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18 Manukau Rd Newmarket PO Box 99251 Auckland, New Zealand Ph:  09 524 6804 Fax: 09 524 7048





ThE auction and viewing is to be held at Shed 5, top deck, 90 Wellesley Street, Auckland Saturday 31 March 2012 2.00PM PREVIEW: FRIDAY 23 MARCH 6PM – 9PM DAILY VIEWING: FROM THE 23RD - 31RD MARCH 9AM - 3PM OTHERWISE BY APPOINTMENT CONTACT NEIL CAMPBELL: 021 875 966 COVER: LOT 45 1974 Yamaha 250 MX $500 - $1,000 BACK COVER: LOT 66 1929 BSA Sloper $12,000 - $18,000 INSIDE FRONT: LOT 79 1957/59 Triumph Cub Racer $2,500 - $5,000 LOT 93 1974 JAGUAR MK III E Type V12 Roadster $100,000 - $150,000

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.

FOREWORD When asked which industries, if any, had inspired him, Steve Jobs pointed to the automotive companies of the mid-20th century. His admiration for the designers was also clear; he appreciated the personality that is often found in vintage machines. Jobs lifted the idea that brand values not only had to be expressed within the design itself but also had to be experienced by the customer at every level. When considering the entrepreneurial skills of the early industrialists of the automotive scene, one is also struck by the extreme level of drive these men actually had. And although the banks more often than not closed down some of the best in the business, it was the designers, engineers and private investors that made things happen. In many ways, the Dort (Lot 64) encapsulates this theme. This car has a direct relationship with the two men who established GM in 1908: Billy Durant and Josiah Dallas Dort. Dort and Durant underscored the singular intent and vision of an entire generation of entrepreneurs who were comparable to the likes of Jobs; in reality, they helped change what the people of that time thought was possible. Putting collections together always encourages one to consider what makes a great bike. In many cases, of course, it’s the rider. The decision to place the MX250 (Lot 45) on the cover was based on this premise. Coming from the collection of Douglas Robert Johnson, this MX250 show signs

of hard-core riding. Competing in the motocross scene of the 1970s, Johnson often duelled against Hugh Anderson who was a great friend off the dirt and a significant competitor on it. The MX250 certainly is not the most prestigious machine on offer; however, it does capture something about the essence of simply being into bikes. There is something deeply appealing about this class of machine. Like the 1950s’ period racer (Lot 79), it reeks of the backyard camaraderie and track-day competition that encouraged the pilot to test his set-up and raw ability against the rest of the field. There is also a modesty in this class of bike which must beguile the modern race scene which is full of laptop-tuned bullets that offer more corporate signage than character. On another tip altogether is the immaculate 1929 Triumph Horsman (Lot 67) – this is another machine that defines itself by the rider/tuner/ engineer who was responsible for its making. Mr Horsman had the knack of taking a great design and making it better; for this reason, Triumph acquired Horsman’s designs. This machine reflects a 10-year project that has seen this very rare and capable machine being brought back to concourse specification. Another great machine is the 1914 Quirk Mona 600cc (Lot 62) which is one of the rarest machines we have ever come across. It was made in New South Wales, Australia, and it is thought that

only about 90 of these machines were ever made. The motor configuration was based on the 4hp Douglas; however, the Quirks Mona offers many unique and advanced features for the day and the build quality appears to have been extremely high. This machine was previously in the collection of well-known Australian bike man Paddy Ryan from Parramatta. The current custodian acquired the machine from Paddy in 1970 (as the newspaper stuffing attests). It is the one known example of the only Australian-made motorcycle ever produced. The range of cars is also well informed. From the historic and obscure 1915 Dort (Lot 64) to the iconic and immaculate 1974 E-type Jaguar (Lot 93) to the postmodern classic brute that is the GT-R Nismo (Lot 100), there are all periods of design represented. Another remarkable example is the selection of machines from the Mark Ball collection – his 1940 Chrysler Roadster (Lot 71), in particular, is stunning. We look forward to seeing you at the viewing.

Neil Campbell Managing Director, Webb’s



Webb’s is pleased to announce Australasia’s first exhibition by Ron English. Widely considered to be one of the forefathers of modern street art, English first rose to prominence with his ‘liberated’ billboards of the 1980s where

commercial billboards were illegally altered so that they broadcast political messages. Notably, English’s unique imagery was featured prominently in the documentary Super Size Me and on album covers such as The Dandy Warhols’

Welcome to the Monkey House and Chris Brown’s F.A.M.E., and in the permanent collections of Whitney Museum, New York, Everhart Museum, Pennsylvania, Mauermuseum, Berlin and Museum of Contemporary Art, Paris.










1. BSA pERIOD RACE BUCKET $1,500 - $2,500



13 Carburetors $200 - $400




Royal Enfield CIRA 1950

14 Carburetors $100 - $150


Royal Enfield

valves, cams, oil 15 Sprockets, pumps

$1,500 - $2,500

$3,000 - $5,000

gear box complete, crank cases, early hand change, light weight gearbox $50 - $100


350 BSA crank cases


500 BSA motor parts

$200 - $400

$100 - $150

internals 16 Gearbox $100 - $200 clutch plates 17 BSA $100 - $150

incomplete $100 - $200

and rings 18 Pistons $200 - $400


BSA pre-war gear box 4

brake backing plates 19 BSA $40 - $80


W M 23-296 motor


250 BSA motor parts


KB26 engine, crank cases, heads, piston

$400 - $600

without internals $100 - $200

3 boxes $100 - $200

$200 - $400

fly wheels, crank 11 BSA shafts, big ends, conrods $80 - $180

gearbox casings 12 BSA $300 - $500

cases 20 Chain $200 - $300

21 Spokes $50 - $100 bulbs and spark 22 Electrical plugs $20 - $40

drive, hand grip, 23 Speedo foot pegs, hand levers $40 - $80

and generators 24 Mags $400 - $600

crank case barrel and 25 B31 head $20 - $40

gear box 26 Albion $800 - $1000 Terrier parts and 27 Triumph motorbike $300 - $500

tanks 28 3$80collection - $100 tanks 29 3$80collection - $100 tanks 30 3$80collection - $100 tanks 31 3$80collection - $100 seat 32 Spring $50 - $80 forks 33 Girder $300 - $600 bolts, engine plates 34 Pegs, $50 - $100 parts 35 Frame $50 - $100

36 Headlights $40 - $80 project frame 37 Triumph $200 - $300


and rims 47 Tyres 18 inch TT 100; 7 Japanese; 8 British; 3 un-spoked rims; 4 TT tyres; 1 BSA wheel hub $1,000 - $2,000

5 BSA frames 350 BSA comlete HB24, BSA not complete E1; BSA not complete HB24; BSA not complete JB24; BSA bent BB31 $400 - $800

40 $1,000 - $2,000

BSA custom

41 Coventry-Eagle not complete + associate parts + engine $1000 - $1500

42 not complete. HB21-251 - ex race 250 BSA

bike, racing number 219 $1,500 - $2,500

Yamaha 43 XT200 circa 1981, mono shock $500 - $1,000

44 first with magnesium cases

1974 Yamaha dt 250 Trials $500 - $1,000

Yamaha 250 MX 45 1974 frame no. 364-005218 $500 - $1,000

Terrier 150 - 175 46 Triumph and box of bits, early 1950’s $200 - $400


Two rollers - manual + electric Rolling road (race bike starter) $300 - $500


badge 50 AA $50 - $100 “MERC 1” PERSONALISED PLATES 51 $2,000 - $3,000 SIGN 52 CERTIFIED Original enamelled tin sign H.1100mm, W.2300mm $800 - $1,000

REGULAR SIGN 53 MOBIL Original enamelled tin sign H.300mm, W.350mm $200 - $300

GILLETTE TIRES SIGNS 54 TWO Original enamelled tin sign H.180mm, W.345mm $200 - $300

GASOLINE SIGN 55 SINCLAIR Original enamelled tin sign H.345mm, W.305mm $150 - $250

SIGN 56 PENNZOIL Original enamelled tin sign H.460mm, W.610mm $200 - $300

of Power Sport riding 57 Set leathers Complete with boots and gloves. $100 - $200

of Power Sport riding 58 Set leathers Complete with boots and gloves. $100 _ $200

modern helmets 59 Three Shoei, Can and Sahrk $100 - $200

of vintage motorcycle 60 Set boots New Zealand Made $100 - $200



project bike 38 Unknown $200 - $300


lot 12


1914 Hobart From the private collection of Mark Ball. $10,000 - $15,000

Engine numbers 272 and 397 $15,000 - $30,000

One of None

Extremely rare, the Quirks Mona was the only motorcycle designed and built in Australia. This package comes as one bike partially dismantled and another set of parts that appears to constitute a second machine. Refer introduction page 3.




1915 Quirks Mona 600


lot 14


1915 Excelsior Big X $68,000 - $88,000

The legend of Excelsior begins in 1876 and, by the time they had built their first motorcycle in 1905, Excelsior had 30 years of experience in engineering frames and bike components. Of course, the first bike they built was a speed machine. It was not until 1910 that their iconic 1000cc V-Twin was introduced to an unsuspecting market. With Jake DeRosier piloting the beast, it set a world speed record of 94mph. Soon after this, the Schwinn Company bought Excelsior. Two months after the acquisition, Excelsior became the first motorcycle to officially ‘turn the ton’. In 1913, it was the first motorcycle to offer “complete control in the handlebars” and, by 1914, Excelsior was proving to be one of the most successful manufacturers of motorcycles in the world. As production had increased to meet the demand, a new factory became necessary; it was state of the art for the time and included a test track on the roof! In 1915, Excelsior delivered the cream with the release of the now-legendary 1,000cc ‘Big Value X’ which was also the first three-speed machine. It was advertised as the ‘Fastest Motorcycle ever’ which, in 1915, was nothing more than a truism. This example is believed to be one of only three that were brought into New Zealand. It originally belonged to Frank and Harry Limerick who were pioneering cycle agents based in Waipawa; it is said that they had trouble selling it because of its excessive power for the day. Its extremely high compression also made it a handful to get going so, with this, they swapped it with Cliff Wyman who at the time had a Rudge Multi. Legend has it that Cliff Wyman was more than happy with the swap and loved to tune up the Big X. It is said that he got the machine over the 100mph mark at the Otane racecourse (two up!). As the years went by, the Big X slowly fell into the barn and came very close to being a donor for a mate’s boat. Enter Rex Scarrott (c 1950) who caught wind of this and convinced Cliff to sell him the bike to ensure it remained intact. From here, the bike

was used well and celebrated as a classic piece of American iron. The current owner acquired the machine directly from Rex who was a close friend. Putting aside the iconic nature of the Big X, this machine has a special place in New Zealand motorcycling history and reflects the affection we have for things well made – which happen to go like hell. With only four owners from new and one of only three New Zealand-new examples, this historic piece of engineering is a wonderful opportunity for the true collector of New Zealand motorcycling history.







$15,000 - $30,000

The significance of this car rests not so much in its rarity but in the fact that it underscores the efforts of two of the most influential industrialists of the 20th century. William ‘Billy’ Durant (founder of General Motors) and his close friend and ultimate investor/financier Josiah Dallas Dort together made pivotal decisions on the development and financing of the Buick Motor Company, the beginning of Chevrolet and the founding of General Motors – in essence, they founded and shaped the modern car industry. Established in 1886, Durant-Dort Carriage Company was, by 1900, the largest producer of horse-drawn vehicles in the United States. In 1906, the company’s peak year, it produced 56,000 vehicles. Durant and Dort envisioned creating a large automobile company that would manufacture several makes and control subsidiary component-making companies, much as DurantDort had done in the carriage-making world. In 1908, the pair founded General Motors and soon owned not only Buick, but Cadillac, Oakland Motor Car and Oldsmobile. This rapid expansion placed GM in a dangerous position and this led to Durant being pushed out and replaced by a certain Mr Nash. With his nose out of joint, Durant immediately went into partnership with Louis Chevrolet and started the Chevrolet Motor Company. He quickly used the money he made with Chevy to purchase a controlling interest in

GM; this way, he returned the favour to Mr Nash, replacing him as President in 1916. Such was the drive of the man and his friends. During the same period, Dort had decided to focus on the production of automobiles by his Dort Motor Company. His first car was the 1915 Dort, as seen here. The company was headquartered in the old Durant-Dort Carriage Company office but he expanded its manufacturing beyond the Durant-Dort factories. The company shipped 9,000 cars in its first year; however, Dort died unexpectedly and the sudden leadership vacuum, coupled with intense competition, caused the firm to shut its doors. Dort’s commercial partner and friend Durant went on to lose vast sums of money in the following years and eventually relied on a small pension provided by General Motors whilst managing a bowling alley in Flint, Michigan, where it had all begun some 80 years earlier. Dort and Durant in many ways underscored the singular intent and vision of a generation of entrepreneurs who are comparable to the likes of Apple founder Steve Jobs; in reality, they helped change what we thought was possible. It is also no coincidence that all of these men believed in the value of vertical integration of the supply chain. It was perhaps this concept that Dort and Durant understood best. Perhaps this is their legacy.




1915 Dort


lot 18


1917 Merkel Motor Wheel $8,000 - $12,000

$12,000 - $18,000

The Original Sloper

The history of BSA predates the motorised age considerably. Its roots go back to the time of King William III who, in 1692, attempted to improve the fire power of the army by drawing up a contract between the Board of Ordnance and five Birmingham gunsmiths. This ‘contract’ continued for many years and, on 7 June 1861, the Birmingham Small Arms Company was formed; by 1863 a factory had been built at the Small Heath site on the outskirts of Birmingham.

In 1880, the company started to make cycles whilst retaining the ‘Piled Arms’ symbol that had become known throughout the world. Whilst rival factories pursued racing success to ensure popularity, BSA concentrated on producing wellpriced, good-quality machines in volume in order to enjoy the economies of scale. Announced in August 1926, the Sloper was introduced in 1927. With its overhead value cylinder angled forward, the Sloper’s low rakish looks were in tune with the times. With a wet sump, saddle tank and a

90-degree value angle, the S29 was absolutely up to the minute. Producing 18hp, capable of delivering a respectable 120kph and priced at 47 pounds, the Sloper was an immediate success and what it lacked in speed it made up for in style. Selling over 80,000 units, the BSA Sloper proved to be a company favourite and suggested that the public’s aesthetic eye was maturing. The S29 laid the foundations for what was to evolve into the fabulously aggressive and well-balanced BSA ‘Gold Star’.




1929 BSA Sloper



67 1929 Triumph Horsman $25,000 - $35,000

Horsman Power

Triumph’s first ‘modern’ motorcycle, the 500cc twovalve two-port ohv Model TT, was developed by Victor Horsman, a Brooklands racer/tuner of the day. His design superseded the Riccy Model R which was subsequently dropped. Horsman’s two-valve design would be the basis of Triumph engine design until Val Page’s models in 1934. Between 1923 and 1926, Victor Horsman developed and raced his own version of an overhead valve cylinder. By 1924, he had also built a new frame geometry. With displacement variations of this engine of 498cc, 596cc, 599cc and 607cc, Horsman broke many British and World solo and sidecar speed records during 1923 and through to 1926. It 20

was not long before Triumph approached Horsman and negotiated the acquisition of his design for £1,500. Triumph immediately announced that they would be putting the famous ‘Victor Horsman’ Triumph into production. Thus, in October or November 1926, they commenced the production of what was debatably Triumph’s most-successful sporting Vintage Triumph. It was certainly Triumph’s first modern motorcycle that offered a 500cc twovalve, two-port, OHV Model TT. The Model TT continued for the 1928 season, unchanged apart from a Doherty quick-action twist grip being a standard fitting and the fuel tank changing, with all other 1928 models, to the new colours of black with saxe blue (sky/pale blue)

panels. Also, the previous nickel-plated wheel rims became gold-lined black. Most Triumph models had their flat-tanks replaced by saddle tanks for 1929, and the Model TT was no exception; with the saddle tank, it was renamed as the Model ST (Saddle Tank!). It is believed that approximately 450 model ST’s were produced. The number was surprisingly small and this may have been because the speed limit of the day was a grim 20mph; which was entirely irrelevant to anyone capable of piloting this high-performance period piece. This rare example has undergone a complete ground-up restoration by Auto Restorations of Christchurch. It is immaculate.




lot 22


1936 Morris 8 Sedan $11,000 - $14,000

$10,000 - $20,000


In terms of barn finds, you do not often come across better than this. Essentially complete, this is one of the rarest machines Webb’s has had the pleasure of offering. It has been owned by the same family since 1958 and legend has it that this machine is one of only three ever produced by the highly admired Excelsior (UK) marque which, during the 1930s, produced some of the most desirable high-performance machines of the

day. Designated the G9, the 350cc powerplant was designed by the very capable Blackburne engineering factory which, at the time, had a reputation for building fast and reliable motors (in 1933, Excelsior produced a winning motorcycle with a special Blackburne engine known as the Mechanical Marvel – so called because of four radial valves opened by twin high-camshafts using push-rods and rockers, twin carburettors and drysump lubrication). However, as was pointed out

to me by a certain Mr Barnes, 1936 was the last year of Blackburne engine manufacturing and it is likely that the last engines were cast and built in Birmingham and erected at Excelsior; this further reinforces the rarity of this machine. Thanks also to a certain Mr d’Orleans for helping me out on this one, such is the rarity of this machine. And good luck to the future custodian of the G9; its design lines and overall intent are genuinely focused. From the collection of Douglas Robert Johnson




1938 Excelsior Warrior G9




1938 Morris 8 Sport $18,000 - $26,000

For the People

Inspired by the popularity of the Ford Model T and aimed squarely at the commonwealths aspiring middle class the Morris 8 opened up travel for the people. The ultimate success of the Morris lead to it regaining its position as the Commonwealths largest motor 24

manufacturer. This fine examples comes from the Mark Ball collection and is in fine running order, being warranted and registered, as is lot 71 which also hails from Mr Balls immaculate collection.

Big Red

$90,000 - $120,000

On cusp of war car production in America was a fairly half hearted affair in 1940. With this the manufacturers relied on 1938 – 39 designs when it came to 1940 and 1941 production runs. You can seen this in the lines of Roadster which are classic art deco in reference. This immaculate example was originally export to Argentina in

1940. It was found by its current owner in 2003 and exported to Auckland where it enjoyed a ground up restoration. The level of finish reflects receipts in excess of $100,000. Having won a number of show events this rare machine has been acknowledge as one the best. From the Mark Ball Collection




1940 Chrysler ROADSTER




1941 Indian Scout 741 $19,000 - $25,000

Scout’s Honor

Produced between 1920 and 1949, the Indian Scout rivalled the Chief as Indian’s most important model. Lean, economical and powerful to boot, the Scout proved exceedingly versatile and captured the design mood of the day where function and form were demanded in equal parts. However, by 1932, the depression was taking its toll and costcutting led to Indian designing a new basic frame for 1932 that would form the basis for the Scout, Chief and Four frames. The 1932 Standard Scout, 26

which was based on this new frame, was stronger but heavier than was the previous model with the 101 frame and was less competitive. As a result, the negative reaction to this Scout led to the creation of the Sport Scout of 1934 which offered a light frame, girder forks, improved carburation and alloy cylinder heads. In 1937, the Sport Scout won the first Daytona 200. Ironically, the bulletproof design of the Indian Scout meant it was consigned, by popular demand, to frontline action during WWII. The most

common military version was known as the 741, which was its VIN designation. This immaculate example has been rebuilt from the ground up with the engine being completed by BC Motorcycles in Papakura. All parts of this machine are original or were directly patterned as required. It has been converted to 12 volt for modern conditions. Revitalised to reflect the Scout’s true pre-war colours, this Scout is a wonderful example of the very best of US design – elegant, robust and Indian.




73 1951 TRIUMPH Thunderbird $18,000 - $25,000 Matching numbers, dispatched to New Zealand 7 September 1951 to TKM Auckland (according to factory records).


Announced in 1949, Triumph’s 650 Thunderbird was first in the field with a 650 parallel twin. Turner had travelled the US and come back with demands from the local race fraternity for more power. A spectacular launch stunt saw three Thunderbirds lap the banked MontlhÊry circuit in France at over 90mph for 500 miles, after which they each achieved a flying lap of 100mph-plus and were ridden back to the Meriden factory: a quite outstanding achievement. The T6 was etched into popular culture and carried the leader of the The Black Rebels Motorcycle Club, Johnny Strabler (Marlon Brando), into Carbonville, California. With its 28

aesthetic lineage reaching back into the art-deco period, the Thunderbird remained in production in fundamentally its original form, though with progressively updated cycle parts, until the arrival of the unit-construction 650 range in 1962. The last year that Triumph was fully owned by Triumph Engineering was 1951; BSA purchased Triumph shortly after this bike was made. This example has been converted to 12-volt (sealed gel battery) Pazon electronic ignition, duel coil. It has a Paul Goff high-output British-made dynamo armature and a high-spec electronic regulator; both are contained in the original housing. These are the

original rods and crank, with white metal bearing and crank work by McCombs, Christchurch. There are 20 over pistons, new valves and springs, new camshafts and updated ramps. Paintwork is by Bazel Gowenlock; sprung hub was overhauled by Joe Hannah (SprungHub Enterprises). It includes original magneto and gears so it can be converted back if required. It has the correct Avon tyres. This immaculate T6 is a very fresh restoration; the bike has been started once, specs set and run through the gears. It needs to be run and the fluids changed after 200 miles.

1951 Panther 600cc

$12,000 - $18,000

In 1932, the Panther Model 100, an OHV 600cc single, was launched. This heavyweight single ‘sloper’ was the epitome of the big British banger ‘firing once every lamp post’. Promoted as ‘The Perfected Motorcycle’, it was noted for innovation for most of its history. However, this reference had a touch of irony by 1950 when the marque reintroduced the manual advance/retard. Putting this Britishism aside, the Panther 100 remains an

awfully handsome and torque-soaked machine. Its build quality remained a benchmark for decades and its simple and fairly robust powerplant continues to inspire enormous enthusiasm in its owners. These factors, combined with relatively low cost, make the Panther a rare and desirable classic. This example comes from a long-term South Island collection and has been well maintained over the years.




Solid State




1951 Sunbeam S7 DELUXE WITH SIDECAR $12,000 - $16,000


The Sunbeam S7 and S8 were designed by Erling Poppe and based on the BMW R75 designs that were acquired by BSA (together with the full rights to the Sunbeam brand) at the end of World War II. The machine was built in Redditch and the engine layout was an unusual in-line 500cc twin which drove a shaft drive to the rear wheel. The early S7 was expensive and over-engineered; the S7 De Luxe and the S8 were redesigned to reduce expense and complexity, while retaining many


of the innovative parts of the early Sunbeam and updating some ideas such as the rubber-mounted overhead-camshaft engine, shaft drive and plunger rear suspension. Described as ‘The world’s most magnificent motorcycle’, it was priced at £222.0s.0d. This example is in fine running order, is warranted and registered and comes with a personalised plate 51S7. The sidecar is also in very good condition and is period correct. The complete unit has done 2070 miles since a full restoration in 1996.



76 1954 BSA B31

$6,000 - $8,000



77 1955 Universal b50 METEOR 680 CC supercharged $15,000 - $20,000

Super Charged

Very rare the Universal motorcycle reflects all that you might expect from Swiss engineering with the build quality being extremely high throughout the entire machine. Approximately 900 of these machines were built between 1950 – 1957. Manufactured in 1954 this machine was registered in England in 1955 (the log book certificate from 32

England comes with it). Shaft driven the Universal delivers a smooth and articulate power. Further still the engine totally enclosed with an aluminum in the same manner as Bugati As the deluxe version it comes with a twin seat with a smart built in carrier system. Restored in 1983 the bike has travelled less than 400 miles since. Numbers correct.

$15,000 - $25,000




1959 Triumph Bonneville



79 1957/59 Triumph Cub Racer $2,500 - $5,000


Brasso Classic

There is something deeply appealing about this class of machine. It reeks of backyard camaraderie and track-day competition that allowed the pilot to test his design, tuning and raw ability against the rest of the field. There is also an underlying modesty in this class of bike that must beguile the race scene of today which is full of laptoptuned bullets that offer more corporate signage than anything else. Standing in contrast to the general classic scene, originality is not what you

look for in this class of bike. It is the sum of the parts used: the authorship of the machine. This period racer has a ’57 frame and ’59 engine and John Anderson built it in the mid-1970s. Wellconstructed and looking the business, it features a hand-built aluminium oil tank and battery box. Reputedly raced by Anderson’s wife, it has very heavy compression and lumpy cams and, of course, runs on methanol – it was not designed as a pub runner but an ‘on any Sunday’ classic. Note the old Brasso can for the oil catchment!

1961 BSA Super Rocket $15,000 - $20,000


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 twin-

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.





lot 36


1960s BSA 350 racing bike From the collection of Douglas Robert Johnson. $2,000 - $3,000

1964 Works Bultaco 244cc 6 SPEED

Ramon was the No 1 development rider for Bultaco during the early sixties, and a brilliant pilot. Honda tried to contract Ramon, but being a Spaniard he lived for the Bultaco factory and declined the offer. Ramon won numerous international races on the Bultaco during the 1964-65 seasons and would often duel with Phil Read who during this period was piloting 4 cylinder Yamaha’s. Tragically, he

died as a result of a crash during local races in Spain at the end of 1965. Bultaco retired the bike immediately. However, it was on sold to an Aussie rider, Barry Smith (Derby factory rider in the 50cc class), at the end of the1965 racing season. This machine was tracked down in Aussie in the mid 1990s, and restored by the current owner Ginger Molloy.

Experimental Bike – rider Ramon Torras Max Revs 10,000. More than 30 hp. $50,000 - $70,000




Rag to a Bull


lot 38


1969 Buick Electra $14,000 - $18,000

$22,000 - $28,000


This immaculate CB750 KO machine is a historymaker. Because of this machine, Honda, the manufacturer of dinky little 50cc mopeds 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 high-performance off-theshelf 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. Mileage 330.




1969 Honda CB750 KO



85 1971 Triumph Trailer Blazer $4,000 - $8,000

Street Scrambler

Unrestored / less than 4000 km on the clock. 40


$20,000 - $30,000

Produced since 1960, the Ford Falcon is nothing less than iconic and the venerated XY model (released October 1970), for many, is the ultimate Ford Falcon. This is not just with its Bathurst dominance but also in its off-the-shelf performance, build quality and refinement, which

was superior to competitors at the time. Current values for XYs, when compared to other Aussie Falcons and their competitors, attest to this. This rare and unmolested example of the ute captures a moment in time when raw power and simplified design philosophies captured a period.




1971 Ford Falcon Ute


lot 42


1972 Triumph Bonneville $10,000 - $15,000

$7,000 - $12,000


Like many good and proper things that are well designed and potentially very harmful, Husqvarna’s bloodline can be traced back to the production of guns. Producing motorcycles in 1903 at Husqvarna, Sweden, Husqvarna had been building rifles for the Swedish army since 1689. This genetic map seems to have stayed with the factory since they first began to produce motorbikes around the turn of the 20th century. By the 1960s and 1970s, Husqvarna was the dominant force in the world of motocross, winning 14 Motocross World Championships in 43

the 125cc, 250cc and 500cc divisions, 24 Enduro World Championships and 11 Baja 1000 victories. The husky conquered all off-road classes – motocross, desert, enduro – and special events like Baja and The Mint 400, as well as world-class motocross, and made heroes of world-class riders such as Torlief Hansen, Bengt Åberg, Arne Kring and Gunnar Lindstrom. The GP 400 also attracted some fairly hairy fans such as Steve McQueen and Carl Bronson who brought their own reputations to the bike. The Husqvarna GP 400 was and remains exceedingly difficult to handle, spooking

almost anyone out there who’s ever swung a leg over a motorcycle. You see, it was designed as man’s bike: either you rode a monster like the Husqvarna GP 400 with outright stupidity or you respectfully declined, claiming old war wounds, threats of divorce from the wife, religious intolerance, pulled muscles or fear of enclosed places, such as coffins. The GP 400 is, without doubt, illegal and should not be underestimated. This example is in razor-sharp condition; it will bite if given the chance.




1972 Husqvarna 450CR



89 1972 Norton FIM Production Racer $30,000 - $40,000


By the early 1970s, big British twins were about as relevant to the race scene as ‘Old Spice’ was to Sid Vicious. The truth of the matter is that the big Norton was the last of a majestic line of throbbing dinosaurs aimed at the ‘ton up’ merchants who liked the danger of speed and the complexity of heavy cornering. So, if the Commando street 44

bike was the last word in vertical twins from Britain, then the Norton Production Racer was the exclamation point at the end of the sentence. It was the fastest, best-handling, lightest and quickest Commando you could buy. The F.I.M. Commando Production Racer in many ways underscored all that was proper about one’s need

for speed. This beautiful example was registered new in New Zealand on 27 October 1972; its papers reflect its high breed as it is recorded as a F.I.M. production racer. It is one of three that were originally sent to New Zealand at the time. Having recently enjoyed an extensive rebuild, this machine is better than new and will require a ‘run in’.

1972 Honda CB750 $10,000 - $12,000

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.




“You start thinking about Honda’s CB750’s startling introduction back in ‘69 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 superbike phenomenon upon us. Different strokes for different folks, you might say, but they were the instigators.” Cycle Guide 1972.




1973 MV Augusta Electronica Street Scrambler $10,000 - $15,000


Although better known for their extreme performance multi-cylinder machines, MV Agusta also built a range of very stylish single cylinder sports bikes throughout the 1950s, ’60s and ’70s that often crossed the line. The Street Scrambler was such a machine. At a time when dirt-bike racing was starting to gain traction with seriously focused design that really did create a new genre of racing (refer Lot 89 and 94), MV Agusta took the essence of the dirt bike’s purpose and apparently turned it into a fashion 46

statement. Worse still, MV had no real intention of giving the international market a look in. The Street Scrambler was designed solely for the Italian urbanite who needed a ride to navigate the 200-year-old roads that Italian cities had to offer. In this sense, the MV Agusta Street Scrambler was 40 years ahead of its time. This is not to say, however, that it was a trailer queen. Far from it. The 350cc powerplant had racetrack pedigree and was certainly not for the fainthearted as it delivered the pilot a high-revving

155kph machine. The striking colour scheme and overall styling were things that only the Italians could have justified at the time. However, in hindsight, one must acknowledge them for their pure inventiveness and individualism; the MV Street Scrambler reeks of personality and intense authorship. These characteristics can be sadly missing in today’s corporate bike scene. Finished to the highest standard, this example is period correct.

$7,500 - $10,000


Maicowerk A.G. was founded in 1926, originally assembling 98cc and 123 cc Ilo two-stroke motors. After World War II, the West German motorcycle manufacturer began producing its own unit construction two-stroke engines, selling engines and complete motorcycles. In later years, the company established a well-earned reputation for its purposebuilt Motocross and Enduro machines which, for the time, were viciously competitive and intelligently designed. Maico’s highly successful racing

models took on the well-funded Jap factories by producing numerous top-three finishes in both World and US Championship motocross competitions. U.S. publication Motocross Action Magazine called the Maico 490 Mega the greatest openclass motocross bike of all time. The 1974/75 400cc GP is one of the most sought-after vintage MX and twin-shock motorcycles to this day. This particular example was reputedly brought

back from Germany by a US marine in the late 1970s. It was a factory test ‘mule’ bike for various modifications that led to the short production run of 1974. Frame, and especially swing-arm, modifications show consistent factory weld patterns. The motor still offers factory-standard bore with little wear. The bike does not show signs of racing and is not a wheelsmith conversion. Overall, this iconic piece of VMX is in extraordinary condition and appears to have never been put to task.




1974 Maico 400MX



93 1974 JAGUAR MK III E Type V12 Roadster 4 SPEED MANUAL LESS THAN 20,000 ORIGINAL MILES $100,000 - $150,000


The E-type is perhaps one of the most celebrated car designs of the 20th century. It was originally conceived in the mid-1950s as a replacement for the D-type but it was not until 1961 that it was finally revealed to the world at the Switzerland Motor Show. Combining sophisticated lines with square-jawed English power delivery, the E-type prompted Enzo Ferrari to exclaim that it was “the most beautiful car ever made”: high praise indeed from the high priest of high-performance car design. The E-type was destined to become a key design reference for generations of car designers. This can be underscored by the fact that the E-type was accessioned into the Museum of Modern Art’s permanent design collection – one of only six cars to have ever received the distinction. The Mark III is powered by a V12 engine with overhead camshafts and is capable of producing 241 horsepower which will drag the car over the 145mph mark. This particular example is in excellent unrestored condition and comes with a full history





94 1976 Ducati GT 860 $9,000 - $12,000

Straight Up

The Ducati 860 GTS, introduced in 1976, was the first indication that the factory was able to offer a machine finished to the same level as the Japanese. And as far as their objective of fine handling and usable road performance are 50

concerned, Ducati have always had their priorities right. Few manufacturers have been able to equal the combination of flexibility and smoothness offered by Ducati’s V-twin engines. Their record in such demanding races as the Barcelona

24-hours at the round-the-houses Montjuich Park is testimony enough to the quality of the Ducati’s steering and roadholding. This example runs well and has been well maintained.

1977 Ducati 900SS Super Sports $22,000 - $32,000

The original soul child of this machine is Paul Smart’s formidable 750ss (Super Sport) racer which, in 1972, arrived unannounced and hammered the competition at the Imola 200. A year later, the Barcelona 24-hour race brought victory to another prototype Duke, this time an 864 V Twin (refer lot 96) which gave birth to the iconic Ducati 900ss. The pre-’78 Super Sport is the most coveted of these models, with its wire wheels and staunch Conti mufflers delivering that deep, menacing and essentially illegal howl of the 900ss. The overall aesthetic of the 900ss continues to be a

key reference point even today. It is essentially a great-looking machine from any angle and this is matched by its mean power delivery which can put the experienced pilot on the wrong side of 130mph. Thank goodness for the Borrani shouldered alloy rims and Brembo disc brakes front and rear. This 1977 900SS has been restored to its original specifications by Norton and Ducati expert Kenny Dreer of Vintage Rebuilds in Gladstone, Oregon, and features improved adjustable clip-ons and electrical switchgear. It has also been in the expert

care of GP Motorcycles in San Diego. There it underwent a top-end rebuild and was given new (period correct) carbs and electronic ignition. It is the 900SS which, for an entire generation of riders, launched a lifelong love affair with Ducati. With clean lines combined with immense character, the 900SS walks that wonderful line between good and evil. The 900SS is one of the few machines of the 20th century that really does deliver on both form and function in equal measures.






96 1981 DeLorean DCM-12 $34,000 - $45,000


1983 BMW K100 $5,000 - $10,000

By 1979, BMW Motorcycles was at an historic low. Initiated by Dr Sarfert, the former management’s chairman, the inevitable question was asked “should we cease production?” – the answer was a hesitant “no”. Over the next four years, the company planned BMW’s most innovative motorcycle ever: the K589 project. The K100 design team was led by Karl Heinz Abe, KlausVolker Gevert and Claus Luthe who channelled the talents of more than 100 employees in the research and development department. Further to this, initial concepts gained the confidence of upper management, who decided to support the project and committed to the construction

of Europe’s most modern motorcycle factory; they spent 300,000,000DM. Starting in 1983 with the first K100, the factory was housed in the iconic ‘BRAMO’ building which was built in Berlin-Spandau in 1928. Prior to heading into production, the K100 was tested beyond the 650,000-kilometre mark. The K100 was destined to become a machine that successfully repositioned BMW and indeed the expectations of the market. Refined in its handling, smooth in its delivery of power, the K100 also offered a distinctive styling that reflected a very German attitude towards the mix between form and function. This example was one of the first two K100s to be offered in New Zealand. It is in an excellent unrestored state with low mileage.







98 1989 BMW K1 $9,000 - $12,000



The BMW K1 was a motorcycle designed by BMW as a high-speed sports tourer. It was also intended to change the motorcycle media and buying public’s view of what BMW was capable of. Based on the previously introduced BMW K100 (refer Lot23), the K1 was designed for comfortable high-speed autobahn cruising at speeds of 240kph. The radical aerodynamic design was a seven-

piece, glass-fibre structure, creating a world-class leading drag coefficient of 0.38. It was mated with a stiffened chassis, which included a singlesided, Paralever swing-arm, designed to stop shaft-drive-induced pitch and dive under heavy acceleration and braking; this was the first use of this on a K-series bike. Although this machine was expensive and either loved or hated, the short production run created the result that the motorcycling press and public never had the same view of BMW motorcycles again. Offering BMW’s first 16-valve engine, using four valves per cylinder, the K1 offered other improvements over the K100 including higher compression pistons, lighter con-rods and a crankshaft that was lighter by 1.3 kg. This combined with a digital Motronic enginemanagement system resulted in a 10hp gain over the K100, producing a clean 100hp. Note low mileage.

2004 MV Augusta Brutallia 750 $14,000 - $18,000

Brute Strengh

Capable of 155mph (electronically limited!), the Brutale 750 is, quite frankly, as the name suggests – brutal. However, it is also a bike with a wide range of composite curves and shapes which make the Brutale a complex machine to measure. But, to be sure, the immense rigidity of the cage

frame, massive swing-arm and monstrous front end are not there just for the brutal looks. The thing is immensely quick to change direction; it has a reputation for having lethally precise steering and wicked overall performance. With 127bhp on the hoof, this machine recalibrated the meaning

of ‘street bike’. Naked, it is an extreme super bike that successfully walks the line between classic and avant-garde. With the Brutale, MV Agusta seemed to have bridged controversial yet complementary extremes – it is a high-design piece that demands true combative awareness from the word ‘go’.






100 1990 Nissan Skyline R32 GTR Nismo $38,000 - $46,000


engine capacity to 2,568cc, bumping the car into the 4,500cc class where its rivals would be subject to a heavier minimum weight. When the road-going R32 Skyline GT-R went on sale in August 1989, the 2.6-litre engine was officially rated at 276bhp – the maximum permitted by the ‘gentlemen’s agreement’ on power outputs in Japan at the time. In reality, however, it produced well over 300bhp, which, when combined with the car’s phenomenal handling and relatively affordable price, ensured rave reviews. Australian race fans, however, weren’t impressed when the GT-R began trouncing their beloved Fords and Holdens on the track, not least at the Bathurst 1000 in 1991 and ’92. The second of these wins for the Nissan would prove particularly unpopular with the Australian fans who booed Richards and Skaife when they took to the podium. Richards responded by calling them “a pack of arseholes”. Soon after this, the Nissan R32 was banned from competing. This rare and unmolested example is in good unrestored condition offering original paint, factory wheels and the original exhaust system. As one of only 560 ever made (to qualify for Group A racing), this is the same model that Skaife and Richards raced at Bathurst before being banned. It is a genuine Nismo-built example. The suspension has recently been rebuilt to original factory specifications and it offers brand-new tyres. Also, it has just been fully serviced and has a five-year restriction on it for low-volume imports. The R32 is, without doubt, one of the great super cars of the 20th century. Produced only in gun metal, the look and feel of the R32 is formidable. Capturing the imagination of another generation, notably through 21st-century entertainment platforms such as Gran Turismo and The Fast and the Furious, the Nissan R32 is one of those rare cars which are easily identified as modern-day classics.


ONE OF ONLY 560 EVER BUILT - GODZONE Jeremy Clarkson considers the GT-R Nismo to be one of the best cars in the world and the only true Japanese contribution in the line of super cars. Nicknamed “Godzilla on wheels” by the Australian motoring publication Wheels in July 1989, the R32 GT-R dominated its racing class to such an extent that it forced the Australian Bathurst 1000 race officials to quite literally shift the goalposts so that Ford and Holden could compete in a closed class, thus keeping the Aussie fans feeling safe and happy with the knowledge that any real competition was prohibited. Strictly speaking, the very first Nissan Skyline GT-R actually appeared some 20 years earlier. Indeed, the installation of a 160bhp 2-litre engine in the rather unspectacular-looking 1960s’ Skyline saloon created a car every bit as formidable in its day as its namesakes of the ’90s and beyond. Nismo, Nissan’s motorsport division, was charged with developing the car, not least because the R32 GT-R would replace the soonto-be-retired R31 GTS-R racer on the track. To ensure the R32 had an edge over its rivals, chief engineer Naganori Itoh wanted to go further. Taking inspiration from the Porsche 959, a car he admired greatly, he asked his team to develop a hi-tech four-wheel-drive system. The resulting ATTESA ETS Pro – or Advanced Total Traction Engineering System for All-Electronic Torque Split – would employ a number of sensors to monitor lateral acceleration and individual wheel speeds, enabling an electronically controlled, hydraulically operated multi-plate clutch pack to send up to 50% of the GT-R’s drive to the front wheels when required. Genius. Supported by Super-HICAS – a retuned version of the HICAS (High Capacity Actively Controlled Suspension) four-wheel-steer system found on some lesser Skylines – the GT-R’s chassis would undoubtedly give it a handling and traction advantage, but there was a downside to all this tech: it added weight. Nismo’s solution was to increase the





2004 Triumph Hyde Harrier $34,000 -$44,000

Norman Hyde unveiled the first Hyde Harrier at the 1987 Motorcycle Show; the Harris Performance-made chassis was a revelation, enabling riders to cope with the big increases in engine performance from tuned Triumph engines and advances in suspension and tyre technology. Politely described as a sleek road-legal 130 mph cafe racer, it transformed the performance and handling of Triumph’s triples. Lester and Steve 58

Harris utilised their experience of high-level racing to produce a radical new frame and swingarm that would accept the engine and running gear from a donor Triumph Bonneville twin or triple-cylinder Trident. Handling was transformed with superb frame bracing, steeper fork angle and the use of a longer swing-arm. However, the new design also allowed the engine to be moved forward, which, to the surprise of many

experts, provided a more stable ride. Racers immediately realised the potential of this machine and the first Harrier race bike won its inaugural race at Scarborough in 1988, in the hands of TT legend Geoff Johnson. This particular example was built up in 2004; it is immaculate, reflecting the builders’ lifelong interest in the triples and their expertise in ground-up re builds. Full specifications online.

Less than 4,000kms $12,000 - $16,000




2006 Ducati Sport Classic



103 Harley Davidson CUSTOM ‘The Captivator’ $38,000 - $48,000

Something you can’t explain to people who play golf Both these projects were undertaken by true interpreters of motorcycle design. Highly advanced on all fronts these are extreme machines that cross more than one line. Not for the faint hearted. Extensive details available on request. 60

Harley Davidson CUSTOM BUILD BY DOUG HAYS $30,000 - $40,000





Bidding Slip For absentee bidders on lots in THE CLASSIC MOTORCYCLES AND CARS OF THE DAY sale - MARCH 31 2012 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





home pH

business ph



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.


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.

Webb's Classic Motorcycles and Cars of the Day  

Webb's Classic Motorcycles and Cars of the Day March 2012 Auction Catalogue

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