valves and guides, converting the electrics to 12-volt, and more. The 3T is said to start with ease and ride well, though further running in will be required. It is supplied with an RF60 buff logbook, which may assist in obtaining a V5C.

Reg No: IIL 7104

MOT: Exempt

Frame No: CRT 601

Ariel introduced the HT trials model for the 1954 season but it soon evolved into the HT5, with the same all-alloy engine but a new lightweight swinging arm frame. The swinging arm was complemented by telescopic forks, a light alloy fuel tank and alloy mudguards, with replicas soon available to the public. As a result of tweaks by Sammy Miller on ‘GOV 132’, such as fitting alloy hubs and Norton Roadholder forks, the HT5 dominated trials into the early ’60s, remaining competitive against the onslaught of lightweights, and today is one of the most popular heavyweights in pre-’65 trials. This 1958 HT5 is offered from a collection of primarily 1950s British off-road bikes amassed by a former trials rider. It has been modified à la ‘GOV 132’, sporting what appear to be Norton Roadholder front forks and Ariel Arrow alloy wheel hubs. A non-standard alloy clutch cover is so slim that Sammy Miller himself suggested it must be housing a lighter clutch, perhaps Norton. The bike otherwise appears standard, with the original airbox and fixed footrest. After years on static display, it will require recommissioning but the engine turns with compression and everything moves freely. The V5C is supplied. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

25

1961 Triumph Tiger 100

216

Single ownership since 1974 Estimate: £2,500 - £3,500* Reg No: 672 XWJ

MOT: September 2027

217

Estimate: £2,250 - £2,750* Frame No: H.18980

Having had great success with his 1937 Speed Twin, Edward Turner further developed his design to create the 498cc Tiger 100 in 1939, with 100 indicating its claimed maximum speed. It featured forged-alloy pistons and a larger tank, and was promoted at launch with an 1,800-mile drive from John-o’-Groats to Land’s End, then to Brooklands for six hours of high-speed laps, managing one lap at 88.5mph. Freddie Clarke’s bored-out racer then set a Brooklands lap record of 118.02mph. However, war stopped production, and Triumph’s factory was bombed in 1940. Post-war, the Tiger returned with new telescopic forks; progressively updated, with swing-arms arriving in 1954, the pre-unit era ended in 1959 and unit-construction models were produced from 1960 to 1973. This very early, “matching numbers” unit-construction Tiger T100A was purchased by its owner in 1974, originally for commuting to work. It was always maintained well but eventually fell out of use as a commuter, before being restored to its present high standard. We are advised that it starts readily and rides well. Having covered just over 1,000 miles since 2007, it is supplied with a new V5C and a no-advisories MOT valid until September, 2027.

26

1989 Gilera Dakota 500

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: F301 FVF

MOT: None

Frame No: 8216 100343

Gilera was established in 1909 and one of their most famous models was the single-cylinder Saturno designed by Giuseppe Salmaggi in 1939. After a period of inactivity, Gilera returned to the sports bike market with the Saturno Nuovo, developed as a joint venture between Gilera engineer Sandro Colombo and Japanese designer N Hagiwara. Recreating the spirit of the original Saturno, this featured a 4 valve water-cooled engine in a Café Racer chassis, becoming the basis for a range of 350, 500 and 600cc bikes such as the RC600, the Super Motard Nordwest and the Dakota. The Dakota 500 is rarely seen in the UK, having never been officially imported. This beautifully presented example, in excellent and original condition, appears to have spent its early years in Spain before being imported into the UK in 2020. A well equipped bike with good quality European brakes and suspension, it uses Gilera’s own engine with a hydraulic clutch and most importantly with a big single, electric start. The vendor has ridden it a couple of times a year but suggests it will need light recommissioning before use. It will be supplied with assorted service items, original Spanish paperwork, old MOTs and V5C.

1960 Triton T110

218

Estimate: £3,500 - £4,500* Reg No: LTU 69L

MOT: Exempt

1972 Norton 750 John Player Evocation

219

Estimate: £3,000 - £4,000* Frame No: 93027

The Triton stands as one of the most iconic “specials” of the golden age of British motorcycling, built between the 1950s and 1970s by enthusiasts who sought to combine the finest elements of two legendary marques. Never produced by a factory, each Triton was individually created, blending Triumph power with Norton handling to produce a machine greater than the sum of its parts. The concept was simple but brilliant: pair the renowned Norton Featherbed frame, widely regarded as one of the best-handling chassis of its era, with the strong and tunable Triumph parallel-twin engine, most famously from the Bonneville range. The result was a motorcycle that offered superb road manners, reliable performance, and enormous tuning potential, making it a favourite among both road riders and racers. Reportedly ridden throughout the 1960s and 1970s before being converted for sprint racing, LTU 69L was later left to a local museum by its previous owner before emigrating to Australia. The current vendor subsequently acquired the bike, overhauled the engine and restored it to its present specification using mostly original parts. A very appealing example of the popular Triton special, it is said to be running well and is supplied with a current V5C.

Reg No: HHY 454L

MOT: Exempt

Frame No: 209652

The Norton Commando is one of the defining British motorcycles of the 1970s, with the John Player Norton competition machines creating one of the most instantly recognisable colour schemes of the period. This 1972 Norton Commando has been attractively finished as a John Player Norton-style evocation and has been in the late owner’s possession since 2001. Presenting very well, its distinctive white bodywork and competition-inspired appearance make for a particularly striking interpretation of the classic Commando. The accompanying history file documents considerable expenditure during the ownership. Of particular note is an invoice from JMS Motorcycle Specialists of Andover for £1,857 covering a comprehensive engine overhaul, including +40 pistons, big-end shells, main bearings, cam chain, tappets, gaskets, shims and numerous associated components. Further invoices document ongoing maintenance, including fuel system components, cables, electrical work, a replacement wiring loom, ignition switch and battery. Additional service parts were purchased during 2026 in preparation for sale. A Ray Baker Motorcycle Dating Service letter confirms the machine as a 1972 Norton Commando. Offered with four keys, an extensive history file, V5C and Haynes workshop manual, this well-presented JPN evocation should make an enjoyable classic for its next custodian. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

27

1995 Triumph CRK Cafe Racer

220

Estimate: £2,250 - £2,750* Reg No: M969 KUT

MOT: July 2027

An extremely rare early autocycle

221

Estimate: £1,500 - £2,500* Frame No: SMTTC362DMS021332

Since the early days of motorcycling, there has been a fine tradition of enthusiasts wanting to build a bike to their own personal taste. Based on Triumphs 3 cylinder Trident Sprint model, this Cafe Racer special was bought by the vendor last year as an unfinished project. He then took on the challenge of completing the project. The CRK kit dispenses with all the standard bodywork and replaces the rear subframe with lighter and more open version, finished off with many bespoke items including a race-style fuel tank and single seat. This has the effect of changing a heavy touring bike into a sleek 1960s style lightweight cafe racer. The vendor overhauled the engine at the same time, fitting braided oil hoses, foam air filters and short silencers with the carbs rejetted to match. The rear tyre has been replaced and the bike will be supplied with the CRK conversion manual and a current V5C. PLEASE NOTE: It appears on HPI as a Cat C in May 2007, the MOT history shows it being tested in August 2007 at 12903 miles and the latest MOT shows it at 40071 in July this year.

28

1930 Motoconfort 100cc

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: BF 9280

MOT: Exempt

Frame No: 86108

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

2005 BMW R1150R In very good order

222

Estimate: £2,000 - £3,000* Reg No: VE05 NUV

MOT: July 2027

1922 Wilkin 2¾hp

223

One of three known survivors Estimate: £5,000 - £6,000*

Frame No: WB10429A34ZK74741

A versatile all-rounder for commuting and touring, the BMW R1150R was introduced in 2001 to replace the R1100R. The 1,130cc flat twin was rated at 76bhp, enabling a 120mph top speed. With a six-speed transmission, fuel economy was cited as 54mpg. Production ended in 2006 when the R1200R took over, but in 2003 BMW showed its fun side when it unveiled the R1150R Rockster, complete with jazzy paint. MCN branded the R1150R “an honest-to-goodness Boxer twin that will provide years of faithful commuting service,” with readers giving it an average rating of 4.2 out of five stars. Described by the vendor as “very good” in all areas, this R1150R has had only three registered keepers, of which the first appears to have been the supplying dealer. The second keeper, a Mr. Lloyd of Stourbridge, took ownership in August, 2005, and our vendor purchased it from him in 2016. At 21 years old, it has been used mainly for commuting and a few more adventurous rides, and has covered only 48,300 miles. Always carefully maintained (it has been MOTed annually and never failed a test), it is offered with the V5C, two sets of keys, book packs, and a no-advisories MOT valid until July, 2027.

Reg No: AP 6906

MOT: Exempt

Frame No: 324

Wilkin motorcycles were manufactured in the early 1920s by G. W. Wilkin, who ran a motorcycle garage in Sheffield. Using spring frames, the main models were a 499cc Blackburne sidevalve-engined model with a Sturmey-Archer three-speed and fully enclosed chain-drive, and a similar design of 348cc. There was a lightweight with a 269cc Villiers two-stroke, and either an Albion or a Burman two-speed gearbox. To promote his products, Wilkin undertook a round-Britain coastal ride in September, 1920, accompanied by an observer from the Auto-Cycle Union. Although the 3,315-mile ride was completed in 32 days, Wilkin failed to make an impact and very few of his machines survive. This Blackburne-engined 1922 Wilkin 2¾hp model is believed to be one of three survivors, of which two are known to be complete while the third is in a museum with parts missing. It was reputedly restored in the 1960s by the previous owner, although it was not placed on the DVLA database until 1980. It appears to have had no subsequent use on the road, though the magneto has recently been overhauled and the engine runs. After some further recommissioning, it will be wonderful to see at vintage events. The V5C is supplied.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

29

1954 BSA A10

224

Estimate: £3,500 - £4,500* Reg No: 216 UXJ

MOT: Exempt

Frame No: CA7 5575

The Birmingham Small Arms factory was established in the Small Heath area of Birmingham in 1861 and, as the name suggests, manufactured weapons. Around the turn of the century, they started making bicycles and progressed onto motorcycles. BSA went on to be one of the world’s largest producers of motorcycles up until its demise in the early 1970s. The 650cc A10 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’. Later models featured swinging arm rear suspension and full-width hubs, becoming the basis for the Rocket Gold Star. Owned since 2021, 216 UXJ was acquired from the vendor’s father-in-law, who carried out the restoration himself. 216 UXJ has subsequently been upgraded with electric start for ease of use, while the original starting components are included. It is reported to be in excellent working order and presents as a very useable example of the ever popular BSA A10, combining classic character with practical usability. A desirable and well presented machine, 216 UXJ is offered with a current V5C registration document.

30

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1964 Norton Atlas Estimate: £3,000 - £4,000* Reg No: EPF 296B

MOT: Exempt

225 Frame No: 0-111366P

Introduced in 1962, the Norton Atlas was developed primarily for the American market and became one of the most powerful machines offered by the Bracebridge Street factory. Powered by Norton’s 745cc parallel twin and housed in the celebrated Featherbed frame, the Atlas combined strong performance with the fine handling for which the marque was renowned. This 750 Norton Atlas is presented with a non-original but highly attractive Manx-style paint scheme, finished with red pinstriping complemented by the seat detailing, giving it a purposeful sporting character. The current vendor acquired the machine in 2012 and shortly afterwards commissioned a comprehensive programme of engine-related works with noted Norton specialist Mike Pemberton of Pushrod Performance. Paperwork details work including a reground crankshaft, new big-end shells, Superblend main bearings, little-end bush work, cylinder head work with new valve guides, inlet and exhaust valves, cam-bush replacement, new timing chains, gaskets and associated remedial works. Since then, the vendor has enjoyed the Norton for over a decade, including use at club hill climb events such as Harewood House, Askrigg, Catterick and Alton Towers. Accompanied by a V5C, previous MOTs and history file, it is fitted with electronic ignition and an oil tap. When photographed, it started first kick and ran very nicely.

1987 Honda CBX750P An extraordinary “new old-stock” survivor

226

Estimate: £5,000 - £6,000* Reg No: Un-Registered

MOT: None

1997 Honda CBR900RR Fireblade

227

Estimate: £2,250 - £2,750* Frame No: RC18-2300392

The Honda CBX750 was produced from 1984 to 1988 in a variety of specifications depending on its market, but all were built round a 747cc straight-four with a six-speed gearbox. European CBX750s had chain drive, but the Japanese-market CBX750 Horizon had shaft-drive, and it was the Horizon which formed the basis for the CBX750P police model, as adopted by police forces in Malaysia, Singapore, Hong Kong, Turkey, Gibraltar and Ireland. CBX750Ps were produced until 1994 and left the factory with dual sirens, flashing lights, a PA system, engine crash guards, hard panniers, an 18in. front wheel, and a “tell-tale” speedometer needle which helped incriminate speeding motorists. This extraordinary CBX750P is offered in “new old-stock” condition, with just 12km on the odometer, and comes with a dating letter from the Vintage Japanese Motorcycle Club confirming that it was manufactured in 1987 to Japanese-market specification. Although it has been stored for virtually its whole life, we are told the engine has been started from time to time. It would obviously suit a serious collector who wishes to preserve it in its exceptionally original state, although it should be possible to obtain registration for road use viâ the DVLA’s V55/5 form.

Reg No: R43 UNN

MOT: September 2027

Frame No: JH2SC33A2VM107726

Offered from 23 years of ownership, the vendor has covered approximately 15,000 of the bike’s 30,000 miles and has invested considerably in its maintenance and upkeep. R43 UNN has been carefully maintained, with significant time and money spent preserving and improving it. There are some age-related cosmetic marks, consistent with a motorcycle of this age, but overall it presents as an honest and well cared for example. Over the years, the bike has benefited from numerous considered improvements, including a Nitron adjustable rear shock, overhauled front forks, upgraded braking components, a 17-inch front wheel conversion, stainless-steel exhaust system and manual cam-chain tensioner. More recently, the carburettor inlet rubbers have been replaced and the fuel tap rebuilt. The vendor reports that the engine was overhauled at approximately 16,000 miles. It was subsequently fully serviced approximately 2,000 miles ago, including a cooling-system flush. R43 UNN is supplied with current V5C, new MOT with zero advisories and two new tyres fitted prior to sale. A useful selection of spare parts is also included, comprising genuine Honda carburettor balancing gauges, a rocker cover, spare camshafts, spare new tyres, an end can, and a box containing a selection of special Honda workshop tools. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

31

1928 AJS K8 Award-winning restoration

228

Estimate: £8,000 - £10,000* Reg No: BF 5384 Frame No: K93348

MOT: Exempt

The Stevens brothers brothers built their first motorcycle in 1911, and the next year they had a powerful V-twin in production. From 1925, they adopted a naming strategy, with a letter denoting the model year and number denoting the engine. ‘K’ was used across the 1928 range, and the Model Eight used a 500cc overhead-valve single developed for the 1925 TT race, hence K8 requires no further explanation. The Model Eight made history at the TT, setting a record lap time at 68.97mph, before the engine went into general production for 1926. The engine used a Binks carburettor, Bosch magdyno, and a mechanical oil pump. Having, we presume, once fallen into dereliction, this rare K8 was restored in the late 2000s and reregistered with the DVLA in 2010. While it has not generally been on the road since, it has reportedly participated in some vintage events, including the VMCC Banbury Run, with its restoration winning several prizes. Unusually for a machine of this period, we understand it retains its matching-numbers engine, frame and gearbox. Our vendor purchased it for his collection in 2021, and recommissioning may be required before use. It is supplied with the current V5C. It is said to be “excellent” in all areas.

32

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1926 Husqvarna Model 180 Estimate: £9,000 - £10,000* Reg No: FZW 768 Frame No: 211354

229

MOT: Exempt

This rare Husqvarna Model 180 represents an important period in the development of the Swedish marque. The Model 180 formed part of a successful lineage of in-house V-twins developed during the early 1920s, culminating in the refined c.550cc side-valve introduced during the mid-1920s. Powered by a c.546cc side-valve V-twin, the Model 180 featured robust engineering suited to the era’s demanding road conditions. Typical specification included Bosch magneto ignition, chain drive and girder forks, with power output in the region of 12–15hp depending on specification. Influenced by contemporary American V-twin designs, yet distinctly Scandinavian in execution, the Model 180 developed a reputation as a durable and capable machine during the interwar motorcycling boom. This charming example has a well-documented Swedish history, previously belonging to school headmaster Torsten Ljungberg, who is understood to have toured throughout Europe with his wife during the 1930s, travelling as far as Italy on the Husqvarna. It was later acquired and restored during the early 1980s by former motocross and Formula racer Stig Jeppsson. The restoration is described as having been carried out with great attention to originality, the motorcycle being stripped completely and restored using correct period finishes throughout, including cellulose paintwork and appropriate plated, blued and blackened fittings. The fuel tank was hand-lined during the restoration by a family friend using her late father’s original coachlining brushes, the resulting finish retained for its honesty and endearing character rather than refinished to modern concours standards. Presented today in highly original and well-preserved condition, this rare pre-war Husqvarna represents a rare opportunity for collectors of early European V-twin motorcycles. PLEASE NOTE: Brought in from Sweden on a temporary basis. For UK permanent importation the buyer will need to obtain a NOVA Certificate.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

33

1928 Matchless Model V/2 Super Sports

230

Estimate: £8,000 - £10,000* MOT: Exempt

Reg No: TK 2608 Frame No: 7883

The late vintage Matchless V series spanned three models with the same engine but different frames – the original Model V of 1927, the V/2 of 1928-29, and the V3 of 1930. Their 4.95hp, twin-port, OHV 495cc single-cylinder engine was of “square” (85.5 × 85.5mm) dimensions, different from all the other Matchless 500s. The V/2 Super Sports sold for £53 10s. 0d. in 1929, with lighting a £5 5s. 0d. option. The engine featured an aluminium piston and was mated to a Sturmey-Archer three-speed close-ratio gearbox. Both wheels had 8in. brakes, and a low saddle and nickel-plated fishtail silencer contributed to its sporting image. This rakish 1928 Model V/2 was discovered in 2005 in a “sorry state,” and was then restored over three years to show condition. Since its completion, it was enjoyed by its owner on many Banbury Runs, until it was sold through us to the present owner in 2020. It has since been kept as part of a static collection. Although it has been started occasionally, it will require recommissioning following its period of storage. The extensive history file contains old MOTs, restoration documents, reprinted manuals, photographs, and the V5C. 34

231

Estimate: £2,000 - £3,000*

One of four known survivors

Reg No: SM 6991

1929 Royal Enfield Model 201

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

MOT: Exempt

Frame No: 22405

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. A lightweight 225cc (64 by 70mm) two-stroke model was introduced in 1914 but production was soon curtailed by the war. It was revived for the 1920s as the Model 201, with a 2¼hp engine, two-speed gearbox, roller chain drive, drum brakes and adjustable handlebars. The frame’s angled top rail allowed for a low saddle position; also fitted with aluminium footboards and sometimes protective leg shields, Enfield very much had rider comfort in mind. This very handsome Model 201 was discovered in a derelict state many years ago, and underwent a full restoration circa 1996, following which it was taxed for just a single year and has since been kept in storage. It spent time as a National Motorcycle Museum exhibit, prior to our selling it in 2020. It is yet to be properly seen on the preservation circuit, and will therefore be very welcome at pre-war rallies such as the Banbury Run and Graham Walker Memorial Run. Paperwork includes the V5C, a buff logbook, and DVLA correspondence. It will require recommissioning.

1930 New Imperial 7B

232

Estimate: £5,500 - £6,500* Reg No: BF 8157

MOT: Exempt

1956 Scott 600cc No.1 Production Machine

233

Estimate: £5,500 - £6,500* Frame No: 20/11655/7

New Imperial was founded by Norman Downes in Birmingham in 1887 and became New Imperial Motors Ltd in 1912, when serious production commenced. Its innovative motorcycles, which employed unit construction and sprung heel frames long before they became commonplace, were moderately successful in competition. The 1920s was financially successful, the innovations helping fight a general decline in sales. However, New Imperial suffered from the Depression of the 1930s, and Norman Downes died in 1938. The marque was sold before production ended in late 1939, its former facilities subsequently converted to meet wartime needs. The 7B was a 500cc, OHV, twin-port model of which an estimated 600 were made in 1930. This 1930 New Imperial 7B was purchased by the present owner as a project and restored to its former glory. We are told the work was completed in 2014, and the bike was registered in 2017, when our vendor purchased it and immediately put it on static display in his collection. We understand it has never been shown or rallied, so it should draw a crowd at the Banbury or Graham Walker Runs. Supplied with history including registration correspondence, a New Imperial Owners’ Association letter, some reprinted manuals and the V5C, it represents a fine recommissioning opportunity.

Reg No: XUA 277

MOT: Exempt

Frame No: S1001

Following the acquisition of the Scott manufacturing rights by Aerco Jigs and Tools Ltd, M. D. ‘Matt’ Holder and his team developed a substantially revised Scott for manufacture at their Birmingham works. Retaining the marque’s famous water-cooled two-stroke twin, the new machine incorporated a duplex frame, swinging-arm rear suspension and telescopic front forks. XUA 277 is Production No.1 of the Birmingham-built Scotts. Registered on 1st June 1956, it was photographed during TT Week on the Isle of Man when virtually new, with surviving period and Scott Owners’ Club material subsequently recording the machine as the “First of the Line”. Its history has been exceptionally well preserved. Former owner and noted Scott enthusiast Ken Christie undertook considerable research into XUA 277 and its original specification, including its distinctive hand-fabricated fuel tank and early silver and purple finish. Offered with an extensive portfolio of period photographs, contemporary magazine material and documented correspondence between knowledgeable Scott enthusiasts, XUA 277 represents the important transition from prototype development to production under Matt Holder and is a particularly significant survivor in the history of the Scott marque. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

35

1923 Rudge Multi

234

Single-family ownership since 1979 Estimate: £9,000 - £11,000* Reg No: CR 7968

235

Estimate: £3,000 - £3,500* MOT: Exempt

Frame No: 25709

Rudge-Whitworth existed as a maker of bicycles in the 19th century but rose to prominence in motoring circles when it patented a wire wheel for cars in 1908. The wheel was distinguished by its knock-off hub, making it much easier to change than the detachable-rim wheels which were then commonplace. Rudge motorcycles were produced for the first time in 1911, and the Rudge Multi of 1912 became famous for its continuously variable transmission which used grooved pulleys to give 21 forward ratios, a system only rivalled by the Zenith Gradua. The last Multis were produced in 1923. Registered new in Southampton in June, 1923, this charming 1923 Rudge Multi sports a characterful and well-preserved restoration dating from 1976. It has not been on the road since 1978 and was purchased by our vendor’s father in 1979. In 1987, he presented it as a loan exhibit to the National Motorcycle Museum, where it has resided until the present day. It is supplied with the V5C and correspondence from the museum. It will obviously require recommissioning, and then it will be wonderful to see it in action on the Banbury Run or the Graham Walker Run. 36

1983 Moto Guzzi Le Mans Mk3

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: HBA 762Y

MOT: Exempt

Frame No: VF16017

Moto Guzzi launched the V7 in 1969, and the V-twin layout has now become their signature design, with the Le Mans becoming the most sought after model, The Mk1 was introduced in 1976, with the MK3 featuring more angular styling and ‘square’ cylinder heads following in 1981. An unusual feature was the integrated braking system, where the rear brake pedal operates the rear disc and one front disc, with the handlebar lever bringing the second front disc into action. This Le Mans Mk3 spent its first 33 years in Europe before being imported in 2016. It was then restored by the vendor and his friend, a fellow Italian bike enthusiast with many restorations under his belt. The carbs were refurbished with new inlet manifold rubbers and an electronic ignition kit fitted together with a new battery. The seat was recovered and new switchgear fitted and the chassis treated to new brake pads, rear shocks and a front fork overhaul. Fitted with a neat rear carrier, the bike will be supplied with an extensive history file and a current V5C. A great bike to use on vintage runs and rallies, with enough power and braking ability to keep up with modern traffic.

1971 Norton Commando Fastback

236

Estimate: £5,000 - £6,000* Reg No: T.B.A

MOT: Exempt

1985 Honda VR1000RF

237

Estimate: £3,000 - £4,000* Frame No: Not Seen

Produced from 1967 to 1977, the Norton Commando utilised an overhead-valve, pre-unit parallel-twin engine. Initially displacing 745cc, in 1973 it became an ‘850’ (actually 828cc). 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. The original Commando had the “Fastback” styling which lasted until 1973, being produced through Marks I to V. The styling was suitably racy for a bike which won the Thruxton 500 Miles in 1970, and set a lap record of 101mph in the 1971 Isle of Man TT. This 1971 Norton Commando Fastback was supplied new to Italy, and before it was very old it became an exhibit in a museum in Milan, where it spent many years. It was eventually sold to a French gentleman who registered it in France. It has recently been imported into Britain after a period out of use, and our vendor expects to have obtained a V5C in time for the auction. It already has a NOVA certificate, other DVLA documents and a copy of the original Italian registration form, and is said to run well.

Reg No: C105 FGT

MOT: Exempt

Frame No: SC162 101038

Always wanting to be one step ahead of the opposition, after instigating the superbike era with the inline four CB750 in 1969, Honda launched a new range of vee four engined bikes with the VF750 in 1983. The VF1000R was an exotic V4 superbike with gear-driven cams, built to showcase the technology Honda had developed on the track with the FWS1000 and to homologate it for use in various race series. The styling was a celebration of the V4’s racing heritage and was the first VF1000 to feature the gear driven cams that would become a trademark of future V4 Hondas. The vendor has owned this VF1000R, finished in Honda’s classic red/white/blue 1980s race colours, since 1996. He has recently had it running briefly, but after having been stored for a number of years it will need recommissioning before use. It is presented in essentially standard and original condition apart from a period Lazer 4-into-1 exhaust. Never sold in large numbers, it was offered as a low-volume homologation special from 1984 to 1988 costing about 50% more than comparable models, so is a rare bike nowadays. It will be supplied with a current V5C.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

37

1951 Triumph TR5 Trophy

238

Estimate: £5,000 - £6,000* Reg No: RPK 793

MOT: Exempt

Frame No: 1311NA

The Triumph TR5 Trophy was introduced in 1949 and became one of the most important sporting motorcycles produced by the Meriden factory in the immediate post-war period. Powered by a 498cc version of Triumph’s celebrated parallel-twin engine, the TR5 combined lively performance with a lighter, more purposeful specification. Developed with competition in mind, the Trophy proved highly capable in trials, scrambles and other off-road events, helping establish Triumph’s formidable sporting reputation. This charming early TR5 Trophy has been restored to a very good standard and presents extremely well throughout. The accompanying history file contains extensive invoices from respected classic Triumph specialists covering mechanical and cosmetic expenditure. Engine-related invoices include piston rings, cam followers and connecting-rod overhaul components, together with numerous sundry parts used during the restoration. With its polished fuel tank, sprung saddle and period-style competition tyres, the TR5 retains the purposeful appearance for which the model is renowned. Importantly, it started readily and ran exceptionally well during our recent photography session. Offered with its current V5C and extensive restoration invoices, this beautifully presented early Trophy should prove a particularly enjoyable machine for its next custodian. 38

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1939 OEC Commander Marvellous ‘oily rag’ recommissioning project

239

No Reserve* Reg No: CWN 176

MOT: Exempt

Frame No: 1914

Active from 1901 to 1954, the Osborn Engineering Company was founded by Frederick Osborn, who initially built motorcycles with Minerva and MMC engines. Production never took off, until it was restarted in 1920 in Gosport, Hampshire, by Frederick’s son John, initially with Blackburne proprietary engines. Engineer Fred Wood introduced such features as duplex steering. The 1920s range encompassed everything from 350cc singles to a 1,096cc vee-twin for sidecar work, with a steering wheel instead of handlebars. Post-1925 machines used all manner of engines, including JAP, Blackburne and Matchless. By the 1930s, OEC operated from the Atlanta Works in Portsmouth and introduced the sturdy 500cc Commander model. This Matchless-engined 1939 Commander is understood to have been built to the unique requirements of its first owner, Mr. T. Richings, with lower compression and larger brakes than standard. Spending its early life in Swansea, it was last on the road in 1958 and was purchased by our vendor in 1970. He dismantled it in 1974, but kept it on the DVLA database, and eventually reassembled it during 2020 and 2021, albeit with the magneto and pushrods missing. This wonderful project is supplied with the V5C, a buff logbook, a historic photograph, and original OEC and Lucas instruction books.

1969 BSA-Triumph X-75 Hurricane Evocation

240

MOT: Exempt

Single ownership for over 40 years

241

Estimate: £4,500 - £5,500*

Estimate: £9,500 - £10,500* Reg No: XRE 136G

1920 BSA Model K 4¼hp

Frame No: DC3003A75R

The brainchild of fairing specialist Craig Vetter, the Triumph X-75 Hurricane has been a highly desirable motorcycle since its inception. With striking looks courtesy of fibreglass bodywork and a triple exhaust, it featured lower gearing than the 740cc Triumph Trident which begat it, making it something of a semi-sporting middleweight cruiser. Vetter had actually been commissioned to customise the BSA Rocket III triple by BSA’s American distributor, but since BSA closed down in 1972, it was as a Triumph that the Hurricane arrived in 1973. Its stylish image and powerful triple meant it was keenly anticipated in America, but production was stopped after mere months due to new noise regulations. This wonderful Hurricane evocation started life as a 1969 BSA Rocket III. It has had just five keepers since 1991, and it is understood that the long-term owner from 1995 to 2016 was responsible for turning it into the faithful Hurricane tribute, with work being performed to a very high standard and completed circa 2014, although it saw minimal use until entering the present ownership in 2021. It has since received a top-end overhaul and has been enjoyed on fair-weather rides. Described as “very good” in all areas, it is sold with the V5C.

Reg No: FD 1402

MOT: Exempt

Frame No: 36566

For 1914, BSA introduced a sister to its 499cc 3½hp model, with a larger-capacity 557cc long-stroke version producing around 4¼hp. Benefiting from a strengthened frame and the latest three-speed gearbox, this development represented a significant milestone in the marque’s early evolution and was of considerable historic importance. The newcomer was designated the Model K when supplied with combined chain-and-belt transmission, or the Model H when specified with fully enclosed all-chain drive. In single ownership since the early 1980s, this lovely 1920 BSA Model K was restored over many years by our vendor, and has now mellowed to a most attractive finish. It was enjoyed on the road for a period of time but is offered for sale having been in storage for more than 20 years, so some recommissioning will be required, although the vendor describes the bike as “good” in all areas. The motorcycle is accompanied by a continuation buff logbook and a modern V5C. Further supporting documentation includes copies of period BSA literature and advertisements. Once up and running, it promises to be a wonderful machine for events such as the Banbury Run and the Graham Walker Memorial Run. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

39

1935 Sunbeam Model 9

242

In current ownership for 42 years Estimate: £5,500 - £6,500* Reg No: MG 3994

243

Estimate: £3,000 - £4,000* MOT: Exempt

Frame No: 02508

In the early 1920s, Sunbeam started to install some experimental overhead-valve engines into its works racing bikes, and their success led to the new technology reaching the production bikes in 1924. The first overhead-valve models were the 347cc Model 8 and the 493cc Model 9, which would remain in production with regular updates until the late 1930s. The most obvious change during the production run was the switch from flat tanks to saddle tanks for 1929, but that was accompanied by an all-new frame and a revised engine with enclosed pushrods. Appearing in a beautifully mellowed condition, this 1935 Sunbeam Model 9 belonged to a Mr. Finch of Oadby in 1983, before passing to our vendor in 1984. It was restored during the present ownership, but the Sunbeam was eventually placed on static display and it has now been off the road for more than 20 years. Although it has been fired up occasionally and is described by the vendor as “good” in all areas, it will require recommissioning before it goes back on the road. Seemingly fitted with a replacement engine at some stage in its life, the Sunbeam is supplied with the current V5C, the purchase receipt from 1983, and a photocopied handbook. 40

1963 Velocette Viper

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: AAX 730A

MOT: Exempt

Frame No: RS 17476

Veloce Ltd., the family-owned business which made Velocettes, was a great innovator, patenting designs such as the positive-stop foot shift and swinging-arm rear suspension with hydraulic dampers. Its motorsport successes included two 350cc World Championship titles and a still-unbeaten 500cc single-cylinder record of averaging over 100mph for 24 hours. The Venom, a 500cc single, appeared in 1955 as a sports version of the MSS, and the Viper was introduced alongside as its 350cc sister. With an engine designed by Charles Udall with a high-compression piston and light-alloy cylinder head, the Viper was handsomely finished in Black or Willow Green with plenty of chrome, and remained in production until 1968. It was said to produce 28bhp and achieve 90mph. This 1963 Velocette Viper was purchased by our vendor for his small motorcycle collection in 2009. Although it was generally sound, he conducted a thorough refurbishment with the purchase of many parts from Grove Classic Motorcycles and Hitchcocks Motorcycles. As a static exhibit, the Velocette has been occasionally started but has not been on the road for more than 20 years, so recommissioning will be required. It is supplied with the V5C, and many receipts for new parts, including a new dynamo in 2023.

1952 Vincent Series C “Shadow Rapide”

244

Estimate: £17,000 - £19,000* MOT: Exempt

One of only 1,457 manufactured

245

No Reserve*

Offered from 38 years’ single ownership

Reg No: 750 YUB

1956 Douglas Dragonfly

Reg No: TUP 645 Frame No: RC10659B

Phil Vincent introduced the 500cc Comet in 1935 and the 1,000cc V-twin Rapide in 1936. From 1948, a more highly tuned V-twin powered the new Black Shadow – the fastest production bike in the world at the time. Also new for 1948, the Series C models were the first to feature Girdraulic front forks, a Vincent design which combined traditional girder forks with hydraulic damping. Our vendor purchased this 1952 Series C “Shadow Rapide” in 1988 for £4,000 from Vincent Owners’ Club Spares as a dismantled project. Although originally a Black Shadow, it was sold as a Rapide, seemingly due to the Shadow engine having been lost and replaced by Rapide unit (the original engine actually survives in a different bike). He restored the bike to a very high standard, enjoyed riding it and won numerous prizes at shows. This Vincent is fitted with a centre stand and BTH electronic ignition, and is supplied with the current V5C, old MOTs and tax discs, and receipts for parts from the VOC and Ron Kemp. Having last been on the road in 2013 (but occasionally fired up since), recommissioning will be required.

MOT: Exempt

Frame No: 13816

Manufactured between 1907 and 1957 in Kingswood, Bristol, Douglas motorcycles were especially known for their opposed flat-twin engines, initially fore-and-aft-facing but later mounted transversely. The first of the transverse models appeared in the 1930s, and post-war machines featured a pivoted-fork rear frame sprung with torsion bars and leading link ‘Radiadraulic’ front forks with compression springs and hydraulic damping – radical designs for the time. The last new motorcycle produced by the company, the 1955 Dragonfly, was built around an improved version of the existing 350cc engine, but despite its ride comfort being described as ‘equal to a car’, only 1,457 Dragonflys were sold before Douglas was taken over and production ended in 1957. This 1956 Dragonfly exhibits a very appealing patina and seems to be highly original. It was in regular use for several years up to 2013, but has since been off the road on display or in storage, and will therefore require a degree of recommissioning. The engine turns over, all the gears can be selected, and we are advised that the engine has run within the last two years. A lovely little project for winter, it is supplied with the V5C.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

41

1914 Juno

246

Estimate: £4,500 - £5,500* Reg No: SV 7308

Very rare and beautifully restored

247

Estimate: £7,000 - £8,000* MOT: Exempt

Frame No: A2473

Juno was one of many minor marques of the Pioneer and vintage eras, produced by Metropolitan Machinists’ Company of Bishopsgate, London. The Juno name was first used on bicycles in the 19th century, but motorcycles were produced from 1905 to 1924. Initially, the range comprised a 3hp solo machine and a 3½hp forecar, built to order and fitted with Fafnir engines. Later machines had Precision, JAP and Villiers engines. The early models used typical Pioneer technology, with belt-drive and single- or two-speed transmissions. Production ran for just a few years after the wartime hiatus, with machines still built to order and therefore somewhat bespoke. This extremely rare 1914 Juno lightweight machine has a Villiers 269cc engine and looks beautiful, evidently having been restored to a high standard at some stage. However, it has not been taxed for the road since 1989 and in recent years has formed part of a private collection, so it would benefit from recommissioning. has formed part of a small private collection. It is a rare survivor today, especially being from 1914. One very seldom encounters a Juno, and it would be wonderful to see this tackle the Pioneer Run after so long off the road. The V5C is supplied. 42

1963 Triumph Bonneville T120C

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: XMW 394A

MOT: Exempt

Frame No: T120CDU7690

Derived from the Tiger 110, the 650cc Bonneville T120 débuted at the 1958 Earls Court Motorcycle Show in dazzling metallic two-tone colours, which would soon become a Triumph trademark. Unlike the Tiger, it featured a splayed-port cylinder head with twin carburettors. It took its name from Bonneville Salt Flats, where in 1956 Johnny Allen set an AMA-certified speed record of 214mph on a modified 650 Triumph. Meanwhile, at the MIRA test track, a pre-production Bonnie hit 128mph. The T120C Competition Sports was produced from 1963 to 1965 as a variant of the American T120R, with off-road use in mind. Its specification included raised exhaust pipes, smaller silencers, a crankcase undershield and off-road tyres. According to the Triumph Owners’ MCC, just 185 were made, making it one of the rarest Bonneville variants, although some T120C TT Specials have been restored in the style of the Competition Sports. First registered in Britain in 2022, this beautiful T120C was restored to an extremely high standard by its previous owner, and appears to have had almost no use since restoration, our vendor having kept it as a static exhibit in his private collection. Said to start with ease and ride well, it is supplied with the V5C.

1950 Vincent Comet Series C

248

Estimate: £4,500 - £5,500* Reg No: 524 YUJ

MOT: Exempt

1981 Triumph Bonneville T140E

249

Estimate: £1,500 - £2,500* Frame No: RC/1/7496

By the mid-1930s Vincent had developed its own 500cc single and 1000cc twin-cylinder designs which would remain the ne plus ultra of motorcycle power units until the company’s closure in 1955 and result in the world’s fastest production motorcycle, the Black Shadow. The single-cylinder Comet Series C was introduced in 1949, with the prewar A and B designations having never gone into production. When tested in 1949, the Comet was praised for its excellent handling and braking, as well as a highly creditable 88mph top speed, putting it well ahead of BSA and Velocette rivals. This non-matching-numbers 1950 Comet was in long-term single ownership from the 1980s until May, 2026. The previous owner implemented a few upgrades, including an alternator and 12-volt conversion, but appears not to have used the bike on more than a handful of occasions. By the time our vendor purchased it, the tank was badly corroded, so he purchased a new one which he painted an attractive red, just to be different. The period windscreen fairing adds to the charm. It is supplied with the V5C and a no-advisories MOT until August, 2027, and is described by the vendor as “ready to ride.”

Reg No: NMV 523W

MOT: Exempt

Frame No: CB26901

The 650cc T120 Bonneville was replaced in 1973 by the 724cc T140 model, which brought several improvements including a five-speed gearbox (hence the T140V designation). Very early in production, the engine was enlarged again to 744cc and front disc brakes were added. American regulations forced several changes, with emissions rules prompting the introduction of the T140E in 1978, with a new cylinder head, redesigned Amal carburettors, and Lucas electronic ignition. The T140E was produced until 1982, but other developments kept the T140 going until 1988. A notable variant was the 1980 T140ES, with electric starting. This very characterful 1981 T140E was purchased by the vendor as a restoration project but, although we are told that it runs, he has decided that he does not have the time to see it through to completion. It was last taxed for the road in 1990, so it seems likely that the low mileage reading of 18,398 is original. Cosmetically, it has a very appealing patina and there is surely a temptation to preserve its ‘oily rag’ condition, so any work remaining ought not to take too long. Said to be a matching-numbers machine, it is supplied with the V5C. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

43

1952 Douglas 80 Plus

250

Estimate: £4,500 - £5,500* Reg No: WYJ 848

MOT: Exempt

Frame No: 11450

Manufactured between 1907 and 1957 in Kingswood, Bristol, Douglas motorcycles were especially known for their opposed flat-twin engines, initially fore-and-aft-facing but later mounted transversely. The first of the transverse models appeared in the 1930s, and post-war machines featured a pivoted-fork rear frame sprung with torsion bars and leading link ‘Radiadraulic’ front forks with compression springs and hydraulic damping – radical designs for the time. Douglas introduced two sports models in 1950, the 80 Plus and the 90 Plus, both named after their claimed top speeds. Producing around 25bhp, the models were respectively marketed at £160 and £165, and had unique colour schemes, the 80 being maroon and the 90 being gold. By the standards of the time, the flat twins were capable of very high revs. Having lain out of use for several years, this 1952 80 Plus was revived and reregistered in 1994, and it thereafter remained in semi-regular use until 2014. The older restoration remains very well preserved, and the bike has recently been subjected to a general check-over, during which it was observed to start with ease. Very handsomely presented and ideal for shows and weekend outings, it is supplied with the V5C.

44

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1953 Matchless G9 Estimate: £2,250 - £2,750* Reg No: RTE 208

MOT: Exempt

251 Frame No: Not Visible

The Matchless G9 was developed to compete with the other big twins being offered by the rival BSA,Triumph and Norton at the time. Launched at the Earls Court show in late 1948 it was not until the summer of 1949 that it was available for sale. From the beginning, it had “Teledraulic” telescopic front forks together with swinging arm rear suspension, and in 1951 the rear shocks were upgraded to the AMCs distinctive “Jampot” units. This authentically presented 500cc Matchless G9 twin has been part of a family’s private collection of classic bikes for around the last 25 years. Not run for a number of years, the engine turns over on the kickstarter but the bike will need a good recommisioning before use. The G9 is a typically solid and stylish AMC model with megaphone style silencers, an attractive chrome fuel tank with red panels and small sidelights either side of the headlamp. Once recommissioned it will make a good mount for vintage runs and rallies and will be supplied with a couple of old MOTs and a current V5C. The frame number 18325 has been quoted from the V5C, as it’s not visible under a thick layer of paint.

c.1926 Scott Squirrel Estimate: £3,000 - £3,500* Reg No: Un-Registered

MOT: Exempt

252 Frame No: Not Visible

Scott motorcycles were the inspiration of Angus Scott, an engineer who began developing his own unique two stroke designs in the early 1900s. Very much ahead of his time, by 1908 he was producing motorcycles featuring 2-speed foot-change and chain drive, very advanced designs at the time. This authentically presented mid 1920s Scott has been part of a family’s private collection of classic bikes for a number of years. Unfortunately not much is known of its history, but the engine number of Y1317A suggests it’s a 596cc 1926 model. The bike is not currently registered, but will be supplied with a RF60 buff log book first stamped by ‘Cheshire Licences’ in 1951, showing a previous reg number of OLG 313 and frame number 4386A. This number no longer appears on DVLA, and whilst the engine number appears to be the correct one stamped on the cases, the frame number is not clearly visible. Stood for a number of years, it will need a good recommissioning before use but the engine turns over on the kickstarter. A rare and expensive bike in its day, this is an interesting winter project to recommission and use in Vintage events such as the Banbury Run.

1963 AJS 350 Model 16 Estimate: £2,000 - £2,500* Reg No: 245 FLK

MOT: Exempt

253 Frame No: A82464

A.J. Stevens & Co Ltd began producing motorcycles in 1897 and soon developed their own engines, including parallel twins and ‘V-twin’ designs 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. Their 350cc single was developed in 1945 from the Matchless G3/L, a bike used by the military in World War II. Well proven in war service, the 350cc single remained in production, selling large numbers well into the 1960s. The Model 16 was its last iteration, with a redesigned 348cc engine in which the pushrods were housed in cast cylinder barrel tunnels and a Norton-designed geared oil pump to improve lubrication. This authentically presented AJS has been part of a family’s private collection of classic bikes for around the last 25 years. The Model 16 is a typically solid and stylish AMC model, and this example appears to be an older restoration. Not run for a number of years, the engine turns over on the kickstarter but the bike will need a good recommisioning before use. A nice winter project, it will be supplied with a current V5C.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

45

1925 Connaught 2 3/4 HP

254

Only 3 owners from new Estimate: £2,250 - £2,750* Reg No: PX 2867

MOT: Exempt

255

Estimate: £2,500 - £3,500* Frame No: Not Visible

Connaught was established in 1910 by the Bordesley Engineering Co. in Birmingham and produced motorcycles until 1926. They exhibited their first machine in 1912, and whilst production ceased during WW1, new models were introduced in the 1920s. In 1922, a 348cc two-stroke appeared with a three-speed Burman gearbox and chain drive, a change of ownership saw them using Blackburne and Bradshaw as well as their own engines until their closure in 1926. This rare Connaught Popular 2 3/4 HP model has been part of a family’s private collection since 1984. According to the original buff logbook it was bought new in September 1925 by a Mr Huble, with the then owners of Connaught, ‘J.E.S. Motors Ltd’ logo still visible on the tank. He appears to be the only person on the RF60 for the next 63 years until it was sold to a Mr Holt, who then passed it on to the current vendor’s family in 1984. Stood for a number of years, it will need recommissioning before use and will be supplied with the aforementioned buff RF60 and a current V5C. Please note, the frame number is not visible but is shown as 4517 on the documents.

46

2009 Ducati Multistrada

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: KX51 TXK

MOT: None

Frame No: ZDMA109AA8B021938

In response to the demand for larger capacity bikes, Ducati’s chief engineer Fabio Taglioni designed the classic V Twin bevel drive engine first used in the 1971 GT750. Whilst renowned for race replica models such as the 851, 888 and 916, the success of the Monster range showed Ducati there was a need to develop bikes for a wider audience. Introduced in 2003, the Multistrada was essentially a combination of a comfortable adventure bike and a performance sport-tourer. The name Multistrada roughly translates in Italian to “many roads”, hinting at Ducati’s intended versatility of the model. This 1100cc Multistrada, presented in excellent and original condition, was bought new by the vendor in 2009 and has only covered 9100 miles since. Fitted with fully adjustable 43mm upside-down Showa front forks and a Sachs rear shock as standard, a Carbon rear hugger has been fitted, Ducati Performance gel seats added and the original genuine Ducati silencers, stamped ZDM-A35, are still in place. This stunning looking bike, in classic Ducati red, ran whilst being photographed and will be supplied with its original book pack of manuals, keycode card, a CD ROM workshop manual, two keys and a current V5C.

1974 Suzuki TR500 Replica

256

Estimate: £4,500 - £5,500* Reg No: GDX 27N

1981 Honda GL1100 Goldwing Current ownership for 45 years

257

Estimate: £3,000 - £4,000* MOT: Exempt

Frame No: 74144

The vendor of this good looking TR500 Replica raced a Seeley framed T500 in the 1970s and assembled this bike as a tribute to the works bikes of the day. The frame has been braced and delugged, with a shorter swinging arm fitted to replicate the TR, topped off with a Pete Kyte alloy tank and race seat with a period style fibreglass fairing. The front end is a twin disc set up from a Suzuki GT750 to keep it in character, with Koni rear shocks and the wheels built up on alloy rims. He has tuned the engine to the specification of his old race bike to include a lightened crank, stuffed crankcases, centre plug heads, PVL ignition, Scitsu tacho, Mikuni VM34 carbs and a pair of Swarbrick expansion chambers. Presented with straight through tail pipes, included is a pair of silencer end cans to get through racetrack noise test. A well thought out and put together replica with all the right parts and modifications, the vendor has enjoyed parading it over the years. The bike started and ran whilst being photographed and still has its original V5C registration document if someone wanted the ultimate Cafe Racer on the road, or a great Forgotten Era race bike.

Reg No: WVL 583W

MOT: Exempt

Frame No: JHMSC02-2104742

The legendary CB750/4 was launched in 1969 to great acclim and never one to rest on its laurels, Honda launched the GL1000 Gold Wing in 1975, named after Honda’s iconic badge. Aimed squarely at BMWs touring bike market, the new model featured shaft drive and a flat four boxer configuration water cooled engine. After five years of the GL1000, the second-generation GL1100 Gold Wing was released in 1980 with a longer wheelbase, air rear suspension, an adjustable seat and tubeless tires, mounted on black reverse ComStar wheels. This beautiful Gold Wing GL1100 was bought by the vendor when it was only 2 months old in August 1981. A good looking bike in burgundy with plenty of chrome, it is offered in excellent original standard condition and has been enjoyed by him and his wife on many European tours over the years. Now getting too heavy to manoeuvre around, he has reluctantly decided to let it go. The timing belts have been changed and the carbs ultrasonically cleaned, with the bike running whilst being photographed. The condition is a credit to the owner and it will be supplied with its original owner’s manual, toolkit, 2 keys and a current V5C. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

47

2001 Ducati 748R Limited Edition No. 38

258

Estimate: £11,000 - £15,000* Reg No: Y338 UGK MOT: None Frame No: ZDMH300AA1BOO8650 In response to the demand for larger capacity bikes, Ducati’s chief engineer Fabio Taglioni designed the classic V Twin bevel drive engine first used in the 1971 GT750. This proved to be an immediate success, helped considerably by Paul Smart’s win in the 1972 Imola 200 race. This started a tradition of race-winning V-twins that have gone on to dominate World Superbike racing over the years with models such as the748, 851, 888, and 916. In the early 1990s, Ducati started a tradition of producing limited editions of the previous year’s race bikes, partly to get around homologation rules but also to give riders the ultimate in superbike performance. In 2001, the 748R was released in limited numbers, mainly to homologate parts for that year’s World Supersport Championship. The engine was based on the previous SPS model but with an overhead shower-injector arrangement, titanium connecting rods, titanium valves and more extreme valve timing. A larger, two-part airbox was fitted, needing a modified frame together with an oil cooler and a slipper clutch. Öhlins front forks and rear shock were standard. This 748R is one of the rare numbered homologation specials offered by Ducati in 2001. Presented in excellent condition, it has been part of the vendor’s small private collection for the last 19 years. It is fitted with Marchesini magnesium wheels, Termignoni exhaust, a Corse clutch and some nice carbon fibre fairing panels and exhaust heat shields. Showing a credible 8611 miles on its speedo, the bike ran whilst being photographed and new tyres have been fitted this year. A bike designed to be put on the track, very few will have survived in such unmolested condition, a model that will surely become a future classic. It will be supplied with a current V5C.

48

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1997 Honda RVF750R RC45 Supplied new to Castrol

259

Estimate: £23,000 - £27,000* Reg No: P774 TGO MOT: September 2027 Frame No: RC452100166 Manufactured in 1995, P774 TGO was supplied new by Tippets Motors Ltd on 13/02/1997. It was purchased by Burmah Castrol, which was the main sponsor of Honda’s factory World Superbike team at the time. The company is clearly stated as the owner on the Owners Card, Warranty Registration and Service Records, all of which are present and included in the history file. It was purchased shortly before the 1997 World Superbike season began on 23/03/1997, which Castrol Honda eventually went on to win with the RC45. The consensus is that it was used as a test bike, particularly as its first service was carried out at the Castrol International Vehicle Test Facility at Pangbourne, Berkshire. The service records show that, following its purchase, it covered 597 miles before its first service just 15 days later, on 28/02/1997. P774 TGO was subsequently purchased by Mr A. Best in December 2002, who carried out a major overhaul of the machine at approximately 25,000 miles. The late owner then purchased it on 05/03/2008, and it has remained in the family ever since. At the time of consignment, it had covered 32,560 miles. It was last serviced approximately two years ago, in July 2024, with work including the fitment of new tyres, brake fluid, engine oil and filter, and a clutch slave cylinder. A new battery was fitted in July 2026. It is fitted with a number of period high-performance components, including Maxton front and rear suspension, a Dymag front wheel and a Yoshimura exhaust system. The original parts are not included. A folder containing various invoices for parts and work carried out is included, along with the original paddock stand and two sets of keys. It is supplied with a current V5C.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

49

1971 BSA A65 Thunderbolt

260

Excellent standard of presentation Estimate: £3,000 - £4,000* Reg No: MCY 209J

50

MOT: Exempt

1967 BSA Spitfire Mk. III

261

Estimate: £2,750 - £3,750* Frame No: A65TCE05676

Reg No: ACY 40E

MOT: Exempt

Frame No: A65SA-8209

Introduced in 1962, the BSA Thunderbolt was one of the first models in the A65 range of 650cc unit-construction twins. With a single large-bore Amal carburettor, it produced 46bhp at 7,000rpm and was able to cruise comfortably at 70mph, although it could break the ton and doubtless did in those heady days before 1965, when the 70mph speed limit was introduced. The model was a particular success with the American market and 1968 brought a number of improvements, such as a longer kick-start, metal tank badges instead of fragile plastic ones, a new Amal concentric carburettor, and stiffer suspension. It remained in production until 1972.

The BSA A65 Star of 1962 marked the beginning of a range of 650cc unit-construction twins which the Spitfire Mk. II joined as a high-performance sports model in 1966 (the original Mk. I Spitfire had been an off-road motorcycle built in 1957). The engine was fed by a pair of Amal 10GP2 carburettors. The Mk. III appeared in 1967, with Amal Concentrics replacing the GP2s, and the fuel tank was enlarged from four to five gallons, among other small changes. The final Spitfires were the Mk. IV models of 1968, which were mildly revised with twin-leading show front brakes and independently adjustable Lucas ignition points.

This well-presented 1971 Thunderbolt was registered with the DVLA in 2015, and appears to have been restored to a high standard shortly beforehand. It was MOTed in 2015 with zero miles on the odometer, and now displays 62 miles, having seemingly been test-ridden a few times and then placed into storage. As it appears to have been out of use for 10 years, it may require some recommissioning, but it remains cosmetically in very good order and would be a welcome sight at any show.

This very handsome Mk. III Spitfire has an obscure early history, as the V5C records that it was first registered in 1981, but it has been owned and enjoyed by the vendor since 2012. It may have had a restoration at some stage in the past, but it appears primarily as a well preserved and maintained machine. Old MOT results provide a record of virtually continuous but very sparing use back to 2006, when the odometer reading was 5,584 miles – it now stands at 6,250. Such a lovely machine as this really deserves to be ridden and shown.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1956 Velocette MAC

262

Estimate: £2,750 - £3,750* Reg No: 289 XUL

MOT: Exempt

1957 Norton Dominator 99

263

Estimate: £2,750 - £3,750* Frame No: Not Seen

The 350cc Velocette MAC was launched in 1933 and was developed from the 250cc MOV. Weighing just 280lbs., it was credited with a 75mph top speed and proved very reliable on low-grade post-war petrol, so that it became popular for touring and commuting. Originally designed with girder forks, the MAC was mildly modified for British Army service during the war, and in 1948 the design was updated with Dowty Oleomatic forks. It continued to sell in volume until 1959, with further improvements, including fully adjustable swingarm rear suspension, taking effect from 1953. Seemingly the recipient of an older high-quality restoration, this beautifully presented 1956 MAC was registered with the DVLA in 2009, suggesting it had previously spent several decades off the road and had fallen off the DVLA database. The earliest surviving MOT dates from 2009 and shows an odometer reading of five miles. The latest MOT was issued in 2012, since when the Velocette has only covered around 1,100 miles. The lack of recent use means it may require some recommissioning. Cosmetically, it remains highly presentable and would look very much at home on a rally field.

Reg No: TSJ 695

MOT: Exempt

Frame No: N1479261

Norton was founded 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, starting a long tradition of sporting excellence. The marque became especially celebrated post-war for the excellent handling of its Featherbed frame, initially developed for the Manx Norton racers. Launched in 1952, the Dominator 88 was a landmark Norton, being the first road bike to feature the Featherbed frame in conjunction with Roadholder forks and the Bert Hopwood-designed 497cc vertical twin from the Model 7. The Model 99 joined the range in 1955 with a 597cc engine, which was said to produce 31bhp with a 7.4:1 compression ratio, reputedly enough to “crack the ton.” Handling improved even more with the introduction of the “Slimline” Featherbed frame in 1960, but the Model 99’s retirement was announced in 1962. A particularly good-looking example, this 1957 Dominator Model 99 was kept in occasional use up to 2010, since when it has been a static exhibit. It will therefore require some recommissioning, but remains very attractive cosmetically and should be very well-received if it returns to the show and rally circuit. The V5C is supplied. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

51

1920 Revere 350cc

264

One of very few survivors Estimate: £5,000 - £6,000* Reg No: BF 8172

MOT: Exempt

The quintessential vintage lightweight

265

Estimate: £3,500 - £4,500* Frame No: Not Seen

W. H. Whitehouse & Co. of Friars Road, Coventry, sold motorcycles under the Revere name between 1915 and 1923, although the machines were actually manufactured on their behalf by a much larger constructor, Sparkbrook. The main product was powered by a 269cc Villiers two-stroke engine with a variety of transmissions – mostly two-speeds by Sparkbrook, Sturmey-Archer or Albion, but some single-speed Reveres were produced. The presence of certain surviving Reveres suggests that some may have been produced with larger engines, such as the 350cc Blackburne. This 1920 Revere, very attractively presented with an older restoration bordering on ‘oily rag’, is reputedly one of five surviving Reveres and is one such 350cc Blackburne-engined machine. Unfortunately, nothing is known about its history until it was discovered in a collection in Pembrokeshire circa 2014, but its condition suggests it had previously been restored in the 1960s or thereabouts. It was registered with the DVLA in 2017 and has been in the present ownership since 2021, but there is no evidence that it has been on the road at any time in recent years. It will therefore make for a very rewarding recommissioning project, and will certainly turn heads on the Banbury and Graham Walker Runs. The V5C is supplied. 52

1921 Triumph Model LW Junior

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: DFH 685A

MOT: Exempt

Frame No: 602647

Triumph announced its Junior (or “Baby”) model in 1914. It was powered by a 225cc two-stroke single with belt-drive. Although it featured a remotely operated two-speed gearbox, it was clutchless until 1923, when it also gained an extra 25cc. Other parts followed contemporary practice, with a belt-rim rear brake and calliper front, 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 a newfound knowledge of mechanised transport. Triumph met 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 lovely 1921 Triumph Model LW was discovered and registered in 1962 as ‘NMW 15’, and presumably received its restoration around the same time. In 1982, it was sold by Brian Verrall to a Mr. Marsh of Chedworth, but in 1988 it was reregistered as ‘DFH 685A’ and never subsequently used on the road. Now in need of recommissioning, it will be wonderful to see it at vintage events. Paperwork includes the V5C, a buff logbook, historic MOTs, VMCC correspondence and past sales invoices.

1960 Triumph Tiger 110 In previous ownership since 1977

266

Estimate: £3,000 - £4,000* Reg No: 728 JAU

MOT: Exempt

c.1953 BSA Gold Star BB34 Daytona Evocation

267

Frame reputedly built by Terry Mead Frame No: D6700

With the 500cc Tiger 100 proving popular in Britain, Triumph created the even livelier Tiger 110 for the American market in 1953. Developed from the 650cc Thunderbird, it had four speeds and was so named for its supposed top speed (The Motor Cycle managed to get 109mph out of it). While early models used cast-iron cylinder barrels and heads, they soon gained a light alloy head. For most of the ’50s, it remained Triumph’s top performance model, until the Bonneville appeared in 1959. T110 production continued to 1961. This 1960 T110 is said to be “matching numbers.” It would originally have had the “Bathtub” rear fairing, but it was not universally liked in period and many owners removed it, as somebody evidently has with this bike. The previous owner kept the Tiger from 1977 to early 2026, and undertook an extensive restoration in 1998. Since then, it has covered just over 2,000 miles. Improvements include nine-stud heads and barrels, lead-free valve seats by the Cylinder Head Shop, a Morgo plunger oil pump and Boyer Brandson electronic ignition. The chassis has been upgraded with Bonneville fork springs, Hagon rear shocks and Akront alloy rims with stainless spokes. Documentation includes the VF60, a buff logbook and restoration invoices.

Estimate: £9,000 - £11,000* Reg No: Un-Registered

MOT: Exempt

Frame No: 112000003

Birmingham Small Arms was established in 1861 to manufacture weapons. Around the turn of the century, they started making bicycles and progressed to motorcycles a few years later. By the 1920s, BSAs were often at the front ranks of competition, and one received a Gold Star award for lapping Brooklands at 100mph in 1937; Gold Star duly became the designation for BSA’s top performance models from 1938 to 1963, with the later models a defining image of ’50s and ’60s ton-up culture. The BB32 (350cc) and BB34 (500cc) Goldies arrived in 1953, bringing with them a swing-arm duplex frame and an improved gearbox. The engines were shared with the original ZB Gold Stars, but the BBs were only produced into 1954 when the CBs with the “Big Fin” engines took over. Reputedly built round one of five frames constructed by Terry Mead, this rather special “Beesa” is fitted with a BB34 Gold Star engine with a Daytona crankcase, a new old-stock 1000-series carburettor, a refurbished Wader racing magneto, an RRT2 close-ratio gearbox, and renovated wheels with new tyres. This beautifully prepared one-off bike is said to ride very well, although it is supplied without documentation. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

53

c.1965 DMW 250cc Hornet Mk. II

268

Estimate: £3,000 - £4,000* Reg No: Un-Registered

269

No Reserve* MOT: Exempt

Frame No: H022

DMW was founded by Leslie Dawson in Wolverhampton in 1940 with the purpose of marketing components such as telescopic fork and swinging-arm conversions. In 1945, it started building its own grass-track motorcycles with 350 and 500cc JAP engines, but Dawson struggled with money and migrated to Canada in 1948, leaving DMW to be run by Harold Nock and Mike Riley. The model range grew to encompass road bikes, trials bikes and scooters, including the memorable twin-cylinder Deemster scooter, used by various police forces in the ’60s, but DMW production ended in 1971. The Hornet was a nifty little road-racer introduced in 1964 and powered by the 247cc Villiers Starmaker two-stroke engine. This fascinating rarity is a six-speed Hornet Mk. II, frame number 222 of 250. Although its early history is not known, it must have seen a lot of action, and it was last raced in 2022. It retains its original DMW forks and twin-sided front wheel and has evidently been well cared for over the years. Likely to need some recommissioning, the Hornet is supplied with some Classic Racing Motorcycle Club paperwork and would be a wonderful machine to see on track again, whether in races or parades. 54

1958 Panther Model 100

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: 548 UYX

MOT: Exempt

Frame No: 27031

Panthers were built by Phelon & Moore in Cleckheaton, Yorkshire, from 1924 to 1966. Prolific engineer and Brooklands tuner Granville Bradshaw had a close relationship with Panther, and contributed to the 598cc (87 × 100mm) “sloper” single for the Panther Model 100, which was a development of the 1928 Model 60. The Model 100 arrived in 1932 and survived until 1963, obviously evolving along the way. A Burman four-speed gearbox was used from 1934, and a Lucas mag-dyno supplied the sparks from 1952. Swinging-arm suspension arrived in 1954 but rigid Model 100s were still made up to 1957, when a dual seat became standard. Supplied new by Jolly & Knott, a prominent Panther dealership in Lewisham, this characterful Model 100 was registered with the DVLA in 2017, evidently having been off the road for many years previously. It has since benefited from some engine work, with receipts on file for new clutch plates. In 2023, it was purchased by our vendor for his private collection, and while it has been started from time to time, it will require some recommissioning. An ideal winter project with great ‘oily rag’ potential, it is supplied with the V5C and starting instructions.

1910 Favourite A very rare pioneer machine

270

Estimate: £13,000 - £15,000* Reg No: SV 6442

MOT: Exempt

c.1952 Norton Model 30 International Competition Special

271

Estimate: £6,500 - £7,500* Frame No: 241

Reg No: Un-Registered

MOT: Exempt

Frame No: G44367

The Favourite marque hailed from Petersburg, South Australia, and was applied to the handful of machines manufactured or modified by Bill Smith. It is thought that they were originally produced as The Burg, which sounded too German when the Kaiser War broke out, hence the Favourite name was adopted in 1915. Very few survive, and it has been noted that the frame and engine of ‘SV 6442’ are identical to those of the English Abingdon motorcycle, albeit with Druid forks instead of Abingdon’s sliding-spring type. Smith is documented as having fitted Druid forks to his own creations, and he probably fitted them to this machine after an accident.

In 1907, a Norton with a Peugeot engine won the first Isle of Man TT, beginning a long tradition of sporting excellence. The International moniker was introduced for Norton’s race bikes and road-going TT replicas in 1932. Overseen by Joe Craig, Arthur Carroll had designed an overhead-camshaft engine for the works racers and although it retained the same bore and stroke of the CS1, the International was all new. Gradually developed, the 1950-onward Internationals were available as the 500cc Model 30 and 350cc Model 40, and featured all-alloy engines, close-ratio gears, Roadholder telescopic forks and plunger rear suspension.

This example was discovered by Ken Blake in Brisbane, then imported to Britain and restored, being registered in 1997. Malcolm C. Elder & Son acquired it in 2008 and entered it in several Pioneer Runs. Our vendor purchased it at auction in 2020, but has not ridden it, preferring to display it in his private collection. A clutch has been added for ease of riding in modern conditions. Paperwork includes the V5C and, although the Pioneer certificate is absent, a duplicate may be obtained from the Sunbeam MCC. We hope to see the Favourite recommissioned and on the Pioneer Run again.

This very alluring machine was constructed as a competition special in the 1970s using a c.1952 Norton “Garden Gate” frame and a Model 30 International engine. We are informed that it was historically used for hill climbs and sprints, with some very creditable results. It appears to have been built to a high standard and we can envisage it competing at the top level of the sport, although it has not been used for some time and will now require some recommissioning. It is sold without documentation. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

55

1927 BSA S27

272

Estimate: £3,500 - £4,500* Reg No: DR 2166

MOT: Exempt

273

Estimate: £6,500 - £7,500* Frame No: GR7754

During the 1920s, BSA proclaimed “one in four motorcycles is a BSA” and that their bikes were “the most popular motorcycles in the world.” Priced at £45, the BSA S27 of 1927 was powered by a 493cc sidevalve single-cylinder, with BSA’s own three-speed gearbox and a Lucas magneto. Other new features for 1927 models included a larger brake, lower seating and a restyled fuel tank. It proved a popular model among conservative or more economically-minded buyers, just as BSA was launching its range of overhead-valve “Sloper” models. This lovely S27 reportedly spent its early life in Great Britain, before migrating to Northern Ireland in 1949 and eventually returning to the British mainland in 2003. By that point, it was in need of major restoration, which was performed between 2006 and 2008 “using 90 per cent. original parts,” and the DVLA reallocated the original registration number in 2009. Thereafter, the bike was retained until 2020 but was not used. Our vendor has kept it as part of a private collection, and it will therefore require recommissioning. It is supplied V5 and V5C documents, a copy of a buff logbook, and some restoration invoices. 56

1936 Calthorpe Ivory 350/500cc

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: PXS 650

MOT: Exempt

Frame No: 31386

Calthorpe motorcycles were produced between 1911 and 1939, primarily in Birmingham. By the 1920s, the range encompassed JAP, Precision, Blackburne and Villiers single-cylinder offerings up to 500cc. Calthorpe started using its own engines from 1925, including an OHV 350 and an OHC 500. The Ivory range, so-called for its distinctive colouring, arrived in 1929, initially with a 350 but later expanding to including a 250 and a 500, each with a double-port OHV engine. The factory closed in 1938 and the marque was bought by Bruce Douglas, who transferred production to Bristol but abandoned the venture when war broke out. This beautifully restored machine comprises a 1936 Ivory Calthorpe 350 frame which, at some stage, has been fitted with a 500cc engine. While the exact date of the restoration is not known, it presumably coincides roughly with the bike being registered in 2022, after a long period off the road. It is equipped with some extremely rare and desirable period features, such as the Sunburst horn and the Calthorpe Creamer front fork adjuster. It now requires moderate recommissioning, and will surely be a hit at events such as the Banbury and Graham Walker Runs. It is supplied with the V5C and assorted invoices.

1932 BSA 349cc L32-5 Blue Star

274

Estimate: £4,500 - £5,500* Reg No: DSJ 140

MOT: Exempt

1952 Horex Regina 350cc Model 0 Unrestored ‘oily rag’ project bike

275

No Reserve* Frame No: Not Seen

Birmingham Small Arms was established in Small Heath, Birmingham, in 1861 to manufacture weapons. Around the turn of the century, they started making bicycles and progressed onto motorcycles a few years later. The Blue Star name appeared for the first time in 1932, denoting sports version of BSA’s popular singles. The L32-5 de Luxe denoted a 349cc OHV model “for fast road work either solo or with a light sidecar” and the Blue Star version brought a high-compression piston, heavy-duty valve springs, racing cams and an Amal pump carburettor. It also had an upswept pipe, foot change and linked brakes, and was second only the 500cc W32-7 Blue Star in the sporting stakes. Blue Stars remained the top models until 1936, when the more highly-tuned Empire Star appeared. This beautiful 1932 L32-5 Blue Star is well presented, seemingly sporting an older restoration. There is no evidence of recent use, and since 2020 it has formed part of our vendor’s private motorcycle collection. We are advised that it has been started occasionally, but will require some recommissioning. It is supplied with the V5C.

Reg No: PXS 861

MOT: Exempt

Frame No: JF7335652R

Horex was founded in 1923 by Fritz Kleemann in Bad Homburg, Germany, and took its name from the first letters of Homburg, and the Rex trademark of his parents’ glass company. The war interrupted motorcycle production but Horex resumed in 1948 with the OHV 349cc single-cylinder model, the Regina, which was significant as the first post-war over-250cc bike Germany was allowed to produce. The range expanded to include various other models and sizes, but by the late 1950s demand was dwindling, and a takeover by Daimler-Benz in 1960 was the final nail in the coffin for Horex motorcycles. They were rarely exported and few survive outside Germany. This very alluring, unrestored 1952 Regina 350 Model 0, with an especially comfortable-looking dual seat, is representative of the sort of machine which mobilised thousands of ordinary citizens during Germany’s post-war recovery. It was discovered in its unrestored state in Sweden, and after being sold in a Dutch auction in 2020, it received its British registration in 2022. Our vendor purchased it in 2023 for his private collection, but due to lack of time he has not made it run. This is a wonderful opportunity to revive and preserve an extremely rare bike. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

57

1979 Honda CBX1000Z

276

Estimate: £3,500 - £4,500* Reg No: DNB 366T

MOT: Exempt

277

No Reserve* Frame No: CB12003118

Honda’s crowning glory of the 1970s was the amazing inline-six CBX1000, one of very few six-cylinder motorbikes ever produced. Built from 1978 to 1982, it achieved its aim of being the world’s fastest production motorcycle thanks to its 1,047cc, twin-cam, 24-valve transverse inline-six, which was said to produce 105bhp and deliver speeds of 135mph or even 140. A true tour de force, it was detuned slightly for 1981 and became more of a sports tourer than a superbike, with softer suspension and optional panniers. This sought-after twin-shock CBX1000Z was purchased by the previous owner in 2006 and was MoTed annually until it became exempt in 2019, although recent mileage has been minimal – the reading stood at 34,228 in 2014, and is now a whisker over 35,000. The CBX has received regular oil, filter and spark plug changes, while the front brake pads are new Honda-supplied parts. Some non-standard parts have been fitted, including a Motobatt battery, a six-into-one Laser exhaust, braided brake hoses, and an aftermarket front brake cylinder. We are advised that no major work has been required on either the engine or gearbox. Paperwork includes the V5C and an owner’s manual.

58

1974 AMF Harley-Davidson SX125

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: Un-Registered

MOT: Exempt

Frame No: 262788

In 1969, Harley-Davidson was facing bankruptcy. It found an unlikely saviour in AMF (American Machine & Foundry), best known for its bowling balls, which steered the venerable bike-builder through the choppy waters of the ’70s, before selling it back to Willie Davidson in 1981. Harley-Davidson had already acquired a half-stake in the Italian lightweight manufacturer Aermacchi in 1960, and AMF took the firm over completely in 1973, enabling it to market a range of lightweights in America and Europe as AMF Harley-Davidsons. The SX125 was one of a range of machines introduced to cash in on the dirt bike craze. With a 2.2-litre fuel tank and a weight of just 247lbs., it was one of the smallest bikes ever to carry a Harley badge, but proved its worth on America’s dusty trails. Never previously registered in Britain and seemingly imported from Milan, this SX125 was purchased by our vendor in 2020 to form part of his varied motorcycle collection. It is a particularly unusual example with a low-level exhaust, which we are advised was available in 1974 only. It underwent a restoration in 2018 but was last run in October, 2020, so it will need recommissioning. It is supplied without documentation.

1962 Panther Model 120

278

Estimate: £3,500 - £4,500* Reg No: 606 NMK

MOT: Exempt

1952 Norton ES2 Clubman-style specification

279

Estimate: £3,500 - £4,500* Frame No: 28397

Panther motorcycles were built by Phelon & Moore in Cleckheaton, Yorkshire, from 1924 to 1966, and enjoyed a reputation for sturdiness and longevity, their long-stroke singles being ideal for pulling sidecars. Prolific engineer and Brooklands tuner Granville Bradshaw had a close relationship with Panther, being responsible for its first overhead-valve engine in 1924, and contributed to the 598cc (87 x 100mm) “sloper” single for the 1932 Panther Model 100. The ageing design was enlarged to 645cc (88 x 106mm) for the Model 120 of 1959, retaining the twin-port head. Like the 100, the 120 used the engine as a stressed member and featured pivoted-fork rear suspension and telescopic front forks with full-width alloy hubs. With a four-speed Burman gearbox and a Lucas mag-dyno, the 120 helped sustain Panther until the factory’s eventual closure. This lovely 1962 Model 120 was purchased for our vendor’s diverse motorcycle collection in 2023. Sporting an older restoration, it has a long history of preservation and has been in use for most of this century, although it has been on static display for the last three years. It has been fired up occasionally, but will require some general recommissioning. The V5C is supplied.

Reg No: 352 UTA

MOT: Exempt

Frame No: G446263

Norton was founded by James Lansdowne Norton in Birmingham in 1898 and began building motorcycles with French and Swiss engines in 1902. The ES2 name was first used for a sports model in 1927, powered by a 490cc overhead-valve single. While it retained the same long-stroke dimensions throughout its long life, it underwent many changes and post-war versions were simply general-purpose road bikes. The ES2 of 1947 introduced a plunger frame and Roadholder hydraulic front forks, while a swinging-arm frame arrived in 1953. Softly tuned and dependable, it lived up to its nickname of “Easy Two.” It eventually received the Featherbed frame in 1959, along with a host of engine and gearbox upgrades, with production continuing until 1964 (a later ES2 Mk. II was simply a rebadged Matchless). This 1952 ES2 was registered in 1983, suggesting it had previously spent some time off the road, and appears in a very racy Clubman-style specification. Despite looking highly presentable, it is believed that it has not been on the road for more than 20 years, and in the last few years it has formed part of a private collection. In need of recommissioning, it could potentially be thrilling road-race bike. The V5C is supplied. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

59

1904 Werner Motocyclette

280

Estimate: £3,000 - £5,000* Reg No: N 65

MOT: Exempt

Frame No: 8388

Although comparatively short-lived (1897-1908), the Parisian firm Werner Freres was notable for patenting the cradle frame engine location which most motorcycles now use in 1901. The two brothers, Michel and Eugene, were also among the first to build a vertical-twin powerplant. Trademarking the term ‘Motocyclette’, they sought to produce lightweight, reliable and affordable machines which did much to popularise the motorcycle in Europe. Known as Werner Motors Ltd in the UK and boasting a showroom on London’s Regent Street, the company advertised 2½hp ‘De Route’ and 3hp ‘La Grande’ models for the 1904 season which cost £45 and £50 respectively (the equivalent of £4,900 and £5,500 today).Seemingly unrestored, this rare surviving Werner bears the non-transferable but highly distinctive number plate ‘N 65’ which was originally issued in Manchester. Appearing to be substantially complete, it retains the marque’s distinctive near ‘parallelogram’ fuel tank. The single-cylinder engine is of Werner’s own manufacture and is thought to displace circa 300cc. A worthwhile project that should be eligible for The Pioneer Run once completed, the accompanying paperwork comprises much period information along with research notes and correspondence from noted authorities including Derek Foxton (extending to three large files!). 60

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1983 Velocette Valiant No Reserve* Reg No: TFW 530

MOT: Exempt

281 Frame No: 2132-33

Introduced at the November 1956 Earls’ Court Motor Show, the Velocette Valiant was a development of the twin-cylinder LE but utilising air rather than water cooling. A higher compression ratio, stronger crankshaft (with bigger bearings) and revised overhead valve cylinder heads meant that the newcomer was some fifty percent more powerful (12hp vs. 8hp). The 192cc engine was partially enclosed and sat in a duplex frame with a single top tube. The clutch, final drive, four-speed gearbox and front suspension were all carryovers from the LE MK3 but the rear suspension boasted Woodhead-Monroe springs and hydraulic damping. The recommend top speed was 60mph. More expensive than several bigger capacity machines, a mere 1,600 Valiants are thought to have been made. An incomplete restoration project, this particular example is missing its fuel tank and carburettors among other components. The distinctive engine covers have been retained but are not currently fitted with the same being true of various minor components. A potentially rewarding winter restoration project that should not prove impossible to source parts for, ‘TFW 530’ is offered for sale with current V5C Registration Document and sundry photographs.

1974 Norton Commando Mk 2A Estimate: £5,000 - £7,000* Reg No: SKN 184M

MOT: Exempt

282 Frame No: 313048

During its ten years of production the Norton Commando was popular all around the world, and in the United Kingdom was voted the Motor Cycle News “Machine of the Year” award for five successive years from 1968-1972. Around 60,000 Commandos were made in total, with the Mark 3 being the last model offered before the company’s demise in 1975. The Mk2 is arguably the best looking version of the Commando, with its larger capacity fuel tank and reverse cone silencers, especially when finished in metallic red. This beautiful example was bought by the vendor 17 years ago, spending the intervening years in his small private collection. Put together as a bike to be used, it is fitted with a Mikuni carb and electronic ignition to aid starting, Koni rear shocks and an AP Racing front brake caliper gripping a floating disc. The speedo reads a credible 12907 miles, backed up with 11 MOTs between 1995 and 2009, and the bike started and ran whilst being photographed. This Commando will make a good mount for participating in vintage runs and rallies, with enough power and braking capabilities to keep up with modern day traffic.

1950 Triumph Grand Prix Estimate: £12,000 - £16,000* Reg No: Un-Registered

MOT: Exempt

283 Frame No: TF27561R

Famously sceptical of the benefits of a Works competition programme, Edward Turner nonetheless designed a more performance orientated version of his Speed Twin, the Triumph Tiger 100, in 1939. The model’s popularity among privateers soared after Irish racer Ernie Lyons and Triumph factory employee Fred Clarke collaborated on a modified example which the former then rode to victory at the 1946 Manx Grand Prix. Lyons’ victorious machine subsequently became the prototype for Triumph’s Grand Prix model. Build number estimates vary from 150 to 250, and genuine models are identified by their R-suffix numbers. According to handwritten notes on file, this 1950 Grand Prix was originally shipped to Sweden for the Triumph importer Uno Ranch, who managed a race team. Thought to have been ridden by the famous speedway racer Olle Nygren, Grand Prix racer Sven-Olov Gunnarsson and Lennart Karlstrøm, frame TF27561R was imported from Copenhagen by its previous keeper during 2016. The current owner bought it to fulfil a wish to ride a GP, a dream he realised in this year’s NW200 parade lap. A rare survivor that has self-evidently been nicely restored in the past, this historically important Grand Prix is offered with paperwork including a copy of the factory test report and data sheet. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

61

2023 Norton V4 SV Almost a brand-new motorcycle

284

Estimate: £20,000 - £24,000* Reg No: V4 SVN MOT: None Frame No: SAYNVS11XBS000088 Hailed as “the only British-built and designed superbike” during its 2022-25 lifetime, the mighty Norton V4 SV filled the void left when the V4 SS and RR were discontinued. While the models had a V4 engine in common, Norton claimed that 428 of the bike’s 900 components were new for the SV. The 1,200cc engine was credited with 91lb. ft. of torque and 185bhp, which was 30bhp less than the previous V4s, but Norton justified it by promising much-improved road manners. Three riding modes – Rain, Road and Sport – made for an enjoyable and tractable machine in all conditions. This remarkable V4 SV was purchased new by our vendor directly from Norton in 2023 was immediately to the National Motorcycle Museum for exhibition purposes, meaning it has never been ridden on a public road. When delivered, it had just five miles on the clock, and while on display it temporarily returned to Norton for a software update and underwent a further five miles of testing. While in the museum, it was well cared for, but some recommissioning may be needed before use. It is supplied with its original literature pack, sales invoice and keys, plus the very apt private registration ‘V4 SVN’.

62

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1979 Bimota SB3 No. 9 of only 402 made

285

Estimate: £6,000 - £8,000* Reg No: FPA 820V MOT: Exempt Frame No: SB3 00009 Founded in 1973 by Valerio Bianchi, Giuseppe Morri, and Massimo Tamburini, Bimota’s name is derived from the first two letters of the three founders’ surnames. Taking advantage of the poor state of frame design in the 1970s, Bimota specialised in building high-quality motorcycles utilising existing mass produced engines. The distinctive styling was normally the work of Massimo Tamburini, who later penned the iconic Ducati 916. Bimota offered exclusive limited edition handmade bikes for riders who wanted to stand out from the crowd. Based on Suzuki’s GS1000, the SB3 was marketed in 1979 as the fastest road bike available, clocking 149 mph at the Nardò Ring in southern Italy. The handmade frame, top quality running gear from the likes of Marzocchi and Brembo and plenty of bespoke engineering made it one of the most expensive motorcycles of its time, with just 402 examples produced. Weighing a good deal lighter than the donor GS1000, the frame is distinctive in having its swinging arm pivot in line with the front sprocket to keep chain tension constant and splitting in the middle for engine removal. This beautifully presented example, frame number 00009 of the 402 produced, is thought to have been the first one in the UK, the bike displayed by the importers at the Earls Court bike show and the one tested by MCN at the time. The speedo reads only 5092, although there is a documented speedometer change at the first service at 1287miles. It will be supplied with a substantial history file including correspondence concerning its initail purchase from Dixon Racing and its original bill of sale, old MOTs, road test, Bimota technical information together with a current V5C. A rare and interesting bike that would grace any collection, it was last run in 2025 so it will need some recommissioning before use.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

63

1989 BMW K1

286

1 of only 6921 produced Estimate: £2,000 - £2,500* Reg No: G741 BJT

MOT: April 2027

287

Estimate: £3,000 - £3,500* Frame No: 6373211

The K1 was a radical turning point for BMW’s design philosophy, offering a distinctive avant-garde style that tore up the company’s somewhat conservative image. With bold colours and graphics on its aerodynamic bodywork, the bike achieved a remarkably low drag coefficient of 0.34 and featured BMW’s first 16-valve engine and pioneering ABS anti-lock brakes. With styling perhaps ahead of its time, only 6,921 were produced during its limited production run, and the model is now regarded as a rare collector’s item. This K1, finished in blue with yellow graphics, certainly stands out from the crowd. The wind tunnel developed bodywork and low coefficient of drag meant that BMW could claim a 150 mph top speed with ‘only’ 100 horses, pre-dating the Suzuki’s similarly aerodynamic Hayabusa by a number of years. Subject to a £1000 recommissioning in April last year including tyres, brake pads, oil and filters, the vendor has used it this summer, and it will be supplied with some old MOTs and a current V5C.A rare model in the UK, this distinctive looking K1, finished in blue with yellow graphics, certainly stands out from the crowd.

64

1986 Suzuki GSXr750G

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: C382 XRT

MOT: None

Frame No: GR75A 107866

The oil-cooled GSXr750 was launched in 1985 and revolutionized the sports bike market, making all other sports bikes obsolete, dominating production-based racing around the world. Suddenly you could go to your local shop and buy a race ready bike over the counter and race it that weekend. This GSXr750G is presented in excellent and extremely original condition, including a genuine Suzuki 1100 exhaust, screen and single seat converter. Bought by the vendor a couple of years ago, he has now decided to downsize his collection. A bike that was designed as a race bike for the road, many found their way onto the track or became streetfighters, especially after a few trips down the road! Very few will have survived in such original and genuine order, most will have been used and abused and will have lost the original exhaust and screen over the years. An historically important bike and the forerunner to all of today’s alloy framed superbikes, this is a rare opportunity to acquire a fast appreciating future classic. Last run 6 months ago, it will need recommissioning before use and will be supplied with a substantial history file of catalogues, magazines, receipts, old MOTs and a current V5C.

1971 BSA A65L Lightning Featured in “The Classic Motorcycle”

288

Estimate: £3,500 - £4,500* Reg No: AKE 263J

MOT: Exempt

1982 Honda CX500 Turbo

289

Estimate: £4,500 - £5,500* Frame No: A65LDE06535

Around the turn of the century, BSA started making bicycles and progressed to motorcycles a few years later. BSA went on to become one of the world’s largest producers of motorcycles until its demise in the early 1970s. The 654cc unit-construction parallel twins were launched in 1962 with the A65 Star, various improvements being made through the decade. Produced from 1965 to 1972, the A65L Lightning was designed as an all-round sports machine, aimed largely at the American market to complement the more touring-oriented Thunderbolt. A closer-ratio gearbox combined with a higher-lift camshaft made for lively acceleration and performance at higher revs than the standard A65. Only for sale for health reasons, this wonderful 1971 Lightning was imported from the USA in 2010 with a replacement engine already fitted, and was in single ownership from 2010 to 2022, when it was purchased by our vendor in a somewhat well-worn condition. Our vendor undertook a repaint, an engine overhaul and a full service, after which the BSA was featured in the April, 2023, issue of The Classic Motorcycle. He says, “The bike is an easy starter and is ridden regularly. It rides lovelily and sounds great.”

Reg No: YBJ 646X

MOT: Exempt

Frame No: JH2PC0304CM002145

Honda’s CX series was produced from 1978 to 1983, and the CX500 was a decidedly capable machine, although the water-cooled 497cc vee-twin with eight pushrod-operated valves was something of a break with Honda’s OHC tradition. The best was yet to come when, at the height of 1980s “Turbomania,” Honda launched the CX500 Turbo in 1982. It was Honda’s first motorcycle with programmed fuel injection, and the IHI turbocharger, described as “the world’s tiniest,” doubled the CX500’s original power output to around 80bhp. Few motorcycles ever received turbocharging and the CX500 Turbo was produced for 1982 only – the CX650 Turbo took its place for 1983 – making it a highly sought-after collectors’ piece. This wonderful example of Honda’s oh-so-’80s superbike is understood to have been imported and registered in 2022, just as it qualified for historic tax exemption. It has been in single ownership across the four years since, and used sparingly. The odometer reading stands at a very low 40,200km (25,000 miles), which may be the original mileage considering the lovely condition of the bike. The CX500 has spent a bit of time on SORN and may therefore require some light recommissioning or just some basic checks before use.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

65

1994 Harley-Davidson Low Rider Bespoke custom build

290

Estimate: £3,500 - £4,500* Reg No: L724 MKX

MOT: None

291

Estimate: £35,000 - £45,000* Frame No: 1HD1ELL12RY113943

Harley-Davidson’s bikes epitomise large-capacity cruisers that many have tried to copy but have never managed to match the brand’s image and prestige. The FXR lineup was originally engineered in the late 70s and offered better handling than previous models whilst retaining classic American styling together with the “bulletproof” 1340cc Evolution engine. This bespoke built Harley appears to have started life as a standard FXLR Low Rider, but has been heavily customised to give it a longer and more aggressive look. The long and low stance is exaggerated by 16’ inch wheels on black rims, shod with as new Avon Cobra whitewall tyres. Straight drag bars and chrome fork shrouds beef up the front end, with a cut off mudguard tidying up the rear. Performance Machine brake calipers with a floating front disc provide stopping power. The 1340 EVO engine has slash cut pipes and is fitted with neat little oil pressure and temperature gauges. The crowning glory is the custom paintwork and the sprung single saddle. Not run for a while, it will need the normal checks before use and it will be supplied with a current V5C. A stunning looking custom model that will be a talking point at any bike gathering.

66

c.1975 MV Agusta Magni

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: Un-Known

MOT: Exempt

Frame No: Not Visible

Beginning his motorcycle industry career with Gilera in 1947, Arturo Magni was poached by arch rival MV Agusta three years later. Employed by both companies in their racing departments, he contributed to the success of such legendary riders as Giacomo Agostini, Carlo Ubbiali, John Surtees and Mike Hailwood etc. Team Manager and Head of Reparto Corse when MV Agusta withdrew from racing during 1977, that same year saw Magni and his two sons Carlo and Giovanni set-up their own business, Elaborazioni Preparazioni Magni (EPM). Initially specialising in making tuning parts for MV Agusta road bikes, including a conversion from shaft- to chain-drive, EPM subsequently diversified into frame design becoming a manufacturer in its own right. Thought to have been built around a MV Agusta 750 engine (number 214-0343) dating from circa 1975, this Magni is a stalled, incomplete restoration project. The in-line four has been converted to chain-drive but is missing its cylinder head and carburettors. The front forks are adjustable and disc brakes have been fitted all round. We have not been able to locate a serial number on the freshly painted frame, while the one quoted to us by the finance company who have repossessed the bike and asked us to sell it is ‘MV 214-0384’. Sold strictly as viewed.

1949 Ariel Square Four

292

Estimate: £3,000 - £4,000* Reg No: AVV 666

MOT: Exempt

1974 Kawasaki 400 S3 Mach II

293

Estimate: £4,000 - £6,000* Frame No: GS170

Probably the nicest-looking of all the Square Four Ariels, the Mk. I of 1949 was the first model to feature an all-alloy engine, but it still retained the handsome panel tank of the prewar 4F and 4G models. Indeed, 1949 was the last year that the speedometer was set within the fuel tank. Telescopic front forks were introduced on the 4G in 1946 and ‘plunger’ rear suspension had been an option since 1939, but became virtually standard for the Mk. I. A tiny number, however, were produced with a rigid frame. In current family ownership since 1968, with just 1 former keeper recorded, this magnificent unrestored ‘oily rag’ Square Four is from early Mk. I production. Offered form a deceased estate, we understand ‘AVV 666’ has been off the road for at least 50 or so years, however the engine does have some compression. Displaying 39,723 miles, it is accompanied by an old-style blue V5 document, brown logbook, Ariel owners guide plus practical guidebook and a few copies of the Motorcycle.

Reg No: RSX 637M

MOT: Exempt

Frame No: S3F09069

2-stroke, inline 3-cylinder engine, 5 gears, 42 bhp, 400cc, 70s styling, 339 lbs and 100 mph top speed... the figures for the Kawasaki 400 Mach II make for some admirable reading. Translate that to the riding experience and the machine continues to impress. At the time of launch, the 400 Mach II was praised by testers and critics alike for its agility and handling. Whilst not having loads of power, the little Japanese 2-stroke had plenty of oomph in the first few gears to get you into trouble. Add this to a lean dry weight of just 339lbs/154kg, and the Mach II is capable of performing excitingly well. Self evidently the subject of much restoration work, RSX 637M is finished with a striking Candy Red tank and bright red side panels. Imported from Japan in 2010 and owned by the manager of a classic Suzuki racing team, it ran well at the time of inspection and is accompanied by a dating letter from the Vintage Japanese Club and a current Swansea V5C document.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

67

1979 Suzuki TS250

294

Estimate: £1,500 - £2,500* Reg No: FUR 70T

MOT: Exempt

295

Very low mileage Frame No: TS250A-27326

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

68

2005 Harley-Davidson Sportster XL1200C Custom

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Estimate: £3,000 - £4,000* Reg No: V38 JFL

MOT: None

Frame No: 5HD1CGP125K444535

One of Harley-Davidson’s most popular and longest-lived models, the Sportster (designated the XL series) was introduced in 1957 as a relatively lightweight alternative to the larger Harleys, but still powered by huge V-twins of 883cc up to 1,200cc. Equipped with the venerable Ironhead engine until 1985, the Evolution took over in 1986, notably featuring alloy heads. In 1991, a five-speed transmission replaced the four-speed and the 883 Deluxe and 1200 models moved to belt-drive instead of chain. The XL1200C Custom was introduced in 1996. Sportsters remain in production to this day, with regular updates ensuring their continued success. Originally registered in Birmingham as ‘BX55 VGZ’, this eye-catching Sportster is a fine example which has had just four keepers from new. The first owned it until 2008, and it then spent time with a long-term second keeper until 2023. What is most extraordinary is that it has covered just a little over 5,000 miles from new, with 4,000 of those miles having been covered by 2012. The Harley has not been used at all since 2022, so some straightforward recommissioning will be required.

1986 Bimota DB1 Two owners and British-registered from new

296

Estimate: £14,000 - £16,000* Reg No: D626 KJA

MOT: March 2027

1950 Vincent Comet Series C

297

Estimate: £9,000 - £11,000* Frame No: 00303

Produced from 1985 to 1990, the Bimota DB1 ended up being the bike which rescued Bimota from the brink of bankruptcy. It was designed by Dr. Frederico Martini, Bimota’s technical director and a former Ducati engineer. DB1 indicated “Ducati Bimota One,” i.e. the first Ducati-engined Bimota (SB3, for example, meant “Suzuki Bimota, third design”). With the 750cc 90-degree Ducati vee-twin, the DB1 was notably the first wholly Italian Bimota. This DB1 is especially unusual having been British-registered from new and with just two owners, the first of whom was reputedly a count living in Belgravia. Even more impressively, it has covered only 10,400km (6,462 miles). It had been disused for several years prior to 2015, and our vendor purchased it in 2016 from Made in Italy Motorcycles. Since then, it has been maintained but used sparingly. Made in Italy replaced the ignition barrel. Other maintenance has included fitting new indicators because the originals were brittle, and fitting made-to-measure carbon-fibre 17in. wheels by Dymag due to the original 16in. wheels having known faults. More recently, a new chain, new belts and ethanol-resistant fuel lines were installed. Paperwork includes the V5C, several past MOTs, and a current MOT valid to March, 2027.

Reg No: LGF 16

MOT: Exempt

Frame No: RC/1/5460

Initially producing bikes with proprietary engines installed in his own chassis, by the mid-1930s Phil Vincent had developed his own 500cc single and 1000cc twin-cylinder designs which would remain the ne plus ultra of motorcycle power units until the company’s closure in 1955. The V-twin made Vincents the fastest production motorcycles in the world, and they became the machines everyone aspired to. The single-cylinder Comet Series C was introduced in 1949, with the prewar A and B designations having never gone into production. When tested in 1949, the Comet was praised for its excellent handling and braking, as well as an 88mph top speed, putting it well ahead of BSA and Velocette rivals. This most attractive Comet seems to have fallen out of use by the 1970s, only to be resurrected and reregistered with the DVLA in 1980. Since then, it appears not to have seen any heavy use, and in the last 20 years it has only covered some very limited mileage in the years 2007-08. It has covered no mileage since its last MOT in 2011, so will now require some recommissioning. Still beautifully presented and eminently show-worthy, its equipment includes a box of parts and a desirable eight-day clock.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

69

2025 CCM TR250

298

Estimate: £8,000 - £10,000* Reg No: Un-Registered

MOT: None

299

No Reserve* Frame No: JME23151

CCM’s trials machine represents one of the more unusual chapters in the history of Alan Clews’ celebrated Bolton concern. Better known for its successful four-stroke motocross machinery, CCM turned its attention to observed trials during the 1970s, producing approximately 110 examples of its lightweight BSA-engined trials model. Dumfriesshire engineer and BSA-CCM specialist Joe Maxwell later became closely associated with these machines. Having met Alan Clews through his connections with CCM works rider Mike Barnes and mechanic John Bethell, Maxwell stated that Clews personally gave him permission to reproduce the BSA-engined CCM models. After an original 1977 CCM trials machine arrived at his workshop for repair, Maxwell was sufficiently impressed to produce his own frame kits based upon it. By August 2025 he had produced 17 trials frame kits, manufactured from lightweight T45 tubing and nickel plated. Although designed to accommodate the BSA B40 engine, Maxwell stated that his preference was the smaller B25 250cc unit. Constructed in 2025 around JME frame JME23151, this machine is reported by the vendor as having been built by Eddie Bull. Powered by BSA B25 250cc engine PE01753 B25S, it is an attractive modern interpretation of the rare CCM trials machine. 70

1950 AJS Model 18S

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: VDY 601

MOT: Exempt

Frame No: 48283

The AJS Model 18 was one of the enduring British 500cc singles of the post-war era, produced by Associated Motor Cycles (AMC) from 1945 until 1966. Developed from a pre-war design, the Model 18 was progressively updated throughout its long production run, with the later Model 18S introduced in 1949 following the adoption of rear suspension. With its robust 500cc single-cylinder engine and four-speed gearbox, the Model 18 remained a mainstay of the AJS range for more than two decades. Its longevity made it one of the final survivors of the golden age of the big British single. VDY 601 was the subject of an older restoration and has subsequently been kept off the road in long-term storage as part of a private collection of pre-war and veteran motorcars on a country estate. The engine turned over at the time of consignment, although it has not been run for some time. Prospective purchasers should therefore anticipate a course of recommissioning before it can be returned to the road. VDY 601 is offered with a photocopy of the current V5C and presents an appealing opportunity for the enthusiast to recommission a classic British 500cc single.

2005 Triumph Bonneville 800

300

No Reserve* Reg No: YN05 YVW

1997 BMW K1200RS Very apt ‘K12 RRS’ registration

301

No Reserve* MOT: March 2027

Frame No: SMTTJ910TM5230324

Named after the famous salt flats where a Triumph set a world motorcycle speed record in 1956, the Bonneville has been Triumph’s most revered model since its 1959 launch. The relaunched 2001 Bonneville 800 strongly resembled its predecessors in style, but with more modern engineering. It débuted with a 790cc parallel-twin engine, with the 865cc Bonneville 900 introduced in 2005. Reviewing a 900, MCN said: “With a heritage to rival the Harley-Davidson 883 Sportster and excellent build quality, the Bonneville is unquestionably the better performing motorcycle. For a smooth, no hurries, no worries motorcycle, the Bonneville is hard to beat… Chains go unstretched, oil goes unburned, tyres go unworn and insurance costs are low.” This 2005 Bonneville 800 appears in good order, having had only three owners. Registered new in Sheffield, its first keeper had it only from August, 2005, to February, 2006, but the second enjoyed it until 2011. Our vendor has been the very satisfied third keeper for a full 15 years. Across its life, the Bonnie has seen regular use, though it has only a modest mileage of 55,600, having been inactive between 2014 and 2018. It is supplied with an MOT valid until March, 2027, with the only advisories pertaining to the tyres.

Reg No: K12 RRS

MOT: None

Frame No: WB10544A6VZA24236

Produced from 1997 to 2005, the BMW K1200RS was a high-performance, long-distance sports-touring motorcycle that featured many of BMW’s signature characteristics such as Telelever front suspension, Paralever rear suspension and shaft-drive, along with the final evolution of the powerful water-cooled inline four affectionately known as the ‘Flying Brick’. With a displacement of 1,171cc, it was mated to a six-speed transmission and produced a quoted 130bhp. The frame was aluminium and integrated ABS was a novel feature for the time. Very well presented and helpfully equipped with a set of pannier boxes, this 1997 K1200RS is a real low-mileage survivor, having covered just over 22,700 miles from new. It had already covered 20,000 miles by 2007, but subsequent usage has been very sparing and since 2021 or 2022 the bike has been in storage, so it will require some straightforward recommissioning before it returns to the road. It should make for a simple and rewarding project, with lots of potential for long touring rides when it is up and running again. This BMW has many attractive features, but perhaps one of most attractive is the very apt private registration number ‘K12 RRS’.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

71

1971 Suzuki T500 Titan

302

Estimate: £3,000 - £4,000* Reg No: KUJ 450J

MOT: Exempt

Superb condition

303

Estimate: £2,000 - £3,000* Frame No: T50040855

Wanting to compete with the big British twins which were so popular, especially in America, Suzuki launched the T500 in 1968. Defying received wisdom, which maintained that an air-cooled two-stroke larger than 350cc could not be made, the T500’s two-stroke twin displaced 500cc, leading Suzuki to market the original T500/ Five as “The sports cycle that couldn’t be made.” Early handling problems were rectified in the Mk. II model, which Suzuki called the Titan, except in Britain where the name was copyrighted by Reads of Leytonstone. Restyling occurred in 1969, a Mk. III was developed for 1971, and production ended in 1975. The standard bike could exceed 100mph, while in racing Frank Whiteway won the Production Isle of Man TT in 1970 and Stan Woods repeated the feat in 1972. This lovely 1971 T500 is understood to have been imported and registered in 2013, at which point the odometer reading stood at 26,354 miles. The present reading of 29,320 miles, accompanied by MOT results from 2013 to 2017, suggests that it has been kept in continuous but sparing use during its time in Britain. Possibly sporting an older restoration, it displays a light patina and would make a wonderful bike for shows and weekend runs.

72

1972 Yamaha DT3 250

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: FWX 281L

MOT: Exempt

Frame No: DT1F149123

Yamaha announced its DT1 250 Enduro for the American market in 1968, as the off-road craze was really taking off, and the consensus was that it outclassed all competition. For the 1973 model year, the little five-speed bike evolved into the DT3, which was less revolutionary but nevertheless set a high-bar for reliability under off-road conditions. The single-cylinder two-stroke with alloy head and barrel was said to produce 24bhp. It was equipped with lights and gauges for road use, and Cycle World said: “The DT3 is the kind of bike you can pour gas and oil in and then ride for hours without fouling a plug or losing any nuts and bolts. It’s really foolproof… Instead of being part-racer, [it] offers totally reliable off-road transportation.” This lovely 1972 DT3 was imported and registered in 2021, and is offered for sale having seemingly been restored to a very high standard. The low odometer reading of 220 miles suggests the engine has been overhauled and is still being run in. Having had little use, some checks may be required before the bike can be ridden, but it is clearly a well cared-for example which deserves further inspection.

1963 Norton Dominator 99

304

Estimate: £3,000 - £4,000* Reg No: LSV 433

MOT: Exempt

1994 Ducati 916 Strada

305

No Reserve* Frame No: 14-93459

Launched in 1952, the Dominator 88 was a landmark Norton, being the first road bike to feature the Featherbed frame in conjunction with Roadholder forks and the Bert Hopwood-designed 497cc vertical twin from the Model 7. The Model 99 joined the range in 1955 with a 597cc engine, which was said to produce 31bhp with a 7.4:1 compression ratio, reputedly enough to “crack the ton.” Handling improved even more with the introduction of the “Slimline” Featherbed frame in 1960, but the Model 99’s retirement was announced in 1962. This very late production 1963 Norton Dominator 99 was purchased by the previous registered keeper in 2003 as a complete machine needing some restoration. The current keeper acquired the bike in 2010, intending to finish the restoration with his son, and they undertook the work to a high standard. Sadly, the son never rode the Norton and its last outing on the road was in 2019. In storage since, it has occasionally been started to keep the oil circulating and the vendor describes it as “good” in all areas, but it will require recommissioning before it is ridden again. This charming “Dommie” is supplied with the current V5C and some invoices for parts from Norvin.

Reg No: L691 APB

MOT: None

Frame No: 001064

Few motorcycles have had the impact of Ducati’s 916. Styled by Massimo Tamburini, its V-twin engine, trellis chassis, single-sided swinging arm and unmistakable underseat exhausts established a design language that influenced sporting motorcycles for years to come. Early examples are particularly appealing. Bearing the notably early chassis number 001064, this 1994 916 Strada dates from the formative first year of 916 production, when a fire at Ducati’s Borgo Panigale paint facility resulted in production being transferred to Cagiva’s facility at Varese. The accompanying history file charts the Ducati’s life from its early years, with original service documentation, a July 1996 Chris Clarke Motorcycles invoice and extensive subsequent maintenance by respected Ducati specialist Casoli Moto. A substantial June 2001 invoice records a full service, front brake pads, air filter and other work, while the history also records attention to the charging system and regulator. The odometer displays 28,297 miles, compared with 28,075 miles recorded at its July 2012 MOT, illustrating the limited use in recent years. Prospective purchasers should note that an HPI check records a Category C marker from 2008. Accompanied by current V5C and documentation, this Strada is offered without reserve. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

73

1998 Honda VFR 800

306

No Reserve* Reg No: R767 ALK

MOT: None

Frame No: JH2RC46A7WM008711

The VFR range was announced in 1986, after an initial press viewing at the 1985 Bol d’Or. Produced since 1998, the Honda VFR800 (Interceptor) was a ‘sport touring’ successor to the VFR750F and shared the V4 engine configuration with the Honda VF and VFR series. Massively over-engineered, characterful, engaging to ride, beautifully put together, an ideal machine for commuting, touring, track days and two-up, the VFR’s enduring appeal sees many owners unwilling to swap their V4 for anything else. Honda’s VFR series earned an enviable reputation for combining sporting ability with refinement and long-distance usability, and the VFR800F continued that tradition with its distinctive 781cc V4 engine. First registered on 1st July 1998, this red example is recorded with engine number RC46E2012151 and chassis number JH2RC46A7WM008711. Five former keepers are shown, with the history including periods of approximately ten and twelve years in individual ownership. The current keeper acquired the motorcycle in April 2025. Offered from a deceased estate dispersal, this VFR800F represents an appealing example of Honda’s highly regarded V4 sports tourer.

74

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1998 Ducati 916 Biposto Estimate: £3,000 - £4,000* Reg No: R249 MGO

MOT: None

307 Frame No: ZDM916S012379

Introduced in 1994, the Ducati 916 was designed by Massimo Tamburini. Its distinctive styling incorporated twin underseat exhausts, a single-sided swinging arm and twin headlights, creating a design that became synonymous with Ducati during the 1990s and remains instantly recognisable today among enthusiasts worldwide, more than three decades later. Powered by Ducati’s liquid-cooled, fuel-injected 90-degree V-twin engine with four-valve Desmodromic cylinder heads, the 916 used the marque’s characteristic tubular steel trellis frame. The model and its derivatives also became closely associated with Ducati’s World Superbike Championship successes during the decade. This 916 Biposto is finished in Giallo and is offered from a deceased estate. It is fitted with Termignoni silencers, with the original silencers also included. The paperwork indicates that the Ducati has not been ridden on the road since 2012. We are informed that new timing belts were fitted in 2026, although no supporting invoice is present. During photography, the motorcycle started and ran, with some spitting back through the airbox noted at idle. The cause has not been investigated and further inspection will be required. Accompanying documentation includes an owner’s manual, workshop manual, dealer network guide, previous MOT certificates and current V5C.

c.1912 Rudge Multi

308

Estimate: £3,000 - £4,000* Reg No: Un-Registered

MOT: Exempt

Frame No: 644548

The very first Rudge-Whitworth motorcycles were essentially rebadged Werner Freres machines before the British company developed its own designs. Introduced in 1912, the Multi was powered by a single-cylinder OISE 499cc engine allied to beltdrive transmission. The latter used an ingenious system of variable-diameter pulleys to provide twenty-one gear ratios, while its clutch comprised no fewer than sixtyfour plates! The model’s reputation was bolstered significantly when Cyril Pullin won 1914 Isle of Man TT aboard one (prompting the factory to offer a TT-inspired road model). Returning to production after World War I (1914-1918), the Multi remained a staple part of the Rudge range until 1923 despite increasing competition from more conventional chain-driven gearboxes. A partially assembled restoration project, this Rudge Multi is thought to have been previously road registered in Lincolnshire (or so the ‘FE 543’ number plate atop its front mudguard would imply). The accompanying paperwork file contains several rare original publications (including a parts lists, period brochures, and Rudge Wrinkles etc) plus a quantity of ongoing correspondence relating to the motorcycle’s origins but no old registration documents or tax discs etc. A number of spares are included in the sale such as a fuel tank and additional fork blades.

1969 Norton Commando 750 Estimate: £4,000 - £5,000* Reg No: AMJ 332F

MOT: Exempt

309 Frame No: 128171

Introduced in 1967, the Norton Commando was one of the most significant British motorcycles of its era. Its innovative Isolastic engine mounting system helped reduce the vibration associated with the large-capacity parallel twin, while its combination of strong performance and excellent handling quickly established the Commando as one of Norton’s most successful models. This 750 Commando, registration AMJ 332F, presents in very good cosmetic order and appears to have benefited from considerable attention during its life. Finished in traditional black with gold Norton and Commando detailing, it retains the purposeful appearance for which the model is so well known. While its condition would suggest an older restoration, there are no invoices within the accompanying history file to confirm the extent or date of any previous work. The history file does contain the current V5C, an older V5, previous MOT certificates and several old tax discs, with much of the documentation dating from approximately 2007 to 2011. More recently forming part of a static display within a private classic motorcycle collection, it is reported to have run well when stored however it has not been used for some time and will require recommissioning before returning to the road.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

75

1969 Triumph T100T Daytona

310

Estimate: £3,500 - £4,500* Reg No: RRJ 811H

MOT: Exempt

311

Estimate: £4,000 - £5,000* Frame No: T100TH67232

The Triumph T100T Daytona was developed as the sporting version of Triumph’s 500cc unit-construction twin, gaining its name following the marque’s success at the Daytona 200. Equipped with a twin-carburettor cylinder head, the lively 500 offered impressive performance and handling and remains one of the most desirable Triumph middleweights of the period. This 1969 Triumph T100T Daytona is understood to retain matching engine and frame numbers, T100TH67232, and is presented in an attractive and largely traditional specification. Registered RRJ 811H, the machine has evidently enjoyed periods of regular use, with its accompanying history file containing a selection of previous MOT certificates documenting its earlier life on the road. More recently, the Triumph has formed part of a private collection and has been standing for a period. It was not started during our recent photography session and will therefore require recommissioning before returning to the road. Offered with its current V5C document, the history file also contains an older V5, a number of previous MOT certificates, old tax discs, SORN documentation and assorted correspondence, providing useful evidence of the Daytona’s history and previous use.

76

1975 Honda CB750

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: KEH 1N

MOT: Exempt

Frame No: CB7502108018

Launched in 1969, Honda’s CB750 was a landmark motorcycle, combining a smooth four-cylinder engine with electric starting and a front disc brake in a package that helped redefine the large-capacity motorcycle. Its performance, refinement and reliability established the template for the modern superbike, and surviving examples are increasingly sought after today. First registered in the UK in 1975, this CB750 is understood to be a genuine UK-market machine. Registration KEH 1N, it was acquired by the current ownership in 2008 and subsequently enjoyed sparing use over the following five or six years. The Honda was taken off the road around 2013/2014 and subsequently became part of a static display within a private collection. The vendor advises that the machine was running and riding very well when it was last used. Having remained unused for a considerable period, it will now require recommissioning and safety checks before returning to the road. Presenting nicely overall and displaying the purposeful styling that made Honda’s four-cylinder CB750 such an important motorcycle, KEH 1N represents an appealing opportunity to return a genuine UK example of this landmark model to active use.

1965 Honda CB72

312

Estimate: £2,250 - £2,750* Reg No: HBP 782C

1961 BSA Gold Star 350

313

Estimate: £4,000 - £6,000* MOT: Exempt

Frame No: 102987

Probably one of the defining motorcycles for many enthusiasts, the CB72 is a beautifully engineered machine and the epitome of a classic Honda, featuring an inclined twin-cylinder 247cc overhead camshaft wet-sump engine in a race-style spine frame developing 25 bhp, enough for a 90mph top speed. This sort of performance requires good stopping power, so it was fitted with 200mm twin leading-shoe brakes both front and rear, together with electric start and 12v electrics. The CB72 might have performed like a British bike of twice its capacity, but it also cost as much as a contemporary 500cc Triumph or BSA. It took a brave motorcyclist back in the day to buy one, but they were more than rewarded once they got out on the road. Japanese small bike sales rose dramatically through the 1960s, but it took a while for the bigger engine bikes to catch on, so they are few and far between in the UK. This example has been authentically restored in the past, keeping a good degree of originality. Kept as part of a small private collection for a number of years, it will need recommissioning before use and will be supplied with a current V5C.

Reg No: 161 YUB

MOT: Exempt

Frame No: CB32 10637

In 1937, Wal Handley lapped Brooklands at over 100 mph on an Empire Star and was awarded the traditional Gold Star badge, inspiring BSA to produce the first Gold Star model. The bike was developed over its lifetime by BSA’s engineers, who improved its capabilities and increased the output of what was essentially a simple push-rod engine beyond what had been thought possible. It was successful across all areas of motorcycle sport for well over a decade and is regarded as one of the more notable designs of its era. This 350cc Goldie has been part of an enthusiast’s small private collection since 2013. It is presented in touring trim with flat handlebars, forward mounted footrest and a 7-inch front brake with an additional air scoop. Not run for a few years, it will need recommissioning before use and will be supplied with a current V5C. Please note, the engine number stamped on the crankcases is GS101, suggesting it’s a 1954 350, but the Gold Star Owner’s Club thinks it has been restamped at some point. The frame number appears to have started life as a DBD34 in scrambles trim in 1961. Please be aware of this before bidding.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

77

1925 BSA H25 with Model 7 Sidecar

314

Single family ownership for 99 years Estimate: £4,500 - £5,500* Reg No: CJ 8093 Frame No: B.9262

MOT: Exempt

Come 1924, BSA’s annual sales had reached 26,000. At that time, the company employed a logical naming strategy, wherein the number denoted the model year, i.e. H25 means a 1925 Model H. The ‘H’ part referred to single-cylinder, sidevalve engine of 550cc, which was paired with a three-speed, hand-change gearbox and chain final drive. It was the largest offering in the twelve-model 1925 range, and hence the best-suited to carrying a sidecar, of which BSA itself offered seven different models. BSA H25s are now very few and far between, but what is rarer is finding one in sound, unrestored condition. Rarer still is finding such a machine with an original sidecar attached. We are delighted to present just such an offering in magnificent ‘oily rag’ condition, which is being offered for sale having been in the ownership of the same family since 1927 – a full ninety-nine years. However, it has not been on the road for some time now and will require a degree of light recommissioning, but it does start with ease and runs well, though the cosmetic side may better suit the preservation approach. This wonderful machine comes with much history, including the V5C, an old buff logbook, and period mileage logs and receipts going back to 1930.

78

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1955 Vincent Black Shadow/ Steib S501 Sidecar

315

Ideal combination of two iconic brands Estimate: £18,000 - £22,000* Reg No: RGF 219 MOT: Exempt Frame No: RD12522B Vincent’s origins date back to 1924 when TT winner Howard R Davies started producing motorcycles under his own name. In 1928 HRD was acquired by Phil Vincent, who named the bikes Vincent HRDs until 1949 and then simply Vincent thereafter to avoid any confusion with Harley-Davidson in the USA. Vincent was always the innovator and soon developed his own 500cc single and 1000cc twin-cylinder designs, and in 1948 the legendary Black Shadow was announced with a top speed of 125 mph, making it by far the fastest road bike available. Steib Metallbau was based in Nuremberg Germany, and the classic Zeppelin shaped S501 was a perfect addition to the exclusive and desirable 1000cc V-Twin. Vincent and Steib are two of the most iconic names in 1950s motorcycling, and this Black Shadow based outfit has been part of a family’s private collection for the last 32 years. By 1955, the Vincent twins were at the peak of their development, with the previous upper frame member/oil-tank replaced with a straightforward steel tube and the old dual spring dampers giving way to a single hydraulic coil-spring/damper unit. A new rear sub frame offered support for the seat, isolating it from the suspension, and carried the oil tank. The electrical system was upgraded by a switch to Lucas coil ignition with a distributor system instead of earlier magneto setups to aid starting. Always an expensive bike to produce, the improvements couldn’t save Vincent, and the Series D models were the last of the big V-twins manufactured. This rare example has been stood for a number of years, so will need recommissioning before use, but the bike wheels freely and the engine turns over on the kickstarter and it will be supplied with a current V5C.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

79

1957 BSA RGS Replica

316

Estimate: £2,750 - £3,750* Reg No: 540 UXE

Birmingham Prototype No.2

317

Estimate: £5,500 - £6,500* MOT: Exempt

Frame No: 1A7 8619

The Birmingham Small Arms factory was established in the Small Heath area of Birmingham 1861 and went on to be one of the world’s largest producers of motorcycles up until its demise in the early 1970s.Based on the existing 650 twins, the RGS blended together a Super Rocket engine with many Gold Star chassis parts, with only about 1300 official versions being made. Because the genuine bikes are so rare, many unofficial replicas have been assembled over the years with varying degrees of authenticity. This Rocket Gold Star Replica was put together by the vendor and his friend after buying it as a standard model 15 years ago. Replicating the classic RGS look, it is fitted with a Siamese exhaust, rear set footrests, clip on handlebars, and Goldie style mudguards, headlamp brackets and its crowning glory, the distinctive chrome and silver petrol tank. The speedo and tacho are mounted on the top yoke and alloy wheel rims have been fitted front and rear, housing a beautiful Ceriani style double sided 4LS front brake that really sets this replica apart from the rest. Not used much since the restoration, it will need recommissioning before use and will be supplied with some paperwork and a current V5C.

80

1954 Scott 500cc

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: OOX 206

MOT: Exempt

Frame No: EX2

Following the acquisition of the Scott manufacturing rights by Aerco Jigs and Tools Ltd, M. D. ‘Matt’ Holder and his team developed a modernised version of the famous water-cooled two-stroke twin. The resulting Birmingham-built machines featured a new duplex frame, swinging-arm rear suspension and hydraulically damped telescopic forks. Registration OOX 206, this historically important 500cc machine is identified within its extensive accompanying archive as Prototype No.2. Contemporary press coverage includes The Motor Cycle of 22nd July 1954, in which OOX 206 is pictured being ridden by Matt Holder alongside fellow prototype POC 493, ridden by journalist Kevin Gover. Further provenance includes a period Scott Motor Cycle Co. works photograph of OOX 206 bearing the St Mary’s Row, Birmingham address, together with numerous period photographs, Scott Owners’ Club correspondence and research material. Later photographs show OOX 206 reunited on the Isle of Man in 1995 with XUA 277, identified within the archive as the first production Birmingham Scott. A significant survivor of the post-war Scott revival, OOX 206 is offered with a V5C and extensive historical archive. Unused in recent years, it will require recommissioning before use.

1960 BSA A10 Super Rocket Surely among the best restored A10s

318

Estimate: £3,000 - £4,000* Reg No: 493 YMK

MOT: Exempt

1990 Brooklands GB500 Thought to be 1 of only 3 in existence

319

Estimate: £4,500 - £5,500* Frame No: GA74184

BSA made two main versions of their popular parallel twins – the 500cc A7 engine, introduced in 1946, and the 650cc A10 of 1950, both valued more for reliability and economy than performance. The original A10 was christened the Golden Flash, but a sports version called the A10R Road Rocket arrived in 1954 as BSA’s range-topping model, with an alloy head, Amal TT carburettor, high-compression pistons and sports cam, giving 40bhp. It was replaced in 1958 by the Super Rocket, with 8.5:1 compression, and a redesigned head with larger ports and valves, giving 43bhp. New brakes were fitted, and in 1960 further improvements raised power to 46bhp. Having been out of use for a long time, this outstanding Super Rocket recently received a comprehensive restoration to a supremely high standard, during which it was upgraded to 12-volt electrics with electronic ignition. The engine was stripped with its barrel resealed, and new piston rings, new valve guides and a reground crank were installed, among many other parts meticulously documented on an Excel spreadsheet. Sadly, ill health has prevented the vendor enjoying the fruit of his labour, the Rocket will need light recommissioning after a period of inactivity. It is supplied with the V5C and many invoices.

Reg No: G145 EJH

MOT: None

Frame No: 00374990

Frame number 00374990 is believed to be one of only three 481cc Rotax-powered Brooklands GB500s produced. A letter on Brooklands Motorcycles headed paper, included in the history file, identifies this machine as number three, with a completion date of 4 July 1990. The letter also records its specification, which includes a Bing carburettor, a Cheney Brooklands bronze-welded oil-in-frame chassis, 35mm Marzocchi front forks, Koni rear shock absorbers and a Manx Norton-style fuel tank. Previously owned by Ian Thompson, this particular example was subtly customised to suit his personal preferences. Notable features include a unique rev counter of his own design and an upgraded pillion seat. G145 EJH is accompanied by a comprehensive and particularly interesting history file. This contains a current V5C and a wealth of original documentation and correspondence from Brooklands Motorcycles, including handwritten letters, newspaper clippings, component specifications, parts catalogues and workshop manuals. Said to be have been in running order when purchased, it may require the usual checks before being returned to the road. A rare and intriguing survivor from a little-known chapter of British motorcycle history, it offers a distinctive blend of specialist engineering and traditional sporting character. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

81

1981 Laverda Jota 120

320

Estimate: £7,500 - £8,500* Reg No: XEL 281X

MOT: Exempt

321

Estimate: £4,500 - £5,500* Frame No: 8202

Produced from 1976 to 1982, the Laverda Jota was the result of an Anglo-Italian collaboration. Reputedly the first production motorcycle to exceed 140mph, the Jota was a tremendous success, with examples winning multiple British National Production Championships in the late 1970s. Early models used a 981cc, air-cooled, DOHC inline-three engine with a 180-degree crankshaft, giving them a raw, aggressive character, a lumpy idle and pronounced vibration. As smoother-running Japanese multi-cylinder rivals gained ground, Laverda updated the design in 1982 with 120-degree crankpin phasing to tame the severe vibrations of the earlier configuration. Offered from a private collection, this 1981 120-degree model was first registered with the DVLA in 1989. Said to have been in good running order when parked, prospective buyers should expect to carry out the usual checks before returning it to the road. Mostly original, it has benefited from a subtle, partial restoration and presents well. It is a lovely example of the ever-popular Italian triple and is supplied with a current V5C.

82

1980 Moto Guzzi Le Mans 850 MKII

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: PVL 867V

MOT: Exempt

Frame No: VE21443

An engine design that originated in the late 1940s, Moto Guzzi’s venerable 90-degree V-twin is still with us today, powering the latest generation of machinery from Mandello del Lario. The first motorcycle to use this remarkable engine, the 703cc V7, appeared in the late 1960s, while the first sporting model, the 748cc V7 Sport, followed shortly afterwards. Introduced in 1978, the 850 Le Mans Mk II was the second generation of Moto Guzzi’s celebrated sports motorcycle. Its predecessor had established the Italian manufacturer as a serious contender in the sporting motorcycle market, alongside the likes of Ducati and Laverda. The Mk II retained the characterful V-twin engine and distinctive shaft drive but adopted more substantial bodywork, giving it a slightly more touring-oriented personality. Said to be in good running order, PVL 867V is being offered from a small collection of motorcycles. Having been the subject of an extensive restoration, it presents well and has been tastefully improved with upgraded switchgear, a new master cylinder, and a round headlight cowl in place of the standard square design. It is offered with a history file containing various invoices for parts and work carried out, along with a current V5C.

1986 Yamaha RD350 YPVS

322

Estimate: £2,500 - £3,500* Reg No: C402 CWY

MOT: Exempt

c.1957 Ducati 100 Special Constructed by Pip Higham

323

Estimate: £1,750 - £2,750* Frame No: 31K053729

Few motorcycles epitomise the high-performance two-stroke era quite like Yamaha’s RD350 YPVS, its combination of light weight, lively performance and Yamaha’s Power Valve System earning the model an enduring enthusiast following. Manufactured and first registered in 1986, this white example is recorded with engine number 31K053729 and chassis number 31K053729. The accompanying HPI report records 12 former keepers, with the current keeper acquiring the machine in March 2024. Importantly, the HPI records a Category C insurance loss on 28th June 2009, described as having been extensively damaged but repairable, with the insurer deciding not to repair. The motorcycle subsequently returned to the road. Now offered from a deceased estate dispersal, this RD350 represents an opportunity to acquire one of Yamaha’s most celebrated sporting two-strokes of the 1980s.

Reg No: 804 XVJ

MOT: Exempt

Frame No: 12877

This beautiful little Ducati was one of the late Pip Higham’s restorations, with discreet modifications. Higham himself said, “I christened this bike The Mule and it was intended to be a road-legal testbed in which I could run a 100cc (or larger!) motor for record attempts, however it soon took on an identity all its own.” The Ducati chassis has Aprilia upside-down forks, Talon hubs, 17in. alloy rims with new Michelin tyres, and front and rear disc brakes. It received a steel tank and a new seat, plus a 12-volt battery with a voltmeter. The restoration used almost entirely new or nearly new parts. The modified 160 Monza engine has one-off straight-cut primary gears and a Japanese clutch (believed to be Yamaha). The crank has an offset crankpin, specially made by GP Precision for a shorter stroke. A Honda piston and conrod were used, and the cylinder and bevel drive have been shortened. The cylinder head was overhauled by Roger Upperton with coil springs and titanium valves from a Suzuki GSXR1000 and a Hayabusa. A Mikuni Flatside carburettor and a simple megaphone exhaust complete the ensemble. Having not been run for a year or two, it will require some recommissioning. The V5C is supplied. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

83

1975 Triumph Trident T160

324

Estimate: £4,500 - £5,500* Reg No: JPG 559N

MOT: Exempt

Frame No: T160BKOI933

The Triumph Trident was launched in 1968 and, together with its BSA Rocket 3 stablemate, represented the pinnacle of the British motorcycle industry’s performance offerings at the time. Powered by the charismatic 740cc three-cylinder engine, the Trident earned an enviable reputation both on the road and in competition. This 1975 example is an older restoration and has evidently benefited from considerable expenditure during its life. The accompanying history file contains numerous invoices, predominantly from the late 1990s and early 2000s, documenting extensive maintenance and improvement. Work included attention to the Amal carburettors, Boyer electronic ignition, wheel bearings, Reynolds chain, fork components, Grimeca brake calipers, Goodridge hoses, duplex primary drive, cush drive and a lightened clutch assembly supplied by LP Williams. The history file also contains an interesting handwritten letter dated November 1995 from a previous owner, detailing earlier restoration work including an engine overhaul with new pistons and rings. The current owner has possessed the Triumph since 2005. More recently kept on static display within a private collection, it presented very nicely during photography. Recommissioning will be required before use. Offered with its current V5C and accompanying history file. 84

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1968 Triumph Bonneville T120 Estimate: £4,000 - £5,000* Reg No: HHF 72F

MOT: Exempt

325

Frame No: T120DU79244

By 1968, Triumph’s Bonneville represented a high-point in the development of the company’s celebrated 650cc parallel twin. Benefiting from almost a decade of development, the T120 combined strong performance and character with handsome styling, making these late 1960s Bonnevilles among the most recognisable British motorcycles of their era. This 1968 example, registration HFF 72F, has particularly interesting provenance. Its original buff logbook records the machine as initially registered to the supplying dealer before being sold to its first private owner in 1968. It is believed to have remained with that custodian until being offered at auction, where it was purchased by the current owner. The history file includes the original buff logbook, a printed copy of the V5C, previous MOT certificates, period tax discs and a copy of the original bill of sale. Also included is Vintage Motor Cycle Club correspondence concerning retention of the original registration and a 2017 Footman James agreed value certificate for £8,500. Stored on static display for a number of years, it was not started during photography. The vendor advises it was running extremely well before being placed on display. It now requires recommissioning before use.

1989 BMW R100RT No Reserve* Reg No: G651 PRJ

MOT: None

326 Frame No: 6017698

BMW was established in the early 1900s as a manufacturer of aircraft engines and produced their first motorcycle in 1923, the R23, already sporting the flat-twin boxer configuration they have now become synonymous with. By the 1970s they had become the most popular bike for long-distance touring due to the torquey engine and shaft drive transmission. With their solid design and legendary reliability, mid-1970s ‘Airheads’ have become the most popular bike for modifying into ‘Brat Bikes’ or ‘Cafe Racers’ in recent years so it’s rare to find one in standard original condition. The RT was one of the first mass-produced bikes supplied with a wind tunnel designed full touring fairing, bringing a new level of comfort and practicality to long distance motorcyclist. This BMW R100RT, being offered at no reserve, has been owned and maintained by the enthusiast vendor for the last 25 years. Presented in essentially standard trim, it is fitted with twin-plug cylinder heads, a small rear carrier and front crash bars. It has been stood for a while, so will need recommissioning before use. It will be supplied with a current V5C.

1960 Velocette Venom Estimate: £2,750 - £3,250* Reg No: FP 9626

MOT: Exempt

327 Frame No: RS14505

Velocettes were manufactured by Veloce Ltd in Birmingham between 1905 and 1971, a family-owned firm producing mainly hand-built motorcycles and competing favorably with the bigger concerns such as BSA, Triumph and Norton. Veloce was a great technical innovator and was renowned for the quality of its products, the company was “always in the picture” in international motorcycle racing from the mid 1920s through to the 1950s, culminating in two 350cc World Championship titles and its legendary, and still unbeaten, record of averaging over 100mph for 24 hours on a 500cc single-cylinder machine. This was achieved on a Clubman Venom in 1961, cementing its reputation as one of the best sports bikes of its day. An attractive bike finished in red and black, this Venom was bought by the vendor over 30 years ago and has been ridden and maintained by him since. Like a lot of Venoms, it has been ‘Thruxtonised’ with the fitting of rearset footrests with a reversed gear lever and a tachometer. Included in the sale are a period full fairing and ‘Streamline’ engine covers, and various manuals. Not run for a while, it will need recommissioning before use and will be supplied with a current V5C.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

85

1979 Honda CB750K

328

No Reserve* Reg No: BRX 361T

Original unrestored condition

329

Estimate: £9,000 - £13,000* MOT: Exempt

Frame No: RC012019147

The Honda Motor Company, founded by Soichiro Honda in 1937, initially produced 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 and millions of other power products. The legendary CB750/4 was launched in 1969 to great acclaim and laid the blueprint for the modern day superbike, eventually growing to a range of SOHC four-cylinder models from 350cc to 750cc. As the other Japanese manufacturers caught up with their sometimes more advanced Superbikes, in the early 1980s Honda responded with an improved range of DOHC models such as the CB750K. This 1979 CB750K, offered at no reserve, spent its first 17 years in Minnesota before being imported to the UK in 1996. Bought by the vendor 30 years ago, the bike is in American specification, with wire wheels, higher handlebars, and more comfortable seat. To complete its touring credentials, it is fitted with a period Vetter Windjammer fairing and the exhaust is a Marshall 4 into 1. Not run for a while, it will need recommissioning before use and comes with a copy US Title and a current V5C.

86

1972 Kawasaki H2

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: WRF 688L

MOT: Exempt

Frame No: 23616

After taking over the ailing Meguro Motorcycle Company in the early 1960s, Kawasaki initially persevered with the K1 (a BSA A10 copy) before diversifying into high performance 2-stroke twins and triples. The H1 500cc triple was launched in 1969 and immediately earned a fearsome reputation for its rampant power delivery and equally wild handling, earning itself the nickname ‘The Widow Maker’. If 500cc was not already enough, in 1972 the legendary H2 750cc model was launched, offering performance levels not previously seen on two wheels. This beautiful H2 750, finished in classic Candy Blue metallic, is presented in original and unrestored condition. Built in July 1972, it was first UK registered in 1973 and is fitted with the genuine optional second disc on the front brake. A rare survivor, it still has its much needed adjustable steering damper and chain lubricator in place, and is amazingly still in its original paint. Although a legendary bike from the early 1970s, not many were sold in the UK and very few will have survived in such original condition, as they say, ‘they’re only original once’. Supplied with a current V5C, this is a rare opportunity to acquire a genuine part of motorcycling history.

1975 Norton Commando 850 MKIII Optional tank and seat included

330

Estimate: £6,000 - £7,000* Reg No: KRB 105N

MOT: Exempt

1995 Triumph Daytona 900

331

Estimate: £2,000 - £2,500* Frame No: 327836

The Norton Commando 850 MkIII represented the final development of the legendary British sporting twin, incorporating numerous improvements including the welcome addition of electric starting. This exceptionally smart example was manufactured in February 1975, with its matching frame and engine numbers confirmed by the Norton Owners Club. Repatriated from Texas, it subsequently underwent ‘a comprehensive nut-and-bolt restoration’, with the current vendor continuing to improve and develop the machine. Presented in sporting café-racer style, it features a polished aluminium fuel tank, café-style seat and Clubman handlebars. A conventional tank and seat arrangement and original-style handlebars are also included. An extensive history file contains restoration photographs and numerous invoices, many from Andover Norton International, documenting considerable expenditure. Upgrades include alloy rims with stainless spokes, an AP Racing front brake calliper with Lockheed master cylinder, Boyer digital ignition and Power Box, Amal Premier carburettors, Wasp high-power starter motor and Peashooter silencers. An AP Racing master cylinder is also supplied. The electrical system has been professionally rewired and converted to negative earth. Offered with its current V5C, Norton literature and extensive supporting paperwork. During photography, the Commando started readily, ran beautifully and sounded great.

Reg No: N559 HWS

MOT: None

Frame No: SMTTC357DMS017164

In the mid 1980s, John Bloor bought the name and manufacturing rights to Triumph, with the company restarting production in the 1990s after years of careful development and testing. Built in the new state of the art Hinckley factory, they marked a turning point in Triumph’s history. Initially designed as a ‘modular’ concept, allowing them to use many of the same components across the different capacities, they eventually found their niche by concentrating on 3-cylinder engines, with a selection of bikes that reprised the evocative names of the classic 1950s and 1960s models. A stunning looking bike in Pimento Red, this Daytona 900 is presented in excellent and original condition. It is still fitted with its original exhaust system with carbon end cans, and even the toolkit is under the seat. It will be supplied with a service book with 9 stamps, 20 old MOTs, 2 keys, a paddock stand and a current V5C. Run whilst being photographed, it has not been used in anger for a couple of years, so will need the normal checks before use. The Hinckley Triumphs are becoming increasingly collectible, especially one as genuine as this, a future classic that is still fun to ride.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

87

1974 Norton Commando 850

332

No Reserve* Reg No: CRE 685M

MOT: Exempt

Frame No: 315422

Launched in 1967, the 745cc parallel-twin Norton Commando was lauded by Motor Cycle News as its Machine of the Year on five successive occasions from 1968 to 1972. The bored-out 850 model (actually 828cc) arrived for 1973 and steadily evolved, with the ultimate Mk. III of 1975-77 benefiting from electric start and front and rear disc brakes, though it was heavier and higher-geared than its predecessors. The engine was an air-cooled parallel twin, inclined forward a few degrees, with two overhead valves per cylinder, two Amal Concentric carburettors and coil ignition. The engine, transmission and rear swingarm used an Isolastic Anti-Vibration System, with rubber mounting components contributing towards a refined ride. This Commando is believed to have had just three registered keepers, with the present owner acquiring it in 1991, reputedly from an ex-Norton works mechanic who performed some upgrades during his ownership. Having spent the majority of the last 35 years in storage, the Norton will now require a degree of restoration, which promises to be a very worthwhile undertaking. When inspected, the engine turned over with compression and all gears could be selected. It is to be sold at no reserve, with a V5 document.

88

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1962 Ducati Daytona 250 Estimate: £2,000 - £3,000* Reg No: 295 XWG

MOT: Exempt

333 Frame No: DM25082320

Introduced in 1961, the Ducati 250 Diana, marketed in Britain as the Daytona, was the sporting counterpart to the more touring-orientated Monza. Developed under the direction of renowned engineer Fabio Taglioni, its 249cc four-stroke single-cylinder engine featured Ducati’s distinctive bevel-driven overhead camshaft. With its sporting riding position, lightweight construction and lively performance, the Daytona helped establish Ducati’s reputation for producing highly capable small-capacity motorcycles. This 1962 example is presented in very complete condition, having undergone an older restoration which has since mellowed, displaying an appealing degree of patina and signs of age-related use. The vendor advises that the motorcycle was running approximately one month prior to cataloguing and has been ridden recently in their ownership. An attractive example of Ducati’s celebrated bevel-drive sporting single, retaining the charm of an older restoration. Accompanying the Ducati is a V5C Registration Document, workshop manual, various instruction manuals, copies of period brochure imagery and a photocopied factory Instructions for Use and Maintenance manual for the Ducati 250 single-cylinder range.

1967 Honda CB77 Super Hawk Estimate: £2,500 - £3,500* Reg No: JUF 411E

MOT: Exempt

334 Frame No: 1052637

Honda had introduced the 250cc CB72 Super Sport or Hawk during 1960 following it with the 305cc CB77 Super Hawk. The new model produced a claimed 28.5 bhp in comparison to the 250’s 24 bhp, was virtually identical to its smaller sibling and quickly established itself as Honda’s most popular model in the all important US market and helped establish the company’s reputation for producing sophisticated, sporting motorcycles and is now one of the most recognisable Japanese machines of its era. This 1967 example is recorded as a 305cc Honda and is attractively presented in black. The accompanying documentation records chassis number 1052637, while the engine number is not recorded on the V5C. Previously registered overseas, the machine was first registered in the UK on 19th April 2012 and has remained with its current registered keeper since that date. Part of a deceased estate dispersal, the Honda presents as an appealing example of the highly regarded CB77 and offers an excellent opportunity for enthusiasts of Honda’s important sporting motorcycles of the 1960s.

1993 Kawasaki KX100 No Reserve* Reg No: Un-Registered

MOT: None

335 Frame No: KX100B-003212

Kawasaki’s KX range established a strong reputation throughout the 1980s and 1990s, offering lightweight, competitive two-stroke motocross machinery for riders of varying ages and abilities. The KX100 occupied an interesting position in the range, providing additional performance over the smaller-capacity junior machines whilst retaining compact dimensions and agile handling. Featuring a liquid-cooled two-stroke engine and long-travel suspension, the KX100 became a popular choice for younger riders progressing towards full-sized motocross machinery. This 1993 example was purchased by the current owner in 1996 and has remained in his possession ever since. Like the Honda CR125 offered from the same collection, the Kawasaki was used predominantly for recreational riding by the owner’s children around the family farm, rather than for organised competition. Presented in what appears to be largely original, unrestored condition, the motorcycle displays the expected signs of age and use. The vendor advises that no recent mechanical work has been undertaken, the machine having simply been parked up and left in storage for a number of years. Although reportedly running when last used, the motorcycle has not been started for some considerable time and will require the usual mechanical checks and recommissioning before use. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

89

1954 BSA B31

336

Estimate: £2,000 - £3,000* Reg No: EAS 356

MOT: Exempt

Frame No: CB311913

Introduced in 1945, the BSA B31 was among the first new British motorcycles to appear following the Second World War. Powered by a 348cc overhead-valve single-cylinder engine, it quickly established a reputation for reliability, ease of maintenance and economical everyday transport. The model underwent a series of improvements throughout its production life and remained a popular choice among riders seeking a dependable and straightforward machine. Today, the B31 is appreciated by enthusiasts for its traditional British engineering, distinctive single-cylinder character and relatively uncomplicated mechanical design. This 1954 example is attractively presented in maroon and was first registered in the UK in December 2001, having previously been registered overseas. Purchased by the current owner from Cotswold Classics in February 2002, it has remained in the same ownership for over 24 years. Initially used intermittently, the motorcycle has subsequently spent a considerable period in storage. Described by the vendor as being in good overall condition, it presents well and is understood to have benefited from a rewound magneto. Accompanying documentation includes a dating certificate and current V5C registration document. Having seen little use in recent years, the usual checks and recommissioning are recommended before returning to the road. 90

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1997 Triumph T595 Daytona 1 owner, c.14,600 miles from new

337

Estimate: £1,500 - £2,000* Reg No: P642 PFL

MOT: June 2027

Frame No: SMTTE502LGV051075

Triumph is the largest surviving British motorcycle manufacturer, however, it hasn’t been an easy path for the manufacturer. The British bike industry collapsed in the 1970s and by the early 1980s Triumph went into receivership. British businessman John Bloor bought the name and manufacturing rights with his ‘new’ Triumph company re-starting production in the early 1990s. The three-cylinder Daytona T595 was launched in 1997 as Triumph’s first out-and-out sports model to compete with the likes of GSXRs and Fireblades at the sharp end of the Superbike market. This T595 Daytona is offered from 29 years of long-term ownership. It is a low-mileage example for its age, having covered just 14,610 miles from new. Described as being in good running order and mechanically sound, it has been serviced annually and was most recently serviced by Corby Kawasaki in September. Completely original and in great condition, it retains all its original parts, including the exhaust system. It is road-ready and comes with a current MOT, which expires in June 2027. This wonderful example of the increasingly popular Hinckley triple is offered with a current V5C and is ready to be enjoyed by its next owner.

1976 Hodaka 250 SL

338

Estimate: £2,250 - £2,750* Reg No: ODD 325P

1985 BMW R80 G/S Paris Dakar 1008cc engine tuned by Herbert Schek

339

Estimate: £9,000 - £11,000* MOT: Exempt

Frame No: N01822

Hodaka was a Japanese-American motorcycle brand that became well known for producing lightweight, affordable off-road motorcycles during the 1960s and 1970s. The company was formed through a partnership between Pabatco (Pacific Basin Trading Company) in Oregon and the Japanese manufacturer Hodaka Motorcycles, with production taking place in Japan. Today, Hodakas are sought after by collectors for their distinctive styling, lightweight construction and important place in the development of the American off-road motorcycle scene. ODD 325P was purchased by the current vendor in 2023, shortly after being imported into the UK. He subsequently undertook a thorough recommissioning over the following three years, transforming it from a non-running project bike into a presentable example of this rare Japanese-American off-roader that is thought to have been the 22nd off the production line in 1976. We are told that it is in good running order, with the vendor covering approximately 600 miles during his ownership and taking the bike to local shows and motorcycle meets. It is supplied with the original owner’s manual, a large selection of invoices for parts and work carried out during the restoration, a selection of original parts and a current V5C.

Reg No: B268 PJC

MOT: Exempt

Frame No: 6285148 R80GS

The name Herbert Schek is inexorably linked with the development of the GS, in 1983 he built the factory bikes for the Paris-Dakar Rally, with Hubert Auriol taking victory. This interesting bike has been authenticated by the BMW Group Archive as a ‘BMW R 80 G/S Paris Dakar manufactured on June 3rd 1985 and delivered on June 26th to dealer Wursser in Germering’. The German Fahrzuegbrief shows it was modified by Herbert Schek himself in 1987, with the capacity increased to 1008cc and the brakes improved. This included shortening the stroke and increasing the bore to 95.5mm to create a far more powerful free revving motor and the front brake was uprated to twin disc. Imported in 2020 by renowned GS experts BAMW, it has been part of an enthusiast’s collection since, used by him for runs around the Peak District. The bike sounds fantastic and revs freely, almost like a 250 two-stroke. This is a rare opportunity to acquire a very well sorted G/S that comes supplied with copies of the dating certificate and its German logbook together with a V5C. Since the photographs lower footrests have been fitted, but the original ones are included in the sale.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

91

1953 Vincent Black Shadow Series C Single ownership since 1955

340

No Reserve* Reg No: Un-Registered

MOT: Exempt

Frame No: RC120948

It is with the greatest pleasure that we are offering what may be an unrepeatable find – an unrestored Black Shadow which has been in single ownership since 1955. ‘UWL 805’ was sold through Laytons of Oxford in November, 1953, to Ronald Fisher of Kidlington. He sold it back to Laytons in March, 1955, and it was bought in May by William Davis of Witney, who then sold it in July to its late owner of 71 years. An Eastcote resident, the Shadow was his everyday bike until 1960, often used for rides with Territorial Army friends. The Shadow played its part in courtship rituals, but post-marriage it spent several decades housed within a wooden shelter, not emerging until October 8th, 2026. Considering all it has endured, the Shadow is in relatively good shape, with the inside of the tank presenting well, the engine turning over, and even a set of Craven panniers. Offered at no reserve, it needs a sympathetic owner to restore it to its former glory, perhaps with a focus on preservation. Although no longer on the DVLA database, the buff logbook is present so it should be possible to reclaim the original registration with the aid of the Vincent Owners’ Club.

92

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

93

1996 Harley Davidson Bobber

341

No Reserve* Reg No: P502 NWP

342

No Reserve* MOT: None

Frame No: 1HD1CGP11VY203800

One of the more popular styles of customised Harleys is the Bobber, a look that originated in the 1930s when riders stripped superfluous parts to make their motorcycles lighter and faster. Originally sold in 1996 as a standard 1200cc Sportster, it was transformed into the distinctive Bobber you see today by Sledhead Custom Cycles of South Wales in 2016. Formerly known as Sledhead Bobbers, they became well known within the custom Harley scene for producing hand-built Sportster Bobbers and hardtail-style conversions. Founded by Andy Jones, the Welsh company earned a reputation for creating distinctive old-school Harley builds, with a particular emphasis on rigid-style chassis, custom fabrication and beautifully simple Bobber lines. Bought by the vendor in 2017, it appears to have only done only 720 miles since, mainly in the South of France as the vendor states, ‘trips into Juan-les-Pins to grab some bread where arriving on this bike was considerably more fun than arriving in the car’. The MOT history suggests it had already carried out 22,500 before it was customised, and it will be supplied with a current V5C. A stunning looking bike that will attract attention wherever you go.

94

1956 Norton Model 88 Dominator racer

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: NSJ 710

MOT: Exempt

Frame No: LL11/65731

The Norton Dominator was designed by Bert Hopwood during 1947 and ’48, and entered production in Model 7 guise in 1949, powered by a 497cc parallel twin. It initially used a plunger frame but gained a swinging-arm frame in 1953, and remained in production until 1955. A more exciting arrival on the home market for 1953 (it went on sale in export marketed in 1952) was the Dominator Model 88, which used the same engine but placed it within the celebrated Featherbed frame. A 597cc version, the Model 99, arrived in 1955, and in 1960 both models benefited even further from the revised “Slimline” Featherbed frame. The Model 99 survived to 1962, and the 88 to 1966. This alluring 1956 Norton Model 88 Dominator café racer was acquired by the previous owner and registered in 1998, but after just one year of use it was taken off the road. The present keeper acquired it in 2002, but it appears to have spent the entire duration of his ownership in barn storage, hence it will now require a degree of restoration. During inspection, however, we were pleased to see that the engine turned and all gears could be selected. It is equipped with various interesting parts and a V5 document.

2002 Honda VT400 Shadow Slasher

343

Estimate: £1,500 - £2,500* Reg No: LE02 YBS

MOT: September 2027

1970 Triumph T100T Daytona

344

No Reserve* Frame No: NC-40-1300567

The original Honda VT500 and VT750 Shadow models were launched in 1983 as part of an assault on the American cruiser market. In the course of time, a wide range of VT Shadow cruiser models were introduced. Looking very much like a Harley but without the heft, the slimmed-down VT400 was launched specially for the Japanese domestic market in 1997, being virtually identical to the VT750 but for its smaller liquid-cooled V-twin. A more exciting development appeared in 2000 in the form of the Shadow Slasher, with its low seat and pared-back bodywork transforming the VT400 into a sort of mild chopper. This 2002 Shadow Slasher, a very rare machine in Britain, was imported in 2013 and has since had a total of six registered keepers. It is a very well-presented example which, remarkably, has covered just under 16,000km (9,940 miles) from new and it has only just been woken up, having been put into storage in 2018. Supplied with an MOT with no advisories valid until September, 2027, this unusual Honda should provide plenty of enjoyment and will surely generate lots of interest at meets.

Reg No: WAP 198H

MOT: Exempt

Frame No: AC 09242

The Daytona was named after American rider Buddy Elmore’s win in the 1966 Daytona 200 race riding a specially tuned Tiger 100 developed by Triumph’s Chief Engineer Doug Hele, featuring a new cylinder head with twin Amal carburettors and the valve angle reduced by two degrees with bigger intake valves. This matching numbers Daytona, being offered at no reserve, has been in the same family for a number of years. An attractive bike in metallic green, it is presented in good original condition, still with its toolkit in place. Bought by the vendor’s father in 2007, he took over ownership in 2020 and recommissioned the bike including new engine oil, spark plugs, battery and final drive chain. Wanting to keep them original, he had the carbs ultrasonically cleaned and overhauled with a refurbishment kit. He has enjoyed attending local classic bike events since, attracting admiring looks from enthusiasts who love the classic Triumph twin exhaust note, and he will be riding the bike to the auction venue. Although not required by law, on the advice of a mechanic he has kept the bike MOT’d, and it will be supplied with many old certificates, a green RF60 and a current V5C.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

95

1994 Honda CR125

345

No Reserve* Reg No: Un-Registered

MOT: None

Frame No: JE01-51023112

Honda’s CR125R was one of the most recognisable machines in the fiercely competitive 125cc motocross class. Throughout the 1980s and into the 1990s, Honda continually developed its lightweight two-stroke, incorporating advances in chassis design, suspension and engine performance. By 1990, the CR125R featured liquid cooling, Honda’s variable exhaust-port system and long-travel suspension, providing the responsive performance and agile handling that made the model popular with riders of all abilities. This 1990 example was purchased by the current owner in 1996 and has remained in his possession ever since. Rather than being used for competitive motocross, the machine has spent much of its life providing recreational enjoyment for the owner’s children around the family farm. Presented in largely original and unrestored condition, the motorcycle displays the expected signs of age and use. The wheel rims exhibit some minor buckling, although the tyres appear to retain reasonable tread. A new clutch pack has recently been fitted. The motorcycle has not been started for several years but was reportedly running when placed into storage. The usual mechanical checks and recommissioning will therefore be required before returning it to use.

96

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1966 Triumph TR6C Trophy Estimate: £3,000 - £4,000* Reg No: ABW 227D

MOT: Exempt

346 Frame No: TR6CDU47888

The Triumph TR6 Trophy was introduced in 1956 as the 650cc companion to the TR5 and developed into one of Meriden’s most successful parallel twins. Combining much of the performance of the twin-carburettor Bonneville with the simplicity and tractability of a single carburettor, the TR6 proved particularly popular in the important North American market. The competition-orientated TR6C was developed specifically with American riders in mind, where Triumph’s light weight, strong 649cc engine and excellent handling made the marque a formidable presence in scrambles and desert competition. The model became particularly associated with the demanding riding conditions and desert-racing culture of the American West Coast. For 1966, Pacific Blue featured prominently and, combined with contrasting white, created one of the most recognisable Triumph colour schemes of the period. This 1966 TR6C displays the purposeful West Coast US-market appearance associated with the model. Finished in Pacific Blue and white, its specification includes painted white mudguards, raised handlebars, fork gaiters, sculpted fuel tank with knee grips and the distinctive high-level exhaust arrangement. Offered with current V5C and dating certificate, the Triumph has formed part of a collection. It has not been run for some time and the vendor advises it will require recommissioning before use.

1981 Honda XL500S

347

No Reserve* Reg No: DWR 831W

2001 Moto Guzzi V11 Sport Rosso Mandello

348

Estimate: £2,500 - £3,500* MOT: Exempt

Frame No: PD01-6002513

The Honda XL500S was produced from 1979 to 1981 and was hailed by Cycle World as “the closest yet to the perfect on-off road machine.” Conceived as a roadgoing companion to the off-road-only XR Hondas, the XL500 used a smooth four-valve, four-stroke, sohc 500cc single-cylinder engine, giving a claimed 32.4bhp at 6,250rpm. Since the entire bike weighed 304lbs., it amounted to a very fast dual-purpose machine, touching 91mph in Cycle World’s road test. Motor Cycle News has been similarly laudatory, describing it as “one of, if not the definitive four-stroke trail bike of the late ’70s and early ’80s.” This 1981 XL500S was purchased by our vendor in 2006 and, although running at the time, within a year it was placed into barn storage and has remained there ever since. It therefore requires an amount of restoration or recommissioning, but it should be fairly straightforward and very rewarding. We are advised that some recommissioning took place in early 2025, which included a service and new tyres, but evidently it never quite made it back onto the tarmac. It is supplied with a V5C, and has the potential to be a great bike for some nostalgic off-roading.

Reg No: M2 GXY

MOT: None

Frame No: ZGUKR0000YM113821

Introduced in 2001 to celebrate Moto Guzzi’s 80th anniversary, the V11 Sport Rosso Mandello was a limited-edition version of the Italian manufacturer’s charismatic sporting V-twin. Just 300 individually numbered examples were originally produced, distinguished by their striking red and grey colour scheme, carbon-fibre detailing and special anniversary specification. Powered by Moto Guzzi’s renowned 1,064cc transverse V-twin engine, the V11 combined traditional Italian engineering with contemporary sporting performance. This particular example is numbered 005 of the original 300 limited-edition machines. Acquired by the current owner in 2004, it has remained in his collection for over twenty years, reportedly cherished and used sparingly. Displaying low recorded mileage, the motorcycle retains its distinctive Rosso Mandello appearance and is fitted with LeoVince silencers. The online MOT history indicates that the motorcycle was last in road use during 2015, and a degree of recommissioning should therefore be anticipated before returning it to regular use. Offered with its V5C registration document and the private registration number currently assigned to the motorcycle, this rare, early-numbered Rosso Mandello presents an appealing opportunity to acquire one of Moto Guzzi’s distinctive anniversary models. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

97

1971 Laverda SF1

349

No Reserve* Reg No: VNP 649L

MOT: Exempt

Frame No: DGM59340M

The Laverda 750 SF1 represents an important development in the Italian manufacturer’s celebrated range of sporting parallel twins. Introduced in the early 1970s, the SF1 featured improved induction with distinctive Dell’Orto accelerator-pump carburettors, combining robust engineering with strong performance and Italian styling. This example has been the subject of an extensive, unfinished restoration, with considerable attention devoted to sourcing original components and refinishing existing parts. The vendor advises that the engine was assembled by respected Laverda specialist Steve Winterton, formerly of Slater Brothers. The frame has been professionally finished in silver epoxy coating, while the fuel tank and side panels have been repainted and numerous components rechromed. Included are the original instruments, Dell’Orto carburettors, inlet rubbers, airbox, Laverda-branded fasteners and a specially fabricated stainless-steel battery carrier. A spare cylinder barrel with matching pistons also accompanies the motorcycle. Offered dismantled and requiring final assembly and recommissioning, this appealing project benefits from numerous scarce components and specialist engine work. Accompanied by its V5C Registration Document and manuals. Please note: The motorcycle is offered as a non-running restoration project. Completeness has not been independently verified, and inspection is recommended. 98

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1981 BMW R65

350

No Reserve* Reg No: VVL 234W

MOT: Exempt

Frame No: 6311946

Introduced in 1978, the BMW R65 formed part of a new generation of more compact BMW boxer twins. Powered by the marque’s familiar air-cooled horizontally opposed twin-cylinder engine and driving through a five-speed gearbox and shaft final drive, the R65 offered the engineering quality and long-distance ability for which BMW had become renowned, but in a lighter and more manageable package. First registered on 30th March 1981, VVL 234W has been in the current keeper’s ownership since December 2013. The vendor advises that it has been maintained and regularly used as everyday transport, supported by invoices documenting attention to the engine, electrical system, chassis and brakes, with many parts sourced from BMW specialist Motobins. Presented in red/black, the BMW displays age-related patina consistent with regular use. It is equipped with BMW hard panniers and a touring screen, with an additional touring fairing and tinted screen also included. The BMW started and ran during photography. Offered at no reserve with a recorded 73233 miles on the odometer, this is an honest and usable example of BMW’s enduring boxer twin.

1982 Honda CX500EC Sport

351

No Reserve* Reg No: TAU 876X

1960 Norton Wideline Special

352

Estimate: £3,500 - £4,500* MOT: Exempt

Frame No: 2003913

The Honda CX500EC Sport, also known as the Eurosport, represents the final and most developed iteration of Honda’s original CX500 concept. Introduced in 1982, it transformed the distinctive CX500 platform into a sharper and more capable sporting machine, while retaining the model’s renowned durability and individuality. Offered from an impressive 25 years of long-term ownership, this CX500EC Sport was originally purchased by the vendor’s friend, who owned it for some 20 years before passing it on to him. Described by the vendor as a reliable and usable machine, TAU 876X started first time on the button at the time of consignment and idled nicely. Remaining largely original, it benefits from a handful of subtle upgrades, including contrawound fork springs and a 2-into-1 silencer. Presenting as an honest, usable example, it naturally shows the expected signs of age and use, while retaining considerable appeal in its current condition. It could be enjoyed immediately as is or would make an excellent basis for sympathetic further restoration. TAU 876X is accompanied by a current V5C, an old-style logbook documenting its two-owner history, the original owner’s manual and tools, and a Haynes manual.

Reg No: 852 YUS

MOT: Exempt

Frame No: R1390686

Norton’s Featherbed frame is one of the defining British motorcycle chassis designs, renowned for its handling and closely associated with the café racer movement. This beautifully engineered special follows that tradition, built around a Norton Model 50 Wideline Featherbed frame and fitted with a far more muscular Norton Model 19S 600cc single-cylinder engine. The engine is no ordinary 19S unit, featuring a cast aluminium barrel in place of the standard iron item and benefiting from extensive specialist work by Mike Pemberton of Pushrod Performance. Detailed 2012 invoicing records a substantial rebuild and upgrade programme including high-compression piston, race cams, Super Light rockers, lightened and balanced flywheels, 34mm inlet tract, new valve seats, Colsibro valve guides, rev-counter drive conversion, BT-H magneto, belt-drive clutch kit and Mark II Amal Concentric carburettor. The specification includes Roadholder forks, John Tickle aluminium yokes, conical hubs, aluminium flanged rims, bespoke exhaust and neatly made oil tank. During photography it started readily and ran very well. Offered with detailed Pushrod Performance invoicing, latest V5C copy and VMCC dating certificate. A formidable large-capacity Norton Featherbed special. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

99

1990 Suzuki DR350L ‘DR385’ Reportedly gifted to Kevin Schwantz by Team Pepsi Suzuki

353

Estimate: £2,250 - £2,750* Reg No: G475 CLE

MOT: None

354

Estimate: £3,500 - £4,500* Frame No: JS1DK41AXL2100149

This 1990 DR350L is accompanied by a remarkable history linking it to American Grand Prix legend Kevin Schwantz, and is said to have been presented to Schwantz by Team Pepsi Suzuki in 1993 for use as his personal transport. The engine was enlarged to 383cc and upgraded with performance modifications, including a high-compression piston, gas-flowed cylinder head, extended cylinder cooling fins, upgraded carburettor, adjustable RM250 forks, an SS/Arrow exhaust system, a dry-sump clutch and a six-speed close-ratio transmission. These modifications increased output from 30bhp to around 41bhp, a figure supported by a dyno sheet dated 19/10/2005. Provenance is supported by a collection of surviving documentation, including the original Suzuki Certificate of Origin, which identifies Kevin Schwantz as the first owner, and records the frame as JS1DK41AXL2100149. This matches the frame recorded on the frame and the V5C registration document. Said to be in running order, G475 CLE displays the usual signs of wear expected of a machine of this type. It is supplied with a current V5C, and could be returned to road use, subject to passing an MOT. We are told it will be fitted with a new rear light lens and number plate before the auction.

100

1975 MV Agusta 350 S Ipotesi

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: TSO 486R

MOT: Exempt

Frame No: BE2160424

The MV Agusta 350 S ‘Ipotesi’ was one of the most distinctive Italian motorcycles of the 1970s. Styled by Giorgetto Giugiaro of Italdesign, its angular bodywork, cast alloy wheels and triple-disc braking represented a dramatic departure from the more traditional motorcycles of the period. Introduced in 1975, the 349cc parallel-twin remains one of the most recognisable road-going MV Agustas of its era. This attractive example presents in highly original-looking condition and is enhanced by its period-style fairing. An accompanying letter from the MV Agusta Owners Club confirms a manufacture date of 1975, and the machine is offered with its current V5C. The history file documents considerable expenditure, most notably an invoice for £3,342 in 2022 covering extensive recommissioning. Work included ultrasonic cleaning and overhauling of the carburettors, replacement tyres, attention to the braking and fuel systems, valve-clearance adjustment, replacement fork and engine oils, spark plugs and carburettor balancing. An ignition fault was subsequently traced and a replacement ignition and charging system fitted. Road tested following the work, the MV was subsequently placed on static display within the owner’s collection and will require recommissioning before returning to the road.

1981 Moto Guzzi Le Mans 850 MKII Estimate: £5,500 - £6,500* Reg No: OJT 155W

MOT: Exempt

355

Frame No: 23515

This particularly impressive Moto Guzzi 850 Le Mans MkII has been the subject of an extensive nut-and-bolt restoration. The vendor had originally intended to complete the restoration himself but, due to ill health, the work was subsequently completed with the assistance of Moto Guzzi specialist Nigel Billingsley. The comprehensive mechanical work included an engine overhaul with attention to the valve guides, together with a gearbox overhaul incorporating a replacement fifth gear, clutch thrust bearing and deep-splined clutch boss. The bevel box was also rebuilt, receiving new crown-wheel needle-roller bearings and re-shimming. Further works included a replacement front brake disc, copper brake pipework, exhaust downpipes, fuel taps, stainless-steel fasteners and various finishing items. Presented in outstanding cosmetic condition, the Le Mans started readily and was observed to run smoothly during our recent photography session, although it has not been road tested by us and prospective purchasers are encouraged to satisfy themselves as to its mechanical condition prior to bidding. Accompanied by an extensive history file containing numerous restoration invoices, service manuals and associated literature, together with a current V5C.

1998 Triumph CRK Cafe Racer Estimate: £3,000 - £4,000* Reg No: S85 JFJ

MOT: Exempt

356

Frame No: SMTTC364DMW071667

Based upon a particularly clean and low-mileage 1998 Triumph Sprint, this striking CRK Café Racer has been carefully constructed by the current vendor using one of the well-regarded Café Racer Kits developed specifically for Triumph’s charismatic three-cylinder platform. The extensive history demonstrates that the donor machine was well maintained before its transformation. The original service book records servicing from 549 miles, with further stamps at 4,600, 8,629 and approximately 11,000 miles, supported by numerous MOT certificates and invoices. The motorcycle now displays 18,184 miles. The conversion is particularly well documented, with CRK invoices covering the welded rear subframe, 14.5-litre fuel tank, seat, mudguard, hugger, chain guard and clock mount. Daytona/Speed Triple-style clip-ons, Speed Triple headlamp, Triumph radiator cover and Vance & Hines silencers complete the purposeful appearance. Finished in superb metallic green with a pronounced metal-flake effect, the motorcycle started readily and ran very well during our recent photography session. Recent maintenance has included replacement fluids, including the hydraulic brake and clutch fluids. Offered with its current V5C, owner’s handbook, service book, extensive history file and current MOT until 6th August 2027, together with spare silencers and a spare swinging arm. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

101

1978 Honda CB750F1

357

Estimate: £2,250 - £2,750* Reg No: BGT 627S

MOT: Exempt

Frame No: CB750F-1039095

The legendary CB750/4 was launched in 1969 to great acclaim and laid down the blueprint for the modern day superbike. To the bike enthusiast, the machine was simply light-years ahead of the contemporary British parallel twins, still with kickstarters, drum brakes, push rods and four-speed gearboxes. The SOHC four-cylinder engine with electric start and disc front brake offered race bred technology for the masses, and motorcycling would never be the same again. The bike remained essentially unchanged until the arrival of the F1 model in 1977, shedding the 4-into-4 exhaust for a lighter 4-into-1 system and sleeker bodywork. This CB750F1, first registered in 1978, is presented in mainly standard trim, with its original rear dampers still in place, although the silencer appears to be a Motad. Bought by the vendor last year, a lifelong bike enthusiast, he has found it too heavy and is looking to downsize to maybe a 400/4. Although he hasn’t been able to enjoy riding the bike much, he has started it periodically to keep things spinning. Over 40 years old, so it is MOT and tax exempt, it will be supplied with a few old receipts and a current V5C.

102

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

1967 Triumph T100SS Estimate: £2,500 - £3,500* Reg No: UKX 987E

MOT: Exempt

358 Frame No: T10055HS4718

The Triumph Tiger 100 has long been regarded as one of the most attractive sporting twins produced by the Meriden factory, combining lively performance with the elegant proportions for which Triumph became renowned. The T100SS further developed the sporting theme and today remains a desirable classic Triumph. This particularly attractive example presents in a very appealing colour combination and is fitted with distinctive high-level exhaust pipes, Tommaselli Matador levers and period-style handlebars, giving the machine a purposeful sporting appearance. The history file contains a collection of previous MOT certificates and invoices dating back many years, together with evidence of more recent expenditure. Invoices from 2026 include Dunlop tyres, carburettor gasket sets, a battery and various cables, controls and electrical components. Earlier work included replacement switches and investigation of the electrical system. Acquired by the late owner in approximately 2006, the Triumph formed part of his collection and has recently been recommissioned. The vendor advises that the motorcycle is starting and running well, with the negative battery lead currently disconnected while in storage. An attractive and well-presented example, offered with its current V5C, two keys, extensive history file and Haynes workshop manual.

1954 Ariel FH 650 Huntmaster

359

No Reserve* Reg No: OXR 597

1976 Velocette Thruxton Geoff Dodkin Special

360

Estimate: £3,500 - £4,500* MOT: Exempt

Frame No: KS2495

Introduced for the 1954 season, the 650cc twin-cylinder Ariel FH650 Huntmaster utilised the highly regarded BSA A10 Golden Flash engine in the newly developed Ariel pivoted fork frame and has the distinction of being the brand’s last new four-stroke model before the arrival of the two-stroke Leader range in the early 1960s. In current ownership since 1969, OXR 597 was recommissioned in 2017 following a full restoration by The Motorcycle Workshop, Bolney, but, due to ill health, has hardly been ridden since. First registered in 1954, it is accompanied by an RF60 logbook documenting just three owners from 1960 to date, as well as a current V5C. The restoration was completed over a three-year period to a good standard, with the correct parts carefully sourced by the current owner. It has since been stored under cover in a garage and has not been started recently, although it was in good running order when parked. Prospective buyers should therefore expect to carry out the usual checks and recommissioning before returning it to the road.

Reg No: SOH 319R

MOT: Exempt

Frame No: RS20272

An intriguing and well-presented Velocette Special which is understood to have been constructed by renowned marque specialist Geoff Dodkin following the cessation of factory production. Its frame is understood to be of post-production manufacture, while the engine carries a VMT-prefix number, denoting a Thruxton unit. Research with the Velocette Owners Club has identified the engine as having originally been associated with a different frame, further supporting the belief that the machine was subsequently assembled as a Dodkin Special. Notable features include the distinctive aluminium top and bottom yokes associated with Geoff Dodkin, together with rear-set foot controls. The Velocette currently employs a modern carburettor, fitted to improve ease of starting and usability, although importantly its original GP carburettor accompanies the machine. The motorcycle was not started during our photography visit; however, the family advise that it had been in regular use prior to the passing of its late owner. Presenting very well and combining desirable Thruxton mechanical specification with fascinating post-production Velocette history, this unusual machine is now offered as part of a deceased estate dispersal.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

103

1967 Yamaha CS1C 180

361

No Reserve* Reg No: PHR 782F

A rare restoration opportunity

362

Estimate: £7,000 - £8,000* MOT: Exempt

Frame No: CS1-504564

The Yamaha Motor Co was formed in 1955 as the powered vehicle division of the massive Yamaha Corporation more famous for making musical instruments. The first bike produced in 1954 was the YA-1, and the company’s two-stroke twin-cylinder range in the sixties and early seventies cemented Yamaha’s reputation for high performance two strokes. The CS1 was a 180cc two stroke twin with the weight and size of a 125 but engine performance that could challenge many 250s. The CS1C was the Street Scrambler version with high-level exhaust, made specifically for the US market. This 180cc Yamaha is the CS1C Electric Start model with its distinctive and stylish upswept exhaust system. Finished in classic Yamaha race colours of red and white, it has been authentically restored, keeping a good degree of originality. Looking around the bike’s specification with full-width alloy brakes, Autolube two stroke oiling system and electric start, it’s not hard to see how Japanese bikes took over in the 1960s. A rare bike in the UK, it has been ridden this summer by the vendor and started and ran when being photographed. It will be supplied with a workshop manual and a current V5C.

104

c.1973 Triumph X-75 Hurricane

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: Un-Registered

MOT: Exempt

Frame No: TRX75XH02515

The brainchild of fairing specialist Craig Vetter, the Triumph X-75 Hurricane has been highly desirable since its inception. With striking looks courtesy of fibreglass bodywork and a triple exhaust, it featured lower gearing than the 740cc Triumph Trident which begat it, making it something of a semi-sporting middleweight cruiser. Vetter had actually been commissioned to customise the BSA Rocket III triple by BSA’s American distributor, but since BSA closed down in 1972, it was as a Triumph that the Hurricane arrived in 1973. Its stylish image and powerful triple meant it was keenly anticipated in America, but production was stopped after mere months due to new noise regulations, with an estimated 1,200 made. This Hurricane spent many years being stored in an American barn before it was imported to Britain several years ago. The previous owner purchased it with the intention of restoring it, but no progress was made, and so it was acquired by our vendor, who has also found himself lacking the time for restoration. The mechanical condition is such that the engine turns and all gears can be selected, and cosmetically it could be fully restored or enjoyed as an Oily Rag. The bike is supplied with a NOVA certificate, but no V5C.

1958 Velocette Valiant

363

Estimate: £2,000 - £2,500* Reg No: 7637 WB

MOT: Exempt

1924 Norton 16H

364

From the Ronald White Collection No Reserve*

Frame No: Not Visible

In a brave attempt to attract non-motorcyclists onto two wheels, Velocette designed the LE with a 150cc horizontally opposed water-cooled twin-cylinder engine and all enclosing bodywork. Based on the LE, the Vogue and Valiant models, first seen at the 1956 Earls Court show, continued this theme but with simpler air-cooled engines and more conventional styling. The Valiant had a fully enclosed engine to give cleaner lines and to cut down on noise, but it was deemed somewhat costly for a 192cc flat-twin, so just 1,600 were sold during the six years of production and survivors today are correspondingly quite rare. This 1958 Valiant has been part of a family’s private collection since 1984. Unfortunately, not much is known of its history but it looks to have been restored in the past and is presented in standard trim. Not run for several years, it will need recommissioning, but the bike wheels freely and the engine turns over on the kickstarter. The ID numbers are not clearly visible, but it will be supplied with a continuation green VE60, showing a frame number of 1509/33 and engine number 200/1483 together with a current V5C.

Reg No: Un-Registered (formerly IJ 5695)

MOT: Exempt

Frame No: 11236

For 1921 a revised version of the 16 was introduced using the “low” or home market frame instead of the colonial frame that it had previously employed and shared with the Big 4. Norton added an H to the model number and the 16H came into being. The sporting 16H is as desirable today as it was when new, displaying, as it does, the best attributes of vintage motorcycle design. The model’s specification placed it at a considerable advantage to many of its rivals, an advantage that was enhanced further by the reliability and build quality of the machine. According to the Buff logbook on file this machine was registered new in County Down, Northern Ireland, on May 15th 1924 and remained a lifelong resident of that area until being brought to England for sale by H&H in August 2026. Last purchased on April 26th 1942 by Joshua White Ltd in Armagh, Northern Ireland and subsequently passing down to his son, Ronald White, it has formed part of his significant collection of motorcars and memorabilia since, much of which we sold in September 2026. Needing restoration, it is an exciting proposition for anyone looking for a winter project and is offered entirely without reserve. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

105

c.1923 Velocette 250

365

Estimate: £2,000 - £2,500* Reg No: NH 4814

MOT: Exempt

366

Estimate: £2,000 - £2,500* Frame No: 3350/23

Velocette motorcycles were manufactured by Veloce Ltd in Hall Green Birmingham between 1905 and 1971. Veloce was a great technical innovator and many of its patented designs are commonplace on motorcycles today. This authentically presented Velo has been part of a family’s collection since 1984, having been in the previous owners hands since 1957. Unfortunately, not much is known of its history, but it appears to be a twin port 250cc two stroke G3 with an outside flywheel and an ML magneto. Possibly subject to a restoration in the past, it has not been run for a number of years so it will need recommissioning before use, but looks to be in standard trim. The numbers are not clearly visible, but are shown as frame no. 3350/23 and engine number 3352 on the V5C, although Velo club records have these the other way round, having been supplied to Redhead & Sons, Northampton in 1923. Confusingly, the V5C shows the date of first registration as being 1957, maybe when the bike was restored and put back on the road. The engine turns over on the kickstarter, so this rare bike will make a good winter project.

106

1953 AJS 350 16MS

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: KNT 449

MOT: Exempt

Frame No: 21126

A.J. Stevens & Co Ltd began producing motorcycles in 1897 soon developing their own engines, including parallel twins and V-twins sold under the more recognisable AJS name. Success in racing followed with Eric William’s win in the 1914 TT. An amalgamation with Matchless in 1931 formed Associated Motor Cycles, which continued until the group’s closure in the mid-1960s. Their rigid framed 350cc single was developed in 1945 from the Matchless G3/L used by the military in World War II. Proven in war service, the 350 cc single remained in production long into the 1960s. Simple and practical, it needed minimal maintenance and was very economical. This authentically presented AJS has been part of a family’s private collection of classic bikes for around the last 25 years. The 350 single is a typically solid and stylish AMC model, and this example appears to be an older restoration still sporting its distinctive Jampot rear dampers. Not run for several years, it will need recommissioning, but the bike wheels freely and the engine turns over on the kickstarter. The ID numbers are not clearly visible, but it will be supplied with its original buff RF60 logbook, showing a frame number of 21126 and engine number A7043, together with a current V5C.

1923 Douglas TS 2 3/4 HP

367

Estimate: £2,250 - £2,750* Reg No: WA 7227

MOT: Exempt

1964 Triumph Thunderbird

368

Estimate: £3,500 - £4,500* Frame No: Not Visible

Douglas manufactured a range of motorcycles from 1907 to 1957, unusually based in Kingswood, Bristol, away from the Birmingham hotbed of automotive production. In 1907, they designed a 350cc model, with the horizontally opposed fore and aft twin becoming their trademark design. During WW1, Douglas supplied around 70,000 motorcycles for military use. The engineering layout perfected in the 2¾ hp range was so highly regarded that it was reverse-engineered by early German manufacturers, directly inspiring the design of BMW’s flat-twin motorcycle engine. In the early 1920s racing variants of Douglas motorcycles dominated international motorsport, taking victories at both the Senior and the inaugural Sidecar races at the 1923 Isle of Man TT. This 1923 2 3/4 HP TS/23 model has been part of a family’s private collection since 1984. Presented in what appears to be original and standard condition, it has been stood for a number of years, so it will need recommissioning before use, but the engine turns over on the flywheel. The frame number is not clearly visible, but it will be supplied with a continuation green VE60 logbook showing a frame number of 56917 and engine number 60219, together with a current V5C.

Reg No: YHH 731B

MOT: Exempt

Frame No: 6TDU7423

The Thunderbird had originally been introduced in pre-unit form with a sprung hub or rigid frame during 1950 and had rapidly earned an enviable reputation as a long distance touring mount capable of high average speeds. For 1955, it adopted the swinging-arm frame first seen the previous year on the newly unveiled Tiger 110. The next significant revision came in 1963 when the Thunderbird (together with the Trophy and Bonneville) adopted unit construction for the engine and gearbox. In this form the Thunderbird was offered with the distinctive headlamp Nacelle and attractive partial enclosure, commonly referred to as the “skirt” that had replaced the full “bathtub” enclosure which had afflicted the big touring twins from 1960. Reportedly a ‘matching numbers’ machine that has benefited from an extensive ‘nut and bolt’ restoration with numerous new parts, ‘YHH 731B’ is said to be in ‘excellent overall’ condition. The vendor has compiled a list of the works carried out such as the engine being re-bored and fitted with new Hepolite pistons, main bearings and seals during its overhaul. Offered for sale with V5C Registration Document and paperwork file. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

107

1961 Ariel Arrow

369

Estimate: £3,000 - £4,000* Reg No: 713 DUY

MOT: Exempt

370

Estimate: £3,000 - £4,000* Frame No: T22920T

Designed under the auspices of Val Page, the two-stroke, twin-cylinder Ariel Leader introduced a raft of innovative features aimed at simplifying production and providing motorcyclists with a versatile mount capable of commuting during the week and touring at the weekend. The steel pressings that formed the frame and forks drew heavily on contemporary car practise. Despite its novel design, the Leader held little appeal for younger learner riders, who had been restricted to machines of 250cc or below in 1961. Ariel remedied this with the introduction of the Arrow in 1960 and the Golden Arrow in 1961. Both models dispensed with the enclosure of the Leader and adopted a revised dummy tank that incorporated the headlamp brackets and a conventional rear mudguard.Reportedly a ‘matching numbers’ machine that has benefited from an extensive restoration with numerous new parts, ‘713 DUY’ is said to be in ‘excellent overall’ condition. The vendor has compiled a list of the works carried out such as the engine being overhauled with new crankshaft bearings and seals and the wheels being refurbished with new stainless spokes prior to acquiring new tyres etc. Correctly finished in Cherokee Grey over Red, this handsome Arrow is offered for sale with V5C Registration Document and paperwork file. 108

1957 Ariel Red Hunter ‘NH’

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: 934 XUD

MOT: Exempt

Frame No: APR8800X

The Red Hunter originated with Ariel’s chief designer Edward Turner, who felt a need to get away from the company’s sober black colour scheme and enliven the range. Putting a 500cc OHV engine designed by predecessor Val Page in a rigid frame, he introduced a flashy scarlet and chrome fuel tanks and the option of a higher compression ratio, and so created the Red Hunter in 1932. Equipped with alloy crankcases and a choice of sports exhausts, Red Hunter variants of 250cc, 350cc and 500cc Ariels became a hit, enduring until 1959. There were frequent updates, including a change to Maroon paint and the adoption of swing-arm suspension in the 1950s.Reportedly a ‘matching numbers’ machine that has benefited from an extensive ‘nut and bolt’ restoration with numerous new parts, ‘934 XUD’ is described by the vendor as being in ‘excellent overall’ condition. Accompanying paperwork includes a current V5C registration document, list of the refurbishment works and an Owners’ Club dating certificate with despatch book record. An excellent opportunity to acquire a well-restored and beautifully presented NH, highly respected in period for its legendary reliability and build quality. Even today, the model remains sought after by discerning riders for these undoubted qualities.

1957 Douglas Dragonfly

371

Estimate: £2,750 - £3,250* Reg No: TYP 906

MOT: Exempt

c.1956 Velocette MAC

372

Estimate: £2,500 - £3,000* Frame No: Not Visible

Manufactured between 1907–1957 in Kingswood, Bristol Douglas motorcycles were especially known for their horizontally opposed twin cylinder engined bikes, initially fore and aft and eventually in an across-the-frame layout. The last new motorcycle produced by Douglas in 1955, the Dragonfly was built around an improved version of their existing flat twin engine, but despite its riding comfort being described as “equal to a car’s”, only 1,457 Dragonfly motorcycles were sold before the company was taken over and production ended in 1957. The last in the line of the Douglas’s long-running 350cc flat twin range, this attractive looking Dragonfly in cream and green has been in a family’s private collection for the last 42 years. An older restoration, it has been stood for a number of years so will need recommissioning before use, but the engine turns over on the kickstater. The engine and frame numbers shown on the Buff Logbook are 2294/6, although the V5C quotes 2294/3, maybe just a typo, unfortunately the frame number is not clearly visible under a layer of paint but the engine number clearly ends in a 6. It will be supplied with the aforementioned original RF60 buff logbook and a current V5C.

Reg No: Un-Registered

MOT: Exempt

Frame No: RS8183

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 favorably with the bigger concerns such as BSA, Triumph and Norton. The 350cc MAC was launched in 1933 and was developed from the OHV MOV 250. A reliable single-cylinder design, the MAC coped well with the low-grade post-war petrol and was a popular all-rounder amongst motorcyclists in the 1950s. This MAC, finished in attractive green, has been part of a family’s private collection for a number of years. It has been stood for a number of years, so will need recommissioning before use, but the bike wheels freely and the engine turns over on the kickstarter. The bike is not currently registered, but will be supplied with a photocopy of part of its RF60 buff logbook showing a previous registration number of KDB526. This number no longer appears on DVLA, but the frame number RS8183 and the engine number MAC24557 shown on the photocopy match the numbers on the bike and the Velo Club records so may aid future registration. Once recommissioned and registered, it will make an ideal mount for vintage runs and rallies.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

109

c.1958 Scott Flying Squirrel

373

Estimate: £2,750 - £3,750* Reg No: Un-Registered

374

No Reserve* MOT: Exempt

Frame No: Not Visible

Scott motorcycles were the inspiration of Angus Scott, a Yorkshire based engineer who began developing his own unique two stroke designs in the early 1900s. Very much ahead of his time, by 1908 he was producing complete motorcycles featuring two-stroke twin-cylinder engines with 2-speed foot change and chain drive, a very advanced design in its day. This Flying Squirrel has been part of a family’s private collection for over 25 years. Unfortunately, not much is known of its history, stood for a number of years it will need recommissioning before use, but the engine turns over on the kickstarter. The bike is not currently registered, but will be supplied with a photocopy of part of its RF60 buff logbook showing a previous registration number of 993GPA. This number no longer appears on DVLA, but the engine number DMS1091 shown on the photocopy matches the number on the bike and may aid future registration. The frame number of S1132 is not clearly visible under a good layer of paint. Once recommissioned and registered, this rare and unusual model will make an ideal mount for vintage runs and rallies.

110

c.1975 Chang Jiang CJ750 sidecar combination

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: Un-Registered

MOT: Exempt

Frame No: Not Seen

The China Nanchang Aircraft Manufacturing Corporation was founded in 1951, and later branched into motorcycle production using the name Chang Jiang. Production started circa 1958 with the CJ750 M1, a close copy of the Soviet-made IMZ M-72, which was itself a copy of the pre-war BMW R71, hence the drivetrain comprised a 746cc four-stroke, sidevalve flat-twin and shaft-drive. The original M1 had six-volt electrics and a kick-starter, but the M1M was updated with 12-volt electrics and an electric starter, plus the addition of a reverse gear. There was also the M1S, which had the extra features of the M1M, plus overhead valves. Production of the CJ750 continued into the 1980s, but very few made it outside China. This Chang Jiang CJ750 with sidecar is a very rare sight in Great Britain. It was possibly brought over by John Lawes, who imported several dozen during the early 2000s. It has never received a British registration, although the combination has clearly been well-used in a past life and would benefit from a degree of restoration. A very characterful and probably one-of-a-kind machine in the United Kingdom, it would make a very worthwhile project.

1953 Royal Enfield 350 Model G

375

Estimate: £2,000 - £2,500* Reg No: OHP 706

MOT: Exempt

c.1987 Harris Magnum Project

376

No Reserve* Frame No: 31381

Royal Enfield is one of the oldest motorcycle manufacturers in the world, with roots tracing back to 1893 in the United Kingdom as part of the Enfield Cycle Company. The brand began by producing bicycles before moving into motorcycles and motor components in the early 20th century. Their machines quickly gained a reputation for durability and were widely used by both civilian riders and military forces. The Royal Enfield Model G 350 was part of Royal Enfield’s post-war 350cc single-cylinder lineup, developed during the late 1940s and 1950s. It was designed as a practical, robust motorcycle aimed at reliable everyday transport rather than outright performance. This Royal Enfield 350 G was first registered in 1953. The subject of an older restoration, it is offered for sale as part of a private collection. The vendor advises that the motorcycle was running when purchased but has since been in storage so will require the usual recommissioning checks before being returned to road use. OHP 706 is supplied with its current V5C and is accompanied by a useful history file, including an original Royal Enfield Parts Book, a selection of invoices, and a printed workshop maintenance manual, providing valuable reference material for future maintenance and ownership.

Reg No: Un-Registered

MOT: None

Frame No: Not Visible

Brothers Steve and Lester Harris founded Harris Performance Products in Hertford in 1972, initially making performance parts and race-oriented chassis for Japanese engines such as the Yamaha TZ250 and TZ350. The Harris Magnum was conceived in the late 1970s as something of an antidote to the “Universal Japanese Motorcycle” which was increasingly coming to dominate British roads. The Magnum frames were designed to accommodate large-capacity Japanese engines while facilitating really quick, responsive and sporty handling. Magnums were very much specials, however, and no two are alike. Away from the road, Harris frames have proved very competitive in Grand Prix racing and the Isle of Man TT. Offered from a deceased estate, this c.1987 Harris Magnum is offered as a substantially built-up project with a late 1980s water-cooled Kawasaki 750cc engine. It carries a ZX750F number, suggesting it is derived from a late 1980s GPX or ZXR model. An assortment of ’80s and ’90s performance parts have been incorporated, including a JMC swinging arm, a WP Racing rear shock absorber, a Micron exhaust system, and what appear to be race-specification upside-down front forks. Representing a fantastic opportunity to complete a true one-off, the Magnum is sold without paperwork and requiring registration. *All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

111

1972 Tribsa 3TA

377

To benefit Derbyshire Blood Bikes Estimate: £2,000 - £2,500* Reg No: GBD 18L

MOT: Exempt

378

No Reserve* Frame No: DE09578

Offered by its current owner of 30 years, this Tribsa consists of a 1972 BSA Starfire frame fitted with a 1964 Triumph 3TA 350cc unit engine. Geared for off-road use, it has been used by the current vendor for gentle green-laning around the Peak District. The engine was fully rebuilt in 2015, and we are told that it has seen little use since. It is in good running order and, at the time of consignment, started easily and ran well. Included in the sale is a selection of spare parts, including engine and brake components, along with a selection of sprockets for standard specification, gentle off-road use and full off-road use. Also included is a history file containing various invoices for parts and work carried out over the years, together with a current V5C registration document. GBD 18L is a wonderful example of the ever-popular Tribsa special and is ready to be enjoyed by its next owner. A portion of the sale proceeds will be donated to Derbyshire Blood Bikes.

112

1990 Yamaha Serow XT225

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: G389 VWD

MOT: May 2027

Frame No: 1KH081016

Named after the Japanese serow, a type of wild goat, the Yamaha Serow was a dual sport motorcycle produced from 1986 to 2007. Preceded and superseded by the XT250, its power was supplied by a 223cc single-cylinder, 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. G389 VWD has been in the possession of its current owner since 2011 and has been used regularly for long-distance commuting and pleasure riding. A 1990 model, it was first registered in the UK in 2007. The odometer reads just 11,668 km (7,250 miles) and is believed to be genuine, although this cannot be confirmed by any available service history. G389 VWD is said to have been running recently. At the time of consignment, the ignition turned on and the engine turned over, but it did not start due to a lack of fuel. It is supplied with a current V5C and has an MOT valid until May 2027.

1959 Triton 500 Estimate: £2,000 - £3,000* Reg No: 930 UXH

MOT: Exempt

379 Frame No: 83512

The Triton became one of the defining British Café Racers of the 1950s and 1960s, combining Triumph’s strong and highly tunable parallel-twin engine with Norton’s renowned Featherbed frame. The concept offered enthusiasts the best attributes of two great British manufacturers, marrying Triumph performance with the excellent handling characteristics of Norton’s celebrated chassis. Individually built and developed, Tritons appeared in numerous specifications and remain among the most recognisable specials of the golden age of British Café Racer culture. This 1959 example combines a Norton Featherbed frame with a 500cc Triumph twin, featuring alloy cylinder barrels, twin alloy inlet manifolds and a pair of Amal carburettors. Further specification includes a custom-made stainless-steel exhaust system, Norton Roadholder forks, lightweight alloy Borrani rims, rear-set controls, clip-on handlebars, a Clubman seat and a Manx-style fuel tank. Reportedly the subject of considerable mechanical work, the engine benefits from new pistons and bolts, together with a new aluminium oil tank, amongst numerous other upgrades. Largely complete and accompanied by a substantial selection of additional components and spares, it requires finishing and recommissioning. Offered with sundry invoices and a current V5C.

c.1959 Chang Jiang CJ750 M1M No Reserve* Reg No: DAS 614

MOT: Exempt

380 Frame No: Not Seen

The China Nanchang Aircraft Manufacturing Corporation was founded in 1951, and later started building Chang Jiang motorcycles. Production started circa 1958 with the CJ750 M1, a copy of the Soviet-made IMZ M-72, which was itself a copy of the pre-war BMW R71, hence the drivetrain comprised a 746cc four-stroke, sidevalve flat-twin and shaft-drive. The original M1 had six-volt electrics and a kick-starter, but the M1M was updated with 12 volts and an electric starter, plus a reverse gear. There was also the M1S, which had the extra features of the M1M, plus overhead valves. Production of the CJ750 continued into the 1980s, but very few made it outside China. This fascinating and very rare CJ750 M1M was first registered in Britain in 2001 and has been in single ownership since 2018, but it appears to have received little, if any, use on British roads. It has not been submitted for an MOT test in the last 20 years and the odometer displays only 66km (41 miles), suggesting that the bike has been restored before being placed on long-term static display. Such an unusual machine would generate much interest at shows, used recently and running well.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

113

1978 Honda CB400F2

381

No Reserve* Reg No: XVF 717S

382

No Reserve* MOT: Exempt

Frame No: CB400F2-1078654

Introduced in 1974, the Honda CB400F was developed as a smaller-capacity counterpart to the highly successful CB750. Powered by a 408cc air-cooled inline four, the CB400F was praised in period for its smooth power delivery, mechanical reliability, and high-quality engineering. This 1978 F2 model has been in the possession of the vendor since 1992. Shortly after acquiring it, the engine was comprehensively refurbished. The work included fitting new pistons, re-boring the cylinders, regrinding the crankshaft and fitting new bearings and shells, together with an overhaul of the carburettors and braking system. New tyres were also fitted, along with numerous sundry items. Following the engine overhaul, it was run in for approximately 500 miles before being parked up. We are informed that the vendor has recently had it running and reports that it is running well. As can be seen from the photographs, XVF 717S displays signs of patina consistent with its age. It would make an excellent candidate for restoration, although it could equally be further recommissioned and enjoyed in its present condition. XVF 717S is supplied with an old-style V5C registration document and an original set of keys.

114

2001 Royal Enfield Bullet 500

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Reg No: Y477 FEL

MOT: None

Frame No: ME3BBBDB41C010847

The Royal Enfield Bullet is one of the longest-running motorcycle designs in history, its origins stretching back to the early 1930s. Production of the Bullet began in India during the 1950s, where the traditional British design continued to evolve while retaining much of its original character. By the time this 2001 example was produced, the Bullet 500 remained remarkably faithful to its forebears, powered by the familiar 499cc single-cylinder four-stroke engine and offering the unmistakable appearance and character of a classic British single. This 2001 Royal Enfield Bullet 500 is offered for sale from a deceased estate and, consequently, relatively little is known regarding its recent history. Presenting as a traditional example of this enduring model, it offers an appealing basis for recommissioning and future enjoyment. The motorcycle does not currently have an MOT and has not been prepared or tested for use prior to the auction. Prospective purchasers should therefore assume that recommissioning and general servicing will be required before returning it to the road. No documentation accompanies the motorcycle and there is no V5C Registration Document present, so the successful purchaser will need to make the appropriate application to the DVLA. Offered without reserve.

NOTES

c.1950s Blacknell Side Car

383

No Reserve* Reg No: N/A

MOT: N/A

Frame No: N/A

Blacknell sidecars were manufactured in the UK by Blacknell Sidecars Ltd from 1946 to 1967. Founded by EO Blacknell and originally based at 9 Derby Rd, Nottingham and later at Gregory Street, Lenton, Nottingham they were designers of the trade-mark ‘safety-loop chassis’ featuring hydraulically controlled wheel suspension and offering a braking system that could be independently operated by the passenger or coupled to the motorcycle. The company produced a number of models including the Carrington 2-seater and the Gran Strada. Their range of sporting and saloon-style motorcycle sidecars became popular during the post-WWII era when a sidecar was often a means of family transport. This restoration project Blacknell sidecar appears substantially complete (although we ask interested parties to verify this for themselves). From long term family ownership this rewarding project is to be offered at no reserve.

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

115

TERMS AND CONDITIONS

These conditions apply to all sales held by H&H Classics Limited in England and Wales to the exclusion of all other Terms and Conditions and no alteration or modification to these Conditions will be binding on H&H Classics Limited unless accepted in writing by them.

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.

Your attention is specifically drawn to the “Notes for Intending Purchasers” published in the front of the catalogue.

The charges for uplifting an item, either sold or unsold, into storage, with charges, are as follows:

DEFINITIONS In these Terms and Conditions the following words and expressions shall unless the context otherwise requires have the following meanings: Auctioneer means H&H Classics Limited whose Registered Office is at Sterling House Maple Court, Tankersley, Barnsley, England, S75 3DP; company number 02852199 and Auctioneer means its representative who actually conducts the sale. Bidders Registration Form means the form to be completed by each bidder pursuant to Condition 12.5. The Buyer is the only person whose bid is accepted by the Auctioneer to conclude the contract for the purchase of a Lot. Buyer’s Commission shall have the meaning given in Condition 14. Catalogue includes any advertisement, brochure, estimate, price list and other publication generated or published by or on behalf of the Auctioneer in relation to a sale. Contract means the contract formed pursuant to these Conditions between any of the Seller, the Buyer and the Auctioneer. Entry Form means the form to be completed by the Seller as to each separate Lot pursuant to Condition 1.1. Estimated Value means the value given by the Seller in the Entry Form as the Estimated Value of the vehicle and if more than one value is given, the higher of those values. 116

Motor Cars Uplift – From £195 Storage – £12 per day for the first fourteen days or part thereof and £40 per week or part thereof thereafter (subject to change without notice).

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.

Motorcycles and Scooters Uplift – From £120 Storage – £5 per day for the first fourteen days or part thereof and £12 per week or part thereof thereafter (subject to change without notice).

Seller means the person who offers the Lot for sale whether or not he is the true owner.

Bicycles Uplift – £20 Storage – £3 per day for the first fourteen days or part thereof and £8 per week of part thereof thereafter (subject to change without notice).

Stated rates means the usual rates of Commission, Entry Fees and any other charges for the time being plus the VAT chargeable on any of them. The current rates are as from:

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).

Seller’s Commission means commission payable by the Seller pursuant to Condition 6.

Motor Cars Entry Fee – from £250 + VAT Vendor’s Premium – 5% + VAT (min £500 + VAT) Buyer’s Premium – 12.5% (min £500 + VAT) on the first £500,000 of the hammer price of each Lot, and 10% + VAT on the balance thereafter Motorcycles & Scooters Entry Fee – from £60 + VAT Vendor’s Premium – 10% + VAT (min £150 + VAT) Buyer’s Premium – 15% + VAT (min £150 + VAT) on the first £250,000 of the hammer price of each Lot, and 12.5% + VAT on the balance thereafter

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.

Bicycles & Registration Plates Entry Fee – from £60 + VAT Vendor’s Premium – 20% + VAT (min £150 + VAT) Buyer’s Premium – 20% + VAT (min £150 + VAT) on the first £100,000 of the hammer price of each Lot, and 15% + VAT on the balance thereafter

Lot means any item or items consigned with a view to its or their sale at auction.

PLEASE NOTE: Online bidding attracts an additional 2% + VAT commission

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

Total Amount Due means the Hammer Price in respect of the Lot sold plus the Buyer’s commission and additional charges and expenses due from a defaulting Buyer under these Conditions plus VAT chargeable on any of them expressed in £ sterling. Payment can be made by bank transfer using our bank account details as follows: NatWest, 23 Sankey Street, Warrington, Cheshire WA1 1XH Account Name: H&H Classics Ltd Account No: 71060480 Sort Code: 01-09-17 BIC: NWBKGB2L IBAN: GB98NWBK01091771060480 Usual Charges means the total of the Commissions, Entry Fees and any other reasonable costs and expenses plus VAT payable thereon. VAT means UK Value Added Tax at the prevailing rate from time to time. Vehicles includes, vehicles.

where

appropriate,

incomplete

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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

4.3 Where no Reserve has been placed on the Lot the Auctioneer shall in no way be liable should the Lot be purchased for a price below the lowest estimated selling price. In any event, any written or oral estimate of likely selling price given by the Auctioneer is an expression of opinion only and may not be relied upon by the Seller nor give rise to any claim. 4.4 If a Reserve is placed by the Seller in a currency other than Pounds Sterling, such a Reserve shall be calculated and converted into Sterling at the spot rate of exchange quoted to the Auctioneer by the National Westminster Bank Plc at close of business on the last banking day prior to the date of the Sale. The certificate in writing of the Auctioneer as to such rate shall be conclusive. 4.5 Where a Reserve has been placed, only the Auctioneer

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

117

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) 118

(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

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

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.

Registration Form which discloses the true principal, or otherwise in writing) that the bidder is acting as agent on behalf of a disclosed principal.

CONDITIONS MAINLY CONCERNING THE BUYER

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.

12.1 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

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.

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;

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.

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.

13.1 Where a Lot is illustrated by a photograph, in the case of a vehicle with a registration number visible, that number will not be transferred with the vehicle to the Buyer unless the registration particulars appear in the written part of the description and the transfer has been authorised by the Seller. If the vehicle is sold to the Buyer before the formalities of the allocation of a different registration number to that vehicle are completed with the DVLA, the Buyer accepts that he will take all steps necessary to cooperate with either the Seller or the Auctioneer to have the number re-transferred to the Seller or as may be, and will take no steps to register the vehicle with the number in his name.

17.1 Until the total amount due has been received by the Auctioneer:

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

(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

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

119

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.

18.9 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.

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.

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.

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. 120

19.2 In any event, neither the Seller nor the Auctioneer shall be liable for any indirect or consequential loss whatsoever, and the maximum liability of the Auctioneer together with its Employees and Agents, in the event of any claim against them arising from the sale of any Lot shall be limited to the Hammer Price plus Buyer’s Premium in respect of that Lot. GENERAL CONDITIONS 20. The Auctioneer in all respects acts and will be treated as agent for the Seller (except where the Auctioneer is expressly stated to be selling as principal), and is not responsible for any default by the Seller or the Buyer to the other party. 21. The Auctioneer will not accept any liability for damage sustained to a Lot that is attributable to members of the public or non-Auctioneer operatives during the Sale or any removable items left within lots during the same period. Any claims for damage and / or lost items must be submitted to the Auctioneer in writing no later than 3 working days after the date of the Sale and include a valid quote for repair or replacement and digital photographs where applicable. 22. The Auctioneer shall be under no liability for any injury, damage or loss sustained by any person while on the Auctioneers premises (including any premises where a sale may be conducted or where a Lot, or a part of a Lot, may be on view from time to time) except for death or personal injury caused by the negligence of the Auctioneers or its employees and agents in the course of their duties to the Auctioneers. 23. The Auctioneer shall have the right, at its sole discretion, without assigning any reason, to refuse any person admission to its Premises or attendance at any of its Sales, or to view any Lot. 24. The Auctioneer shall keep and use any data relating to the Buyer and the Seller in accordance with the provisions

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

of all relevant data protection legislation. The Buyer and the Seller consent to such data being kept and used for appropriate purposes, including informing the Buyer and the Seller of any offers or other matters of interest from time to time. 25. The copyright in all written matter and illustrations relating to Lots shall remain at all times the absolute property of the Auctioneer, and any person wishing to use such materials, or any part of them, shall require the prior written consent of the Auctioneer. 26. If any Condition or part of a condition in these Terms shall be held to be invalid or unenforceable, the validity or enforceability of the remaining Conditions will not thereby be affected. 27. These Conditions shall be governed by and construed in accordance with English Law. All transactions to which these Conditions apply and all matters connected therewith shall also be governed by English Law. Each of the Auctioneer, the Seller, the Buyer and any bidder hereby submits to non-exclusive jurisdiction of the courts of England and Wales.

LOTS IN TODAY’S SALE Lot No

Lot No

Lot No

Lot No

366 1953 AJS 350 16MS

213

255 2009 Ducati Multistrada

343 2002 Honda VT400

253 1963 AJS 350 Model 16

336 1954 BSA B31

270 1910 Favourite

200 1927 AJS H5

313

1961 BSA Gold Star 350

217

1989 Gilera Dakota 500

347 1981 Honda XL500S

228 1928 AJS K8

267 c.1953 BSA Gold Star BB34

341

1996 Harley Davidson Bobber

275 1952 Horex Regina 350cc Model 0

299 1950 AJS Model 18S 211

1973 AMF Harley-Davidson SS350

1956 BSA B31

Daytona Evocation 314 1925 BSA H25 with Model 7 Sidecar

277 1974 AMF Harley-Davidson SX125

241

1920 BSA Model K 4¼hp

369 1961 Ariel Arrow

316

1957 BSA RGS Replica

359 1954 Ariel FH 650 Huntmaster

272 1927 BSA S27

215

261

1958 Ariel HT5 Trials

370 1957 Ariel Red Hunter ‘NH’

1967 BSA Spitfire Mk. III

240 1969 BSA-Triumph X-75

292 1949 Ariel Square Four

Hurricane Evocation

296 1986 Bimota DB1

273 1936 Calthorpe Ivory 350/500cc

285 1979 Bimota SB3

298 2025 CCM TR250

383 c.1950s Blacknell Side Car

380 c.1959 Chang Jiang CJ750 M1M

109 2000 BMW C1

374 c.1975 Chang Jiang CJ750

286 1989 BMW K1

sidecar combination

Shadow Slasher

290 1994 Harley-Davidson Low Rider

208 1926 Humber 2¾hp

295 2005 Harley-Davidson Sportster

229 1926 Husqvarna Model 180

XL1200C Custom

246 1914 Juno

376 c.1987 Harris Magnum Project

293 1974 Kawasaki 400 S3 Mach II

338 1976 Hodaka 250 SL

329 1972 Kawasaki H2

381

335 1993 Kawasaki KX100

1978 Honda CB400F2

203 1973 Honda CB500K2

207 1988 Kawasaki Ninja ZX-10

312

1965 Honda CB72

119

311

1975 Honda CB750

104 1960 Lambretta Li 150

1958 Lambretta LD150

357 1978 Honda CB750F1

107 1964 Lambretta Li150 Special (195)

328 1979 Honda CB750K

111

1964 Lambretta Li150 Special (200)

334 1967 Honda CB77 Super Hawk

113

1963 Lambretta Li150 series 3 (186)

227 1997 Honda CBR900RR Fireblade

100 c.1980 Lambretta SIL GP150

276 1979 Honda CBX1000Z

101

1967 Lambretta SX150 (200)

226 1987 Honda CBX750P

110

1966 Lambretta SX200

345 1994 Honda CR125

114

1966 Lambretta SX200

289 1982 Honda CX500 Turbo

320 1981 Laverda Jota 120

301 1997 BMW K1200RS

254 1925 Connaught 2 3/4 HP

326 1989 BMW R100RT

268 c.1965 DMW 250cc Hornet Mk. II

222 2005 BMW R1150R

250 1952 Douglas 80 Plus

350 1981 BMW R65

245 1956 Douglas Dragonfly

339 1985 BMW R80 G/S Paris Dakar

371

319

1990 Brooklands GB500

367 1923 Douglas TS 2 3/4 HP

351

1982 Honda CX500EC Sport

349 1971 Laverda SF1

274 1932 BSA 349cc L32-5 Blue Star

323 c.1957 Ducati 100 Special

118

1994 Honda Dax 70

212

1955 Matchless G3LC Trials

224 1954 BSA A10

205 1960 Ducati 175 TS

257 1981 Honda GL1100 Goldwing

251

1953 Matchless G9

206 1960 BSA A10 Golden Flash

258 2001 Ducati 748R

105 1978 Honda NF75

230 1928 Matchless Model V/2

318

1957 Douglas Dragonfly

1960 BSA A10 Super Rocket

307 1998 Ducati 916 Biposto

259 1997 Honda RVF750R RC45

204 1957 BSA A10R Road Rocket

305 1994 Ducati 916 Strada

102 1971 Honda ST50

321

Super Sports

260 1971 BSA A65 Thunderbolt

116

1953 Ducati Cucciola

306 1998 Honda VFR 800

355 1981 Moto Guzzi Le Mans 850 MKII

288 1971 BSA A65L Lightning

333 1962 Ducati Daytona 250

237 1985 Honda VR1000RF

235 1983 Moto Guzzi Le Mans Mk3

1980 Moto Guzzi Le Mans 850 MKII

*All hammer prices are subject to a Buyer’s Premium of 15% plus VAT

121

Lot No

Lot No

Lot No

Lot No

348 2001 Moto Guzzi V11 Sport

210 1961 Panther Model 120

249 1981 Triumph Bonneville T140E

112

1981 Vespa P200E (225)

Rosso Mandello

278 1962 Panther Model 120

220 1995 Triumph CRK Cafe Racer

115

1965 Vespa SS180 Super Sport

1930 Motoconfort 100cc

106 1979 Puch 49cc Moped

356 1998 Triumph CRK Cafe Racer

354 1975 MV Agusta 350 S Ipotesi

108 c.1979 Puch 49cc Moped

331

291

221

c.1975 MV Agusta Magni

1995 Triumph Daytona 900

(210) 340 1953 Vincent Black Shadow Series C

264 1920 Revere 350cc

283 1950 Triumph Grand Prix

232 1930 New Imperial 7B

375 1953 Royal Enfield 350 Model G

265 1921 Triumph Model LW Junior

364 1924 Norton 16H

382 2001 Royal Enfield Bullet 500

358 1967 Triumph T100SS

248 1950 Vincent Comet Series C

219

1972 Norton 750

231

310 1969 Triumph T100T Daytona

297 1950 Vincent Comet Series C

John Player Evocation

234 1923 Rudge Multi

344 1970 Triumph T100T Daytona

117

225 1964 Norton Atlas

308 c.1912 Rudge Multi

337 1997 Triumph T595 Daytona

244 1952 Vincent Series C

309 1969 Norton Commando 750

317

368 1964 Triumph Thunderbird

332 1974 Norton Commando 850

233 1956 Scott 600cc

216

330 1975 Norton Commando 850 MKIII

373 c.1958 Scott Flying Squirrel

266 1960 Triumph Tiger 110

223 1922 Wilkin 2¾hp

236 1971 Norton Commando Fastback

252 c.1926 Scott Squirrel

238 1951 Triumph TR5 Trophy

361

282 1974 Norton Commando Mk 2A

242 1935 Sunbeam Model 9

346 1966 Triumph TR6C Trophy

303 1972 Yamaha DT3 250

263 1957 Norton Dominator 99

353 1990 Suzuki DR350L ‘DR385’

324 1975 Triumph Trident T160

322 1986 Yamaha RD350 YPVS

304 1963 Norton Dominator 99

287 1986 Suzuki GSXr750G

362 c.1973 Triumph X-75 Hurricane

378 1990 Yamaha Serow XT225

202 c.1954 Norton Dominator racer

302 1971 Suzuki T500 Titan

365 c.1923 Velocette 250

201 1965 Yamaha YM1 305

279 1952 Norton ES2

256 1974 Suzuki TR500 Replica

262 1956 Velocette MAC

209 1998 Yamaha YZF600R Thundercat

271

c.1952 Norton Model 30

294 1979 Suzuki TS250

372 c.1956 Velocette MAC

International Competition Special

377 1972 Tribsa 3TA

360 1976 Velocette Thruxton

342 1956 Norton Model 88

1929 Royal Enfield Model 201

1954 Scott 500cc

379 1959 Triton 500

1961 Triumph Tiger 100

Geoff Dodkin Special

Dominator racer

218

1960 Triton T110

281

284 2023 Norton V4 SV

214

1949 Triumph 3T Custom

363 1958 Velocette Valiant

352 1960 Norton Wideline Special

300 2005 Triumph Bonneville 800

327 1960 Velocette Venom

239 1939 OEC Commander

325 1968 Triumph Bonneville T120

243 1963 Velocette Viper

269 1958 Panther Model 100

247 1963 Triumph Bonneville T120C

103 1964 Vespa Allstate 125

Printed by Park Communications, a Carbon Neutral Company, on FSC® certified paper. Park works to the EMAS standard and its Environmental Management System is certified to ISO 14001. This publication has been manufactured using 100% offshore wind electricity sourced from UK wind. 100% of the inks used are vegetable oil based, 95% of press chemicals are recycled for further use and, on average 99% of any waste associated with this production will be recycled and the remaining 1% used to generate energy. This document is printed on paper made of material from well-managed, FSC®-certified forests and other controlled sources.

1960 Velocette Valiant

315

1955 Vincent Black Shadow/Steib S501 Sidecar

1954 Vincent Firefly “Shadow Rapide”

280 1904 Werner Motocyclette 1967 Yamaha CS1C 180

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