Important Vintage and Collectable Motorcycles 2009

LOT 10

Illustrated Front Cover: LOT 29 Illustrated Back Cover: LOT 13 Illustrated Bellow: LOT 30

18 Manukau Rd Newmarket PO Box 99251 Auckland, New Zealand Ph: 09 524 6804 | Fax: 09 524 7048 auctions@webbs.co.nz

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IMPORTANT VINTAGE & COLLECTABLE MOTORCYCLES

LOT

IMPORTANT VINTAGE & COLLECTABLE MOTORCYCLES

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This auction and viewing is to be held at

Shed 5, top deck, 90 Wellesley Street, Auckland WEDNESDAY 25 NOV 2009, 7PM

PREVIEW: WEDNESDAY 18 NOV 6PM – 9PM VIEWING: WEDNESDAY THURSDAY FRIDAY SATURDAY SUNDAY MONDAY TUESDAY WEDNESDAY

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18 NOV 19 NOV 20 NOV 21 NOV 22 NOV 23 NOV 24 NOV 25 NOV

6PM 8AM 8AM 8AM 8AM 8AM 8AM 8AM

– – – – – – – –

9PM 4PM 4PM 4PM 4PM 4PM 4PM 7PM

FOREWORD This catalogue is a celebration of both the industrial entrepreneurs and those who have ensured the original intent of these machines remain Vital - the restorers.

All periods of motorcycle history are represented in this catalogue: from veterans to post-classic racing machines, each motorcycle celebrates the machine, the collector and the restorers who have concentrated their effort and reputation on ensuring these legendary machines continue to shine.

For those with an interest in industrial archaeology, the motorcycle is the perfect subject matter, as the range of designs is considerable and varied. Extending across a century of socio-industrial development, from the reign of King Edward VII (1841 – 1910) to the battle of Britain (1940) and the rise of the petroleum-driven economic shifts of the 1970s, the motorbike has, in its own way, played its part.

It is also fair to say that the industrial entrepreneurs who believed in well-crafted, economical transport for the masses operated in a difficult economic climate, delivering some of the most revolutionary technological developments and sophisticated designs of the 19th and 20th centuries.

This catalogue is a celebration of both the industrial entrepreneurs and those who have ensured the original intent of these machines remains vital – the restorers. These enthusiasts have kept alive, to the very last millimeter, the exacting vision of the designers and entrepreneurs who drew these machines into life all those years ago.

Uncompromising, the vast majority of restorers work alone, calling on an extensive network of friends when needed. A number of machines offered have been recommissioned by leading world experts in their chosen field: Fred Lange (USA), Hugh Anderson (New Zealand), Phil Aubert Bedard (New Zealand), Ken Campbell (New Zealand), Frank Malin (Canada), John Stewart (New Zealand) and Graeme McCosh (New Zealand) to name a few.

A veteran machine is defined as one manufactured before 1914 and the veterans offered in this catalogue, each in its own way, records the struggles of pioneering industrial design. The designers of these motorcycles were attempting to translate half-understood theories of metallurgy, combustion energy and inertia into futuristic >

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foreword

modes of travel. Without written manuals, training or any of today’s essential design aids, they operated with a craftsman’s instinct. All this was in the pursuit of velocity and singular freedom. The motorcycle, in many ways, represented a distant but very real future. Phil Aubert Bedard’s remarkable 1915 Model H (Lot 18) is a wonderful testament to this period of design.

Vintage machines are defined as bikes built from 1915 to 1930. The line drawn here is based on the idea that motorcycles created before 1930 were, in the main, hand built by trained craftsmen who were highly skilled.

Hugh Anderson’s staunch 1930 Sunbeam Model 9 (Lot 8) emphasises all that was good about this period of motorcycle construction.

Motorcycles manufactured between 1930 and 1945 are known as post-vintage and mark the advance of the modern machine. The very best were fast, beautiful and refined. Industrial pragmatism started to blend with contemporary aesthetics; it is not true, as some diehards will claim, that no good machines were produced after 1930. Hand-finished machines continued to find patrons: Brough Superior, Levis, Scot, Crocker and Velocette to name a few. Of course the Triumph’s 1939 masterpiece, the T100 GP Bronze Head (Lot 28), is an iconic example of this period.

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Many post-war machines heralded war-inspired reliability and raw power.

However, this period is also defined by a number of marques entirely scrapping their blueprints of yesteryear to deliver, to the hungry and optimistic public, a new generation of machine altogether. They were not just faster but had greater refinement of performance and better brakes, were more efficient and had greater choice of customisation. These machines were built from first principles rather than by detailed accumulative improvements that had defined the previous three decades of evolution. The 1962 Bonneville (Lot 31) or, equally, the emergence of the purpose-built scramblers such as the BSA Catalina (Lot 29), exemplify this period of design.

Today we see a trend away from the corporate and a renaissance of the hand built; Deus Ex Machina celebrates the value of the hand, the importance of the eye and the feel of the maker. All of the machines in this catalogue reflect the expertise and touch of their previous riders and restorers, those who have ensured the charisma and machismo of speed and quality remain essential and illicit in today’s modern world. Thank you and good luck.

Neil Campbell Managing Director

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Calendar of forthcoming sales ON VIEW FROM 24 NOV TUES 1 DEC – IMPORTANT WORKS OF ART WED 2 DEC – FINE JEWELLERY & WATCHES THUR 3 DEC – ANTIQUES & DECORATIVE ARTS SUN 6 DEC – BETHUNES@WEBB’S RARE BOOKS MON 7 DEC – FINE AND RARE WINE WEEKLY – THURSDAY@WEBB’S, COLLECTABLES

Illustrated opposite: Paul Hartigan, The Phantom, Dulux enamel on board, signed and dated 1973, $50,000 - $70,000

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1 1929 Harley-Davidson 750 Model D Engine no. 29-D-2523 Frame no. T oe 35l est. $10,000 - $15,000

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The Living Dead Harley-Davidson’s first flathead V-twin appeared in 1929 as the Model D. Its 45-cubic-inch engine was smaller than the company’s existing 61and 74-cubic-inch F-head V-twins, which then became known as ‘Big Twins’.

The latter switched to a flathead design the following year, but those larger engines were neither as reliable nor as long-lived as the understressed ‘Forty-five’. Though the Forty-five

was no powerhouse, it proved to be a versatile engine that remained in production for more than four decades. During that time, it served duty not only in street motorcycles, but also in three-wheeled Servi-Cars (1933 –1973), military WLAs of the 1940s, and WR racing bikes of the 1940s and 1950s. This project bike is accompanied by it’s custom built travelling crate, as illustrated.

1927 Ariel 500 Model C Ohv Engine no. v7312 est. $9,000 - $14,000

Always Raced in Anger Widely recognised as one of Britain’s greatest motorcycle designers, Val Page served his apprenticeship as a motorcycle engineer and designer with J.A. Prestwich (JAP). Working with Ariel, Triumph, JAP and BSA, Page developed victorious racing motorcycles and stunning civilian machines that influenced generations of motorcycle design.

Page left Ariel in late1927 to rejoin JAP and developed speedway machines. This strippeddown version of his 500cc OHV machine is an

interesting reminder of where Page’s interests were to lead him. This race prepared machine was dredged from a pond, circa 1960, by Mivia Vangucci of the Cocrerry Ariel Owners Club and its early history is unknown. Some have speculated that it may have belonged to a lost solider as it was not uncommon for young men to stash their bikes prior to heading to the front.

Quickly reconstituted as you see it today, the machine was raced by W.J. Bauloy from 1962 to 1966. The bike became a familiar and popular sight on grass track circuits in southern

and western England, being raced by Richard Showton from 1966 to 1972. Although now over 80 years old, this modified road bike always gave the competition a good run for their money.

Incredibly versatile, this machine secured second in the UK national grass championship of 1969 and delivered the fastest time of the day on its hill climb ascent! The machine was badly burned in 1973 and retired. Landing in New Zealand in 1975, it has remained true to form, rough and ready.

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3 1930 Raleigh 500 OHV twin port Engine no. V7312 est. $9,000 - $15,000

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Better known in New Zealand for their ladies’ bicycles, Raleigh’s history of motorcycle production can be traced back to 1887 when Frank Bowden was told by his physician that he should try bicycling for his health. Riding his first pushbike at the age of 38, Bowden was impressed and went to Raleigh Street, in Nottingham, to find its makers. There he met Woodhead, Angois and Ellis, a three-man team which built the bikes under their own names.

Bowden immediately offered to purchase their bicycle-manufacturing business.

Like many bicycle manufacturers of the day, Frank Bowden saw the potential of combining

combustion technology with bicycle geometry.

Launching his new venture with the rather bland slogan of Raleigh: Motor Cyclogy for the Utility Rider, it is not surprising that, like so many others of the day, they failed to engage with the contemporary rider. They closed their doors for the first time in 1906.

Not giving up, however, Raleigh acquired Sturmey Archer patents in 1919 and Raleigh refocused its motoring ambition. Producing motors and gearboxes for a number of firms, Raleigh also developed a range of its own motorcycles. The MH30 was the large-capacity OHV engine which owed much of its success to

the influence of designer – rider D.R. O’Donovan – who defected from Norton to Raleigh in the late 1920s. Relatively modern, the MH30 offers a two-port design, forward-mounted magnetos, three-speed gearbox, a diamond frame and Raleigh girder forks. Add to this its attractive saddle tank with original cream panels and you have one very handsome and original machine.

Offering immaculate provenance with relatively low miles, this Raleigh is a superb and rare example of English engineering. This bike is accompanied by a complete history of previous ownership from its release in 1930.

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The Good Oil

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4 1967 Triumph tr6p the 650 Saint Engine no. DU 59204 Frame no. DU 59204 mileage: 19811 est. $12,000 - $18,000

Speed Trap By the late 1960s, the authorities, like the Catholic Church, were having real difficultly recruiting the right kind of man. In what can only be considered a stroke of genius, the New Zealand police department decided to remedy this by offering anyone who was considering a life of social service a very hot motorcycle. That machine was the Triumph Saint. By the end of 1968, New Zealand experienced a surge of applications; it seemed everyone now wanted to be a traffic cop. Go figure.

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Derived from the highly successful Triumph Trophy, the Saint was developed and built exclusively for police departments around the world. With its high-compression engine, the Saint was essentially a tuned Bonneville with the simplicity of a single carburettor. Well balanced and fast, it was soon believed that the name Saint was an acronym for ‘Stops Anything In No Time’.

Dressed in black as requested by the Auckland City Council Traffic Department in December

1967, this fine example has not moved far since.

As a patrol bike, it completed 10,000 miles during a three-year campaign. Following its retirement, the Saint has had low ownership and, after 42 years, has only 19,000 miles on the odometer. The machine comes with original ownership papers, original hand book and service history, and offers excellent provenance.

Produced in very limited numbers the TR6P, is currently registered with the Historic Vehicle Authority of New Zealand.

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5 1923 Rover 2 1/2 hp est. $12,000 - $18,000

The First Unit Construction and the Original Racer Rover is to be celebrated for creating, among other things, the first bicycle with wheels of approximately uniform size and driven by pedals and a chain to the rear wheel (most bikes of the 1880s and 1890s were of the dangerous and illogical Penny Farthing type).

Rover’s pre-1915 motorcycles were conservative in design; however, the two remarkable machines presented here (Lots 5 and 6) are an exciting reminder that Rover was, at the end of

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its time, a highly innovative workshop that produced the first-ever unit construction motorcycle.

Ironically, it was this eminently sensible design (which is today’s industry standard) that was to be the swansong of Rover Motorcycles (1925).

The then radical idea that the bottom end could somehow be ‘dovetailed’ or integrated into the gearbox was read cynically by the vast majority of DIY riders of the day, who thought this

approach was too complex and difficult to maintain. However, its genius and foresight is evident in pretty much every motorcycle built today.

Unit construction made good on what are today considered first principles of modern motorcycle design; by shortening the wheel base, unit construction improved overall handling characteristics for the machine. Pre-unit machines had to accommodate a stand-alone

1924 Rover 3 1/2 hp est. $9,000 - $12,000

gearbox which would add significant length to the wheel base. The unit construction also increased power transfer efficiencies and created one less failure prone drive belt/chain. What is also fascinating about these machines is the frame construction, which foreshadowed by 50 years the idea that the engine itself could be a stress member for the entire geometry of the machine: i.e. bolt the geometry of the bike to the motor, not the other way around.

The later Britten technology typifies this design

philosophy. Also of real interest is the elongated carburettor intake. This was a standard tuning characteristic of Burt Munro who discovered, some years later, that by extending the intake you increased the torque of the machine. The design aesthetic and overall lines of the Rover are also extremely well resolved and modern.

The low-lined tank foreshadows the industry’s shift to saddle tanks some six years later. Overall, both these motorcycles represent a remarkable group of people who designed and produced

extremely cool machines, right to the very end.

Rover Motorcycles collapsed in 1925; the 350cc model you see here was the last model to bear the Rover badge.

Both machines have been owned by the same motorcyclist since he was 14 years old (he is now pushing 85). An avid rider all his life, Colin Wiseman raced mainly Nortons in New Zealand and is well known within the right motorcycling circles. Both machines are in running order.

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7 1904 (Circa) Brown EST. $18,000 - $25,000

For The Up to Date Man This rather quaint example of Edwardian technology would have been viewed with distinct suspicion as it rolled off the cargo ship in Lyttelleton Harbour over 100 years ago. The New Zealand Parliament was still debating exactly what these things were. No registration process existed and a speed limit of 15 miles per hour applied to all road-going activity – including horse and buggy! However, magistrates had a reputation for coming down hard on this new breed of nuisance (little has changed on this front). In response, motorcycle clubs started

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to form a voice and offer a united opinion on legislation affecting the motorcyclist.

Very little is generally known about the Brown which was produced in England between 1902 and 1919. A small number of examples are believed to exist today. Initially Brown used its own engines, as offered here; they later elected to use JAP (J.A. Prestwich) motors.

This machine reflects the level of technology available to the pioneer rider of the day – no gears, no sprung frame, no spring forks, fixed

engine power delivery and push start. Anemic brakes inherited from the bicycle were, in effect, token and the tall thin geometry would have made for precarious riding at the best of times. Add to this a mostly resentful public and terrible roads, and one starts to wonder how any of these veteran machines have remained in existence.

Originally found in a shed by Julian Luftner in the early 1950s, this machine has a long and constant history attached to the South Island.

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8 1930 Sunbeam Model 9 Engine no. L4115 Frame no. D7306 est. $15,000 - $25,000

Light Speed Entering the market in 1912, Sunbeam managed to build machines that both enthralled and charmed. Among the last of the old order, Sunbeam’s Model 9 was the road-going version of the highly successful TT and GP Sunbeam race bikes, which won the Isle of Man Senior in 1920, 1922, 1928 and 1929. With this race pedigree, the Model 9 was a high-quality motorcycle aimed at the gentleman speed merchant. Capturing the essence of the vintage

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era with its tall single-cylinder motor and rare single port configuration the Model 9 Sunbeam was famous for being built by meticulous craftsmen.

John Greenwood’s design was advanced for its day, with a specification which included a crankshaft supported by three ball-bearings, drysump lubrication and primary drive enclosed in a cast alloy chain case. Power was transmitted by single-row chain to a three-speed, ‘cross-over

drive’ gearbox. Exacting machines, the Sunbeam for many reflected all that was desirable and necessary in a good machine. By the late 1920s, the public adored them and riders craved them. However, a new decade was approaching and the era of the entrepreneur engineer was coming to an end. Sunbeam had achieved more than most, in what was a golden age of motorcycle design. The rare single port version is in superb original condition.

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9 1956 BSA Gold Star 500 Engine no. DB34GS617 Frame no. BM20S-6432 est. $18,000 - $25,000

Ton Up and Some To start the story, we go back to 1937, when Wal Handley came out of retirement to ride a furious three-lap race for BSA at the bone-shaking Brooklands race track. This was unusual in itself, as BSA had taken no involvement in road racing since the disastrous 1921 Senior TT when all the machines entered failed to finish! Winning the race, with a fastest lap of 107.5mph, Wal earned himself the infamous Gold Star, awarded for

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being a jolly good chap for risking life and limb by achieving laps in excess of 100mph whilst dressed in riding jodhpurs, goggles and a well knitted scarf.

intensive practice that was to remain intact throughout Gold Star’s life. The machine was an instant ‘good-looker’ and was the privateer’s ride of choice.

From 1938 to 1962, the 500cc alloy Gold Star engine was created to give the nod to Handley’s fine, albeit life-threatening and record-setting sensibilities. Built from individually selected parts, each engine was bench tested, a labour-

The year 1953 saw the introduction of the BB series (BB32 – 350cc/BB34 – 500cc) with a new duplex cradle frame and swinging arm rear suspension delivering even better handling for high-speed road racing. These were followed

In 1956, further modifications were made to the cylinder head, and these were designated as the DBD34 range. Perhaps the ultimate Gold Star, it

was available in both Clubmans and Scrambles trim for £277 (refer Lot 29). With a stock speed of 120mph, the Gold Star has quickly become a byword for a thumping, stripped-down, tallgeared beast for the streets. A rider needs skill and an intuitive connectedness to get the best from this machine. Single-minded, the Gold Star demanded to be ridden hard and fast.

Like many of the DBD road racers, this example

has been dropped at speed at some stage in its long and precarious life. With this, the frame has been replaced. A statement from the BSA owners’ club states the 1970s restoration is outstanding and this “is a very fine example of a 1955–56 BSA Gold Star motorcycle”.

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in 1954 by the CB series, with engine changes aimed primarily at the road racer. Success was achieved in the Clubman’s TT and this cycle of engine redesign and consequent success was repeated the following year with the DB series, the Senior TT being won by Eddie Dow.

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10 1949 Ariel Square Four 1000 Mark one Engine no. RD823 Frame no. SC822 est. $25,000 - $35,000

Outside The Square Over its 27 years of production, the Square Four evolved through progressive advancements attaining limitless reserves of pulling power and innate smoothness. The model was a longstanding and highly successful design for Ariel. The SQ4 has also been openly referenced

by Japanese marques as a key influence in their early pursuit of the perfect four-cylinder machine.

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Designed by Edward Turner his design philosophy foreshadowed decades of modern design. He stated that he merely sought to “deliver ultimate reliability and performance with minimum attentions”.Turner’s vision was to provide “a four-cylinder engine small enough for use in solo motorcycles yet producing ample power for high performance without undue compression, racing cams or big choke carburettors”.

In 1949, the Ariel Square Four Mark One saw the cast-iron head and barrel replaced by a modern alloy head and barrels. Casting off 20 kg in weight and further improving maintenance requirements, the Square Four refreshed itself to the public on the eve of two-stroke madness and the ensuing arrival of small-capacity multi cylinders. Delivering 90mph, the SQ4 in many ways was, and remains, the forefather of the sports cruiser.

1957 Velocette MAC 350 Engine no. MAC 23680 Frame no. RS 6335 mileage: 13657 est. $8,000 - $12,000

MAC Velocity This machine was restored by John Williams over a number of years. A respected Christchurch craftsman, John completed the project in 1985 and passed the machine to Bob Scott, also a well-known vintage enthusiast from Christchurch.

Bob enjoyed 6,700 miles on the MAC before passing the machine to Brian Wright, who is better known for his interest in fine Bentley machines. This might be reflected in the low miles Mr Wright clocked up before divesting

the machine to its current owner in 2002.

A true classic, the MAC offered all the qualities for which the Velocette was famous: high build quality, up-to-the minute race-tested design and relentless reliability.

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12 1928 the Bill Skilton Special Early Speedway custom Engine no. JOR/S9738 est. $20,000 - $30,000

Hammered Steel The first speedway meet for New Zealand motorcycles was conducted at English Park, Christchurch, in 1928. Kilbirnie provided a Wellington venue in 1929 and Western Springs was first used for motorcycle speedway in Auckland that same year.

Connected to the 1927 Ariel (Lot 2), this machine also has the DNA of Val Page but with a much stronger focus on what was fast becoming the most popular sporting spectacle of the day – speedway. Joining JAP in 1928, Page was interested in the production of purposebuilt race machines and the newly emerging speedway scene was fertile territory. JAP had long been known for building some of the most aggressive and well-balanced motors of the period but, with Douglas having already produced the first purpose-built speedway machine a year earlier, JAP concentrated on producing powerful engines to be housed by proven designs. With this, JAP was, and has remained, the power plant of choice for speedway racers.

The 1928 engine number on this machine denotes that it was a customer special order for competition use. Completed during the late 1940s to early 1950s by Bill Skilton of Pahiatua, this machine offers all his hallmark 24

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considerations. The specialist Douglas frame is from a slightly later period than motor, perhaps 1938. Offering all the battle patina of a machine that has outrun its original masters, the Skilton Special is a very convincing piece of machinery and a wonderful reminder of how early bike builders, working with the look and feel of a machine, got the first principles pretty much spot on from the get go.

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13 1963 BSA A10 650 Super Rocket Engine no. DA10R 9154 frame no. ga7/1 mileage: 835 est. $26,000 - $34,000

The Best of All Worlds The year of 1963 marked the end of production for one of the best and rarest of all the BSAs – the Super Rocket. For many, this signaled the final stage of development of the fabulous BSA A10 twins and the end of the pre-unit era.

Made specifically for the American rider, the Super Rocket was a tuned A10 motor that offered a new order of highperformance speed. With generous amounts of chrome, polished alloy and deep enamel, the 1963 Super Rocket marked the very best of the end of an era. Priced at US $1,200, the only machine produced by BSA that was more valuable was the Rocket Gold Star.

The 1963 model offered forks, brakes and wheels from the impeccable Gold Star. 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. In the bottom end, BSA clipped on a four-speed gearbox with new quick acceleration gear ratios, and a new power jet exhaust system for a better extractor effect (to lessen back pressure) and increased horsepower. Overall, the Super Rocket was, and remains, one of the great swansongs of the British motorcycle industry.

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14 1926 Douglas Engine no. YE10830 est. $16,500 - $20,500

Refined Geometry The Douglas Engineering Company, formed in Bristol by brothers William and Edward in 1882, was at first a blacksmith’s shop but soon expanded to become an iron foundry. After the turn of the century and the advent of the motor vehicle, the brothers soon became involved in the development of engines. They were renowned for horizontally opposed twin-cylinder bikes and as manufacturers of furious speedway machines. There were no less than five 28

incarnations of the Douglas throughout its somewhat bumpy history. Despite this, Douglas enjoyed competitive success and helped establish the flat twin as a practical engine layout for motorcycles. This configuration lowered the centre of gravity and provided a smooth delivery of power. The attractive external fly wheel was also a signature mark which, when lightly struck, produced a wonderfully clear and consistent note. The native timber hand grips and brake

pads were a common solution, as the demands of WWII placed pressure on the rubber supply.

For the same reason, the main belt drive was constructed from canvas layers. The final model, the Dragonfly, still a horizontally opposed twin, was announced in 1954 with production finally ending in 1957. This fine example has recently been restored to a very high standard.

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15 1908 Triumph TT 475 with fixed engine Engine no. 4155-11-9-08 frame no. 451874 est. $25,000 - $35,000

The Bench Mark At the first Isle of Man TT in 1907, Triumph’s Jack Marshall and Frank Hulbert finished second and third respectively in the single-cylinder class. This result was improved by Marshall the following year, when he won the 1908 class and set the lap record (at a blistering 42.48mph) on what was possibly the world’s first purpose-built racer, a tuned version of the 1908 Triumph that is on offer here. This also marked the first victory by a machine built entirely, both frame and engine, 30

by the same marque. Triumph’s reputation for endurance and speed was established by this fine single-cylinder machine. It offered a number of uncommon and successful features: its crank shaft was supported by ball bearings (an industrial first), both valves were mechanically operated and the cams were machined into the inner radii of the timing gears.

In 1908, Triumph introduced its own carburettor

making it one of a handful of motorcycle companies to have produced their own. With its smooth response, the Triumph carburettor was also known to be one of the period’s best as it used parallel barrels for its throttle and air slide.

Overall, the 1908 Triumph was “well designed and beautifully made” as observed the great engineer and combustion scientist Sir Harry Ricardo.

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16 1913 Triumph TT 500 with Sturmey Archer hub Engine no. 28832 CTI frame no. 217632 est. $25,000 - $35,000

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 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.

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1913 Baby Triumph Engine no.264-5 frame no. 56328 est. $13,000 - $18,000

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 another very correct example from the Phil Aubert Bedard Collection.

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18 1915 Triumph 550 model h chain come belt + side car Engine no. 41881 YTN frame no. 266508 est. $50,000 - $70,000

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 restorations 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 place for the Most Credible Restoration, an 34

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 shear elegance of this machine is a gorgeous reminder of the precision and good natured ambition of the people of day. This must have also been a stark contrast the ensuing secondments of all things industrial to the gruesome demands of the Great War.

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19 1921 triumph 550 Model SD (Spring Drive) Engine no. F3414DRX frame no. 314086 est. $25,000 - $35,000

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1907 (Circa) Gamage of Holburn Engine no. 3279 est. $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 stores. Gamage went on to become the official supplier of uniforms to the Boy Scout movement and continued to expand. 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, hand-finished machines.

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21 1914 Triumph 550 with Sturmey Archer hub Engine no. 31991 RTV frame no. 451483 est. $25,000 - $35,000

In the beginning From the collection of expert restorer and Triumph enthusiast, this machine originally belonging to Phil Aubert Bedard’s father. It is this bike that anchored Phil’s explicit and long lasting interest in early Triumph engineering.

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22 1948 Harley-Davidson Pan head Engine no. 48FL7163 MILEAGE: 34 est. $50,000 - $70,000

Big Red WWII spawned enormous technological advancement and, by the late 1940s, the ‘Knucklehead’ (Harley-Davidson’s first overheadvalve twin-cylinder roadster) was beginning to show its age. This was recognised by the Milwaukee firm who commissioned a wholesale revision of the engine. In 1948, Harley-Davidson released a new super motor. While the engine’s bottom end remained fundamentally unchanged, aka bullet proof, the top end gained 40

aluminum cylinder heads and those distinctive pan-shaped rocker covers. The oil lines were internalised and hydraulic valve lifters adopted, an innovation that greatly reduced tappet noise and simplified maintenance. With an improved cooling system, the 48 Pan delivered 50hp that translated into deep low-down power and effortless high cruise speeds. However, the main advantage of the many improvements was greater reliability, a factor that would extend

the Harley’s appeal. The heavy lines of the 1948 Pan are accentuated in factory red while at the same time balanced by the light lines offered by the springer front end (1948 was the only year Harley-Davidson offered the ridge frame with the springer front end). With this, the 1948 Pan is one of Harley-Davidson’s most important transitional designs and one which is still referenced in contemporary production. More than this, the 1948 Pan’s low-slung weight makes

This example, from the Howard Museum has been restored by Fred Lange. Meticulous detail and an ultimate knowledge of this period of design is reflected throughout this restoration.

Fewer than 35 miles have been driven since a ground-up re-commission, so this is the nearest you will ever get to a crate-fresh 1948 Pan.

important vintage & collectable motorcycles

it a machine built for long meandering rides up and down the line.

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lot

23 1922 Triumph 550 Model H Engine no. 5071218 est. $25,000 - $35,000

Money Run Another 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.

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1925 BSA Flat tank Engine no. F14481 est. $14,000 - $18,000

Small Arms Founded at a time of national crisis, The Birmingham Small Arms Company (BSA) is an example of how history repeats itself as the birth and subsequent growth of BSA was directly related to periods of national crisis. In 1692 and then again at the outbreak of the Crimean War (I854-56) and then finally at the outbreak of WWI in 1914 BSA stepped up to mark and plowed vast amounts of resource to ensure British victory.

During the Great War BSA were producing the some 10,000 rifles per week, and the hundreds of thousands of shell fuses and aero components that were required to fuel and replenish the vast destruction the Great War created in its wake.

They also produced field transport which proved reliable and critical in terms of ensuring front line communications were maintained. The BSA offered here reflects that era of design. When hostilities finally ceased in 1918 BSA quickly

refocused its effort towards feeding the huge civilian demand for personal carriage. Having earned a reputation for ultimate reliability the BSA mark held a special place for much of the commonwealth having carried our boys through the grim thick and thin of WWI. This superior restoration again reflects the high level craftsmanship available in New Zealand.

important vintage & collectable motorcycles

lot

24

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lot

25 1913 Triumph TT 500 WITH LADIES SIDE SADDLE Engine no. 18070 EST. $20,000 - $25,000

Ladies Honor It would have to have been a brave and lovestruck bonnie lass to have taken up an invitation to ride side-saddle across the abysmal roads of early New Zealand. Wholly unique, this 1913 example holds all the hallmarks of Kiwi ingenuity and all that is great about forbidden love.

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1929 AJS 250cc SV M series Engine no. M00072 FRAME NO. 185688 EST. $10,000 - $12,000

Bernie’s Bike J. Stevens & Co. was established by Joe Stevens in 1856 in Wedensfield, Wolverhampton as a blacksmith works. He and his wife had nine children, all of whom became involved in the business. Inspired by the poor performace of a Mitchel engine, by 1897 sons Harry and Joe had built an engine which outperformed the American unit. It was immediately evident where the future of the family business lay, and the Stevens Motor Manufacturing Company of

Wolverhampton was established in 1899. They originally built only engines which were installed by other manufacturers, but by 1911 (or 1912) were building their own machines. The firm of Albert John Stevens (AJS) was incorporated in 1909 and went on to become one of the pillars of the British motorcycle industry, reaching its peak in the 1920’s. With a serious focus on race development AJS held over 100 world records by the 1930.

This honest example of one of AJ’s most successful models belongs to long time rider, Bernie who as also thrown in his 50 year old riding coat to boot.

important vintage & collectable motorcycles

lot

26

45

lot

27 1953 Matchless G3LCS Scrambler Engine no. 53/G3LCS-1530C FRAME NO. 16117M&B est. $7,500 - $12,500

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Matchless is one of the oldest marques of British motorcycles with the first models manufactured in the early 20th century. The factory had a long history of racing success and a Matchless ridden

by Charlie Collier won the first single-cylinder race in the first Isle of Man TT in 1907. The G3LC was strictly designed for competition use and, during the early 1950s, Matchless was at the top of its game in the off-road scene.

Light alloy cylinders and cylinder heads retained by enclosed through-bolts from the crank case, a robust and waterproof magneto, 21-inch front wheel and 18-inch back wheels, wide ratio gears and jam-pot rear suspension, all made the G3LC a very desirable and capable dirt bike.

In fine original condition and in good running order, this G3LCS is a rarity.

important vintage & collectable motorcycles

Never Raced in Anger

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lot

28 1939 Triumph Tiger 100 GP Engine no. 9-T10016786 FRAME NO. TF1807 est. $58,000 - $68,000

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The Ultimate Twin In a world that was increasingly concerned with the Spanish, Italian and German interests in all things fascist, and after having struggled through years of depression, Britain was desperate for something to help lift the gloom and roll out a carpet to a better, cleaner, brighter and faster future.

The smooth and powerful design was an instant success and marked the British industry’s fruitful obsession with the parallel twin configuration.

A sports version of the Speed Twin was soon launched and baptised the Tiger 100, as shown here. Offering a higher compression ratio of 8:1, slipper pistons, polished internals, quickly detachable silencer end-caps (thereby converting the silencers to megaphones) and optional alloy bronze head (as offered here), the T100 was a true 100mph machine capable of giving the best of the competition something to worry about.

Soon after T100’s successful launch the Triumph factory was destroyed by German bombers bringing the production of the T100 to an abrupt end until after the war. Fewer than 300 bronze head T100’s are believed to have been produced. However, not all was lost. As the sirens screamed their hideous warning, a young Triumph employee rushed towards the factory to grab as many of the drawings and blueprints that he could get his hands on before the Luftwaffe dropped its bombs. That heroic man was none other than Mr Wickles, the young art designer responsible for giving life to Ed Turner’s engineering vision. Refer also Lot 31.

important vintage & collectable motorcycles

Enter the Speed Twin; designed by Ed Turner and released to the market in 1937, this small and very distinct gem twinkled in a world of despair, a world that would become more despairing in the years that followed.

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lot

29 1961 BSA Cataline Scrambler Engine no. DBD34 GS 5060 FRAME NO. D11547 est. $20,000 - $30,000

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GOOD GRAVY The well-known and much admired alloy racing Gold Star engine (see also Lot 9) was a very versatile power plant and could be bought in several different versions, including a very staunch scrambler, the 500cc Catalina. A very successful competition bike, the 1961 Catalina scrambler offered a full race cam, larger carburettor, and a reverse cone exhaust to deliver full power over a wide rev range. Add to this a lightweight frame and high ground clearance and you have one very cool dirt bike that established first principles for all future high powered off road designs.

important vintage & collectable motorcycles

This wonderful example has been restored immaculately by Graeme McCosh and, since then, has resided in a private museum.

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lot

30 1973 Triumph X75 Hurricane Engine no. TRX75.XH02597 FRAME NO. TRX75.XH02597 MILEAGE: 2365 est. $40,000 - $60,000

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Putting the evocative name aside, the X75 Hurricane is, without question, one of the coolest machines to have been produced under any corporate banner. Unveiled in November of 1972, the Hurricane had been commissioned in secrecy by a slightly panicked BSA executive in the USA, Dan Brown. Craig Vetter, a young bike stylist at the time, was 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 and the flared chrome pipes accentuate 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 badges were 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. This rare example offers only 2,365 original miles and reflects a very light restoration with the alloy having been polished and stainless-steel spokes fitted to the correct Borrani rims. The motor has never been taken apart and it is fully serviced and ready to ride. The machine also comes with the original set of tyres which were replaced due to age-related cracking.

important vintage & collectable motorcycles

Where the Wild Things Roam

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lot

31 1962 triumph T120R Bonneville 650CC Engine no.T120D29823 FRAME NO. T120D29823 MILEAGE: 1284 est. $30,000 - $40,000

The Quintessential It is, for some a hard to swallow truism that Triumph produced the best looking parallel twins ever. The pre unit Bonneville is no exception. Viewed from any angle the Bonneville design is characterised by strong graceful lines, tight symmetrical geometry and modern graphic layouts. The bike offers a unified styling theme that is evident throughout the entire machine.

As much as Edward Turner is credited for the parallel twin’s design, one should also give thanks to Jack Wickles, who was responsible for creating the look and feel of some of the most iconic motorcycles ever created such as the Bonneville and the T100GP (refer Lot 28).

It was he who created the famous logo with the extended R that swings beneath the word, as well as the wonderful colour schemes and fantastic tank badges that in themselves have became works of art. Employed by Triumph for 43 years as chief draughtsman or personal assistant to Ed Turner, Wickles was personally responsible for providing the styling of both the T100 and the Bonneville. Ed Turner famously, if not patronisingly, referred to Jack as “Young Wickles, my pencil”.

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The Bonneville is, for many, one of the true modern classics of the 20th century. It inspired a great sense of freedom and achievement and epitomised the promise of peace and prosperity for a new generation.

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important vintage & collectable motorcycles

lot

32 1919 Indian Power Plus + sidecar Engine no. 85M508 est. $55,000 - $65,000

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By the time the Power Plus appeared, Indian motorcycle riders had been roaming the dirt trails and wagon-wheel ruts of America for almost two decades. Wildly innovative, the Indian designers were strong believers in the theory that racing improves the breed and the factory attained the most comprehensive competition programme in the business. With that mindset, Indian was the first to offer such innovations as the first-ever V-Twin, the hardwired twist grip throttle, the first two-speed transmission gearbox, the first adjustable front suspension unit and the first electric lights and starter systems. The Power Plus also offered such advanced equipment as leaf spring suspended

pivotal fork rear suspension, all chain drive and a proper kick-start.

Arguably the most influential motorcycle engine design in history, the Power Plus forced other V-Twin makers, including Harley-Davidson, to abandon their OHV designs and develop sidevalve motors to compete with the Indian’s power and reliability.

Introduced in 1916, the Power Plus offered a 1000cc 42 degree V-twin engine which was more powerful and quieter than were previous designs. Delivering a solid 100mph, it was not or the faint-hearted. ‘Cannonball Baker’ rode the Power Plus in his successful transcontinental

record-breaking attempts in the USA and Australia in 1919. It was this design, more than any other, that placed Indian and HarleyDavidson into one of the most public and competitive death rolls in the history of the industrial age.

Fitted with the original extendable axle sidecar (this enabled the machine to span the deep ruts and wagon tracks) this sophisticated and speedy example is a well-known New Zealand machine that was been restored by a father and son team.

important vintage & collectable motorcycles

Big Red

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lot

33 1937 Velocette MSS 500 Engine no. MSS2570 FRAME NO. MSS3553 Mileage: 10866 est. $25,000 - $35,000

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Three generations of family motorcyclists built Velocette and this showed through in the design and quality of manufacturing. Produced from 1904 to 1968, the Velocette marque was founded by brothers Percy and Eugene Goodman and by the early 1920s the brand had gained a reputation for reliability and, more importantly, speed. Velocette focused on developing an overhead valve, lumpy camshaft single-cylinder designs, with great effect.

The third generation of Velocette’s OHV, high-camshaft configurations was the 500cc MSS, an extension of the 1933 MOV 250cc machine that had debuted two years earlier

(the MOV was joined in 1934 by a long-stroke 350cc version – the MAC, (refer to Lot 11 & 38).

In creating the MSS, Velocette combined the MAC’s 96mm stroke with a larger bore to create its new 500cc machine. Essentially developed from the works of the 495cc OHC racing engine, the MSS engine was bolted into a new frame derived from the Velocette superior racing kit, the KTT. Overall, the MSS was about as race bred as they came in this period. Fast, with superior engineering, expensive and extremely attractive, this MSS has been recommissioned to an extremely high order.

those who provided specific advice and assistance: R. Carpenter for engine and wheel rebuild; vintage motorcycle enthusiasts N. & L. Maddocks for new and replacement parts and carburettor rebuild; BNT Brake and Transmission Limited for brake lining; D.F. Banks for magneto rebuild; C.G. Flutey for exhaust rebuild; Otahuhu Electroplaters Ltd for electroplating; British Motorcycle Parts Ltd for new parts; and Alan Wakefield for chain guard replacement. The owner managed the assembly, small parts manufacturing and refurbishing to a superb level

In addition to the immaculate specialist restoration practice applied by the current owner, one must also note and acknowledge

This is a great example of the passion and unwritten expertise required to ensure successful industry design is kept alive and well.

important vintage & collectable motorcycles

Immaculate Black

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lot

34 1969 BSA Rocket Engine no. PC00529 A757 FRAME NO. PC00529 A757 Mileage: 7428 EST. $15,000 - $20,000

Triple Time Although buying a motorcycle is rarely the most rational of life’s decisions, The Rocket III’s ponderous appearance certainly tested the loyal sensibilities of the British rider. Putting this aside, the Rocket III ensured that the British industry went down in a blaze of glory and proved in retrospect to be one of the most significant machines of the late 60’s early 70s. The Rocket III’s racing success proved that in spite of everything the Brits could still take on the world 60

and win on the track, if not in the sales room.

Offering extremely smooth power delivery, one of the most intoxicating exhaust tunes ever produced and strong angular lines the Rocket III was a remarkable transitional design. In a time when the motorcycle was being measured on terminal speed and complexity, rather than overall performance and style the Rocket buck loads of raw power and personality. The Rocket III encapsulated the British industry at a time

when all but the wild at heart had given up on the English motorcycle industry. The last Rocket III’s rolled out of the BSA’s Small Heath factory in 1972, when the company closed for good. With low original miles this rare example is in a fine un-restored state.

1973 BMW r90s EST. $18,000 - $22,000

The Boxer By the 1970s super bike races were gaining unprecedented momentum and in designing the R90s, BMW was very deliberate and very German about entering the fray. Although lacking a few horse power and offering a mere two cylinders, the R90s placed function over form. Offering the first handlebar mounted bikini fairing, the pilot was able to maintain a high speed (+200kph) for longer than any other Japanese four cylinder

pilot of the day. The ergonomics as a whole could not be matched and the suspension was predictable and very versatile. The low centre of gravity, inherent in the Boxer, and the twin Brembo front discs were class leading.

The silver/orange finish was just too cool and the overall build quality was, at the time, only comparable to Rolls Royce. Ultimately unique, the quintessential ‘Boxer’ continues to set the

mark in sports touring.

This crate fresh example offers zero mileage. Owned by Ian Fallon it has been recommissioned to concourse winning standard.

Falloon is an expert on the BMW marque and this motorcycle features extensively in, and is on the front cover of his authoritative book on R90s.

important vintage & collectable motorcycles

lot

35

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36 1948 Indian Chief Engine no. CDH245 Mileage: nil EST. $55,000 - $65,000

The Beautiful and Damned If there were ever a machine that captured the industrial design sensibilities of the roaring twenties, it was, without a doubt, the Indian Chief. Designed with the throttle in the lefthand 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 this success. However, the true mark of success in any piece of machinery is endurance and endure the Chief did, remaining in production for over 30 years.

This example was meticulously rebuilt by Fred Lange. Fred Lange’s experience spans 50 years and his name translates to authentic restoration practice, no-cost-spared recommissioning, and a minimum three-year waiting list. Located in

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Northern Santa Barbara County, California, Fred Lange has expertise that is tightly focused on American iron namely Indian and HarleyDavidson. Fred’s work has been celebrated in many publications including America Rider, Early Riders, American Motorcycles, Motorcycle Milestones, Easy Rider and Classic Bikes. This machine was acquired by the John Howard Museum in 1997, its quality is crate fresh and, it has with no mileage on the clock, you won’t see better.

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important vintage & collectable motorcycles

LOT

37 1970 IVAN MAUGER SPEEDWAY MACHINE ENGINE NO. 4331-71 EST. $17,000 - $23,000

9 Time World Champion The only person to win three individual world titles in succession, Ivan Mauger is one of the world’s greatest race men. He dominated speedway for many years, and his contribution cannot be underestimated. Both as a pilot and as a tuner, Mauger ensured an extremely high level of competition whenever he entered the oval. The success of Mauger ensured significant demand on his race-developed machines.

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1951 Velocette MAC 350 Engine no. 17872 EST. $6,000 - $9,000

MAC the Knife 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 overhead valve (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, slim-line, single-cylinder machine, ripe for privateer racing. Evolving over 30 years, the MAC benefited from the marque’s race development and a dedication to quality finish.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 raised 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: bullet proof, 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.

important vintage & collectable motorcycles

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38

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39 1965 Triumph TR6 SC Engine no. TR6SC DU14523 FRAME NO. TR6SC DU14523 EST. $25,000 - $35,000

The Desert Sled Produced between 1964 and 1966, the competition variant of the Triumph Trophy (refer Lot 41), the TR6 SC (Special Competition), also known as the ‘Desert Sled’, won numerous competitions. The bike’s appearance in The Great Escape and Steve McQueen’s fondness for the model are well known.

Rarer than the T120 TT, the Desert Sled was developed specifically for the demands of the West Coast desert-racing scene. The TR6SC configuration was designed by USA dealer Johnson Motors. The design included high pipes with no back pressure, no speedo (tachco only), no battery and, most importantly, higher gearing to accommodate the need for heavy back end thrust steering through the deserts of California. Only 60 were made in 1964, 346 in 1965 and 260 in 1966.

This example has been restored by Frank Malin and represents an extremely correct and beautiful example of a powerful modern classic.

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important vintage & collectable motorcycles

lot

40 1977 Harley-Davidson XLCR 1000 CafÈ racer Engine no. 7F02371H7 FRAME NO. 7F02371H7 MILEAGE: 645 EST. $50,000 - $60,000

Only One Man Could Have Done This… and that man was Willie G. Davidson, the grandson of Mr Davidson himself.

It’s not often a motor company goes out on a limb to make something like the XLCR ‘café racer’. Aimed squarely at the stoplight racers of USA’s West Coast, the XLCR was produced in three model years: 1977 (1900 units), 1978 (1200 units) and 1979 (fewer than 10 units left over from the 1978 year). The all-black steel tank and fiberglass tail piece coupled with the unique black Siamese exhausts made the XLCR arguably the most attractive bike of its era.

The XLCR is now a highly sought-after and collectable model. This very original example offers extremely low mileage.

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important vintage & collectable motorcycles

lot

41 1960 Triumph TR6 650 Trophy Bird Engine no. D1026 FRAME NO. D1026 MILEAGE: 1311 EST. $25,000 - $35,000

The T Bird You have to take only one glance at the TR6, with its lean lines and the handsome parallel twin engine to understand why Triumphs were the best-selling big bikes in the USA during the late 1950s and 1960s – and why the TR6 was the most popular of all.

years earlier, in 1954. The T110 itself had been built largely at the request of Triumph’s U.S. dealers and their customers, and was a hoppedup version of the Thunderbird model with which Triumph had entered the 650cc market at the start of the decade.

The importance of the TR6 goes further than its sales figures and dollar-earning ability for Triumph. When it was launched in 1956, the offroad-oriented twin was the first ‘street scrambler’ from a major manufacturer, introducing a style that continues to this day. It was created specifically for export, targeted not simply at the USA but, more precisely, at the hard-core desertracing scene that schooled in the outskirts of Los Angeles, California.

The T-bird’s lasting popularity led to the new street-scrambler model being nicknamed the ‘Trophy-bird’. Predictably, it became another hit for Triumph. The TR6’s engine was an updated version of the T110 unit, with an aluminum cylinder head instead of the cast-iron head that had a tendency to overheat under hard use. The Trophy-bird also featured a small fuel tank, short dual-seat and a new waterproof Lucas magneto, plus a quickly detachable headlight.

Essentially, the TR6 Trophy was based on the 500cc TR5 Trophy, fitted with the 649cc engine from the T110 Tiger that was introduced two 70

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important vintage & collectable motorcycles

lot

lot

42 1930 BSA Sloper 500 sv EST. $7,500 - $15,000

Through Good Times and Bad This 1930 side valve Sloper, which in some ways reflects the end of an era as over head valve (OHV) technology started to become common place for the private rider. With this, the best of side valve (SV) designs faded out of favor. Fitted with ‘colonial’ guards which were designed to address our rough and muddy roads, this example is sure to have seen some of the toughest miles in New Zealand which is a testament to it rugged reputation as a no 72

nonsense hard working machine. Well known for their indestructible gear box and extremely reliable single cylinder motor the Sloper was not only relied upon but also well liked for its rakish good looks.

1977 Tribsa flat tracker Engine no. T150 VNJ41252 FRAME NO. FAY13745 MILEAGE: 8659 EST. $17,000 - $23,000

The Cling On When the builder of this unique machine stumbled across the motor (1974 T150 V Triumph Trident) seen here every other component needed for the project was a long way away.

Having built one off projects bikes for over 25 years Phil Larry offers a vast range of experience and has developed an eye for the unique and singular. One of his first projects was an America inspired British Chopper and some 20 years later Phil has decided to put another Best of

British twist on another American genre - the American flat tracker. Bolted into the famous 1959 BSA A10 frame is a 150V Triple with a Norman Hyde 1000cc kit to boot. All the panel work is hand fashioned alloy. The 28mm Mikuni carbs ensure the outfit is well feed.

This rear set street fighter offers an excellent power to weight ratio and ripping stop power.

This is a very well resolved custom bike for the street racer.

important vintage & collectable motorcycles

lot

43

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Classically Driven At Swann Insurance, classic is what drives us.

significantly greater than comparable insurers for classic motorcycle owners.

Owning a classic motorcycle transcends mere driving pleasures.

It’s the thrill of possessing an item of rare quality. At Swann Insurance we share your passion and your desire to protect one of your most prized possessions. We’re automotive insurance specialists and as you’ll discover, the benefits we offer are

At Swann Insurance, we are proud to support the Webb’s Classic Motorcycle Auction, and as a special offer, for everyone who purchases a vintage or collectables motorcycle at the auction you will receive a 10% discount on your premium on a Fire & Theft cover.

Call us on freephone 0800 807 926 or visit www.swanninsurance.co.nz

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 12.5% 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.

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a guide for buyers Webb’s have set out the following information for the benefit of first time buyers and those who are unfamiliar with auction procedures. Important note: Please refer to full conditions of sale for buyers printed in the reverse of this catalogue and displayed in the saleroom.

estimate at the Auctioneer’s sole discretion.

Registration: All intending buyers must complete a bidding form available from the reception desk

Webb’s will telephone the number you have given several minutes before the lot you have request comes up for sale. If your phone is engaged or we are unable to make contact the auction will proceed without your bidding.

Buying at Auction

Our staff will ask you to hold when we have made contact. They will then tell you that your lot is about to come up. The bids will be relayed to you and you can enter the bidding at any time by making your call. Please note that the bidding at many auctions can be fast and furious. The auctioneer will not favour a phone bidder over and above buyers who are attending the auction by giving them more time to bid. You will need to establish your limit and make sure that you bid clearly and promptly. Telephone bids are only accepted for catalogued sales and on items with estimates over 500.

1. Floor Bidders Ensure that you have registered and obtained a buyer number before bidding on the lot or lots you have chosen Be aware that a buyer’s premium of 15%+GST is payable by all buyers in addition to the hammer price. Please make sure that you are aware of the amount of the buyer’s premium. Make your bids clear preferably by holding up your buyer number card. If you make a mistake e.g. the auctioneer takes a bid from you at a higher level than you had intended or you realise that you had bid on the wrong lot call out to the auctioneer immediately so that the bidding can be adjusted. Waiting until after the hammer falls is too late. If your bid is the highest and the lot is knocked down to you then you have entered a binding obligation to pay for that lot.

The same conditions as above apply to telephone bidders.

Pre-Sale Estimates Estimates printed in the catalogue or given verbally are intended as a guide only and can be subject to revision nearer to the time of a sale. Webb’s staff are available during pre-sale viewing times and by appointment to assist prospective bidders with estimates and any aspect of the auction procedure.

2. Sales Subject to Vendor’s Consent

Condition Reports

Where your bid is the highest but still below the reserve the Auctioneer may declare you to be the “buyer subject to Vendor’s consent”. This means that your bid is held as binding and will be communicated to the Vendor at the earliest opportunity. If the vendor accepts then there is a contractual obligation for you to pay for the lot. If the vendor does not accept you are released from any obligation however you will have first right to negotiate with the vendor through Webb’s until an agreement is reached and Webb’s will not present other offers to the vendor until your negotiations are ended.

Webb’s staff will provide condition reports for out of Auckland buyers. However please note that no 6 in the Conditions of Sale for Buyers will still apply despite the obtaining of a condition report.

3. Absentee Bids Webb’s will endeavour to ensure that your bidding instructions are executed but accept no responsibility or liability for failure to do so. Lots will be bought as favourably as is allowed by bidding in the sale room and any reserve imposed by the vendor.

Please note that Webb’s cannot guarantee that another bidder will not be successful at your limit if in the course of competitive bidding someone else bids your limit first.

Absentee bids are accepted by written instruction which can be sent by fax (e-mailed absentee bids are not accepted) up to l hour before the commencement of the sale.

Absentee bids will be executed on the following basis: If your bid limit is equal to or above a reserve the Auctioneer may open the bidding at reserve on your behalf and will bid thereafter only in response to competition for the lot.If your bid limit is below a reserve the Auctioneer may open the bidding at your limit and if there are no further bids in the room may sell to you “subject to vendor’s consent”. In the absence of a reserve the Auctioneer may exercise your bid in advance of any opening bid or may open the bidding on your behalf at the Auctioneers

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Telephone Bids

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 cheque or Eftpos. Cheques will be accepted but must be cleared before delivery of goods will be given. Credit cards are not accepted.

Packing and Freight Webb’s do not pack goods in house. However we will arrange for your items to be packed insured and shipped by a professional agent. All costs associated with packing and freight are payable by the purchaser.

Valuation Service Webb’s provide free market appraisals on Monday mornings from 9am-1pm or at other times by appointment. Webb’s appraisers will come to your home to view and appraise larger items. Webb’s will provide valuations for insurance matrimonial division family division etc. Please enquire at reception for charges. Valuation charges are refundable on occasion when goods are subsequently offered for sale within a reasonable period.

Bidding Slip For absentee bidders on lots in THE vintage & collectable MOTORCYCLEs sale - MAR 18 2009 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 Important Vintage & Collectable Motorcycles 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. * 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 79

Contact: Neil Campbell Mob: 021 875966 Email: ncampbell@webbs.co.nz

ENTRIES NOW INVITED NEXT SALE SCHEDULED 2010