Classic Motorcycles and Cars of the Day

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CLASSIC motorcycles AND CARS OF THE DAY

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WEDNESDAY 19 OCTOBER 6:30 PM 18 Manukau Rd Newmarket PO Box 99251 Auckland, New Zealand Ph: 09 524 6804 Fax: 09 524 7048 auctions@webbs.co.nz www.webbs.co.nz

CLASSIC motorcycles AND CARS OF THE DAY

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CLASSIC MOTORCYCLES AND CARS OF THE DAY

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ThE auction and viewing is to be held at Shed 5, top deck, 90 Wellesley Street, Auckland Wednesday 19 Oct 2011 6.30PM PREVIEW: FRIDAY 07 OCTOBER 6PM – 9PM DAILY VIEWING: FROM THE 8TH - 19TH OCTOBER 9AM - 3PM OTHERWISE BY APPOINTMENT CONTACT NEIL CAMPBELL: 021 875 966 FRONT COVER GInger Molloy navigating the Ulster in 1968 at high speed on the Bultaco TSS Works (refer lot 78) INSIDE FRONT COVER Detail of formidable 1975 Suzuki RG500 XR14 (refer lot 92) INSIDE BACK COVER Detail of 1968 Bultaco TSS Works (refer lot 78) IMPORTANT NOTE: A buyer’s premium of 15% will be charged on all lots in this catalogue. GST is payable on the buyer’s premium only. The condition of items are not generally detailed in this catalogue. Buyers must satisfy themselves to the condition of lots they bid on and should refer to clause 6 in the Conditions of Sales for Buyers printed at the back of the catalogue. Webb’s is pleased to provide intending buyers with condition reports on any lots.

The machines offered here span more than 100 years of New Zealand motorcycling history. From the remarkably original 1905 Minerva (refer Lot 43), which offers its original purchase receipt and three generations of family history, to the Grand Prix Bultaco (refer Lot 78) direct from Ginger Molloy’s lifetime collection and the ground-breaking RG500 XR14 (refer Lot 92) there are some truly historic works of industrial design. They reflect period innovation and the 20th century’s fascination with combustion technology and its application to spirited travel and intrepid velocity. The cars in the catalogue were selected on the basis of romantic histories. Although the 1969 Morris 1300 (refer Lot 81) may not have the pedigree of the immaculate 1961 SL190 Roadster (refer Lot 75), I am sure it offers to many (including our visitors from across the commonwealth) lovely memories of growing up in Mum’s car. The same might be said of the 1960’s Holden FB Ute which celebrates Australia’s car industry coming into its own.

You will also note a well-defined selection of definitive post-classic’s. The collection of immaculate and exemplary late 1960’s and early 1970’s Honda’s will no doubt attract a great deal of attention. So too will the pristine examples of mid-seventies Triumphs. Fresh stock from this period rarely, if ever, comes to the open market. The selection of veteran Triumph’s is also remarkable as they hail from one of New Zealand’s better known and long term restorers. On the rarity front, the circa-1912 Calthorpe (refer Lot 45) is thought to be one of only four in existence in the world. It you have a moment, search youtube to see its recent maiden voyage after more than 90 years in the docks. The 1912 Bradbury (refer Lot 46) is an ode to an extremely talented generation of people who, thankfully, recognised the value of this period of engineering long ago. The 1930s are also well represented with the iconic OK Supreme bronze head race bike (refer Lot 61) gracing the catalogue. This particular machine being restored by none other than England’s Hughie Handcox, one of the world’s greatest period restorers. Another brilliant 1930’s piece of kit is the formidable Rudge Ultser (refer Lot 57) which offers great New Zealand race provenance and is in tremendous condition. A personally favorite is the 1927 Douglas DT5 which is a New Zealand new example of the first purpose built speedway machine that was notoriously associated with the wonderfully talented and at time controversial speedway merchant Ms Taylor (see right). Webb’s is also proud to be offering the late Don Gordon’s collection of vintage motorcycles which reflects a man who loved riding fine bikes with good people. Once again it has been a complete pleasure working with the current custodians of these remarkable machines. We look forward to sharing a fine Moa beer or a dram of whisky with you on the night. Thank you and good luck!

Neil Campbell Managing Director, Webb’s

“If a woman is strong enough and enjoys the thrills, if she can take to the sport as the men do, she is in for a good time. But she has to exercise greater care, for it is easier for her to overdo things. Nevertheless, she need not lose her femininity over the job. I know there are people who think that there is something abominable about a woman on the dirt-track. But it merely shows her adaptability. She can be just as normal in the leather gear of a speed merchant as she is in a billowy evening frock.”

Fay Taylour, 1920s Champion speedway competitor and exquisite 1927 DT5 pilot. Refer Lot 54.

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FOREWORD

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IMPORTANT WORKS OF ART

6 DECEMBER 2011 ENTRIES NOW INVITED CONTACT: Sophie Coupland scoupland@webbs.co.nz | +64 21 510 876

Colin McCahon Comet F11 acrylic on jute canvas signed and dated ‘74 920mm x 620mm $160,000 - $220,000

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ZHANG XIANYONG 4 – 18 NOVEMBER PREVIEW 3 NOVEMBER

Webb’s is pleased to announce an exhibition of photographic work by Zhang Xianyong.

Xianyong belongs to a new generation of young Chinese photographers who engage with both traditional Chinese storytelling and Western modes of representation. His works form a carefully staged tableau that reflects on the rapid pace of China’s economic development and the radical cultural shift that it has brought about in Chinese society.

Xianyong’s sprawling works are generally composed of a myriad of cultural references juxtaposed visually against one another; they are aimed at shining a light on a modern China that is torn between its past and its future. His work is humorous, confronting and conceptually pervasive. Zhang Xianyong works and lives in Shanghai.

For further enquiries, contact Renée Tanner rtanner@webbs.co.nz +64 21 496707

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CLASSIC motorcycles AND CARS OF THE DAY

crane-brothers.com

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The Rocket – the sexiest espresso machine in the world

take one for a test drive 10

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www.therocket.co.nz/distributors

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POST MODERN MOTORCYCLISM DEUS.COM.AU AUSTRALIA, BALI, VENICE (CA) 11

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FINE & RARE WINE AUCTION MON 31 OCT 2011 Further entries now invited

This sale will feature fine New Zealand wines, premium Australian wines, Champagne, First Growth Bordeaux, premium Burgundy and a selection of Sauternes, Ports, Italian wines, and a broad collection of fine Bordeaux wines.

Suitable entries are now invited. The final date of acceptance is 7 October.

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BUFFALO/SF3499

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PEREGRINE WINES AID SADDLEBACK RECOVERY “As soon as we heard about the newly formed Fiordland Conservation Trust and the ability for us to fund specific projects, we knew we had found exactly what we were looking for. Fiordland is on our own back door. Tieke are only surviving on a few off-shore islands and it is important to extend their populations. The proceeds from the sales of the Saddleback wines enables us to fund these projects and our customers to directly contribute to their recovery and survival.� Greg Hay, Peregrine Wines. www.peregrinewines.co.nz

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MEMORABILIA

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Tin Toy Cycle

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Tin Toy Cycle

“US Dispatch Rider” by Britains Ltd (with box); “German Dispatch Rider” by Britains Ltd (with box). $50 - $80

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Two Dispatch Riders

Two Dicing Speedway Riders “Dicing Speedway Riders” by Britains Ltd (with box). $50 - $80

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Original pressed tin toy depicting horizontally opposed twin, made in West Germany.

Circa 1960s. $80 - $140

Rare and original pressed tin toy depicting “Racer No 7” by Lincoln. Circa 1960s. $80 - $140

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Toy Cycle 10 Tin Extremely rare and original

Tin Toy Cycle Original pressed tin toy horizontally opposed twin, made in West Germany. Circa 1960s $80 - $140

Tin Toy Cycle Rare and original pressed tin toy depicting sophisticated race machine of the period. Made in Japan. Circa 1960s $80 - $140

pressed tin toy depicting early vertical twin with high-mounted fishtail exhaust and spooky carnival rider. Made in England.

Circa 1960s. $80 - $140

Tin Toy Cycle Original pressed tin toy depicting “Racer No 15”. Maker unknown. Circa 1960s. $80 - $140

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“Speed Twin’ by Britains Ltd (with box). Circa 1960s. $50 - $80

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Two ‘Speed Twin’ riders

Chopper by Britains Ltd (no box); 1971 “Chopcycle” by Mattel (no box); “Bezza Chopper” by Britains Ltd (with box). $50 - $80

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Toy Choppers

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11 “BLUE VW” PERSONALISED PLATES

$1,000 - $2,000

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London Exeter London 13 1911 Motorcycling Club Gold Gold Medal engraved “26th and 27th December 1911, Motorcycle, E.B Dickson”. $100 - $200

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brushed stainless steel case.

Black face with polished batons, sweep second and date window.

Verso kontiki raft motif on gold insert. Original owner’s name inscribed on reverse. $300 - $400

Brooklands Race 15 1913 Meeting Silver Cup Silver Cup marked “Harrods, London” and engraved “The Motor Cycling Club, Presented to E.B. Dickson, Trials Hon. Secretary. Brooklands Race Meeting, 1913”. Silver cup rests on turned base which is also marked “Harrods, London S.W.” $800 - $1200

A Military Issue 16 BENRUS, Wristwatch.

Brushed grey stainless case.

GS-00S-54524. S/N 044569, March 1965. Matt black face with Arabic 24 hour numerals, luminous markers and sweep second.

Black crocodile strap. $300 - $400

A Gentleman’s 17 ETERNAMATIC, Stainless Steel Cased `Kontiki’Wristwatch.

London”. $100 - $200

Speed Judging Bronze 12 1910 Medal Bronze Medal marked “Dobson Piccadilly” and engraved “October 1st 1910, Motorcar F.J. Jenkins”. Accompanied by 1907 Motorcycling Club box. $100 - $200

Club Pin 14 Motorcycling Club Pin marked “Collins,

A Gentleman’s TT3 18 ORIS, Chronograph Rally Watch With Second Time Zone.

Coated titanium case, carbon fibre dial, rose gold finish to various elements. Described by the makers as a high-tech racing watch with formula one form.

Triple registers, tachymetric outer scale. Automatic 25 jewel movement visible under crystal back.As new with original box and papers showing purchase in NZ 16/02/08 $3,000 - $4,000

CLASSIC motorcycles AND CARS OF THE DAY - MEMORABILIA

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Automobile Association Auckland, New Zealand. This badge MUST be returned when membership ceases 77973.” $100 - $200

Medal

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Badge 11 AA AA Badge, original pressing A engraved “Property of the

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‘Banzai Run’ 19 Iconic Pinball Machine $2,000 - $5,000

In the beginning, there was darkness in the world of pinball and all was boring. The people of the earth cried out, “Who will save us from the torment of pinball hell?” Then, one day, a new beginning took shape; along came the saviour and his name was Pat. And Pat said “Let there be Banzai Run” and there was Banzai Run. Released in 1988, ‘Banzai Run’ was designed by hero designer Pat Lawlor who happened to be into motorbikeS – no kidding. The game takes the concept of multiple playfields to the extreme, putting the upper level on the back glass, and the LCD read-outs up on top of the playfield. The upper level is nearly vertical, so the ball moves rather quickly and timing is the key to mastering the vertical layout – just like in real life! The graphics and soundscape are classic. This example is in great condition and highly addictive, as the team at Webb’s has discovered.

Tires Sign 22 Brunswick Original enamelled tin sign H.765mm, W.900mm. $700 - $900

“Gargoyle” Sign 25 Mobiloil Original enamelled tin sign H.765mm, W.915mm $700 - $900

H.740mm, W.675mm $400 - $600 lot

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H.760mm, W.630mm $700 - $900 lot

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H.760mm, W.760mm. $150 - $250

Triton Motor Oil Sign 24 Royal Original enamelled tin sign

State Motor Oil 26 Quaker Original enamelled tin sign

Oil Sign 27 Amalie Original enamelled tin sign H.610mm, W.610mm $250 - $450

CLASSIC motorcycles AND CARS OF THE DAY - MEMORABILIA

Original enamelled tin sign H.715mm W.765mm $200 - $400

Diametre.1070mm $750 - $850

Motor Oil Sign 21 Texaco Original enamelled tin sign

“Ring-Free” 23 MacMillan Motor Oil Sign

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Crown Gasoline Sign 20 Red Original enamelled tin sign

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Original enamelled tin sign H.210mm, W.1200mm and H.900mm, W.450mm. $350 - $550

Tires Sign 31 Hood Original enamelled tin sign H.525mm, W.650mm $400 - $600

Oil Sign 32 Standard Original enamelled tin sign H.720mm, W.2400mm $500 - $700

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Sign 33 Certified Original enamelled tin sign H.1100mm, W.2300mm $800 - $1,000

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Sign and 29 Firestone Champion Sign

H.310mm, W.1820mm $600 - $700

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H.920mm, W.1830mm $250 - $350

State Oil Sign 30 Quaker Original enamelled tin sign

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Motors Sign 28 Hally Original enamelled tin sign

Motor Oil Sign and 34 Coop Houghton’s Oils Sign Original enamelled tin sign H.255mm, W.505mm and H.310mm, W.190mm $200 - $300

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Sinclair Motor Oil One Gallon Drum Original enamelled tin sign Diametre.360mm, D.210mm $150 - $250

Original enamelled tin sign H.350mm, W.610mm and H.405mm, W.390mm $200 - $300

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You” Sign

Gasoline Sign 41 Sinclair Original enamelled tin sign H.345mm, W.305 $150 - $250

Motor Spirit One 42 Plume Gallon Drum Original enamelled tin sign H.500mm, D.300mm $200 - $300

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H.300mm, W.350mm $200 - $300

Supertune Service” 39 “Shell Sign and “Localized For

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REGULAR Sign 36 Mobil Original enamelled tin sign

Sign and Castrol 40 Pennzoil Sign Original enamelled tin sign H.460mm, W.610mm and H.305, W.765mm $200 - $300

H.180mm, W.345mm each $200 - $300 lot

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H.165mm, W.520mm $300 - $400

Gillette Tires Signs 38 Two Original enamelled tin sign

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Oil Sign 35 Mobil Original enamelled tin sign

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43 1905 Minerva ENG. 12585 $20,000 - $30,000

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This is certainly one of the first Pioneer machines to have arrived in New Zealand and comes with three generations of family history.

Minerva was one of great names in the early days of the motorcycle. The machines manufactured by Minerva were the first practical, lightweight proprietary units to enter the market. Their advanced designs (they were employing OHV by 1903!) and superb quality made Minerva the supplier of choice for many producers including Triumph, Ariel, Matchless and Royal Enfield. By the end of 1902, Minerva was supplying engines to more than 75 cycle factories in Britain and Europe and, by 1904, Minerva employed a workforce of 1,000. The company placed emphasis on competition performance – developing a big 7hp V-twin which qualified for the final of the world motorcycle championship at the Zurenborg Velodrome, Antwerp. This machine continued to set new speed records and featured heavily in continental race results. Minerva ventured into Australia in 1905, entering a machine in the

560-mile Sydney-to-Melbourne race – Minerva placed 1st, 2nd and 3rd.

The original owner of this remarkable Minerva was a man called Thomas Hancock. Hancock was born in the winter of 1878 on the wet and muddy goldfields of Munro’s Gully, Lawrence, in a wattle-and-daub hut. Thriving his way through early New Zealand, Hancock successfully mined Munro’s Gully and the Blue Spur mine and, as he was one of the first in that area, Hancock acquired modest wealth and made himself the first man to own a motorcycle on the goldfields of Lawrence.

He put the Minerva to task: legend has it that it was the first machine to climb Jacob’s Ladder onto the Spur!

Acquired from Marshall & Summers, Milton, (the original sales certificate is included) this machine has remained in the same family for three generations. It is one of the earliest motorcycles known to exist in New Zealand and comes with a well-recorded history. The charisma of this machine is steeped in local

history and reflects the intrepidity of Thomas Hancock as a young man roaring through the goldfields of early New Zealand having one hell of ride.

Cylinder barrel 12583 Magneto drive case (markings) Brevete 179842 Bosh magneto: high tension Frame: Chatea Lea built in London Fork links: Chatea Lea patent number 519/06 Wheels: 26” x 2.25” Beaded edge tyres and tubes Original carburettor Carburettor Minerva Longuemare No 23437 Brevete S>G>D>G 3.5hp Bore: 3.2231 Ring width: 168mm Actual width: 82mm Cast-iron piston Dunlop beaded edge tyres: 26” x 2.5” Built in Belgium Price new: 70 pounds (1905) NZ new

CLASSIC motorcycles AND CARS OF THE DAY

IN THE BEGINNING

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44 Circa 1907 Gamage of Holburn ENG. 3279 $20,000 - $30,000

LITTLE KNOWN

The rapid rise and fall of backstreet workshops meant that many factories faded from the scene as quickly as they popped up, often leaving no documentary evidence of their existence.

Just a few artefacts have survived and this is one of them. It is believed that this machine was commissioned by Arthur Walter Gamage who, in 1872, established a small business that grew into one of London’s great department 22

stores. Gamage went on to become the official supplier of uniforms to the Boy Scout movement and continued to expand his business. A large zoological department and a toy department were joined by a motor department where one could purchase a motorcycle and all the equipment required for running it. Gamage died in 1930 and tradition has it that he lay in state in the motorcycle department with a

guard of honour made up of members of his staff. Manufactured from 1905, the Gamage’s basic DNA with its White and Poppe engine, Brown and Barlow carburettor, Bosch magneto, BSA frame and druid fork certainly connects it to the very beginning of low-volume, handfinished machines. This machine has recently been re-fettled by one of New Zealand’s leading specialists in the field of ventran technology.

Circa 1912 Calthorp Lightweight ENG. 12908 $20,000 - $30,000

George W Hands began manufacturing bicycles in Bordesley, Birmingham, in about 1890 and built his first motorcycles at Calthorpe’s Barn Street premises in 1910 – one source says they were first exhibited at the Stanley Cycle Show in 1909. This particular example was acquired by Mr Stacey of Royal Oak in 1914. Soon after this, Mr Stacey came off second-best during an encounter with a tree and retired the machine for repair. Before this repair could take place, far more serious events overtook the world and Mr Stacey found himself in the theatre of war; while he served his country,

his brother decided to repair the machine.

However, to do that, he needed the magneto off the bike to run his welding apparatus and, as he removed it, he made a terrible job of the front fender (which is still apparent). It is believed that, given his lack of success with this job, he dropped tools and presented the dismantled machine (minus the magneto!) to his brother on his thankful return from the war.

Then Bill Shears acquired the machine in 1968 as Mr Stacey was entering the Masonic Old People’s Home. A promise was made that Bill would reassemble the bike to ensure that it lived on. Some 43 years later, Bill has made good on the promise with the Calthorpe once again in riding order (go to youtube / 1912 Calthorpe).

With very low numbers ever produced, this incredibly rare machine is believed to be one of four left in existence. It comes with a spare motor and gearbox which are both in reasonable order.

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A PROMISE KEPT

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46 1912 Bradbury DELUXE ENG. 5980 $30,000 - $40,000

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A THING WELL MADE

The finish of this wonderful machine speaks for itself. It was a remarkable work of industrial design when it was first conceived almost 100 years ago and it remains a great reminder that New Zealand has some of the very best veteran enthusiasts in the world. One could go on about the fact that Bradbury & Co. was established in 1852 or that its first motorcycle was fitted with a 1hp Minerva (refer Lot 43) clip-on engine and that, by 1910, Bradbury Motor Cycles had won more than 300 first prizes including 18 gold medals in hill-climbing

competitions. Bradbury motorbikes were superior machines for their day. However, what strikes most about this machine (putting aside its sheer beauty) is the level of craftsmanship that has been poured into. As a project it took more than a few years to reach this level of completion. The combination of skills and knowledge required to restore a veteran machine to this level is extremely rare and, sadly, dwindling. This is a remarkable opportunity to secure a rare and superb example of the pre eminent Bradbury De-Luxe.

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47 1913 Triumph TT 500 with Sturmey Archer Hub ENG. 28832 CTI FRAME. 217632 $18,000 - $28,000

THE OLD GUARD

Concentrating on upgrading its clutch and gear-changing technology, Triumph continued to improve its motorcycles between 1910 and 1915. A variable pulley belt drive, which offered a selection of gear ratios, was introduced in 1908. In 1911, a simple rear hub clutch was 26

introduced and, in 1913, Triumph offered a three-speed rear hub. Restored by Phil Aubert Bedard this exquisite example was awarded 2nd place by the New Zealand Vintage Club in the highly competitive class of Most Creditable Restoration.

1913 Triumph Baby ENG. 264-5 FRAME. 56328 $7,000 - $10,000

LADIES SPECIAL

In 1913, Triumph offered a new two-stroke 225cc model. Triumph was the first factory to target the female rider with a machine made to their exacting standards and weighing just 129 pounds. With its two-speed gearbox and

clutchless operation, the ‘Baby T’ offered considerable value. A top seller, the Baby Triumph remained in production until 1926. This is a very correct example from the Phil Aubert Bedard Collection.

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49 1914 Triumph 550cc with Sturmey Archer hub ENG. 31991 FRAME. RTV451483 $20,000 - $30,000

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MONEY RUN

A wonderful machine from the Phil Aubert Bedard collection. This early Triumph once belonged to the Bank of New Zealand and was employed to ensure the payroll for the Taringamotu saw mill arrived from Taumarunui in a safe and timely fashion.

Circa 1914 AJS V Twin BARN FIND ENG. 422 $4,500 - $6,500

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51 1915 Triumph Model H with combo ENG. 41881 YTM FRAME. 266508 $35,000 - $45,000

GENTLEMEN’S FOLLY

This Triumph is a truly remarkable example of what was being produced out of Birmingham during the grim years of the Great War. It is also one of the most extraordinary restoration projects one is likely to see. Recommissioned

by Phil Aubert Bedard, every aspect of the 550cc Model H is correct in both function and form. The level of detail in both methodology in materials earned Phil Aubert Bedard 1st 30

place for the Most Credible Restoration, an acknowledgement never given lightly by the New Zealand Vintage Club. As an example of Mr Bedards’ commitment to this period of design, it took four attempts to recreate the wicker side chair correctly. Using traditional methods, the side chair was hand crafted by eye and used no metal framing to ensure minimum weight and trueness to the original design.

With the culmination of over 40 years of experience, the finish and absolute correctness of this machine places it and its restorer among the very best. The sheer elegance of this machine is a gorgeous reminder of the precision and good natured ambition of the people of the day. This must have also been in stark contrast to the gruesome demands of the Great War.

1921 Triumph Model SD ENG. F341DRX FRAME. 314086 $18,000 - $28,000

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53 1922 Triumph 550cc Model H ENG. 5071218 $18,000 - $28,000

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1927 Douglas DT5 500cc Speedway Machine ENG. H3172 FRAME. A03 $35,000 - $45,000

The DT5 was the world’s first purpose-built speedway machine. Offering a 500cc OHV flattwin with an extremely low centre of gravity, the DT5 suited the leg-trailing riding style on the cinder tracks of that time. It was THE unbeatable machine of the 1927/’28/’29 seasons and any rough-track rider worth their salt rode the DT5.

The popularity of this sport in the late 1920s is difficult to imagine, as it caught the public imagination like wildfire after the sport arrived from Australia. Races which were expected to attract 1,000 spectators were suddenly swamped with 20,000 people! This caused great difficulties with crowd and traffic control but made promoters (and ultimately riders) a great deal of

money in at the time.

One of the riders that made the DT5 infamous was a woman called Fay Taylour who was a champion speedway competitor in the late 1920s.

Born in 1904 in Ireland, she was travelling the world by the age of 21, racing on the incredibly popular speedway tracks in England, Australia and New Zealand. Fay had remarkable talent and achieved great success until women were banned from ALL speedway tracks in England in 1930; so Fay switched to racing cars and became, naturally, very successful at that sport as well. This immaculate example was brought into New Zealand new and has remained in Christchurch ever since.

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IMMACULATE SPEED

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55 1928 Harley Davidson Model J ENG. 28J3061 $18,000 - $25,000

FIRST BLOOD

The Model J was and remains strong in the bloodline of Harley-Davidson. Introduced first in 1915, it was a 61-cubic-inch F-Head V-twin that pounded adrenalin-pumping power to an unsuspecting public. Essentially, two big pistons move up and down and, phase-fired in turn, their explosive hammer blows convert into the 34

rotary movement of a mighty crank shaft. The sheer weight of the bottom end delivers tonnes of torque at low speed. On top of this is the din of hard iron and ancient combustion which remains, to this day, to be matched. It seems that the crucial ingredients of Harley-Davidson today have not changed in over 90 years! For many, the

Model J is the Zambesi River of V-twin design – the source of all others. This particular machine is in original working order; it has spent its life in rural New Zealand since new and its patina reflects some hard but golden years.

1930 Triumph NSD de Lux 549cc AND OUTFIT ENG. G2402 DGT $11,000 - $16,000

NSD stands for New Spring Drive* (refer Lot 52 1921 Triumph Model SD) but apart from its engine capacity it really had no relationship to the Model SD of 1920–1927 which was an all-chain-drive version of the Model H (refer lot 51, 1915 Triumph Model H with combo). The rare inclined/sloper engine and saddle tank immediately positioned the NSD as a modern machine. Assembled at the Triumph factory in Coventry in August 1930, this machine was one of fewer than 2,000 NSD

units ever built. Because of the Wall Street Crash, sales were extremely slow and this particular example was sold in 1931. It is, therefore, more accurate to describe this machine as a 1930-built 1931 model. This example is remarkably original and is believed to be one of fewer than 17 left in existence. *Spring Drive was a device to reduce the snatch in the chain drive which had previously been taken up by the belt of the Model H.

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ONE OF THE LAST

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57 1930 Rudge Ulster ENG. 230 $20,000 - $30,000

RUDGE IT

In 1928, Graham Walker won the Ulster Grand Prix averaging a record 130kph. He was riding a Rudge Whitworth four-valve head engine which was new and obviously powerful. The set-up went on to win the 1930 TT (Senior and Junior) with the same design. The technology Rudge adopted was inspired by the demands of WWI which had 36

pushed engineering to its limits on a daily basis.

Rudge was chasing a dream – to build the finest, fastest roading single of the day. The engine boasted a unique pent roof combustion chamber, with the radially set exhaust valves giving better top-end gas flow with the twin exhaust pipe. It had an innovative rocker arm arrangement, an

aluminium bronze cylinder head and a pressed roller-bearing crankshaft. The Ulster also utilised an in-house-designed four-speed gearbox.

Technically, the Rudge Ulster was ahead of its time and, ironically, this combined with the financial crisis of the early 1930s led to its demise.

The precision-built performance machines, which

Bore 85mm, Stroke 88mm High-compression piston (ratio ~ 12:1) Amal Type 29 carburettor jetted for Methanol BTH KD1 Magneto Rudge gearbox: hand and foot change assemblies Clutch: Rudge Rear sprocket: Rudge quick change with offside rear brake Front brake can be linked to rear pedal Frame: standard 1930 Front Wheel: 21” WM1 Rear Wheel: 19” WM2

CLASSIC motorcycles important vintage & collectable AND CARS OFmotorcycles THE DAY

were constantly winning road-racing glory, had to give way to the accountants. It was, however, a great machine which provided a glimpse into the future.

This particular example has won many New Zealand and Australian Classic Racing titles including the New Zealand Classic Racing Register Vintage Championship in 2008 and the New Zealand Classic Racing Register Pre-War Championship in 2009. In 2010, it was raced as a hand change (vintage set-up) in the PreWar classification and took second place in the Championship. It won the Gianne Perrone Trophy for the NZCMRR Vintage Scratch race in 2008 and had a number of 2nd and 3rd placings in other Festival pre-war Scratch races in 2008, 2009 and 2010. It won the Burt Munro Pre-1963 Girder Fork Trophy for the Teretonga Park races in 2009. The gearbox was rebuilt in 2008 with new 2nd and 3rd sliding gears. The engine was rebuilt in 2009: the bore was honed, new rings were installed, valves re-seated, rockers trued, etc. The girder blades are excellent as are the spindles and bushes. The brakes (linings) are very good and perform well.

In summary, she is great bike which has given excellent, reliable service and can still clock over 100mph. May she bring to life once again one of the greatest factory slogans of the day: “Don’t trudge it, Rudge it!”

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58 1937 Velocette KSS Period Modified Racer 1937 KSS/MAC $8,000 - $12,000

SIBLING RIVALRY The heart of early motorcycle racing in New Zealand was fuelled by the privateer. Sure, there was the Motorcycle Union and the officials that ensured things ran smoothly and the right level of talent 38

was represented at a international level, but it was the group of men who dedicated their time and energies to local competition that ensured the race scene continued to grow into what it is today. The

two machines offered here, to me, represent the very essence of New Zealand’s early race scene.

Both set ups are based on pre-war KSS (Camshaft Super Sport) Velocette 350’s – with a strong bottom

1937 Velocette KSS Period Modified Racer 1937 KSS/Prewar Velo Frame $8,000 - $12,000

end, racing clutch and relatively free revving engine they were ideal for the relatively complex road tracks of New Zealand. Tuned well they were capable of 90mph. Each machine offers a different kind of frame,

one being the highly forgiving late model MAC frame, the other sporting a pre war modified Velo frame with Armstrong prototype leading fork setup.

Both machines were raced well and consistently by

one of New Zealand’s long standing quite achievers in the early motorcycle racing scene. Simply put these are historic racers in the true sense of the word and they deserve to be raced again.

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60 1937 Triumph Tiger 90 500cc OHV ENG. 2T62367 FRAME. TH1401937 $18,000 - $24,000

One of the most important motorcycles designed

by Triumph, the Tiger series, quite literally saved the marque from collapse. Struggling to survive, Triumph had been losing money for six years during the Great Depression and was under strong pressure from its board to concentrate on car production – an entirely unpalatable suggestion for a company with such a strong two-wheeled heritage.

However, inspiration came from an unlikely quarter: Ariel Motorcycles’ Managing Director Jack Sangster had brought his company ‘back from the black’ with the legendary Ariel Square Four and was persuaded by its then legendary designer, Edward Turner, to take over Triumph.

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Doing so in 1936, Sangster appointed Turner to run the Triumph motorcycle division; on top of this, Bert Hopwood was offered the role as head designer. The dream team was created and, in 1937, they announced the Tiger series.

Designing a new range of fast, lightweight machines which were marketed as the Tiger 70, 80 and 90 (with the model number representing the top speed), Turner, a brilliant stylist, transformed the Val Page-designed overheadvalve singles by adopting sports-specification engines, high-level exhausts, chromed fuel tanks and of course the new name: ‘Tiger’. Frames, forks, engines and gearboxes were all improved for 1937 and a trio of randomly selected Tigers

successfully completed a series of arduous speed trials to secure the Maudes Trophy for Triumph later in the year. Today, Turner’s Tigers are widely recognised as the most stylish sports roadsters of the period and thus are highly sought-after.

Producing a creamy 90mph, the 1937 T90 was a brilliant performer on the road and an absolute stunner on the showroom floor. The genius of Edward Turner and Bert Hopwood is evident throughout this design. The Tiger 90 is, without question, a critical juncture in the history of Triumph motorcycling.

Provenance: From the collection of Don Gordon; registered with The Vintage Club of New Zealand.

1937 OK Supreme Bronze Head ENG. H3172 FRAME. A03 $60,000 - $65,000

Arguably one of the best looking machines of its era the OK Supreme embodied a highly refined design philosophy focused on speed, stability and square jawed good looks. From the wonderful logo and color design to the purposeful cam driven power plant complete with the ambitious Bronze head – the OK Supreme wreaked of intelligent high speed performance.

From an early stage the OK Supreme racing

models were notoriously formidable. In 1922 Walter Handley completed the fastest lap in the Isle of Man TT 250 class at 51.00 mph on a tricked up OK Supreme. Manufactured from 1899, Ernest Humphries lead his company through extraordinary times with his obsession with quality speed and design leading him to acquiring HRD in the late 1920’s. Although production ceased in 1939, a limited number of JAP 350cc racing

machines were available until the death of John Humphries, the son of Ernest Humphries who was one of the founder of OK Supreme. This fine example has been meticulously restored

by Hughie Hancox, one of the world’s most knowledgeable and experienced restorers of fine motorcycling engineering.

Provenance: from the John Howard museum collection.

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62 1938 Velocette Mac 350 ENG. MAC 563 $11,000 - $15,000

In 1934, Velocette released a 350cc ‘high camshaft’ design with enclosed valves. The compact and sprightly machine featured a fourspeed gearbox equipped with the company’s new foot-change mechanism. This was the long-stroke MAC. The MAC proved successful 42

and continued with its rigid frame and, initially, Webb girder forks into the post-war years, giving the adage “Don’t fix what ain’t broke” some real meaning. This example was restored some ten years ago and is in good running order.

1946 Indian Chief ENG. CDF5998 FRAME. CORRECT MILEAGE. 9548 $45,000 - $55,000

BLACK GRACE

If ever there were a machine that captured the industrial design sensibilities of the roaring ’20s, it was, without a doubt, the Indian Chief.

Designed with the throttle on the left-hand side of the machine to allow the police to brandish their pistols in the comic pursuit of all manner of bootleggers and slapper crooks, the Indian Chief was and remains the classic art-deco machine of the 20th century. Inspired at a time when youth culture was ‘the lost generation’ and F Scott Fitzgerald was prolifically writing his most enduring novels such as This Side of Paradise,

The Beautiful and Damned and The Great Gatsby, the Chief was somehow able to sit on both sides of the law and win.

The Indian Chief, designed by Charles B Franklin, in some ways reflects the excesses of Indian’s decades of success. However, the true mark of success in any piece of industrial design is a fine mix of mechanical and aesthetic endurance and endure the Chief did, remaining in production for over 30 years. Throughout that time, the machine enjoyed numerous development improvements including the

pioneering adoption of front brakes in 1928 and no less than 34 colour options thanks to the factory’s connection with E Paul Du Pont who bought the company in 1930. In 1940, the Chief was fitted with the large iconic skirted fenders which have become the firm’s trademark; it also gained a sprung frame that was superior to those of Harley-Davidson. This 1946 Chief is a handsome and comfortable machine. The machine is production-year correct and offers a very straight account of one of the most iconic machines of the late 20th century.

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64 1947 Norton ES2 ENG. B412777 $6,000 - $8,000

MODERN CLASSIC

As an all-time favourite, the Norton ES2 enjoyed a long association with the general motorcycling public. Introduced in 1932, Norton’s ES2 had firmly established its credentials in pre-war years.

The vertical single-cylinder engine shared the same 79mm x 100mm engine dimensions first used by James Lansdowne Norton as early as 1911. The designation ‘ES2’ inspired by the original design where E was for extra cost, S for sports and the 2 was a reference to the second version of the 79mm x 100mm 490cc engine.

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During its hugely successful 34-year production run, Norton’s ES2 upheld all the best Norton traditions and remained popular due to its reliability and ease of maintenance, as well as the traditional design. In 1947, the ES2 introduced an innovative hydraulically damped telescopic front fork and race-developed rear plunger suspension to cope with the +70mph performance of this popular machine.

Provenance: From the collection of Don Gordon, acquired in 1981.

1951 Velocette MAC ENG. MAC16521 $7,000 - $9,000

THE STAYER

It’s 1933 and the MAC is born! And although no one seems able to explain the meaning of the AC designation in MAC, this is of little importance as the mysterious acronym looks and sounds good, just like the machine itself.

The M-series started with a 250cc overheadvalve (MOV) motor. The MAC 350 followed, offering a hair-raising 75mph from its 349cc long-stroke, high-camshaft pushrod engine, which was equipped with short rocker arms which successfully reduced the unpleasant and damaging effects of vibration. The MAC also

offered a four-speed gearbox and started life with a Webb (girder-style) front fork.

The MAC became an instant classic as a smooth, straightforward, slimline, single-cylinder machine: ripe for privateer racing. Evolving over 30 years, the MAC benefited from the marque’s race development and a dedication to high build quality. In 1951, front suspension changed to Velocette’s own tele-fork system; this offered conventional coil springs and oil damping. In June, the engine sprouted a new all-alloy barrel and head (as offered here) with wider fins, better

cooling and an increased compression ratio (up to 6.75:1). Known as the best of the 350s, the MAC was capable of keeping up with any of the contemporary 500s. The MAC epitomised everything rank-and-file riders loved about Velocettes: bulletproof, fast and reliable. It was also capable of sustaining radical reconfiguration and monstrous power output: such was the case with Burt Munro’s record-breaking Velocette.

This machine was registered new in Whangarei (New Zealand) on 27 September 1951.

Provenance: From the collection of Don Gordon

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66 1947 Norton Manx 350 ENG. B10M 10157 FRAME. B10M 10157 $45,000 - $55,000

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This 1947 350cc Manx Norton was first owned

by South Islander Jim Swarbrick who was known as the flying milkman. He entered it in the 1947 Manx GP but never started the race due to a crash in practice. He returned to New Zealand where the Norton was raced by him for a while and then passed to Tom Lamberton, a baker of Hamilton, who used it for a number of years mostly in beach-racing events until it became uncompetitive and was put into retirement. It was then it was purchased by its current owner’s father Bill Holmes in 1965 and was never used as a complete bike. The front wheel and motor were placed into a Featherbed frame and used briefly before it then sat around in parts. In 1986, it was inherited by the current custodian who undertook a complete restoration. It was raced three times during the early days of the Pukekohe Classic race meetings.

The machine offers a bronze skull in the cylinder head and is fitted with 19-inch wheel rims as it became impossible to source tyres for the original 20-inch rims. The carburettor has also been changed from the original remote needle TT to the easier-to-tune TT9 model; the original carburettor is with the machine.

Soldered on the underside of the fuel tank are the scrutineering tags from the 1947 Manx Grand Prix, the first to be held after the war. The left-hand side has 94 over 350 meaning entry #94 in the 350cc race or Junior as it was known then. The right-hand plate has MGP over MAY 47 over 4 3/4 GAL. The engine and frame numbers are matching B10M 10157. This is a remarkable example of one of the greatest names in historic performance racing. Continually developed over three decades, the Manx continues to reek of pure single-mindedness.

CLASSIC motorcycles AND CARS OF THE DAY

PURE BREED

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67 1952 AJS Spring Twin ENG. 52/20977576941 FRAME: CORRECT $5,500 - $7,500

2 UP

One of the first models to provide plush seating for the pillion rider, the Spring Twin was a successful design and considered the flagship cruiser of the day offering all the attributes needed for serious long-distance touring. It was light enough to be easily manhandled, with enough performance to avoid boredom or frustration. With this, the Spring Twin offered comfort, good roadholding, straightforward 48

maintenance requirements, good petrol consumption and utter reliability.

What more do you need in a machine? This example was registered new in New Zealand on 4 April 1952.

Provenance: From the collection of Don Gordon.

1952 BSA Gold Star ENG. ZB34GS3274 FRAME. CORRECT

On Wednesday 30 June 1937, a specially prepared Empire Star 500, ridden by the great Wal Handley, achieved a 100mph lap of the Brooklands circuit on its way to a debut race victory and award of the Gold Star which would give BSA’s new super sports model its evocative name.

Possibly the most successful production-racing motorcycle ever, the post-war Gold Star formed the mainstay of clubman’s racing in the 1950s. In

fact, it was the model’s domination of the Isle of Man Clubman’s TT which led to the event being dropped after Gold Star rider Bernard Codd’s 1956 Senior/Junior double victory.

Bought in 1952 from an Ashburton dealer, this is a classic example of one of the great BSA designs. With correct number and in original form, this is a superior example of one of the great names of 20th-century motorcycle racing – the 500 Goldie.

$16,000 - $20,000

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THE 500 GOLDIE

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69 1956 Triumph T110 ENG. 21299 FRAME. 73365 $12,000 - $16,000

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BLUE GRACE

In 1957 it was the twin carb T110 that set a new 650cc production machine speed record of over 238kph. As a development of the Thunderbird tourer, the T110 prototype performed brilliantly in the 1953 ISDT providing the production version – launched later that year – with invaluable publicity. Off the shelf, the Tiger 110 was advanced and performance focused. The first

Triumph with swinging-arm rear suspension, the T110 came with a revised engine incorporating a stronger crankshaft, high-compression pistons, larger inlet valves and ‘hotter’ cams. The T110 offers classic lines and celebrates the very best of British with its lovely parallel-twin generous geometry. This is a superior example with good provenance.

1957 Velocette Venom ENG. VM1383 FRAME. CORRECT $14,000 - $18,000

ONCE BITTEN Veloce Ltd was founded in 1905 by Mr Johann Goodman and then proudly presided over by his descendants until its demise in 1971. By this time, to be fair, the vast majority of great British marques had finally realised that they had no wish to succumb to plain consumer demands and the great economies of scale the Japanese

industry was bringing to bear on the entire scene. Velocette, like so many other great British factories with astounding race histories, chose death before dishonour. In many ways, the Velocette Venom laid the groundwork for many of Velocette’s great moments on the race track. Indeed, Burt Munro and Duncan

Meikle chose a Velocette power plant to apply to their own eccentric pursuit of maximum speed.

The black-and-gold engineering statement which frames the wonderfully robust 500cc OHV still barks heavy speed from a golden era of street racing.

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71 1957 Norton International Model 30 ENG. 720511 FRAME. 11 72055 $38,000 - $48,000

ONE OF THE LAST

Pared back, refined and continuously influential, the Norton International placed itself at the head of the pack during the early 1930s and remained a permanent fixture in the racing scene. Stubbornly retiring from production in 1957, the Inter has an overhead bevel cam engine which remains a design classic and heavily referenced. Aggressively refined by works racers and intended for pure racing, the International could nevertheless be 52

ordered direct from the family with refinements such as lights and a kick-start-equipped gearbox as offered here. The International remained fundamentally unchanged between 1932 and 1953 when it gained the highly successful Featherbed frame, all-alloy engine and ‘laid down’ gearbox.

With hand-finished build quality and riderspecific specifications, the International was expensive to acquire and, by the mid-’50s,

was being challenged by cheaper parallel twins. With this, the International ceased to be catalogued after 1955 but could still be obtained by special order until 1958; many of the later machines incorporated Manx components. It is understood that this fine example is one of only seven Internationals made to order during 1957 and 1958; this makes it one of the last of the Internationals.

1957 BSA Goldstar $20,000 - $22,000

STAR SPEED For many, the Goldie is one of the great race bikes of the 20th century. It originated from the legendary Brooklands Circuit in 1937 where the great Wal Handley piloted a specially prepared Empire Star which secured a 100mph lap as it made its way to a debut race victory where it was awarded the Gold Star; this christened BSA’s

new super-sport machine. Released to a hungry privateers’ scene in 1938, the Gold Star was adopted by any rider who had serious competitive ambition. Progressively developed by both the factory and the intrepid amateur, the Goldie gained cult status. Legendary dirt-bike pioneer Bill Nicholson brought his handling sensibilities to

the bike in 1952 with the introduction of the muchimproved geometry of the Duplex frame which remained competitive until the factory pulled the pin on the much-loved Gold Star. This example has particular appeal due to its very honest patina that reflects a period of privateers’ racing that has long since disappeared.

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73 1958 Ariel Square Four ENG. CNML1407 FRAME. ET155O1407899 $21,000 - $27,000

PROPER BRITISH This machine represents the final development in the beautiful overhead-valve machine that was first loosely conceived of by Edward Turner in 1928 and finally introduced to the public in 1937. After that, the SQ4 steadily evolved, adopting rear suspension, telescopic forks, the all-alloy engine and, most importantly, a fourpipe exhaust outlet. In this form, it delivered on Edward Turner’s original ambitions of 54

creating the ultimate touring machine of the day with a power plant that delivered “ample power for high-performance riding without undue compression, racing cams or big choke carburettors”. The MKII is smooth, effortless and, above all else, imposing, especially in this original format. With its square-jawed good looks and broad shoulders, the MKII is one of the best-looking machines of its era.

Details such as the chrome tank scallops and that remarkable all-alloy four-cylinder layout capture something quintessentially British (remarkably, without being a parallel twin!). It delivers on Edward Turner’s vision that started with a sketch on the back of a cigarette pack some 25 years earlier to produce “ultimate reliability and performance with minimum attentions”.

1960 Holden FB UTE MILEAGE. 11,830 $28,000 - $32,000

CUTE BEAUT UTE

Australia (not New Zealand) was the birthplace of the car-truck hybrid, which is generically referred to as a ‘ute’: short for ‘utility’ and easier to spell.

Holden Ltd was building truck bodies long before General Motors bought the company in the 1930s – a major part of Holden’s business up to that time had been in providing a variety of vehicle bodies to several auto manufacturers.

As the market matured, the Australian public grew a need for a vehicle they could take to town on that special bench-seat date or drive through the fields for a good old-fashioned cull.

They wanted the best of both worlds. Enter the Holden Ute, officially introduced to the public

in 1951. There were other ute-like vehicles prior to that date, used in part by the military, but all were built on sedan bodies with truck utility beds.

Holden created the first purpose-built ‘from top to bottom’ ute.

The FB for its part was a highly successful design for Holden. Released in January 1960, just two weeks before the arrival of Ford’s XK Falcon, the Holden FB directly reflected the changing taste and style of the ’60s. The ‘Americana’-style dashboard, ‘wraparound’ windscreen, long slung bonnet and living-room interior made for a ute like no other and it remains a design classic. This example is in immaculate condition.

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75 1961

Mercedes 190SL Roadster Eng. 121 921207069 FRAME. 121 04220016430 MILEAGE. 79012 $70,000 - $80,000

SOPHIE’S CHOICE

An early prototype of the 190SL appeared alongside the formidable race-bred 300SL Gullwing coupé at the 1954 New York Auto Show.

With its open grille filled with a big Mercedes star and pontoon fenders featuring ‘eyebrows’ over the wheel openings, the 1955 190SL reset the public’s aesthetic expectation and positioned the SL range as one of Mercedes’ most endearing and long-lasting design movements (Mercedes still designs and produces the SL badge). Under the elegant body lines (the doors, hood and deck lid 56

of which are aluminium) lay a new 1.9-litre, OHC four breathing through twin Solex carburettors to make 120hp. Compared to such contemporaries as the 95hp Triumph TR3 or the 72hp MG MGA, the 190SL wasn’t at all underpowered, but it was significantly heavier than were those traditional sports cars and so it provided a solid boulevard ride. Perhaps if it hadn’t shared showrooms and the spotlight with its bigger brother, it would have been considered among the best sports cars of the era: which, in retrospect, it was. It appealed

to a refined and aesthetically aware market and Jacqueline Bisset insisted that the 1961 SL190 be the hero car in her classic 1973 film La Nuit Américaine. The 190SL stayed in production, virtually unchanged, through to the 1963 model year and, despite critical indifference, the 190SL emboldened Mercedes. This example comes with a new soft top and show tires, overall condition of this classic 20th century design is very good.

One of only 3,792.

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76 1961 BSA Super Rocket A10 ENG. DA10R3295 frame. correct NZ$22,000 - NZ$28,000

FULL BLOOD

The Super Rocket is widely considered to be one of the most desirable British classics. It represents a pinnacle in the development of the fabulous A10 powerplant that had delivered a wicked sense of speed and control to the pilot of the day. In The Motorcycle Magazine review of the day, it was described simply as a “full-blooded sports machine” and, for its time, it was, with the 1961 model offering the new ‘357’ full race camshaft that delivered greater lift, more dwell and instant valve action that delivered peak performance from the 650cc A10. To reflect the ambitions of the pilot, a new 140mph speedo with a twin58

mount tacho was offered. Add to this alloy heads, streamlined inlet ports, racing valve springs, a crankshaft drive supported by special high-duty variable valve springs, oversized inlet valves, a ‘357’ full-race camshaft, an improved free-flow exhaust system and a 1 5/32 Amal monobloc carburettor with a large-capacity air cleaner and you had a very capable motorcycle. The increased power delivery also required that a new clutch configuration be fitted, having a solid forged centre and bonded linings running on heavy-duty roller bearings. For greater stability at high speed, the frame was improved by making all vital tension

points stronger. Exceptionally fast, with excellent handling, the Super Rocket was aimed squarely at the American market and, in 1961, was priced at USNZ$1,200, which made it the only machine BSA produced that was more expensive than the legendary BSA Gold Star. Over the years, the Rocket has earned its reputation for being one of the most successful motorcycle designs of the 20th century. The Super Rocket was, and remains, one of the great swansongs of the British motorcycle industry. It is widely considered to be one of the true classics. Precisely rebuilt in 1991, this machine has had less than 500 miles placed on it since then.

1965 Holden HD MILEAGE. 84,776 $7,000 - $14,000

AUSTRALIAN MADE OZZY GOLD

The year of 1965 was one of high and lows: The Sound of Music premieres at The Rivoli theatre in New York City and becomes a smash hit.

At the same time, the Mary Quant-designed miniskirt appears in London and will be the fashion statement of the ’60s. Australia joins the Vietnam War and Prime Minister Robert Menzies announces that the country will substantially increase its number of troops in South Vietnam, supposedly at the request of the Saigon

government (it is later revealed that Menzies had asked the leadership in Saigon to send the request at the behest of the Americans).

Muhammad Ali knocks out Sonny Liston in the first round of their championship rematch with the ‘Phantom Punch’ and the Grateful Dead, with lead guitarist Jerry Garcia, plays their first concert in San Francisco. Hypertext (the underlying concept defining the structure of the World Wide Web) is invented and Stan Ryan,

then a New Zealand postal worker with a young family, acquires this HD Holden fresh off the showroom floor. He treasures it for 40 years then sells it to a lifelong friend who happens to own a large derelict dairy factory which has collected real old cars over the years. This classic example of great Australian car design is in fine running order. The interior reflects careful ownership as does the motor and running gear.

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78 1968 Bultaco TSS WORKS MACHINE ENG. B100-166 FRAME. CH100-166 $65,000 - 85,000

The origin of the Bultaco motorcycle company dates back to May 1958. Francisco ‘Paco’ Bultó was a director of the Montesa motorcycle company founded in 1944. After several years of steady growth and road-racing success, Montesa moved to larger facilities in 1957. The move was protracted, disrupting production, and was followed by a downturn in the Spanish economy. This slump brought to a head disagreements between Bultó and the other senior director Pere Permanyer. As an economy measure, Permanyer (the majority shareholder) felt that the company should withdraw from racing. Bultó, the driving force behind the racing programme and responsible for much of the company’s technical expertise, was violently opposed. When they failed to reach a compromise, Bultó decided to leave Montesa.

Unsurprisingly, the majority of Montesa’s racing department left shortly afterwards as well. Bultó set up shop in very primitive conditions at an old farm that he owned and things developed quickly. On 24 March 1959, Bultaco held a press conference and launched its first bike, the roadgoing 125cc Bultaco Tralla 101, named after the Spanish word for ‘whiplash’. Just two months later, Bultaco entered its first Spanish Grand Prix and took seven of the first ten places! It was this success that etched old-man Bultó and his team 60

of mavericks into the history books. Attracting young but promising riding talent, such as New Zealand’s very own Ginger Molloy, Bultaco consistently punched above its weight and was considered to be a riders’ team.

Ginger Molloy (born 25 December 1937) is one of New Zealand’s greatest and most wellliked race pilots of the 1960s. He was also one of Bultaco’s most loyal and consistent riders of the period. Encapsulating the spirit and promise of early-1960s’ motorcycle racing, Molloy caught a lift from Huntly and a boat to the Continental circus where, with blood, sweat and tears, he earned a ride with the charismatic and very Spanish Bultaco team. The Bultaco connection can be traced back to ace tuner Frank Sheene (father of Barry) who sourced Ginger his first competitive Bultaco. Competing at the highest level between 1963 and 1970, Ginger competed in more than 370 international events and enjoyed considerable success. In 1966, he won Bultaco’s first-ever Grand Prix, the 250cc Ulster GP, run in torrential rain. What is also not widely known is that 1968 was perhaps Ginger’s best year; he gained 3rd in the 125, 4th in the 350 and 5th in the 250 world titles, all on Bultacos. In 1970, he finished second to Giacomo Agostini in the 500cc world championship. Overall, Ginger Molloy has clocked up 66 international victories.

The machine offered here was built specifically for Ginger in 1967/8. In 1968, Ginger achieved an impressive 3rd place in the world championship on this machine (Phil Read gained 1st place with Yamaha, Bill Ivy 2nd place on another Yamaha). This historic Bultaco has remained in Ginger Molly’s possession since.

Three years ago, Ginger personally stripped down and rebuilt the machine. Further details can be provided on this front. Safe to say, the machine is in immaculate condition reflecting the pragmatic attention that can come only from competing at the very highest level of motorcycling. A full race history for the machine is available on request.

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1969 BSA Firebird 650 ENG: A65FB3183 NZ$9,000 - NZ$12,000

URBAN SCRAMBLER By 1969, the entire production line for the BSA Firebird was allocated to the American market which had developed a taste for well-tuned street scramblers. The Firebird is, without doubt, one of the most handsome BSAs to grace the

streets. It is, for many, a highly desirable piece of metal and, with its strong, well-tempered power delivery and attractive geometry, the 650cc parallel twin is a highly capable machine even by today’s standards. A relative rarity in the UK and

New Zealand markets, the Firebird today is one of the most highly sought-after BSA models and a handsome reminder of the very best of BSA design.

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80 1969 Honda CB750 KO SANDCAST ENG. CB750K 101997 FRAME. CB7501019535 MILEAGE. 330 $28,000 - $38,000

This immaculate CB750 KO sand-cast machine is a history-maker. Because of this machine, Honda, the manufacturer of dinky little 50cc mopeds (refer Lot 82) and a few nifty race bikes, became an international powerhouse of design and engineering. From the distinctive metal flake paint job to the OHC 76bhp transverse four, the CB750 KO looked like something from a James Bond movie and sounded like a jet.

The CB750 triggered a renewed interest in highperformance off-the-shelf road bikes.

The 750 overhead-cam in-line four-cylinder was absolutely unheard-of in the consumer motorcycle market in 1969. Prior to this engine, Ariel had the Square Four, Matchless the Silver Hawk, and even stodgy old Indian had an inline four. But the 750 in this bike had about as much in common with those engines as a modern Formula 1 engine has with a bilge pump – no offence intended. Flat on the tank, a confident pilot could wrangle +200kph.

Reliability was also a critical element. Engines were being run at 6,000rpm for 200 hours on end, and wrung all the way up to their 8,500rpm redline for 20 hours during final development.

The styling was also well thought through – the side profile offers an immediate classical reference; however, as you circle the machine, the four vertically aligned cylinders over the wide crankcase give the CB750 KO a staunch, low-slung line that leaves you in no uncertainty about the premise of this particular machine.

Winning France’s 24-hour Bol d’Or race in 1969 and the 1970 Daytona, the CB put the entire world on notice – the era of production-made super bikes had arrived. This 1969 750 KO sandcast is, without doubt, one of most influential motorcycles ever produced and this is a rare opportunity for the collector of important motorcycles to secure an immaculate example.

Fresh rebuilt with 100% new old stock, as required.

CLASSIC motorcycles AND CARS OF THE DAY

GAME BREAKER

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81 1969 Morris 1300 MILEAGE. 70,644 $2,500 - $4,500

THE GREY CRYSTHANINUM

Rumoured to be a key design reference for the 1963 Ferrari Lusso (refer Webb’s March sale where a 1963 Lusso sold for $1,100,000), the ADO16 (Austin Drawing Office project number 16 – really) was designed by Sir Alec Issigonis. Following his success with the Mini, Issigonis set out to design a larger and more sophisticated car which incorporated even more advanced features and innovations. His 66

success is recorded by the fact that, throughout the 1960s, the ADO16 was consistently the Commonwealth’s best-selling car. In New Zealand, it became known as the ‘land crab’ which, for many an aspiring surfer in the 1970s, was a great term of endearment. Every weekend (and sometimes during the week if the surf was really good), an army of mothers would kindly allow their intrepid sons (and their five mates

waiting around the corner) to spend the day at the beach, which in reality meant tearing (as much as you can in a Morris 1300) out to the coast and then, if necessary, up the beach to their favourite and always isolated break. This machine brings back memories of cold, clean surf, hot fish and chips and mothers who knew exactly where their beloved Morris had been.

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82 1970 Honda Cub 50 $1,800 - $2,500

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NANNA MODERN

Manufactured continuously since 1958, the Cub 50 is the best-selling motor vehicle in the history of mankind. Honda has sold so many of these definitive mopeds – more than 60,000,000 have been manufactured worldwide – that the company has quite literally stopped counting them. Delivering the holy grail in basic economic transport, the Cub 50 is iconic in its simplicity and commitment to a ‘for the people’ design philosophy. The C50 has had a profound, albeit unlikely, impact on late-20th-century development. With its nanna modernist design incorporating plastic bodywork which is easily bent straight and its simple and seemingly indestructible and wildly Scottish/economical four-stroke engine (+100mpg), the Cub is design genius – every home should have one.

1970 Cadillac El Dorado $5,000 - $8,000

COUNTRY LIVING

Cadillac’s El Dorado demonstrates the finely honed body styling of the Cadillac idiom.

Except for the tail-finned late 1950s, no era has defined Cadillac as well as did the excess and opulence of the 1970s. This was a time in which the luxury auto-maker continued to build bigger and bigger cars with ever-increasing engine capacities, despite rising fuel prices and

tightening regulations. Although the Eldorado was almost Cadillac’s downfall at the time, decades later we can sit back and appreciate the results of that typical American unwillingness to back down. This example has seen more New Zealand farm action than boulevard with the previous owner fettling it for luxury paddock transport across their own El Dorado.

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84 1970 Kawasaki H1 MACH III ENG. KAE21246 FRAME. KAE22790 MILEAGE. 16,000 $13,000 - $18,000

100% ORIGINAL Raw and uncompromising, the Mach III was nothing less than ferocious. Aimed squarely at the fearless and idiotic, this Darwinian time machine, designed by Kawasaki, was destined to cull the less-evolved rider out of existence.

Although the production of the wildly aggressive triples formed a tiny part of Kawasaki’s enormous heavy industry business, whose core focus was producing trains, ships and aircrafts, the H1 Mach III is, without a doubt, Kawasaki’s most 70

infamous piece of engineering. It was responsible for changing the vernacular of motorcycling and the terms ‘wheelie’ and ‘tank slapping’ were invented by the exasperated pilots of the Mach III. It had a top speed of +200kph and, with the combination of significant frame flex, negative rear-wheel weight distribution and an extremely ‘abrupt’ power step at 6,000rph through to its redline (8,500–12,000rpm), the Mach III was the most antisocial speed kit you could get your

hands on. It was a truly terrifying experience for the inexperienced and a wonderful gift from the gods of speed to the slightly insane rider of the day. This particular example is 100% original, right down to the authentic ‘tank slap’ trench on the left-hand side of the tank. A great example, the machine hails from a single owner/rider, who obviously survived the sweet wrath of the Mach III on more than one occasion. Registration remains on hold.

1971 Honda CB 500/4 K1 ENG. CB500E-2185312 FRAME. CB500-1041567 miLEAGE. 10,900KM $6,500 - $7,500

Having established four-cylinder credentials with the CB750, Honda undertook the tricky business of making the layout work as effectively in smaller engine sizes. The second type of Honda Four, the CB500 Four was intended to be a more elegant sports bike for the mature rider, which still retained the essence of the original CB750. The compact CB500 Four K1 immediately impressed with its

smooth power delivery and smart-casual two-tone colour scheme. Of course the power unit with its upright bank of cylinders also appealed to the organised man. With a top speed of over 175kph and a competitive price, the CB 500 Four attracted a new breed of modern rider much to the chagrin of the previous generation. Fresh rebuild with new old stock where required.

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86 1971 Honda CB450/2 K2 ENG. CB450E-5046350 FRAME. CB1-20008908 MILEAGE. 17.5KM $4,500 - $5,500

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Engine type: Twin, four-stroke Power: 45.00 HP (32.8 kW)) @ 9000 RPM Top speed: 171.0 km/h (106.3 mph) Compression: 9.0:1 Bore x stroke: 70.0 x 57.8 mm (2.8 x 2.3 inches) Valves per cylinder: 2 Fuel control: DOHC Gearbox: 5-speed Fresh rebuild with new old stock where required.

1971 CB750 K2 ENG. CB750E-2468576 FRAME. CB750-1108746 MilEage. 28,748KM $14,000 - $18,000

Engine: Air cooled, transverse four cylinder, four stroke, SOHC, 2 valve per cylinder.

Capacity: 736 Bore x Stroke: 61mm х 63 mm Compression Ratio: 9.0:1 Induction: 4x 28mm Keihin carbs Ignition: Battery induction coil / electric Max Power: 69 hp @ 8000 rpm Fresh rebuild with new old stock where required.

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“You start thinking about Honda’s CB750’s startling introduction back in ‘69 (remember who won the World Series or who took the Oscar for best actor?) and you admit now as then it was quite a package. The first four cylinder engine (in many years) for public consumption, the first disc brake equipped stock bike, the electric starter, that never before sound and the smoothness. The Mach III and the Honda Four really are responsible for this whole super-bike phenomenon upon us. Different strokes for different folks, you might say, but they were the instigators.” Cycle Guide 1972.

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88 1971 Norton 750 GENUINE Production Racer 1 OF 119 ONLY ENG. 20M138145151 $30,000 - $35,000

ULTIMATE BRITISH TWIN

The Commando Production Racer exists as one of, if not the ultimate development of the motorcycle format the British were to stamp as their own after World War II. To be clear this Production Racer is a box-stock, a genuine factory-built device, and could well be considered the ultimate British vertical twin for the following reasons.

1. Only Norton, of all the British bike manufacturers, attempted to come to grips with the inherent vibration of a big OHV vertical twin, and thus only Norton’s Isolastic-framed Commando, designed by Bob Trigg and launched in 1968, can be said to have dragged the venerable old vertical twin into the post-war world.

2. The Norton Production Racer was the fastest, best-handling, lightest and quickest Commando you could buy.

3. When Tony Murphy took a ‘72 Production Racer to Willow Springs, former Norton factory rep Brian Slark reports, he got the bike around in less than 1:40. Considering that the lap record at the time was around 1:36, the motorcycle had to 74

be taken very seriously as a racing machine.

4. They were hand built by Peter Inchley’s famous “Long Shop” race department team (home to a B-17 bomber wing of the Eighth Air Force, WWII).

5. To turn the street bike rolling-chassis that got delivered from the Andover factory to the Long Shop into a Production Racer, Inchley and development engineer factory racer Peter Williams used an old school run-it-and-see development program fine-tuning the original Wally Wyatt project racer of 1969 considerably.

6. The few bikes that emerged from the Long Shop (estimates vary from less than 100 to less than 120) proved the worth of the machine, because in 1971, ‘72 and most of ‘73, they virtually owned their class in England and Europe. Only the arrival of the Kawasaki Z-l and Honda CB750K (refer Lot 80) put them on their trailers. And, finally: 7. It’s yellow not red.

The Production racer elevated the traditional Commando qualities to their highest pitch. The

engine’s vast reservoir of torque, allowed the Commando pilot to dial his speed as though the 70 bhp twistgrip. The Commando’s fundamental agility was sharpened by the chassis tweaks until the bike was so stable and responsive that it could be ridden anywhere on the track at an optimum velocity. The generous suspension travel gave the Production Racer a soft ride almost unknown among racers of the day, allowing the rider to concentrate on racing rather than just staying aboard. At long tracks notably the Isle of Man— the fatigue-reducing aspects of the Commando played a decisive role.

This particular example is in pristine original condition. Further still it has been signed by Peter Williams – rider extraordinaire and race bike developer and Norman White who was the Longs Shops head mechanic and originally assembled the is machine. This is without doubt a true collectors piece.

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89 1972 Toyota Corolla Levin Racing Car $38,000 - $48,000

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This Toyota is one of three imported by Toyota New Zealand and converted into rally cars for a ‘Team Toyota’ entry into the 1973 Heatway Rally. Graham Carter was the first driver of GG42; the car was then sold to and rallied by Ken Cleghorn. The current owner purchased GG42 in 1989 and spent the next four years carrying out a total restoration of the vehicle. GG42 was then raced around North Island circuits for the next 13 years and also competed in local car-club events with great success.

Engine: • Toyota 2TG – 1,600cc • Modified cylinder head • Larger valves • Cosworth grind camshafts • Cunningham con rods • J E pistons • Crankshaft shot peened and balanced • Lightened flywheel • Twin-plate clutch • Baffled sump • Twin 45 Dellortos • Electronic ignition Gearbox: • Toyota TRD close-ratio kit fitted Differential: • Toyota TRD limited slip • Diff tramp rods fitted • Current ratio: 4.8 to 1 Suspension: • Front struts are coil overs with Koni inserts (adjustable) • Adjustable top mounts and bottom arms • Rear: reset semi-elliptic springs • KYB shock absorbers Brakes: • Vented front Discs with wildwood 4-pot callipers Rear • Solid discs

Toyota Corolla Levin GG42 is registered as a ‘New Zealand Historic Vehicle’ with The Vintage Car Club of New Zealand.

1996/1997 • 2nd Historic Saloon Class • Intermarque Classic Car Series

Toyota Corolla Levin GG42 has a ‘Historic Vehicle Competitor logbook’ and a ‘MotorSport New Zealand logbook’.

MotorSport New Zealand Certificate of Description MotorSport New Zealand Roll Protection.

Homologation.

1998/1999 • 1st New Zealand Saloon Cars • 2nd under 2,000cc Class

Achievements: 1994/1995 • 3rd 0–2,000cc • Intermarque Classic Car Series

Final national race meeting at Baypark Raceway, April 1975 Race 21, Intermarque Classics, 1st place of 20 cars

2000/2001 • 1st New Zealand Historic Saloon Class

CLASSIC motorcycles AND CARS OF THE DAY

DIRT POWER

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90 1973 Triumph X-75 Hurricane ENG. V75V NH00673 FRAME. V75V NH00673 mileage. 13,523 $30,000 - $40,000

WHITE LINES Putting the evocative name aside, the X75 Hurricane is, without question, one of the coolest pieces of industrial design to have been created under any corporate banner. Unveiled in November of 1972, the Hurricane had been commissioned in secrecy by a slightly trippedout BSA executive in the USA, Dan Brown. Craig Vetter, a young bike stylist at the time, was 78

contacted and duly went about his business of creating one of the most distinctive machines of the 1970s’ period. Fluid surf lines capture the deep orange flow on the bike. The flared chrome pipes accentuate and salute the triple’s hi-revving tune. The Hurricane was put into production in June 1972 but, as BSA was in its death throes, the tank badge was changed to

Triumph. Vetter was paid $12,000 for his design but had a difficult time collecting his payment.

Fewer than 1,183 engines were put aside for X75 production but nobody is sure of the total number of machines finally produced. Offering original patina, this example was last registered in 1989.

1973 Laverda SF1 ENG: 750 153 18 1 FRAME. LAV750SF 15318 MILEAGE. 68488 $12,000 - $16,000

WITHOUT PARALLEL

Laverda introduced their 750 parallel twin and – against the odds – it proved to be one of the best. They could hardly keep up with customer demand at first but, by 1972, the competition was much hotter and it came with four cylinders. So, for 1973, Laverda’s 750 twin had the boost it needed, in the shape of the SF1. By this time, sound-level regulations were intruding so Laverda was faced with the conflicting difficulties of increasing gas flow and decreasing exhaust noise. Laverda achieved both with large-diameter exhaust pipes

(1.6 inch) interconnected by a transverse collector box, new-style Dellorto 36mm pumper carbs and a new matching camshaft. These mods lifted power to a claimed 66bhp at 7,300rpm, and top speed rose accordingly to around 117mph. The bike from that particular year is generally regarded by aficionados as the quickest of the SFs. While their handling was heavy, and this was quite typical of the period, not much else cornered more surefootedly than did an SF. Despite the apparently modest power increase, the SF1s were noticeably

faster on nip-and-tuck riding. In the first place, they were fitted with a single Brembo 11-inch disc front brake which, while no more powerful than the old drum, could be used repeatedly without fading. And, in the second place, SF1 acceleration in normal highway use was undeniably superior to that of SF, thanks to a further-lightened flywheel.

The overall look and feel of the SF1 is outstanding and the parallel twin configuration combined with solid predictable handling makes the SF1 a great 1970s classic.

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92 1975 Suzuki RD500 XR14 MARK 1 ENG. RG500 11007 FRAME. RG500 11007 $80,000 - $120,000

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THE REVOLUTION WILL BE 2 STROKED

Halfway through 1973, Suzuki’s general manager of the engineering department agreed to build a revolutionary racing bike. This was not to be a high-spec roadster but a 100%-dedicated machine designed specifically for one purpose – world domination.

Giving themselves a mere eight months to create the game-changing machine, they christened it the XR14 (more commonly known as the RG500). Suzuki employed rotary disc

valve induction and separate geared-together crankshafts driving a six-speed transmission via an intermediate gear. Over-square bore/stroke dimensions of 56.0 x 50.5mm were used and a maximum output of 95bhp at 10,500rpm was claimed. A large amount of attention was given to weight reduction with magnesium and aluminium being utilised at every opportunity. This state-ofthe-art power unit was housed in a conventional tubular-steel duplex-loop frame.

Early in 1974, Britain’s rising star Barry (continued on page 82)

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John Woodley, piloting XR14s, won the Senior Grand Prix at Batyhurst in 1976, 1977 and 1979, but it was his astonishing performance in the 1979 unlimited GP that really wowed the thousands of fans at the mountain circuit.

Dispite giving away 50% capacity Woodley on his RG500 XR14 hounded Graeme Crosby’s 750 Kawasaki and Ron Boulden’s 750 Yamaha for the entire 20 lap race, finishing third - just metres behind the two 750s and sharing a new outright lap record. As well as his numerous successes in Australia and New Zealand, Woodley enjoyed a highly successful international career and also competed in the 1978 Isle of Man TT, finishing ninth in the Senior TT on his debut at the world’s most difficult and dangerous circuit.

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Sheene, winner of the 1973 FIM Formula 750 Championship on a Suzuki TR750, was asked to visit the Hamamatsu factory, where he proceeded to clip 1.5 seconds off the test track record on the new 500 Four, following up with second place in the season-opening French Grand Prix behind Read’s MV. Inevitably though, there were teething problems chiefly associated with engine seizures and wayward high-speed handling. Sheene ended the season sixth in the World Championship and, in the Manufacturers’ Championship, Suzuki finished third: not bad for a completely new machine. With this, 1974 was considered to be a development year for the XR14. It was 1975 that was really going to shift the game with the XR14 going into factory production.

For 1975, Suzuki contracted Barry Sheene and Tepi Lansivuori to race the XR14s. The engine basically stayed the same: 5-port cylinder and bore/stroke 56.00 x 50.5mm but, with fresh tuning, the engine presented 100bhp at 11,200rpm with torque at 6.7kg per metre at 10,500. The XR14 was also given a new and improved frame.

The overall performance of the 1975 RG500 XR14 was now radically good. Its crackly scream drank fuel at a ridiculous rate and, once the pilot hit the +6,000rpm zone, the acceleration up to 11,200 was violent. This was a machine designed for only the most ballistic of pilots and was completely impractical for anything other than top-level racing. Suzuki had succeeded in making a great, glorious and completely berserk machine. Capable of +270kph, the XR14 went on to slaughter its competition and take out world championships – most famously with Barry Sheene on board. Perhaps more importantly, the XR14 was the first machine to

offer independent privateers the opportunity to truly compete with well-heeled corporate teams. From this perspective, the XR14 was a great leveller. The bike went on to win the Riders World Championship in the 500cc class in 1976 and 1977.

Originally imported new and direct from the build factory, this example is bike number 7 (engine and frame numbers 11007). It is stunningly original. The only non-factory-correct elements of this machine are the front brakes which were replaced with Brembo (Lockheed pattern) callipers. This was a common upgrade of the day as the original alloy brake discs had a dubious reputation under extreme conditions.

Initially raced by one of New Zealand’s great 1970s’ pilots John Woodley (‘Gentleman John’, Woodley*), it was acquired from Woodley

by Geoff Sell. In 1987, the current custodian became owner of the machine and undertook a full restoration including of the motor. The crankshafts were replaced and cylinders honed to suit 0.13mm oversized pistons (taking the displacement to 499cc). Since then, the bike has been stored correctly and started every six months. It has done less than 60 minutes’ track time since 1987, most recently appearing at the 2011 Mansfield practice session.

The XR14 was and remains a game-changer.

It certainly positioned Suzuki as the dominant force of the late 1970s and for that deserves the recognition it gets as one of the most successful race-bike designs of its period. Suzuki built a glorious and completely berserk machine which was and remains complex, consistent and influential – the XR14 Mark I – and which, with very few being created, is a true modern classic.

1975 Triumph T160 ENG. T160BK02079 FRAME. T160BK02079 MILEAGE. 360 $22,000 - $28,000

THE MINTA With fewer than 360 genuine miles on the clock and 100% factory correct, this has to be one of the cleanest Tridents available in Australasia.

Returning to Triumph’s signature design lines, the T160 added the aggressive sloping cylinder line (via the deleted BSA Rocket III) in the final year of Triumph production. The T160c was produced in one of Triumph’s more troublesome years and was overshadowed by the newly elected British Industry Minister Eric Varley’s recall of a loan of four million pounds in July 1975 and

the subsequent refusal to renew the export credits of the Norton Villiers Triumph company.

These events threw Triumph into receivership and caused mass redundancies. The T160c is a timely reminder that bad decisions are made through good times and bad. The quality and sophistication of the T160c has outlived both Mr Varley’s controversial decision to pull the rug

out from under the British motorcycle industry and the big-bike trends of the time. It is no wonder that Triumph, having risen from the ashes, returned to the philosophy of the triple for the contemporary rider.

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94 1975 Triumph T160 ENG. T160XK00557 FRAME. T160XK00557 MILEAGE. 3 $28,000 - $34,000

THE MINTERISTS MINTA

This example has only 3 genuine miles on the clock and being 100% factory correct, is one of the cleanest and most original Tridents available in the world. Delivering iconic creamy acceleration the T160 made good Triumph traditions at a time when much of the world had seemingly turned their back on one of the great industrial movements of the twentieth century.

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1975 TRIUMPH T150 ENG. T150VHJ43541 FRAME. T150VHJ43541 MILEAGE. 2,917 $9,000 - $13,000

WORK HORSE

Triumph T 150 V Trident 750 Engine type: In-line three, four-stroke Power: 60.00 HP (43.8 kW)) @ 7250 RPM Top speed: 194.0 km/h (120.5 mph) Compression: 8.3:1 General Comment: The patina reflects the fact

that this machine is an authentic barn find complete with dead mouse in right hand muffler (refer to image above.) The overall condition is complete and period correct. The original paint work is nicely faded. A great start point for a light restoration or simply commission the fluids and running gear and get riding a period classic.

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96 1976 Lotus Elite MILEAGE. 98,290 $7,000 - $9,000

Although retaining the Lotus philosophies of lightweight construction and sporting engines, the company did demonstrate a completely new line of cars in 1976 with the introduction of the Elite. Putting aside its fabulous overall aesthetic, the Elite was powered by an in-line, dual overhead cam, four-cylinder, 1,973cc engine, with 155bhp at 6,500rpm, that linked into a five-speed 86

manual gearbox; the Elite was a well-heeled machine capable of more than 200kph Front coil springs and A-arms, rear coil springs and trailing arms ensured reasonable handling. Front and rear discs ensured good stopping power. Regarding general performance, the Elite is notable in that the stock curb weight is not much over 907kg.

Once the motor reaches its power band, both

acceleration and handling are impressive. In recent years, the engine has had new rings, and big bearings and clutch plates have been replaced. Gearbox bearings and synchro cones have also been replaced. This vehicle comes with a factory workshop manual.

1977 Triumph Silver Jubilee ENG. T140VCP81559 FRAME. T140VCP81559 MILEAGE. 30 $20,000 - $25,000

ROYALLY COOL

In celebration of the Queen’s Silver Jubilee in 1977, Triumph released a special edition based on the standard 750 T140. A silver finish with redand-blue lining was used and was complemented by a royal-blue saddle with red beading. The primary drive and timing covers were chrome plated and the wheel-rim centres were painted

and lined in the traditional manner. The result was a very British machine which quickly established itself as a collector’s item. Only 2,400 examples were built. The previous owner of this machine acquired it brand new in 1977 rode it down the road to his near by home where he subsequently parked it in his living room for 25 years. The

current custodian acquired it from England and has subsequently add some 20 miles to the clock when the weather and inclination happened to suit. Built for the English market with its low slung geometry and modern tank lines this machine has done only 30 miles since new.

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98 1978 HONDA CBX 1000 ENG. CB1-20008908 FRAME. CB1-20008908 MILEAGE. 62,284KM $14,000 - $18,000

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THE MOTHERSHIP

1978: John Rowles was voted New Zealand’s top vocalist and ‘Hello Sailor’ our best band. The first-ever Cellular Mobile Phone was introduced in Illinois and Space Invaders appeared in arcades launching a craze for computer video games aka ‘Spacies’. Sweden was the first country in the world to recognise the effect of aerosol sprays on the ozone layer and banned their sale. The serial killer David Berkowitz, ‘Son of Sam’, was convicted of murder after terrorising New York for 12 months.

1978 was also a great year for muscle bikes with the introduction of the CBX 1000 which, among other things, dispelled any concerns the public may have had about the motorcycle industry succumbing the environmental ‘paranoia’ of the day. Fast, stable and advanced, the CBX was Honda’s hairy-chested mothership capable of catapulting you and whoever was mad enough to jump on the back of the spacious aftquarter, across to the wrong side of 210kph. This immaculate example celebrates the pinnacle of naked muscle bike design. Fresh rebuild with new old stock where required.

1980 Ducati SD900 ENG. 940 425 DM860 FRAME. DM900SD950683 MILEAGE. 80,818 $8,000 - $12,000

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100 1979 Ducati Mike Hailwood Replica ENG: 089 770 DM860 FRAME. DM860SS 900115 MILEAGE. 25,008 $18,000 - $25,000

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1982 HONDA CX650 Turbo FRAME. RC-162000393 MILEAGE. 6,970 $6,500 - $8,500

This bike, a statement of Honda’s engineering expertise and technical clout arrived in its day with great fanfare but was a poor seller: gone from the market within a year. Part of its problem was the fact that the turbo performed actually like a turbo-charge-bull. And that fairing that looks like overkill – well it’s not. At peak boost,

the turbo provides approximately 19psi of overpressure; this nearly doubles the power output of the engine when on full boost. The machine is capable of superb acceleration; however, the rider suffers somewhat from an abrupt and large step in power when transitioning from off-boost to on-boost. Essentially it was a scary bike for

your average Honda rider. With this, it was quickly discontinued and followed by a succession of mundane and, at times, heinous offspring such as the CX500 ‘Custom’ that really did give the ‘Chopper’ a bad name. Today, the CX650 Turbo, capable of +225kph, is a rare and somewhat overlooked classic.

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102 1983 Triumph TSX ENG. SCMO31877 FRAME. SCMO31877 MILEAGE. 10 $18,000 - $22,000

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FRESH STOCK

This is a brand-new example of the now-famous TSX 750 of which only 371 were produced (100 for the US, 200 for the UK and 71 for the rest of the world). Essentially a restyled Triumph Bonneville, the TSX was distinguished by its lowered chassis and 16-inch-diameter rear wheel, with the engine offset in the frame to accommodate this. Other changes unique to the model included a stepped seat, black-coated engine casings and engine with polished fins, restyled passenger grab rail, shortened front and rear painted mudguards (the latter having a black plastic mount for the

vehicle number plate), mirror-polished alloy, short megaphone mufflers, Morris alloy wheels (then made by Performance Machine) and ‘retro’ graphics. Paioli rear suspension units, with plastic top shrouds, were sited at a more acute angle further back on the swinging arm to lower the seat height. A Brembo rear brake was fitted in place of the usual Automotive Products (AP) Lockheed item, which remained at the front. All in all, the TSX was a well-supplied piece of kit for the day and one that now captures a unique and defiant period of Triumph history.

1987 Honda VF1000R Eng. SC16E 2104001 FRAME. HMXSC162100880X MILEAGE. 87, 425 $8,000 - $12,000 When pondering which motorcycles will be considered classic examples of the 1980s period, it is not difficult to rely, with some relief, on the VF100R series. With smaller displacement versions of Honda’s innovative V4 engine that

combustion chamber and squish area was designed to give optimum higher combustion speed and boost power. The innovative oneway clutch, developed in racing, uses a unique mechanism that greatly smooths shifting, reduces back load and improves performance. In keeping with the ultimate sports image of the VF1000R, it has the ultimate suspension combination and handling, even under the most spirited riding, is impeccable. Braking is in the capable hands of dual-floating front discs with dual-piston callipers and a single ventilated rear, all with sintered pads.

Other features such as the endurance racer-style twin headlights, adjustable clutch and front brake levers, full carbonfibre racing fairing and solo seat cowl made the R very desirable.

Its strap-line was “Exploring the Outer Limits” and the VF100R didn’t explore them, it created them.

This is a great example of a true modern classic.

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dominated sports-riding worldwide at the time, and a racing offshoot winning race after race, experienced riders were demanding more and more. The birth of the Honda VF1000R was almost a foregone conclusion. Much of the quality workmanship and engineering that went into the production of Honda’s flagship performance bike really had not been seen before in mass production, making this one truly unique machine in its day.

The power comes from this compact, liquidcooled 90-degree V4 engine sporting accurate, gear-driven double-overhead camshafts and packing a thunderous +125hp. Usually seen only on high-performance racing machines, the gear-driven camshafts run quietly and greatly reduce power loss. Offering unprecedented combustion efficiency, a 10.5:1 compression ratio is employed and, to overcome enginedamaging detonation, a special

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The New Zealand Classic Motorcycle Racing Register Presents:

The 2011 Classic TT

Labour Weekend • October 22nd & 23rd 2011 See New Zealand’s best Classic and Post Classic motorcycle racing action!

Hampton Downs Motorsport Park.

1 hour south of Auckland. • Racing starts 10am. • Adults $15.00 per day • Children under 12 free.

Visit www.nzcmrr.com or www.hamptondowns.com for more information.

MNZ Permit Number 13261.

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CONDITIONS of sale for buyers 1. Bidding: The highest bidder shall be the purchaser subject to the auctioneer having the right to refuse the bid of any person. Should any dispute arise as to the bidding the lot in dispute will be immediately put up for sale again at the preceding bid or the auctioneer may declare the purchaser which declaration shall be conclusive. No person shall advance less at a bid than the sum nominated by the auctioneer and no bid may be retracted.

2. Reserves. All lots are sold subject to the right of the seller or his agent to impose a reserve.

3. Registration. Purchasers shall complete a bidding card before the sale giving their own correct name address and telephone number. It is accepted by bidders that the supply of false information on a bidding card shall be interpreted as deliberate fraud.

4. Buyers’ Premium. The purchaser accepts that in addition to the hammer or selling price Webb’s will apply a buyer’s premium of 15% of the hammer price (unless otherwise stated) together with GST on such premium, which combined sum shall be the total purchase price.

5. Payment. Payment for all items purchased is due on the day of sale immediately following completion of the sale.

If full payment cannot be made on the day of sale a deposit of 10% of the total sum due must be made on the day of sale and the balance must be paid within 5 working days.

Payment is by cash, bank (cashiers) cheque or Eftpos. Personal and private bank cheques will be accepted but must be cleared before delivery of goods will be given. Credit cards are not accepted.

6. Lots sold as Viewed. All lots are sold as viewed and with all errors to description faults and imperfections whether visible or not. Neither Webb’s nor its vendor are responsible for errors of description or for the genuineness or authenticity of any lot or for any fault or defect in it and make no warranty whatever. Buyers proceed upon their own judgement.

Buyers shall be deemed to have inspected the lots or to have made enquiries to their complete satisfaction prior to sale and by the act of bidding shall be deemed to be satisfied with the lots in all respects.

7. Webb’s Act as Agents. They have full discretion to conduct all aspects of the sale and to withdraw any lot from the sale without giving any reason.

8. Collection. Purchases are to be taken away at the buyer’s expense immediately after the sale except where a cheque remains uncleared. If this is not done Webb’s will not be responsible if the lot is lost stolen damaged or destroyed.

Any items not collected within seven days of the auction may be subject to a storage and insurance fee. A receipted invoice must be produced prior to delivery of any lot.

9. Licences. Buyers who purchase an item which falls within the provisions of the Protected Objects Act 1975 or the Arms Act 1958 cannot take possession of that item until they have shown to Webb’s a license under the appropriate Act. 10. Failure to make Payment. If a purchaser fails either to pay for or take away any lot Webb’s shall without further notice to the purchaser at its absolute discretion and without prejudice to any other rights or remedies it may have be entitled to exercise one or more of the following rights or remedies: a. To issue proceeding against the purchaser for damages for breach of contract.

b. To rescind the sale of that or any other lot sold to the purchaser at the same or any other auction. c. To resell the lot by public or private sale. Any deficiency resulting from such resale after giving credit to the purchaser for any part payment together with all costs incurred in connection with the lot shall be paid to Webb’s by the purchaser. Any surplus over the proceeds of sale shall belong to the seller and in this condition the expression “proceeds of sale” shall have the same meaning in relation to a sale by private treaty as it has in relation to a sale by auction. d. To store the lot whether at Webb’s own premises or elsewhere at the sole expense of the purchaser and to release the lot only after the purchase price has been paid in full plus the accrued cost of removal storage and all other costs connected to the lot. e. To charge interest on the purchase price at a rate 2% above Webb’s bankers’ then current rate for commercial overdraft facilities to the extent that the price or any part of it remains unpaid for more than seven days from the date of the sale. f. To retain possession of that or any other lot purchased by the purchaser at that or any other auction and to release the same only after payment of money due. g. To apply the proceeds of sale of any lot then or subsequently due to the purchaser towards settlement of money due to Webb’s or it’s vendor. Webb’s shall be entitled to a possessory lien on any property of the purchaser for any purpose while any money remains unpaid under this contract. h. To apply any payment made by the purchaser to Webb’s towards any money owing to Webb’s in respect of any thing whatsoever irrespective of any directive given in respect of or restriction placed upon such payment by the purchaser whether expressed or implied. i. Title and right of disposal of the goods shall not pass to the purchaser until payment has been made in full by cleared funds. Where any lot purchased in held by Webb’s pending i. clearance of funds by the purchaser or ii. completion of payment after receipt of a deposit the lot will be held by Webb’s as bailee for the vendor risk and title passing to the purchaser immediately upon notification of clearance of funds or upon completion of purchase. In the event that a lot is lost stolen damaged or destroyed before title is transferred to the purchaser the purchaser shall be entitled to a refund of all monies paid to Webb’s in respect of that lot but shall not be entitled to any compensation for any consequent losses howsoever arising.

11. Bidders deemed Principals. All bidders shall be held personally and solely liable for all obligations arising from any bid including both telephone”and absentee bids”. Any person wishing to bid as agent for a third party must obtain written authority to do so from Webb’s prior to bidding.

12.”Subject Bids” Where the highest bid is below the reserve and the auctioneer declares a sale to be “subject to vendor’s consent” or words to that effect the highest bid remains binding upon the bidder until the vendor accepts or rejects it. If the bid is accepted there is a contractual obligation upon the bidder to pay for the lot.

13. SALES POST AUCTION OR BY PRIVATE TREATY The above conditions shall apply to all buyers of goods from Webb’s irrespective of the circumstances under which the sale is negotiated.

Bidding Slip For absentee bidders on lots in THE CLASSIC MOTORCYCLEs & CARS OF THE DAY sale - OCTOBER 19 2011 Please bid on my behalf at the above sale for the following lots up to prices recorded below. These bids are to be executed as cheaply as is permitted by other bids or reserves if any. * I agree to comply with the Conditions of Sale as printed in the catalogue. I understand that in the case of a successful bid on items in the Classic Motorcycles and Cars of the Day sale a buyers premium of fifteen percent (15%) will be added to the hammer price and that GST is charged on the premium. On major lots customers may prefer to bid by telephone. Please enquire regarding this service which Webb’s carry out at no charge.

lot no.

catalogue description

Bid*

MR/MRS/MS

initial

surname/company

home pH

business ph

mobile

facsimile

email address

postal address

contact name

ARRANGEMENTS FOR PAYMENT: I agree to pay immediately on receipt of notice from Webb’s of my successful bid. Payment will be by cash cheque or bank transfer. I will arrange for collection of my purchases or I agree to pay for packing and freight costs incurred by Webb’s in having any purchases forwarded to me. In order to avoid delay in clearing purchases Buyers who are unknown to us are advised to make arrangements for payment before the sale or for references to be supplied. If such arrangements are not made cheques will be cleared before purchases are delivered. Bank details are as follows: Peter Webb Galleries Ltd 030104 0448184 03. Swift code for international payments is WPACNZ2W. Please record sale and buyer number in payment. * Webb’s will do its utmost to carry out bidding instructions for absentee bidders.

It will not be responsible however if circumstances prevent it doing so.

SIGNED & DATED

97

CLASSIC motorcycles AND CARS OF THE DAY

lot

98

lot