H and H Classics Limited Auction Catalog - Motorcycle Sale & Classic Vehicle Automobilia Online Auctions

1956 Silverstone International Hutchinson 100 Poster

Lot #1 (Sale Order 1 of 136)

Colour, framed and glazed. 21x31"

1967 Austrian Grand Prix Poster

Lot #2 (Sale Order 2 of 136)

Colour, framed and glazed. 24x33"

1968 & 1969 Isle of Man Posters

Lot #3 (Sale Order 3 of 136)

Colour, framed and glazed. 21x31" (2)

Photograph Album

Lot #4 (Sale Order 4 of 136)

Dating from 1947 to 1951 and depicting Les Archer, Geoff Duke, Rod Coleman and more. (78 inc. 5 signed)

Photograph Album

Lot #5 (Sale Order 5 of 136)

Dating from 1952 to 1953 and depicting MV, Gliera, AJS Porcupine, Geoff Duke and more. (59 inc. 1 signed)

Photograph Album

Lot #6 (Sale Order 6 of 136)

Dating from 1954 to 1956 and depicting Maurice Bula Collection, Duke, Surtees, Sandford, Smith and more. (62 inc. 5 signed)

Photograph Album

Lot #7 (Sale Order 7 of 136)

Dating from 1957 to 1959 and depicting Redman, Deubel, Duke, Hiller, Miller and more. (71 inc. 5 signed)

Photograph Album

Lot #8 (Sale Order 8 of 136)

Dating from 1960 to 1961 and depicting Read, Harris, Venturi, Taverie, Duff, Vincent and more. (66 inc. 12 signed)

Photograph Album

Lot #9 (Sale Order 9 of 136)

Dating from 1962 to 1963 and depicting Rutter, Vincent, Read, Duff and more. (69 inc. 10 signed)

Photograph Album

Lot #10 (Sale Order 10 of 136)

Dating from 1964 to 1966 and depicting Redman, Read, Agostini, Venturi, Deubel, Bryans, McCosh and more. (86 inc. 12 signed)

Photograph Album

Lot #11 (Sale Order 11 of 136)

Dating from 1967 to 1969 and depicting Chandler, Graham, Rosner, Agostini, Bryans, Carruthers, Gould, Read, Grasetti and more. (96 inc. 19 signed)

Photograph Album

Lot #12 (Sale Order 12 of 136)

Dating from 1970 to 1971 and depicting Robb, Cooper, Gould, Barnett, Smart, Grassetti and more. (77 inc. 18 signed)

Photograph Album

Lot #13 (Sale Order 13 of 136)

Dating from 1972 to 1974 and depicting Agostini, Vincent, Read, Lansivouri, Grant, Woods and more. (71 inc. 33 signed)

Photograph Album

Lot #14 (Sale Order 14 of 136)

Dating from 1975 to 1976 and depicting Williams, Tonkin, Woods, North, Agostini, Sheene, Tait, Baker, Croxford and more. (85 inc. 22 signed)

Photograph Album

Lot #15 (Sale Order 15 of 136)

Dating from 1977 to 1978 and depicting Hartog, Potter, Grant, Read, Bonera, Balde, Woods, Marshall and more. (74 inc. 18 signed)

Photograph Album

Lot #16 (Sale Order 16 of 136)

Dating from 1979 to 1980 and depicting Crosby, Ballington, Grant, Roberts, Marshall, Parrish, Spencer, Haslam and more. (61 inc. 21 signed)

Photograph Album

Lot #17 (Sale Order 17 of 136)

Dating from 1981 to 1985 and depicting Ballington, Tuxworth, Gardner, McGregor, Mamola, Parrish, Sparron, Spencer and more. (70 inc. 32 signed)

Photograph Album

Lot #18 (Sale Order 18 of 136)

Dating from 1947 to 1967 and depicting Hailwood, Minter, Taveri, Read, Redman, Robb, Bryans and more. (300 inc. 37 signed)

Photograph Album

Lot #19 (Sale Order 19 of 136)

Dating from 1968 to 1999 and depicting Hailwood, Saarinen, Read, Agostini, Pons, Findlay, Sheene, Sarron and more. (275 inc. 100 signed)

1933 Brooklands Trophy

Lot #20 (Sale Order 20 of 136)

Awarded to Freddie Clarke for Aggregate Prize Class A.

1936 Brooklands Trophy

Lot #21 (Sale Order 21 of 136)

Awarded to David Whitworth for Highest Aggregate Tied 1st Place.

1939 Brooklands Trophy

Lot #22 (Sale Order 22 of 136)

Awarded to Freddie Clarke.

1960 Italian Grand Prix Trophy

Lot #23 (Sale Order 23 of 136)

Awarded to Mike Hailwood for Best Performance by a British Machine riding a Norton 500cc to 3rd Place.

1967 Dutch TT Trophy

Lot #24 (Sale Order 24 of 136)

Awarded to Phil Read for 1st Place 125cc.

1967 Dutch TT Trophy

Lot #25 (Sale Order 25 of 136)

Awarded to Mike Hailwood for 1st Place 500cc.

1970 Isle of Man TT Replica

Lot #26 (Sale Order 26 of 136)

Awarded to Tom Dickie for 19th Place in the Junior Race.

1979 Isle of Man TT Replica

Lot #27 (Sale Order 27 of 136)

Awarded to Derek Huxley for 10th Place in the Schweppes Classic Race 1000cc.

Carl Fogarty Ducati Leathers by Dainese

Lot #28 (Sale Order 28 of 136)

As worn by Carl Fogarty when he won the 1994 Superbike World Championship riding for Ducati.

Assorted Motorcycle Spares

Lot #29 (Sale Order 29 of 136)

Quantity of assorted motorcycle spares in unknown condition. (Qty)

Norton Manx Artwork

Lot #30 (Sale Order 30 of 136)

A handmade Repousse-work picture by Paul Pennell depicting two Manx Nortons racing. 42x30"

Raleigh Superbe

Lot #1001 (Sale Order 31 of 136)

Raleigh Superbe

Bates Frame

Lot #1002 (Sale Order 32 of 136)

Bates Frame

David Rattray Flying Scott

Lot #1003 (Sale Order 33 of 136)

David Rattray Flying Scott

Witcomb Frame

Lot #1004 (Sale Order 34 of 136)

Witcomb Frame

David Rattray Flying Scott

Lot #1005 (Sale Order 35 of 136)

David Rattray Flying Scott

Sun Wasp Tandem

Lot #1006 (Sale Order 36 of 136)

Sun Wasp Tandem

Moto Morini Corsaro

Lot #2001 (Sale Order 37 of 136)

The Moto Morini Corsaro (Pirate) was unveiled to the public at the Milan Samples Fair in April 1959. The new model employed an overhead valve, single cylinder four stroke engine built in unit with a four speed gearbox, producing 7.5bhp at 8,000 rpm which delivered a top speed of 63mph. Presented in a sporting style with low handlebars, an attractive fuel tank and a dualseat equipped with a "hump" it proved popular with the public despite having a higher retail price than many of its contemporaries. The example offered has recently been imported from Italy having formed part of a private collection in Pusaro. A three owner from new bike, it is presented in good, original condition throughout and is offered with the original owner's logbook.

Bianchi Mendola GT

Lot #2002 (Sale Order 38 of 136)

The Bianchi Mendola employed a single cylinder two stroke engine displacing 123cc housed in a single down tube cradle frame equipped with telescopic forks and a conventional swinging arm rear suspension. The model was attractively styled and could attain speeds of over 50mph. This, original, unrestored example of the GT variant, is described by the vendor as being in "good" mechanical condition with "good", original cosmetics. It has until being imported into the UK, formed part of a private collection in Italy and is offered with an Italian dating certificate, copies of some original paperwork and some original tax discs.

Yamaha TY125

Lot #2003 (Sale Order 39 of 136)

Introduced in 1975, the TY125 and its larger brother, the TY175, are arguably one of the most successful trial bikes to be built by a Japanese factory, providing inexperienced riders with a reliable and competitive mount, a role that the continue to fulfil today in twin shock events. The example offered was built, according to a letter supplied with the machine, from Yamaha Motor UK Limited, during February 1982. It is described by the vendor as having a good engine and transmission with the frame and cycle parts being similarly described.

Honda C90

Lot #2004 (Sale Order 40 of 136)

Following the success of the Honda C50 Cub, the company introduced a larger displacement machine in the form of the C200. The new model featured an ohv engine displacing 86.7cc and was produced until 1966 when it was replaced by the ohc CM90 which benefited from a 3cc increase in capacity and a 1bhp power increase. The C90 remained a common sight on British roads until well into the 1990's having received a square headlight in 1984. In Asian markets, including Japan, the Cub is still available with revised styling and fuel injection but remaining true to the original concept, combining economy with convenience. This machine is described by the vendor as being in good condition throughout except for some light rust on the brightwork. It has recorded a low mileage, supported by the accompanying receipts and original paperwork and has only had one other owner from new. It is offered with a Swansea V5C and a MOT certificate valid until the 15th July 2015.

Bultaco Sherpa T

Lot #2005 (Sale Order 41 of 136)

The Sherpa vied with its major rivals from Montesa and Ossa throughout the seventies with a policy of annual updates maintaining its competitiveness. The 238cc Model 198A and its sister 326cc Model 199A were introduced in October 1978. The most noticeable difference relative to its predecessor was the loss of the lower frame rails with the sump shield now effectively forming the lower frame member and thereby increasing ground clearance. Other changes included a stronger swinging arm and a new ignition side engine case together with an all blue livery. The example offered is described as being in excellent condition throughout having been restored by the vendor during 2014. The engine was rebuilt with bearings, seals and primary drive chain being fitted. The fork stanchions have been re-chromed and the frame has been powder coated. New parts fitted include the mudguards, chain and sprockets, a new set of IRS trials tyres, a new Mikuni carburettor and Betor alloy gas rear shock absorbers have been fitted and the handle bars have been replaced with new cables and levers being used. The swinging arm bushes have been replaced.

Yamaha YZ80

Lot #2006 (Sale Order 42 of 136)

The YZ80 was available in different forms from 1974 until 2001. Like its smaller sibling the YZ50 it was intended for youngsters to compete in "schoolboy" motocross but also found favour with adults as a paddock bike. The 1980 series machines featured a tubular steel frame with cantilever rear suspension. This example was, according to correspondence previously with the machine, supplied to Barry Sheene following his move to Yamaha for the 1980 season for use as a paddock bike. It is described by the vendor as being in good condition throughout.

Velocette MSS

Lot #2007 (Sale Order 43 of 136)

During 1933 Velocette introduced the first of a new range of high camshaft overhead valve models in the form of the 248cc MOV, which was joined in 1934 by the 350cc MAC and the 500cc MSS in 1935 with the three models continuing in production until the Second World War halted production. With the return of peace the three models returned to the range. MSS production ceased at the end of 1948 returning to the catalogue in completely revised form with the new frame and revised engine design for the 1954 season. The new MSS would go on to sire the sporting Venom and Thruxton models. This unrestored 1956 MSS is described by the vendor as being in good condition in all respects. Offered with a Swansea V5C it has not been used for two years.

BSA C15

Lot #2008 (Sale Order 44 of 136)

Introduced in September 1958 the C15 origins lay not in Small Heath but Meriden, being essentially a stretched Tiger Cub. The new unit construction model replaced the C12 in the range, providing economical transport and would form the basis for a series of machines that would culminate in a 500cc single and win numerous trials and scrambles in the process. The example offered, dating from 1965 is described by the vendor as being in unrestored, original, running condition. The paintwork and brightwork are described as being in "ok" condition with the transmission, cycle parts and engine all being "good". The electrics have been uprated to twelve volts and an electronic ignition has been fitted. It is offered with a Swansea V5C.

BSA Rocket 3 MK2

Lot #2009 (Sale Order 45 of 136)

In late 1970 BSA unveiled a revised version of the mighty Rocket 3. Although the frame remained largely as before the voluptuous styling of the first series gave way to a lighter, leaner style with revised mudguards and simpler sidepanels complimented by tapered megaphone type silencers, slimline front forks bereft of gaiters and shock absorbers with exposed springs. The groups new twin leading shoe conical front brake and hub was adopted and the front tyre size now mirrored that of the rear. Indicators were fitted as standard and the alloy oil cooler endcaps were deleted. The UK market retained the 4.25 gallon tank while US spec machines, as offered here, employed an attractive 2.5 gallon unit. The engine remained largely unchanged, although the gearing benefitted from a smaller gearbox sprocket which improved performance. The US specification machine offered was imported from France and restored to original specification during 2000. The vendor describes it as being excellent condition in all respects with the striking candy apple red paintwork, black frame and brightwork ensuring that it will daw admiring attention. It is offered with a Swansea V5C.

Kawasaki Z1

Lot #2010 (Sale Order 46 of 136)

Development of the Z900 started towards the end of 1967 under the code name NYS, short for New York Steak, but was not released until 1972. Typed the Z1 and displacing 903cc the double overhead cam four cylinder's release had been delayed by the Honda CB750. Originally conceived by Kawasaki as a 750cc four, the Honda had prompted an increase in engine capacity. The new motorcycle re-wrote the definition of a Superbike combining performance that exceeded the H1, with a degree of technical sophistication that exceeded that of the Honda CB750. Despite its sophistication the "Zed" retained an edge to its character that its rivals did not have. Production of the 903cc machine continued until the end of 1976 when it was replaced by the Z1000. The example offered dates from the last year of Z900 production. The original green and black paintwork is described as being in good condition as is the brightwork. The machine displays 50,635 km's with the engine, transmission and cycle parts all being described as being in good condition by the vendor. Recently imported from Italy is is offered with Italian registration documentation and a dating certificate.

Douglas Dragonfly

Lot #2011 (Sale Order 47 of 136)

Although the Mark series machines had served Douglas well they were replaced in 1955 by a new model, originally to be called the Dart, but by the time of its release known as the Dragonfly. Although the new machine employed an engine that was clearly a development of the existing unit the majority of the mechanical components were revised. The twin carburettors of the Mark series were replaced by a single instrument housed under a cover above the crankcases with the mixture being fed to the cylinder heads by two, long curving inlet manifolds fed from a chamber cast into the clutch housing. The revised power unit was endowed with clean modern lines that complimented a totally new set of cycle parts. The torsion bar rear suspension of the previous models was replaced by a conventional pivoted fork system controlled by a pair of Girling shock absorbers. The frame was of a duplex cradle type with a single top tube and Earles type forks, again controlled by Girling units, were fitted at the front. The most striking feature of the machine was the five gallon fuel tank that extended forwards of the headstock to incorporate the headlamp mounting. Unfortunately Douglas was not in a financially secure position leading to their acquisition by Westinghouse Brake and Signal at the end of 1956 which resulted in motorcycle production ceasing in March 1957. The example offered has been built by the vendor over the course of a number of years from parts. It is described as being good mechanical condition and excellent cosmetic condition. The wheels were built using stainless rims and spokes and stainless fasteners have been used wherever possible. The paintwork was carried out by Long Eaton Enamellers and the machine is accompanied by a Swansea V5C.

Indian Brave

Lot #2012 (Sale Order 48 of 136)

The 248cc Indian Brave was manufactured for the American company by Brockhouse in Southport Lancashire, better known in the UK at the time as the manufacturer of the Corgi. The Brave employed a side valve single cylinder engine built, unusually for the time, in unit with a three speed gearbox supplied by Albion which was housed in a rigid frame with undamped telescopic forks. Initially it was only offered in the States, although by 1954 it, together with a second model equipped with a pivoted fork, were available on the home market. Production ceased at the end of 1955, although machines were still available for purchase in 1956. The Brave offered performance comparable to its rivals such as the BSA C10L but failed to establish itself in the market and consequently are rare today. This example of the rigid version has benefited from a full restoration and is described as being in very good condition cosmetically and good condition mechanically. It is offered with a Swansea V5C.

Jonghi 125cc

Lot #2013 (Sale Order 49 of 136)

The French Jonghi concern entered the motorcycle market in 1931 with a 348cc side valve single adding a 348cc over head cam model to the range in 1933 rapidly followed by 248cc and 173cc versions, all of which were successful in competition prior to the Second World War. In the post war years the company concentrated on the production of light weights powered by proprietary engines. This example, offered in competition trim, dates from 1952 and is fitted with a 125cc single built in unit with the gearbox housed in a rigid frame. The trailing link forks are an unusual feature, particularly on a lightweight of the period when undamped telescopic items or blade girder forks were a more usual fitment.

Triumph Tiger Cub Trials Replica

Lot #2014 (Sale Order 50 of 136)

Triumph's little Tiger Cub was produced in many forms all based on the first 1954 T20 model which in turn was a development of the original T15 Terrier, much sought after today. The Cub quickly proved its mettle in competition, particularly trials with factory riders meeting with considerable success as did privateers on production trials models. Today the Cub is a mainstay of the pre 65 trials scene. The example offered is believed to date from 1970 and is presented as a trials replica. It is presented in cosmetically fair condition but has not been run recently.

Suzuki TR50

Lot #2015 (Sale Order 51 of 136)

Suzuki originally introduced the TR50 in 1963, at a time when the 50cc class was gaining in popularity. Intended to compete against the CR110 from Honda it produced a claimed 8.5bhp at 11,000rpm from its piston ported engine. Unusually the spark was provided by a half speed magneto with the drive being taken from clutch primary drive. A six speed gearbox was built in unit within the sandcast crankcases. Housed in a tubular frame the new model promised much but rapidly displayed signs of fragility and was withdrawn from the market. A revised and improved variant was introduced during 1967. The issues concerning the manufacturing processes employed had been addressed and higher quality materials were employed throughout which resolved the various reliability issues that had beset the original machines. Unfortunately, by this time the popularity of the 50cc class was not as great and Suzuki found it difficult to sell the revised model. This example was originally raced at Lydden Hill and Brands Hatch in period. It was purchased by the vendor in 2007 from the Hove area and subsequently restored to original specification, except for the fairing mounting vibration blocks which are later RG500 components. Since its restoration the motorcycle has been raced by the vendor at Three Sisters where it finished second and paraded at Dion, Spa and Alderbroecke and other continental events. Featuring matching numbers, it is described as being in good condition mechanically and cosmetically with all original parts except for the previously mentioned mounting blocks.

Suzuki GT380

Lot #2016 (Sale Order 52 of 136)

The smallest of Suzuki's three cylinder two stroke range was introduced during 1972. Known as the GT380 the new model employed an air-cooled engine and a six speed gearbox. When tested the it was found to be capable of 100 mph with good handling and very little vibration. The original black and blue example offered is described by the vendor as being in good condition throughout. Recently imported from Italy it is offered with Italian paperwork.

Matchless G9 Super Clubman

Lot #2017 (Sale Order 53 of 136)

With hindsight 1949 can be defined as the year of response to the success of the Speed Twin by Triumphs rival manufactures with BSA, Norton, Royal Enfield and AJS/Matchless all announcing new 500cc twins. The AMC models, typed the Model 20 and G9 for the AJS and Matchless models respectively featured a third, central main bearing but otherwise conformed to the norm. AMC, unlike the majority of their rivals, who dabbled with "sprung hubs" and various plunger systems, had introduced a pivoted fork frame controlled by hydraulically damped suspension units during the late forties having carried out development work during the war years. The new rear suspension system that was applied to both the singles and twins was complimented by AMC's "Teledraulic" battlefield proven front forks. The rest of the cycle parts were drawn from the existing single cylinder range. The basic design changed little over the course of the next few years, the most significant changes occurring in 1952 when a new Burman gearbox was adopted, 1954 and the change to a full width alloy hub and 1955, the year that the example offered was built, when an Amal Monobloc carburettor became standard together with a full width alloy rear hub. 1956 saw the introduction of the revised long oil tank and toolbox together with a new frame and in 1957 the Jampot suspension units gave way to items supplied by Girling. The G9 on offer was restored to a very high standard 20 years ago. Finished with a red and chromium plated petrol tank this lovely example is offered with a Swansea V5C and buff log book.

Honda CB750A

Lot #2018 (Sale Order 54 of 136)

The CB750A, introduced in 1976, was a derivative of the single cam CB750 equipped with a two speed torque converter that dispensed with the need for a manual clutch. Unlike the "standard" CB750 the new model was equipped with a wet sump lubrication system which housed the oil for both the engine and transmission and the motorcycle was fitted with a parking brake. The machines styling differed from the manual transmission model significantly with a stepped saddle, high bars and large section rear tyre, anticipating the trends of the "factory customs" that would emerge from the Japanese factories as the decade closed. Unfortunately, Honda, like Moto Guzzi with the V1000 Convert, found that clutchless and automatic transmissions did not appeal to riders of large capacity machines with production ending in 1978 following disappointing sales, consequently the technically interesting CB750A is an extremely rare machine today and a must for any Honda collector. The example offered has been in the same ownership for the last 17 years having been imported from the States and has not been used for the last 12. It is described as having fair cosmetics and being "OK" mechanically and running, although it requires a battery, and is accompanied by a Swansea V5C.

BSA Starfire

Lot #2019 (Sale Order 55 of 136)

The change in the learner law restricting new riders to machines not exceeding 250cc resulted in a change in character for quarter litre machines with greater emphasis being placed on performance at the expense of flexibility. One of the quickest British two-fifties to emerge was the BSA Starfire introduced during 1968 which benefited from the firms success in scrambles. This matching numbers example, dating from 1970 benefits from the twin leading shoe front introduced the previous year and is described as being in good cosmetic condition. It is fitted with a carrier. Not run in the current ownership its mechanical condition is unknown.

Norton 650 SS

Lot #2020 (Sale Order 56 of 136)

Norton introduced the Model 99 600cc twin during 1956 in response to the introduction of the Triumph Thunderbird and Tiger 110 and the BSA A10 series machines which had left Norton at a disadvantage. The new machine utilised the 88's cycle parts housing a revised engine with a swept volume of 596cc resulting from dimensions of 62 x 82 mm. Despite the Norton 99's excellent qualities its 600cc capacity was a disadvantage in the North American market where "capacity mattered" resulting in the release for 1961 of the 650cc Manxman model. Initially offered exclusively for the US market, the 650 became available to British riders from September 1961, being offered in three forms like the smaller Model 99, these being the standard, de luxe and, as offered here, SS forms. The SS adopted twin carburettors and polished ports together with a hotter camshaft and a siamezed exhaust system added extra brake horsepower. Chromed mudguards, flat handlebars and ball ended levers were fitted as standard and a rev counter was offered as an option. The Model 99SS offered is an early example of the variant and appears to be correct in all major respects. It is cosmetically sound but its mechanical condition is unknown.

Rudge 250cc Engine

Lot #2021 (Sale Order 57 of 136)

A complete 250cc four valve Rudge engine but missing the magneto and carburettor.

Rudge 250

Lot #2022 (Sale Order 58 of 136)

Rudge secured a 1- 2- 3 in the 1930 Junior TT using machines powered by a newly developed engine equipped with a radial four valve head. The new cylinder head appeared on production machines for the following season, one of which had a capacity of 248cc. The following season saw another addition to the range when a 248cc TT replica was added following the company's success in the 1931 Lightweight TT when they secured first and second places. For the 1933 model season the 248cc machines gained the alloy primary chaincase that had been introduced on the larger machines the previous year. The TT was dropped for the 1934 season, being replaced by a "Sport" model equipped with a positive stop foot gear change, a hand change being fitted to the Standard model, which itself was replaced the following season by a new machine fitted with a two valve head initially known as the Tourist and later the Rapid. The Sport continued in largely unaltered form, the most significant being the adoption of the larger fuel tank, fitted to higher capacity machines in the range, for the 1936 season. The two valve machine offered is presented in original condition requiring restoration following a lengthy period of inactivity prior to which it had been raced in vintage events where it proved to be a fast machine. It is accompanied by some Rudge transfers and a 250cc Rudge four valve engine is offered as a separate lot.

Brockhouse Corgi

Lot #2023 (Sale Order 59 of 136)

The Corgi's origins lay in the wartime Welbike, a 98cc Villiers powered folding mini bike built by Excelsior that had been built for use by paratroopers enabling their rapid deployment from the drop zone. The Welbike concept was adapted for the civilian market by Brockhouse Engineering of Southport using an Excelsior Spryt engine displacing 98cc that they built under licence. The first version offered from 1948 lacked suspension or a kickstart, despite which it sold reasonably well. A mark 2 variant followed equipped with a dog clutch and kick start and for 1949 Brockhouse offered the option of a two speed gearbox and telescopic forks. Production continued until the end of 1954. The 1950 single speed Mk 2 offered is described by the vendor as being in "running" condition mechanically and "OK" in respect of the cycle parts, transmission, electrical system and cosmetics.

Norton Model 16H

Lot #2024 (Sale Order 60 of 136)

James Landowne Norton founded the Norton Manufacturing Company during 1898 in his home city of Birmingham supplying components to the established cycle industry and also to the newly emerging motorcycle industry. By 1902 he had produced his first motorcycle employing a French clip on engine and over the next five years developed both the frame, lowering and elongating the basic cycle structure in order to mount the engine (and later the gearbox) within the frame structure and his own engine design which was introduced during 1907. When machines became available to the public in 1908 the prototypes displacement of 660cc had been reduced to 633cc. Equipped with aluminium crankcases and an iron head and barrel the new engine established a pattern that would run until 1954 and introduced a name to the motorcycling vocabulary that is as well regarded today as it was in the Edwardian period - the Big 4. 1909 saw the introduction of a smaller 475cc engine which, although not particularly successful in its own right formed the basis for a revised model introduced in 1911, with engine dimensions of 79 x100 mm and a swept volume of 490cc. Typed the no.2 under the system introduced to identify models during 1915, when the no. 2 was equipped with a chain final drive from the three speed gearbox instead of a belt it became the no.16. For 1921 a revised version of the 16 was introduced using the "low" or home market frame instead of the colonial frame that it had previously employed and shared with the Big 4, Norton added an H to the model number and the 16H came into being. The sporting 16H is as desirable today as it was when new, displaying as it does the best attributes of vintage motorcycle design. The model's specification placed it at a considerable advantage to many of its rivals, an advantage that was enhanced further by the reliability and build quality of the machine. The 16H offered dates from the end of 1923 having left the factory on the 12th December 1923 and is thus a 1924 season machine. It has been on display in a museum for a number of years. It is currently fitted with a contemporary Big 4 engine, although the original 16H engine is supplied with the machine. Offered in unrestored condition it is fitted with an unusual oil tank and a peculiar petrol tank with a double curve at the front, a feature that marque specialist Dr George Cohen has never seen, even in contemporary photographs.

OK Supreme 250cc

Lot #2025 (Sale Order 61 of 136)

OK Supreme could trace their origins to the turn of the twentieth century and until 1926 were known simply as OK. During the year the founding partners split with Ernie Humphries adding the Supreme element to the company name. The company produced high quality machines that usually relied on proprietary power units, typically from JAP, although they did on occasion produce their own engines including the famous overhead cam "Lighthouse" single derived from their 1928 TT winning design. During the late thirties the factory offered a JAP powered 245cc single in a number of forms from a standard utility model to a super sport variant with differences in specification dictated by the specific models intended role, all bearing the name Flying Cloud. The example offered was built for a relative of the owner prior to 1976. Much admired at the time it was featured in the April 1976 edition of "Motorcycle Sport" and saw limited use before being placed on display in a museum until now. Attractively presented with red paintwork and fitted with alloy rims it appears to be in good condition but following a lengthy period of inactivity its mechanical condition is unknown. It is offered with an old log book, and expired MOT certificates.

Panther Model 25

Lot #2026 (Sale Order 62 of 136)

The late 1920's proved to be a difficult period for P & M who had invested heavily in the Panthette 247cc vee twin designed by Granville Bradshaw. The new model, although technically excellent, was an expensive machine seeking buyers just as the effects of the Wall Street Crash started to bite and it is thought that only about 200 examples were produced before production ceased. Seeking a rapid way to revive the company's fortunes, P & M turned to Villiers, the Panthette frame being easily modified to accommodate the Villiers Mk IX-A 247cc twin port singles. Released in 1928, the new machine exceeded the performance of the Panthette, was cheaper to produce and enjoyed the favourable tax rate offered for machines weighing less than 200 lbs. The 1929 model season saw the adoption of the Villiers Mk-X A engine and for 1930 the Model 25 benefitted from a number of cosmetic enhancements as well as the adoption of a positive lubrication system with an oil tank mounted on the frames diagonal brace being pressurised from the crankcase to feed the engine and primary drive chain. Production of the Villiers powered 250cc continued with further detail refinements until 1932 when it was effectively replaced in the range by the 250cc ohv Model 40. The model 25 offered dates from 1931 and is fitted with a high level exhaust system. Attractively presented with a green and silver fuel tank, it is described as being an original, unrestored machine that is accompanied by some original Panther transfers.

Vincent Rapide Series C

Lot #2027 (Sale Order 63 of 136)

The pre-war Series A Rapide offered a level of performance unrivalled by the vast majority of its peers, however the vee-twin engine configuration resulted in a long wheelbase endowing the machine with slow, albeit stable, handling. The Stevenage based company promised a revised model in their wartime advertising which would address this issue together with the cluttered appearance of the engine due to the external oil lines that gave it the "plumber's nightmare" nickname. The result was promised to be fast, capable of cruising at 100mph, with exemplary handling and braking, a high degree of rider comfort and easy maintenance. The solutions adopted in order to achieve these aims were radical. The full cradle frame was discarded, with the engine becoming an integral part of the machine. A fabricated oil tank incorporated the headstock mounting to the engine. At the rear of the engine brackets provided pick up points for the cantilever suspension system. Brampton girder forks were employed at the front, although their limitations were recognised and their subsequent replacement by Girdraulic units defined the Series C variants. A gearbox built in unit with the engine further aided the reduction in wheelbase in comparison to the Series A machines. The lubrication system for the engine was refined improving the appearance of the unit and aids to maintenance were incorporated into the design such as wheels that could be removed without the aid of tools. Twin drum brakes were employed on both wheels endowing it with exceptional braking distances. That they largely achieved their aims is now a matter of historical record, although it was not until the Series C models arrived with the Girdraulic front forks that the two engineers were entirely satisfied. LKF 807, a Series C Rapide, has been in the same owner's possession since 1972, who is thought to be only the second keeper of the machine. It is offered in complete, original unrestored condition with "matching" numbers, including the crankcases which are stamped JJ60 and is fitted with two "front cylinder heads and is offered with an original log book.

Diamond 1.5hp

Lot #2028 (Sale Order 64 of 136)

Originally a bicycle manufacture, the Diamond company entered motorcycle production in 1910 and continued with breaks until the late thirties. Their products employed proprietary engines supplied primarily by Villiers and Barr and Stroud, although JAP and Blackburne units were also used. According to Tragatasch Diamond were purchased by Sunbeam in the late twenties following which Diamond machines were ridden at the TT by Sunbeam works rider, Vic Brittain. The example offered dates from 1923 and is a typical lightweight of the period. A 1 1/2hp Villiers two stroke engine and two speed Sturmey Archer gearbox are used with a chain primary drive and belt final drive. The simple rigid frame is equipped with Druid forks and an Amac carburettor is fitted. Described as being in unrestored condition throughout it has formed part of a private collection for a number of years. PLEASE NOTE: The registration for this Motorcycle is 'CKC855B'.

FN M50

Lot #2029 (Sale Order 65 of 136)

Introduced in 1923 the M50 represented the culmination in the development of the in line, four cylinder motorcycle by FN (Fabrique Nationale de Herstal). Established in 1899 FN had quickly established themselves as a leading car and motorcycle manufacturer. Early machines employed 133cc clip on engines and the motorcycle range quickly expanded to include 362,412,596 and 748cc machines with in line four cylinder models being a feature of the range as was shaft drive, a system that the company had successfully applied to their bicycles before applying it to their motorcycles. The M50 employed an inlet over exhaust, four cylinder engine displacing 748cc. A three speed gearbox and chain final drive were employed. The cycle parts followed contemporary practice with the emphasis being placed on comfort rather than outright performance. The machine was no better in terms of performance than FN's own 350cc single while being considerably more expensive in terms of purchase price and running costs. Production of the M50 came to an end in 1926 after approximately 1,200 M50's had been built ending 22 years of four cylinder production at FN. The example offered dates from 1923 and is offered in dismantled condition with some parts missing. There is, however, a dismantled but almost complete spare engine with the machine together with a current registration document, period and contemporary literature and transfers for the machine.

Scott Flying Squirrel

Lot #2030 (Sale Order 66 of 136)

As the 1930's dawned the Yorkshire based Scott concern faced an uncertain future. Alfred Angas Scott had left the company in 1915 and his successors had done little to advance the design of the Scott motorcycle. The engine design remained largely unchanged although the cycle parts had received attention, staying abreast of contemporary design. These changes only added weight to the machine and it is a testament to the inherent soundness of the original design that the machines remained competitive and retained a loyal customer base. This example is presented in good unrestored condition cosmetically but, following a period of museum display its mechanical condition is unknown.

Moto Guzzi Lodola

Lot #2031 (Sale Order 67 of 136)

Introduced in 1956 the Lodola has the distinction of being the last Guzzi designed entirely by Carlo Guzzi. The Lodola was powered by a chain driven, single overhead cam engine built in unit and housed in a frame equipped with a conventional pivoted fork and telescopic forks. The 175cc version was offered in Normale and Sport form, being joined by an overhead valve version displacing 235cc, typed the Gran Tourismo, in 1959. It also provided the basis for a series of works regularity competition machines (ISDT type motorcycles) built by the factory in 175, 235 and 247cc, the majority of which employed the sohc engine and the Lodola Regolarita', a production 235cc sohc version built for sale to the public in limited numbers. The example offered is based on a 1960 road machine that has been converted to Regolarita' trim. Described as being in good condition throughout it is fitted with a high level exhaust of a type similar to that employed by the later works machines and incorporates an ammeter in the tool box and an oil cut out tap.

Velocette KSS / KTT

Lot #2032 (Sale Order 68 of 136)

Undoubtedly one of the great British sporting motorcycles, the KTT (Kamshaft Tourist Trophy) enjoyed a career spanning three decades having first become available to the public at the end of 1928, when two MK I's were built. Production of the new model accelerated in 1929 when 178 were produced. As the name implies, the KTT was a production racer offered to the public. The model benefited from the experience gained by the successful works team, being in effect a replica of the works machines that had secured Velocette's second TT win in the 1928 Junior race. The new model was powered by an overhead cam single cylinder engine displacing 348cc with a bore and stroke of 74 x 81 mm that could be distinguished from the road going models in the range by the external stiffening webs employed on the crankcase. Lighter, steel flywheels were employed and a hotter camshaft was fitted. A great deal of attention was paid to strengthening the valve train to prevent breakages and a revised cylinder head was fitted. Drive was taken to a three speed gearbox, similar to that employed by the rest of the range but fitted with a set of close ratio gears, via a primary chain. The rigid frame was equipped with a set of braced Webb girder forks, a feature peculiar to the KTT. This machine employs a Mk 1 KTT engine housed in a contemporary KSS frame which was identical to the KTT unit, and is complete, except for a missing front brake plate. It is offered in unrestored condition. Prior to entering the museum it was campaigned in vintage racing events where, according to the owner, it proved to be "very fast" but would "benefit from a set of strutted forks".

Norton Manx 30M

Lot #2033 (Sale Order 69 of 136)

1930 had not been a spectacular year for the Bracebridge concern, their model range was still firmly rooted in the twenties, however, the overhead camshaft models conceived by Walter Moore had been scrutinised by the newly installed chief designer, John Carroll, who undertook a complete redesign and by the time of the Ulster Grand Prix the new machines were meeting with considerable success. Although a few machines fitted with the new engine are believed to have emerged from the factory for purchase by individuals towards the end of 1930, it was not until 1931 that the new engine became officially available replacing the Moore engines in the CS1 and CJ models. These were joined in 1932 by a pair of machines intended primarily for competition, equipped with a racing magneto, four speed gearbox, tuned engine and quick action filler caps typed the Model 40 and Model 30 for the 350cc and 490cc versions respectively and named the "International". Although conceived as racing machines a mag-dyno enabling a lighting set to be fitted and a silencer were offered as options. For the 1940 season Norton proposed a revised, dedicated racing motorcycle based on the International model, however, the outbreak of war in September 1939 precluded it. For the next five years Bracebridge Street was preoccupied with supplying machines to the armed forces. The new racer, which eventually became available during 1946 was named the Manx, the new model quickly established itself as a force to be contended with in competition and remaining largely unchanged for the next two years when the works bikes adopted a double overhead cam engine with the production bikes adopting the layout for the following season. The machine offered was built by Jim Baxter using all original parts. The double knocker Manx 500cc engine is fitted with a Jackson short stroke crankshaft. The frame is unusual in having a special lug at the bottom of the down tube, a feature not usually seen, that hints at an interesting history. Described as being in good condition both mechanically and cosmetically it is offered with an old log book and expired MOT certificates.

Scott TT Replica

Lot #2034 (Sale Order 70 of 136)

Introduced for the 1929 season, the TT Replica Scott was available in either 498cc or 596cc capacities and to quote the Scott sales catalogue was "Designed essentially for the speedman, the TT Replica is the outcome of years of racing experience. The engine has a longer stroke and for power is in advance of any previous Scott engine." The longer stroke being 71.4mm for the TT Replica in comparison to the more prevalent Scott stroke dimension of 68.25mm. The catalogue went onto describe the TT as "a replica of the machine finishing third in the 1928 Senior TT race". Despite a price tag of £88 for the 498cc version and £91 for the larger model the TT Replica proved popular and continues to be held in high esteem by Scott enthusiasts today. The example offered has been housed in a museum for the last twenty years prior to which it had seen considerable use following an "extensive and detailed rebuild", the vendor noting that the handmade radiator contains over 1000 tubes.

Moto Guzzi Airone

Lot #2035 (Sale Order 71 of 136)

The Airone was introduced during 1939 having been developed from the earlier PE model. Endowed with good performance and fine handling it quickly established itself as the most popular middleweight machine on the Italian market. Early versions utilised a cast iron cylinder and head which were replaced for the 1948 model season with aluminium items. The sprung frame featured a number of steel pressings in its construction with girder forks gracing the front end, although these were replaced for the 1947 season by telescopic units. For the 1949 season a "Sport" version joined the range, distinguishable from the "Touring" model by the aluminium rims fitted and a larger, 25mm carburettor. Production of the two variants continued until 1957, by which time more modern designs had overtaken them in the market place, compelling Moto Guzzi to replace the Airone with the Lodola. The touring example offered dates from the penultimate year of production and is described by the vendor as being in "good original condition" throughout.

Velocette KTT MK4

Lot #2036 (Sale Order 72 of 136)

The first production KTT racers were sold to the public in 1928 when two machines were sold, effectively replicas of the works machine that had secured Velocette's second TT win in the 1928 Junior race. The model was produced in its original form with only detail alterations until 1932 when the MK IV was introduced. The Mk IV was fitted as standard with the new positive stop four speed gearbox which had previously been available as an option and a new cylinder head, still cast in iron, was employed, which offered improved combustion characteristics. In most other respects the MK IV was much as its predecessors with the braced Webb girder forks that were peculiar to the KTT and the majority of the rest of the cycle parts being shared by other machines in the range. The example offered was, according to information provided by Ivan Rhodes, a works machine supplied to Gilbert.L. Emery of Llanduduno, a rider that competed with some success in the TT between 1928 and 1933 riding Cotton and Sunbeams in addition to Velocette's with an invoice date of the 31st May 1933 indicating that he paid half its retail price. The discount offered by Velocette was well rewarded with Emery securing sixth place in the Junior TT, his highest finish in a TT. It is presented today in complete original condition affording the enthusiast the opportunity to purchase a rare machine made more desirable as a result of its known history.

Scott Squirrel

Lot #2037 (Sale Order 73 of 136)

Like the other great Yorkshire motorcycle manufacture, Panther, the Shipley based Scott concern built machines of a type unique to themselves. The basic design of the engine had been established in the pioneer period when Alfred Angas Scott had first introduced his twin cylinder, liquid cooled two stroke to the world with a unit construction two speed gearbox, chain final drive and a kickstart during 1908. The company offered a bewildering array of models throughout the twenties and thirties, all based on one basic frame and engine design which combined with different components to produce a comprehensive range of machines, all of which combined excellent performance with mechanically simplicity. The machine offered dates from 1923 and is an example of the standard two speed tourer. It has formed part of a private collection and was used with success on rallies and runs by family members prior to being laid up. Offered in unrestored condition it is accompanied by an old log book.

BSA L31-6 De Luxe

Lot #2038 (Sale Order 74 of 136)

BSA were able to rightly claim that "One in Four is a BSA" during the 1930's. The marques popularity can be attributed the soundness of their products combined with an extensive range supported by an extensive dealer network. The 1931 range consisted of twelve machines ranging in capacity from 250cc singles to 985cc vee-twins and included three 348cc middle weights. Two of these, the L31-4 and L31-5 employed side valves while the third, the L31-6 De Luxe was a newly introduced overhead valve model that replaced the 350cc Sloper of the previous season. The L31-6 employed a vertical single cylinder equipped with a twin port head.The machine was attractively finished with a chrome plated tank with green panels and black cycle parts, the exhaust featured two silencers of an elongated "Brooklands" can style. Options included the provision of a mag-dyno and electric lighting as fitted to the machine offered or acetylene lighting. The example offered has formed part of European collection and is presented in delightfully original condition with a nice patina.

Suzuki RG500 MK14

Lot #2039 (Sale Order 75 of 136)

For the 1985 season Suzuki adopted a new approach in respect to their hugely successful RG500 partly in response to changes being seen in domestic racing. National championships were moving towards production based, four stroke formulas resulting in less demand for over the counter Grand Prix 500's. Suzuki opted to stop producing complete RG500's, instead supplying Padgett's of Batley with up rated, magnesium cased, stepped RG500 engines and their associated power valves and expansion chambers. Padgett's would then supply complete machines using a steel frame built by Harris Performance and based on the Suzuki Mk VII/VIII frame. The vendor suggests that a total of twelve engines were supplied to the Yorkshire based company with machines being built between 1985 and 1988. The machine offered is number 11 of the 12 and was ridden by Darren Dixon, a Padgett's sponsored rider to victory in the 1988 British F1 Championship. It was subsequently sold to Brian Burgess in November 1988 for his son, John, to ride in the British Superbike Championship which, at that time still allowed machines such as the RG500 to compete. The ACU eventually banned two strokes form the British Superbike Championship at the start of the 1990's. The owners continued to run the RG500 in National and club events until 1996. Roger Keen prepared the engine during the period that the motorcycle was racing and recently the engine has been stripped and rebuilt with new parts by Phil Lovet. The machine was recently returned to the livery that it wore when being raced by Darren Dixon in 1988 with the paintwork being applied by Padgett's. It is described by the vendor as being in good condition in all respects following its restoration. This significant machine is offered with a letter from Clive Padgett confirming that it was Darren Dixon's Championship winning RG500 and that Padgett's sold the motorcycle to Mr Burgess in November 1988 together with a letter from Mr Burgess outlining the machines history during his ownership and a DVD showing Darren Dixon winning three races.

Francis Barnett Plover 78

Lot #2040 (Sale Order 76 of 136)

The Plover was the smallest production Francis-Barnett catalogued for the 1956 season utilising the 147cc Villiers 30C engine housed in a frame featuring a tubular steel front section combined with a pressed steel rear. The following year saw the model designation change to 78 from 73 with the Plover gaining a dual seat and revised exhaust system, continuing in this form for the next two years when the engine changed to an AMC unit. This older restoration is described as being in good condition throughout and prior to its acquisition in 2012 by the vendor had remained in the same family ownership from new with the father passing the machine onto the son. It is offered with a Swansea V5C together with an original owner's manual and parts list.

Lambretta Li 150

Lot #2041 (Sale Order 77 of 136)

Lambretta's great rival Piaggio had upped the ante in the scooter market when they introduced the sporting GS150 prompting a response which emerged in the form of the TV175 quickly followed by the Li 150 and 125 models. The new machines were considerably larger than their predecessors and featured new power units and considerably revised styling although they retained the separate frame of their predecessors. The Series 1 machines were followed by the Series 2 models in 1959, which saw the headlight move to the handlebars and a rationalisation in production with more parts being common across the range. This barn find, dating from 1960, is a series 2 LI150. It is offered in fair, original, unrestored condition and is accompanied by a number of old MOT certificates dating from the 1970's and 1980's together with a Swansea V5.

Yamaha FS1-E

Lot #2042 (Sale Order 78 of 136)

A number of machines can claim to have become cultural icons with the Yamaha FS1E or "Fizzy" being one such. The sight and sound of one of these little two strokes will instantly conjure long forgotten memories for riders of the generation that took their first steps on a motorcycle during the late seventies and early eighties to a post punk soundtrack. The FS1E may not have been the fastest sports moped available, but it proved to be one of the most resilient withstanding the abuse of its teenaged owners with remarkable fortitude and has come to be regarded as the eponymous "sixteener special". Today, the FS1E is highly sought after by those seeking to revive those memories. This very tidy 1977 example, finished in the yellow "Kenny Roberts" livery is described by the vendor as being in very good condition throughout having been the subject of a "90% restoration" that included, in addition to the paintwork, a new wiring loom. It is offered with a Swansea V5C and an MOT certificate valid until the 29th April 2015.

Suzuki GT550

Lot #2043 (Sale Order 79 of 136)

Suzuki introduced their middle sized triple, the GT550, also known as the Indy in the States, during 1972 shortly after the introduction of the GT380. The two machines were visually similar although they differed considerably in detail. Of the three triples to emerge from the Hamamatsu, the GT550 was arguably the most sporting in temperament offering a claimed top speed of 115 mph and 50 bhp in comparison to the GT380's near 100 mph top speed and 38 bhp. The downside to the extra performance was experienced at the petrol pump with the GT550 displaying a healthy thirst when ridden hard. This example dating from the models penultimate year of production has been imported from the United States is offered in original, unrestored condition with fair cosmetics. It is described as being OK in all mechanical respects by the vendor and retains its original exhaust system and seat.

Yamaha TD1B

Lot #2044 (Sale Order 80 of 136)

The introduction of a revised sporting twin by Yamaha during 1964 in the form of the YDS3 also prompted the release of the third variant of the increasingly successful TD1 production racer. As with the previous variants the new models shared the same crankcases (although in the case of the racer the "Autolube" oil pump was absent, the space being blanked off by a plate) . The TD1B , as the new model was typed, initially appeared to be similar to the proceeding TD1A sharing the same tank and seat unit, although on later production models these items were replaced with a new fuel tank and seat unit of more modern appearance, however, certain less visible areas benefitted from Yamaha's ongoing development. The clutch became a special racing unit although it remained on the end of the crankshaft, partially addressing a weakness of the previous models, the rear shock absorbers were improved and the forks underwent another redesign. A new set of expansion chambers with a more pronounced "peashooter" tailpipe were fitted which resulted in a more pronounced power band and higher revs. The example offered has formed part of a museum collection in Japan and is presented in unrestored condition. An engine dating from 1966 is fitted and the original carburettor, float chambers and rear shock absorbers accompany the machine.

Vincent Comet

Lot #2045 (Sale Order 81 of 136)

Introduced in 1949 and only available in Series C form, the Vincent Comet and Meteor was to the single cylinder motorcycle range, what the Black Shadow and Rapide were to the twins. Conceived as a high speed sporting single, the Comet was built to represent the ultimate stage in the development of the production 500cc motorcycle. Vincent were renowned for their exacting standards and offered many of the same features and refinements from their twin cylinder models on their more affordable single cylinder range. The new models power unit was clearly derived from the twin cylinder models with the rear cylinder being replaced by a frame tie that also supported the four speed Burman gearbox. In most other respects the Comet followed the twin cylinder models, although the brake drums were plain and the Girdraulic spring boxes had only the outer springs. When tested in 1949, the series C Comet was praised for both its excellent handling and braking (thanks to powerful drum brakes), as well as a highly reputable 88mph top speed. The combination proved successful and the Comet was seen as a more refined machine than its rivals, placing it at the forefront of its class. The example offered dates from 1951 and has formed part of a museum collection in Japan. It is offered in unrestored, original condition with the engine and rear frame numbers (RC/1/7568) matching and with a non-matching, although contemporary 1951, front frame number (RC/1/7589).

BMW R50

Lot #2046 (Sale Order 82 of 136)

BMW's first post war production twin cylinder motorcycle was the 496cc R51/2 introduced during 1950. This variant was replaced during 1954 by the R50 which introduced a pivoted fork rear frame combined with Earles forks at the front. The 494cc engine was endowed with great stamina, although BMW only claimed a power output of 26 bhp @ 5,800 rpm for the horizontally opposed twin. Although expensive, the R50 found favour with discerning long distance riders and police forces throughout Europe with 13,510 examples being produced before the model was replaced in 1960. This particular machine, dating from 1958, is an ex West German Police example presented in original, unrestored condition, retaining all of the original police equipment. It has been in store for the last 25 years.

Ariel Model F

Lot #2047 (Sale Order 83 of 136)

This interesting machine is comprised of an Ariel Model F frame and cycle parts powered by an Indian Prince engine. Ariel had originally introduced a new frame for the 1927 but were forced into a redesign for the 1928 season following some problems. Three versions of the overhead valve 500cc single cylinder were offered, the twin port Model E, the De Luxe Model F and the tuned Model G. Indian had introduced the single cylinder, side valve, 348cc Prince for the 1925 season. Costing $185 when introduced compared to the $335 asked for a Chief, the Prince had an "English" style with a sloping frame top tube and wedge shaped fuel tank. Intended to appeal to first time buyers, sales of the Prince had been disappointing in its first year, the poor sales being attributed to its styling which was revised to a more "American" form for 1926. 1927 saw the appearance of the overhead valve Prince with another revision to the models styling taking place for 1928. Production of the Prince ended in 1929. The 1930 Ariel Model F has been fitted with a 1928 side valve Prince engine and finished with red paintwork. It has formed part of a collection in Japan for the last twenty five years and has not been used in recent years, consequently it's mechanically condition is not known although the cosmetic condition and that of the cycle parts is good.

Campion 4hp

Lot #2048 (Sale Order 84 of 136)

The Nottingham based Campion concern, like many of the pioneer motorcycle manufacturers, had made their name as a producer of bicycles prior to their involvement in the motorcycle industry. Active from 1901 until 1926 they offered a range of machines varying in size from lightweight two strokes to larger four stroke singles and vee twins, all powered by proprietary engines. The example offered, dating from 1912, is powered by the reliable and well regarded 4hp JAP single via an optional three speed Sturmey Archer epicyclic hub gear. It is fitted with a Bosch magneto and B & B carburettor. Acetylene lights which have never been lit, the headlamp being a rare, German twin burner item and a curly horn are also fitted. The machine was restored by a previous owner during 1994/5 and is described as being in good condition throughout, although the owner notes that the valve clearances may need adjustment and there is a small repair to the magneto drive inner chaincase. It completed all the Pioneer runs from 1995 to 2006 when the current owner stopped riding, since when it has been in dry storage. He describes the machine as being "comfortable, practical and a pleasure to ride". It is offered with a Swansea V5C and a Pioneer Certificate number 1411 issued by the Sunbeam Motor Cycle Club on the 29th September 1994.

Honda RS250

Lot #2049 (Sale Order 85 of 136)

The success of the NS500 triple had a profound effect on Honda's corporate philosophy, two strokes became acceptable in a company that until that time and with the exception of a few basic models and motocross machines, had concentrated their efforts on four strokes. The RS250, when it emerged, appeared to offer a viable alternative to the dominant TZ250, unfortunately a development process that had seen the technology employed in the NS500 translated to a high performance road application and then used in the development of the RS250 severely compromised the first series. A complete redesign occurred for the 1985 season, a new chassis and engine retaining the 90 degree vee twin layout but revised in all other respects resulted in a machine capable of winning as demonstrated by Joey Dunlop in the 1985 TT. The 1986 season machines were essentially a development of the previous year's model and were followed for 1987 by a considerably revised model incorporating a cassette type gear box, crankcase mounted reed valves and larger carburettors. Further development resulted in the 1988 season machines adopting a power valve system in place of the ATAC exhausts previously used coupled with changes to the port and cylinder timing matched the new variable height exhaust and the exhaust port bridge was widened. The forks, now with 41mm stanchions, dispensed with the TRAC anti dive system. Power output increased to a claimed 71 bhp and the machine weighed in 103 kg. The machine continued in this form for the 1989 season, although for that season the power valves were driven straight from the generator rather than the small battery that had been employed on the 1988 season machines and that would return for the comprehensively updated 1990 models. The example offered has recently been fitted with new tyres, pistons and a chain and described as having an "excellent" frame and suspension. Presented in the Rothmans livery, the paintwork is described as being in "very good" condition. It has been paraded regularly around Europe during its time in the present owner's possession, appearing at events such as the Assen Centennial, Spa Classic Bikers and the Moto Legends Coupes at Dijon as well as taking part in an Isle of Man lap of honour. During these events it has been piloted by riders of the calibre of former 125 and 250cc World Champion Dieter Braun and former 80cc World Champion Manuel Herreros.

BSA ZB32 Gold Star

Lot #2050 (Sale Order 86 of 136)

The Gold Star returned to the BSA catalogue for the 1949 season having been announced at the end of 1948. Initially only offered with a 348cc capacity, it was joined later in the year by a 499cc version. The new Goldie, typed the B32GS was based on the B series machines. Unlike the more prosaic singles in the range the Goldie employed an all alloy engine which was installed in the plunger equipped frame as standard. A range of optional parts were available, allowing the rider to tailor the machine to their specific needs and interest, be that road use, trials, scrambles or racing. A pivoted fork frame was introduced for the 1953 season with machines so equipped adopting the title BB32 and the plunger framed model being typed the ZB32GS. The ZB32 offered has been in the same family ownership since 1975. Offered in original condition the engine is described as "running" by the vendor with the transmission, electrical system and cycle parts all being "very good". The paintwork and brightwork are, according to the vendor, in good condition. It is offered with a Swansea V5C, original log book and the original engine performance sheet from the works.

Norton Model 16H

Lot #2051 (Sale Order 87 of 136)

The 16H 500cc side valve single, had, by the mid-thirties, evolved from a sporting single into a solid, dependable workhorse, equally adept as a solo or as a sidecar tug. Like the other side valve and overhead valve models in the range it benefitted from regular detail improvements, receiving Norton forks equipped with check springs for the 1934 season and a foot change, four speed gearbox for the 1935 season. This "barn find" example has remained in the same family ownership from new with only two registered owners. The vendor reports that it has been running recently, although the condition of the engine and transmission are unknown. The original paintwork and brightwork are described as being "poor", consistent with its unrestored status. Requiring re-commissioning, it is offered with documents going back to 1937, including an original buff log book and retains its original registration number for which a Swansea V5C is supplied.

Kawasaki KM100

Lot #2052 (Sale Order 88 of 136)

Kawasaki introduced their first "Midi" bike in January 1973 typed the MC1. Designed to be used by both older children and adults, hence the "midi" designation, the machine took the form of a small wheeled, 16 inch front and 14 inch rear, trail bike powered by a 90cc two stroke single equipped with a disc valve. The MC1 continued until the end of the 1975 season when it was renamed the KM90 continuing in production until 1980. It was joined by the similar KM100 in 1976, the new model offering more power, 8.5 bhp compared to the KM90's 6.6 bhp. The KM100 offered has recently been imported from the States where it was discovered in the attic of the Harley Davidson and Honda dealer of Dodge City, Kansas in 2012. It had been traded into the dealerships predecessor approximately 25 years ago and had remained, forgotten until 2012. Offered in original, unrestored condition the paintwork and brightwork are described as being in good condition as are the cycle parts. The engine has compression but will require re-commissioning as will the transmission following its lengthy layup and the electrical systems condition is not known. The KM 100 was not officially imported into the UK and was only sold in the States for a couple of seasons, which, combined with the hard use that trail bikes tended to experience, has resulted in few examples of the model surviving.

Nimbus Touring

Lot #2053 (Sale Order 89 of 136)

The Nimbus was Denmark's most significant motorcycle and was built between 1920 and 1957 in Copenhagen by Fisker and Nielsen Ltd, manufacturers of the world's first electric vacuum cleaner. The early models, known as "stovepipes" and typed the A and B, were built from 1920 until 1934 and featured rear suspension and an inlet over exhaust valve configuration for the four cylinder engine. The model C was released in 1934 and adopted a pressed steel frame with a rigid rear end. The shaft final drive arrangement and longitudinal mounting of the four cylinder engine continued from its predecessors, but overhead cam valves replaced the previous arrangement. Nimbus were one of the first manufacturers to adopt telescopic forks. Developing between 18 and 23 bhp depending on compression ratio and cylinder head shape, the Model C was capable of a maximum speed of 75 mph and weighed approximately 380lbs. In total about 12,000 examples are believed to have been built during the models 25 year production life with approximately a third of all production being supplied to the Danish military, Police and postal services. Estimates suggest that as many as 7,000 examples survive worldwide with as many as 4,000 still registered in their home country providing a fantastic testament to the models durability and the devotion of their owners. The post war touring example offered has benefitted from a full restoration and has subsequently recorded approximately 2,000 km's. It is described by the vendor as "all working" correctly and is attractively presented with black paintwork.

Triumph Grand Prix Replica

Lot #2054 (Sale Order 90 of 136)

Shortly after the Second World War, well known Irish road racer Ernie Lyons successfully persuaded Edward Turner to provide him with an engine for road racing, a feat that must have required frequent visits to the "blarney Stone" given Mr Turner's well publicised views on road racing! Mr Turner instructed Freddie Clark to build an engine in the development shop using, wherever possible, production components. The engine that resulted benefited from Mr Clarks extensive tuning abilities and was based on a Tiger 100 bottom end fitted with the alloy cylinder head and square barrel from the wartime generator unit. Separate inlet manifolds, each mounting an Amal carburettor sharing a remote float chamber were employed. The valve gear, although standard production items, were like the bottom end components, lightened and polished. Heavier conrods were fitted and roller main bearings employed. Full race camshafts, a racing BTH magneto, alloy pushrods and a rev counter all formed part of the build with the power unit being installed in a standard Tiger 100 chassis equipped with a "Sprung Hub" and an experimental 8" single sided front brake. The machines first outing at the 1946 Ulster Road Race was not a success but a win at that years Manx Grand Prix, when Mr Lyons was never headed, followed by a fastest time at Shelsley Walsh contributed to demands for a "production" version ,to which Mr Turner reluctantly agreed. In production form the machine retained the special pushrods and roller main bearings but relied more on catalogue production components. Typed the "Grand Prix" the new production racer met with some success in Europe and Don Crossley won the Manx with one, however, it was at National and Club level where the machine shone, thanks in part to the robust nature of the twin cylinder engine, which was easier for an amateur rider to maintain than contemporary "cammy" designs. It is believed that somewhere between 150 and 200 examples were built between 1948 and 1950. The low production numbers and hard environment in which they plied their trade resulted in a high attrition rate with original survivors being rare, however, due to the model's production based origins, good replicas, as offered here can be built. This replica was built to a high standard during the 1980's before forming part of a private collection and was purchased by the present owner in 2010. Described as having excellent paint and brightwork, the machine, which had not been used on a regular basis prior to its acquisition by the vendor, has benefitted from a new electrical system and is described as having an excellent transmission and cycle parts and restored engine. It was chosen as one of the best ten machines in the prestigious 2012 Moto-Legend Coupes and featured in issue 249 of Moto-Legend.

Norton Manx 30M

Lot #2055 (Sale Order 91 of 136)

The 1954 Manx established the design for the machine that would continue, with detail developments, to the end of the models production in 1962. The frame adopted a welded on sub-frame and the front brake became a twin leading shoe design. The engine dimensions were changed to 86 x 85.8mm for the 500cc version (76 x 76.85 for the 350cc). Larger valves and a shortened con-rod were employed in the engine whilst externally the cam drive tube was housed within the finning of a new cylinder head that was graced with revised fining. From 1955 the factory team used production based machines incorporating developments intended for the following seasons production models rather than "works specials" as had previously been the case. Whilst this may have been detrimental to the works riders at the highest levels of international competition it undoubtedly was of benefit to privateers at all levels, developments proven by the factory team were incorporated into the customer machines for the following season starting with the 1956 models. The developments incorporated into the 1956 machines included a revised timing side bearing and extended primary drive guard, 1957 saw the introduction of a sleeved big end, a larger carburettor and subtle revisions to the cycle parts. The major change for 1958 centred on the transmission with the AMC gearbox being fitted and was followed in 1959 with detail revisions to the clutch and engine which benefited from further revisions for 1960 and 1961. This particular machine, a 1962 Manx 500 with an ex works frame, was restored by the previous owners brother during 2003 and is described as being in excellent condition in all respects. The previous owner, Jeff Savage had purchased the machine from Tony Morgan in 1982 who informed him at the time that he had lent it to Rodney Gould who campaigned the machine, together with another Manx also provided by Tony Morgan, on the continent and in domestic races with some success early in his career. The machine is accompanied by a letter from Jeff Savage to the present owner in which this part of the machines history is described. The chassis is believed to be an ex works item which is supported by a letter from Ken Sprayson detailing why he believes this to be the case having had the opportunity to examine the machine also accompanying the motorcycle. The motorcycle has been ridden in parades and exhibited at shows during its current ownership.

Greeves Griffon Enduro

Lot #2056 (Sale Order 92 of 136)

A Greeves first competed in the ISDT at the 1954 Welsh event, starting a long and successful association that would see Essex built machines competing successfully over the next two decades. The machine offered is one of six QUB Griffons that were entered in the 1975 event held on the Isle of Man, marking Greeves last foray into ISDT competition. The factory had supplied 14 Griffon's to the Royal Artillery Display team and with the ISDT approaching were asked by the Army to prepare six of them for use by the Army team on the Island. The Griffon was a fine scrambler with an abundance of power and good reliability when viewed in the context of a competition machine that would receive attention between races, but in production form was not well suited to the rigours of the ISDT. The change to ISDT specification included the fitment of a special generator to power the required lighting set, however, the short timescale precluded the opportunity to refine the engines tuning for its intended role. The consequences of this became apparent very quickly with heat seizures afflicting the motorcycles that required replacement cylinders. Jim Moore, the Army team manager made his feelings known, as did other team members, which were relayed to the world by an unsympathetic Motor Cycle News. By the time a Greeves representative had arrived on the Island all of the machines had retired from the event. An unfortunate end for the team and factory which, had they been given more time to develop the motorcycles properly, would no doubt have produced a reliable and competitive machine. The motorcycle offered is one of the six machines built and thus represents a significant piece of Greeves history. It is described as being in original, running order, except for a twelve volt conversion and is offered with original letters, photographs and documentary evidence confirming its provenance.

Mi-Val Sei Giorni

Lot #2057 (Sale Order 93 of 136)

One the many smaller Italian motorcycle manufacturers to emerge during Italy's post-war motorcycle boom, Mi-Val origins lay in the manufacture of machine tools with motorcycle production commencing in 1950 and continuing into the late sixties when they returned to their core business. They became a licensed producer of the Messerschmitt "bubble car" which was fitted with an engine of their own manufacture, but are perhaps best known for their participation in off road motorcycle competition, fielding a team in the 1950 ISDT that included Eric Oliver and Olga Kevelos. This pretty little example of their road bike production has, until recently formed part of a private collection in Italy. The vendor describes it as being in "good" condition with regard to the engine, transmission, electrics and cycle parts having benefitted from a partial restoration which has seen the brightwork and paintwork returned to very good condition with the exception of the fuel tank which retains its original paint and decals. It is offered with an original logbook.

Suzuki GS750 E

Lot #2058 (Sale Order 94 of 136)

Suzuki presented the GS750 double overhead camshaft four cylinder at the end of 1976, breaking with a tradition of two stroke manufacture due to increasingly stringent emission controls coming into effect around the world. From the first press reports it became apparent that Suzuki had taken the opportunity to analyse their competitors machinery and in so doing develop a machine that, although not technically innovative in any respect, was arguably the best example of its type produced up to the time of its introduction and a machine that moved the "goalposts" for its rivals. The early example offered dates from the first full year of production and as such is equipped with the single front disc brake. It has formed part of a private collection until recently and is described by the vendor as being in very good, original, unrestored condition throughout. It has recently been fitted with a new seat and is offered with a Swansea V5C.

AJS 7R Replica

Lot #2059 (Sale Order 95 of 136)

A result of the interest in classic racing is the availability of parts from specialist manufacturers enabling the creation of new, classic era machines, built using parts that benefit from the latest production techniques that offer greater performance than the originals from which they are derived. The 7R is one such machine, built by the vendor for use in the Manx Grand Prix where it was raced by the vendor and Paul Dobbs who also raxced it in the Southern 100, using the best components available. The short stroke engine was supplied by Fred Walmsley and is fitted with a Gardiner carburettor and a PAL magneto. Drive is via a six speed Summerfield gearbox with magnesium cases. A Beale frame is employed fitted with Maxton suspension front and rear with braking being provided by a disc at the front and drum rear. A Krober tachometer and a specially made race fairing are fitted as are lightweight alloy wheel rims. The traditional black and gold paintwork has been recently applied and the transmission has recently been checked by Summerfield. The engine, ignition system and cycle parts are all described as being "as raced".

Suzuki RG500 Gamma

Lot #2060 (Sale Order 96 of 136)

Introduced in 1985, the RG500 Gamma was Suzuki's entry into the 500cc "race replica" sector that flourished briefly during the mid-eighties and was arguably the nearest that a road rider could come to riding a "premier class" GP motorcycle on the road. Honda had side stepped a head on clash with Yamaha and Suzuki by restricting their NS triple to 400cc and the Yamaha RD500 although technically similar to the GP machine on paper used the technology available to produce a civilised machine . The Gamma however, retained an edge to its character. Built for only two seasons between 1985 and 1987, although remaining stock continued to be offered for a year or so longer, the Gamma mirrored the race bike with a two stroke, square four engine delivering a claimed 95 bhp housed in an alloy frame. Weighing in at a claimed 156Kg the RG500 Gamma offered exceptional performance and handling. Despite their excellent all round performance contemporary four stroke race replicas offered similar or higher performance with the promise of greater performance ensuring that the RG, RD and NS are today rare and highly sought after. This example, which display 26,000 recorded kilometres, has recently been imported from France and is described by the vendor as having "good" paintwork and brightwork. The transmission, electrical system and cycle parts are similarly described and the vendor reports that the engine is running but may require some recommssioning. It is offered with a Swansea V5C and an Mot certificate valid until the 7th October 2015.

Yamaha TZ250

Lot #2061 (Sale Order 97 of 136)

During the 1972 season Yamaha's works rider's campaigned machines in the 250cc and 350cc classes that utilised liquid cooling and which acted as prototypes for the following season's production racers. The liquid cooling employed on the new TZ's sought to address the Achilles heel of the TR3/TD3 air cooled racers - their propensity to "nip-up" - and established a line of racing machinery whose success is unparalleled in motorcycle road racing history. The "A" series models newly developed engine offered a claimed 50bhp at 10,500 rpm for the 250 and 60bhp at 10,000 rpm for the larger model with both machines being equipped with a six speed gearbox. The cycle parts were essentially the same as those successfully employed by the previous air-cooled racers with a steel duplex cradle frame, telescopic front forks and twin rear shock absorbers. A double sided twin leading shoe drum brake graced the front end and was complimented by a full width drum in the rear. The new models quickly demonstrated their competitiveness even at the highest level. The very early (number 6) TZ250 offered has formed part of a museum collection in Japan and is offered in original unrestored condition. The original front hub has been fitted since the machine was photographed for the catalogue.

Vincent Black Shadow Series C

Lot #2062 (Sale Order 98 of 136)

Vincent HRD were in the happy position of producing the world's fastest production motorcycle in the form of the Rapide, however and despite the Rapide's performance potential in standard form, the company was subjected to requests for a higher performance machine. Most enthusiasts looking at the specifications of the Rapide power unit recognised that it was endowed with a mild state of tune, if 45bhp and 110mph was available from an engine with a 6.45:1 compression ratio being fed by two comparatively small 1 1/16 carburettors imagine the results that a higher compression ratio and larger carburettors would bring. These thoughts were also held by Phil Vincent, who viewed a machine that was possessed with an abundance of power as being his ideal, allowing the rider to set the pace rather than being constrained by the machines limitations. With a chassis approaching his ideal already there to be exploited the production of his "ultimate" motorcycle was a realistic goal, unfortunately other members of the Stevenage hierarchy disagreed, arguing that sales of the proposed machine would be achieved at the expense of the Rapide. Fortunately for enthusiasts PCV was not one to let boardroom opposition stand in his way, he told the press of the imminent release of the new model and authorised the production of prototype machines which used the experience gained with "Gunga Din", Cliff and George Brown's race machine, to achieve the desired level of performance for the new machine, dubbed the Black Shadow. The increase in performance over the Rapide was achieved with a higher compression ratio of 7.3:1 and 1 1/8th carburettors. Ports were polished and the engine was effectively "blueprinted" at the production stage ensuring optimum performance. Stronger ribbed front drum brakes were employed which also offered a greater surface area for heat dissipation. A five inch 150mph speedometer graced the top of the forks and the engine cases, primary drive case, gearbox and magneto cowl were finished in a high gloss black enamel. In all other respects the Black Shadow shared its cycle parts with the Rapide, initially being offered in Series B form with Brampton girder forks before evolving into the Series C fitted with Girdraulic forks and offered alongside the B series machines during 1948/49 before taking over completely from 1950. When tested the new model proved to be capable of 125mph and could stop from 30mph in 22 ¢ feet. The example offered has been in the present ownership for the last seventeen years. 19 inch alloy rims are fitted but otherwise the "matching" numbers machine is in original unrestored condition. It has not seen use recently but the vendor reports that it was "running ok" prior to being laid and consequently should only require recommssioning prior to use. AN HPI check has indicated that the motorcycle was the subject of an insurance total loss payment on the 6th May 1994. It is offered with a Swansea V5C and an original log book.

NSU Sportmax Replica

Lot #2063 (Sale Order 99 of 136)

NSU announced their withdrawal, as a factory entrant, from racing at the end of the 1954 season leaving an apparent void in the 250cc field for the coming season. They did, however, announce the release of a new single cylinder 250cc racer, the Type 251 RS or Sportmax, which would be made available to privateers for the coming season. Prototypes of the new machine had first been seen at the Monjuich Park Spanish Grand Prix towards the end of 1953 with development continuing throughout 1954. In its 1955 "production" form the new machine displaced 247cc with engine dimensions of 69mm x 66mm which, with a compression ratio of 9.8:1 resulted in a power output of 28bhp at 9,000rpm. An Amal GP carburettor metered the fuel and air mixture into the engine, with a geared primary drive to the four speed in unit gearbox. This replica has been constructed using a modified Supermax frame and very good quality replica parts. It is an extremely good looking and authentic machine made to a very high standard. It has been used regularly at classic events and has attracted much attention. The engine runs well and chassis handles as it should. PLEASE NOTE: This Motorcycle is now described as a 1956 NSU Sportmax Replica and the information and estimate provided in the Pocket Guide have been revised.

Honda CZ100

Lot #2064 (Sale Order 100 of 136)

The little 49cc over head valve single cylinder engine and gearbox unit that was introduced with the C100 Cub in 1958 provided the power unit for a variety of ultra-lightweight machines produced by Honda, the most distinctive of which was and remains the "Monkey Bike. The concept of the "mini motorcycle" was not a new one, with machines such as the Corgi in the UK and the Mustang in the States achieving varying degrees of popularity. With the introduction of the Monkey Bike, Honda did with the mini bike concept what they were to do so well in other areas of motorcycle design, they took an idea and refined it to the point where it became accessible to non-motorcyclists. The C100 power unit was both refined and reliable requiring little in the way of maintenance and was housed in a simple rigid frame with unsprung forks riding on five inch diameter wheels. A thickly padded single seat provided adequate comfort for the short trips the machine was intended to undertake and a simple electrical system was fitted, whilst the provision of folding handlebars meant that the little machine could be tucked away when not in use. Supported by an extensive dealer network the little machine quickly gained a healthy following being used as a tender to caravans and yachts, a leisure vehicle in its own right, usable by children aged 4 or 5 to 80 and as a paddock bike, quickly becoming as much a part of the motorsport landscape as Bell Helmets, Castrol R and Heuer watches. The example offered was acquired by a Nottingham fairground owner for use on a carousel and purchased by the vendor a few years ago when the fairground closed and the CZ100 was unbolted. The motorcycle was restored by Unit 1 Motorcycles during 2014, at which time the frame was powder coated. It was run following the restoration but the vendor notes that the electrics have not been checked since and that the brake pedal is missing. It is presented in good cosmetic condition and offered with an old green log book.

Harley Davidson X90

Lot #2065 (Sale Order 101 of 136)

Harley-Davidson introduced the X90 mini-bike at the beginning of 1973 offering the model until early 1975. Built at the former Aermacchi plant at Varese, Harley-Davidson having acquired the remaining Aermacchi shareholding at the end of 1972, the X90 was powered by a single cylinder two stroke engine displacing 90.43cc that benefitted from oil pump lubrication and a four speed gearbox. The engine was suspended from a tubular steel spine frame equipped with telescopic front forks and a pivoted fork rear suspension riding on 10" wheels. Capable of 60 mph the X90 rapidly attained cult bike status and is today highly sought after by both Harley-Davidson and mini-bike collectors alike. This extremely rare low mileage, only 770 miles are recorded on the odometer, original, unrestored example, dating from 1974, has not been used for the last 30 years.

Douglas Dragonfly

Lot #2066 (Sale Order 102 of 136)

Introduced during 1955 the Dragonfly featured a completely revised set of cycle parts housing an engine that, although clearly derived from the earlier unit, had been refined. Consequently a stiffer crankshaft assembly was fitted to a stiffer set of crankcases. A pivoted fork frame with conventional shock absorbers, a first for Douglas, and Earles forks replaced the torsion bar sprung frame and "Radiadraulic" leading link front forks employed by the previous "Mark" models. A great deal of attention had been paid to "cleaning up" the appearance of the engine which adopted a single carburettor .The clean lines of the engine and transmission were complimented by a set of valanced mudguards and a fuel tank which blended into the fixed headlight housing. The new model was well received by both the press and public but the company's reliance on one model placed them at a disadvantage, restricting their potential sales volume. The company was already in the hands of the Official Receiver when the Dragonfly was introduced and were sold to the Westinghouse Brake and Signal Company in 1956 who promptly ceased motorcycle production with the consequence that Dragonfly's are comparatively rare machines. The example offered, finished in red and black has the distinction of never being registered. Unusually it is fitted with twin carburettors. Described by the vendor as being in good condition throughout it has recently benefitted from some paintwork and is accompanied by a letter from Douglas.

Norton ES2

Lot #2067 (Sale Order 103 of 136)

Introduced in 1932 Norton's ES2 had firmly established its credentials in pre-war years. The vertical single cylinder engine shared the same 79 x100mm engine dimensions first used by James Lansdowne Norton as early as 1911. Although considered the workhorse of the Norton range the model would cruise at 70mph and had a top speed approaching 80mph, A former ES2 rider described the model in the following terms " It has all the attributes for serious long distance touring-light enough to be easily manhandled, with performance enough to avoid boredom or frustration, comfort, good road holding, quiet mechanically, straightforward to maintain, good petrol consumption and utter reliability". This 1948 example, enjoying the benefit of Norton "Roadholder" forks, had been housed in a Japanese museum for the last twenty five years during which time it has not been used. The vendor describes the machine as being in original, unrestored condition and that the engine turns over.

BMW R12 Combination

Lot #2068 (Sale Order 104 of 136)

Introduced in 1935, the BMW R12, together with its sister the R17, was significant in introducing telescopic front forks to the BMW range. The side valve 745cc horizontally opposed engine was offered wit a choice of two carburettors or one, in which form it developed 18 bhp at 3,400 rpm, sufficient to propel the machine to a top speed of approximately 62 mph. A four speed gearbox with a hand change was employed as was a shaft drive, the power unit was housed in a pressed steel frame. The frame design had been introduced with the R12's predecessor, the R11, having been developed in response to frame breakages on earlier machines when a sidecar was attached. Unlike the riveted construction of the R11's frame the R12 was welded resulting in an extremely robust assembly. Of the 36,000 examples built between 1935 and 1942 a large number of R12's were employed by the German armed forces who had adopted it shortly after its introduction. Machines destined for military use were often fitted with a magneto ignition and equipped with a sidecar. Employed for reconnaissance and communications they often mounted a MG34 or MG42 machine gun and were found in all theatres in which the German armed forces fought. The early single carburettor, military example offered has been in storage in Japan for the last 25 years and is presented in unrestored condition. The vendor reports that the engine turns over and the military sidecar is equipped with a spare wheel.

Ariel Square Four

Lot #2069 (Sale Order 105 of 136)

When "The Motor Cycle" road tested an example of the newly introduced Ariel 4G Mark II Square Four during 1953 they summed up the machine in the following manner "A unique high-performance mount with gentle manners and outstanding acceleration". The Mark II had been introduced for the 1953 season incorporating a revised cylinder head to which two alloy inlet manifolds were bolted with separate exhaust pipes for each cylinder. Square Fours had, since their introduction, suffered from overheating rear cylinders under extreme circumstances which the revised cylinder head largely cured. A further benefit of the new head was an increase in power output to 40 bhp at 5,600rpm. The cycle parts were carried over from the Mark 1 but the colour changed to a light Wedgewood blue for a couple of seasons before reverting to the traditional red livery. A new one gallon oil tank, full width alloy hubs and a headlamp nacelle were introduced for the 1956 season establishing the Square Fours final form. The example offered dates from the penultimate year of production and has been in storage for the last 25 years in Japan. It is described by the vendor as being in largely original, with the exception of the rear mudguard and silencers, unrestored condition. The vendor reports that the engine turns over.

Triumph 3T

Lot #2070 (Sale Order 106 of 136)

The 3T was the smallest of the Triumph twins joining the range in 1945 and mirroring the larger touring twins in style although the engine differed in detail with the conrods being one-piece items. Triumph intended to compliment the touring 3T with a sporting Tiger variant with the numeric designation 85, however, before production started the decision was taken to concentrate production on the larger twins leaving the 3T as the sole 350 in the range. It continued in production until 1951. The vendor informs us that this example, dating from the penultimate year of production, is thought to be largely original. He describes it as being a good runner and in good condition in all respects except for some "very light" rust spots on the wheel rims, he also reports that the motorcycle has benefitted from recent chrome work. It is offered with a Swansea V5C.

Linto 500cc

Lot #2071 (Sale Order 107 of 136)

The success of the Aermacchi 250 and 350 racers prompted the Italian motorcycle designer Lino Tonti, best known for the design of the Moto Guzzi V7 Sport and his work at Bianchi, to examine the possibility of a 500cc machine based on the singles. Unlike the factory's own attempts, which concentrated on building larger capacity versions of the 350cc single for the premier class ranging from 382cc to 402cc, Tonti opted for a twin cylinder machine using a pair of 1968 type Aermacchi 248.3cc cylinders and heads on a specially designed crankcase housing a specially made four bearing crankshaft. The 250cc Aermacchi single also provided the valve gear, camshafts, pistons and conrods. Drive was taken off the centre of the crankshaft via a geared primary drive to a six speed gearbox and dry clutch. Two prototypes were built, making their debut at Rimini in April 1968 with Giuseppe Mandolini and Pagani. Although neither finished their light weight, equal to that of a Matchless G50 single and pace, the prototypes reputedly producing 61 bhp, promised a great deal prompting further development aided by the financial backing of Umberto Premoli. By the beginning of the 1969 the Linto was sufficiently developed to prompt the production of 15 machines for sale to leading privateers with two being retained for Pagani and Jack Findlay as "works" bikes. The cycle parts had benefitted from the previous season's development with Ceriani suspension being employed front and rear on the 1969 bikes together with twin leading shoe Fontana drum brakes fore and aft. The engine was, by 1969, delivering a claimed 64 bhp breathing through two 35mm carburettors, however, despite the successes of the first season, which had seen Pagani secure second at the East German Grand Prix followed by a win at the 1969 Italian Grand Prix at Imola, the Linto failed to make a significant impression with Pagani eventually switching to an MV Agusta in 1971 after a frustrating 1970 season. The example offered is number 10 and was returned to Italy 28 years ago by the Italian collector Gianni Perrone after he discovered it in Argentina. It is presented in original, unrestored condition, apart from the outside of the original fairing being painted and new decals being applied to the fuel tank., although the engine was reportedly running when it entered the museum in Japan where it has subsequently been displayed. It offers a unique opportunity to acquire such a highly collectable and rare piece of racing machinery from one of the golden eras of Grand Prix racing.

Ducati 98 TS

Lot #2072 (Sale Order 108 of 136)

The little overhead valve Ducati 98TS could trace its origins back to the 1952 when Ducati introduced their most sporting motorcycle to date at the Milan Show in the form of the 98N and 98T. A Sport variant was introduced during 1953 with the overhead valve machines heading the Ducati range until the introduction of the first overhead camshaft models in 1957. As the decade drew to a close the little 98 continued, now housed in a tubular steel frame and typed the 98TS, providing riders with an economical, small capacity sporting motorcycle capable of 53mph, performance that placed it on a par with many 125's from rival manufacturers. This example, dating from 1962 is presented in good original condition throughout and has, until recently formed part of a private collection in Italy. It is accompanied by copies of the original documents.

Honda CBR900RRY

Lot #2073 (Sale Order 109 of 136)

The first Fireblade was introduced during 1992 with a four cylinder, double overhead camshaft engine with a displacement of 893cc. Great attention was paid during the design and development process to making the new machine as light and compact as possible. The original model was revised during 1994 and for 1996 a completely revised version, now displacing 919 cc was introduced, receiving a midlife revision in 1998. The new millennium witnessed the introduction of the CBR929RR with a displacement of 929cc. The new version featured an even more over square engine now fitted with fuel injection and lighter internals. The chassis was redesigned and a 17 inch front wheel replaced the 16 inch item previously employed. The example offered is described as being in excellent cosmetic condition. The vendor reports that the engine "runs ultra-smooth" with the transmission and electrical systems being described as "all working". It is offered with a full service history including stamped service books, a "stack of previous service invoices and past MOT's" and the original owner's manual. The vendor reports that it has been very well maintained and is presented in "immaculate original condition" with the exception of the aftermarket muffler.

Yamaha TZ250

Lot #2074 (Sale Order 110 of 136)

By the end of 1978 it was clear that Yamaha needed to revise the TZ250 if it was to maintain its dominant position in the 250cc class. Consequently for 1979 Yamaha introduced a considerably revised version of their hugely successful TZ250. Typed the "F" the incoming machine adopted a new, lighter monoshock frame partnered by an alloy box section cantilever swinging arm and three way adjustable front forks. The new frame housed a revised version of Yamaha's illustrious liquid cooled two-stroke twin, now equipped with a new exhaust system and connecting rods. New, more aerodynamically efficient bodywork completed the overhaul. The following season saw the introduction of what for many is the ultimate TZ250, the "G", which built on the success of the "F". Few modifications were made and those that were undertaken were largely in the interests of improving the machine's already excellent reliability, possibly because the factory was concentrating its efforts on the 1981 season machine, typed the "H". This model was the subject of a comprehensive redesign with the engine adopting separate cylinders (not to mention revised bore x stroke dimensions of 56 x 50 mm), mechanical power-valves and a revised lower and lighter frame. The 1982 "J" model received only detail alterations. However, for 1983 the "K" series adopted new cylinder heads, carburettors, another revision to the frame and suspension, improved exhausts and a smaller clutch protected by a magnesium case. The following seasons TZ, the "I" series, adopted the previous season's kit parts as standard including electrically operated power vales, a new exhaust, stronger con-rods and revised pistons. The swinging arm was strengthened and the wheelbase increased. This 1984 example has formed part of a European collection and has benefitted from a full rebuild/restoration. Presented in very good condition it has not been run since the restoration was completed.

Wicks GP

Lot #2075 (Sale Order 111 of 136)

Steve Wicks had built up an enviable reputation with his 125cc and 250cc which had been racing on British circuits prior to the announcement of the 80cc machine in 1984. Rising costs in the larger classes had encouraged the talented Leeds engineer to put the 125 and 250cc products on hold in favour of developing the 80cc single cylinder carbon fibre disc valve equipped engine. Housed in a Spondon frame the and ridden by Neil Tuxworth the first machine took second place at the North West 200, second in the Brands International and first in the Southern 100.For 1985 Jamie Whitham joined the Wicks team and riding the bike offered, which is the second machine built, met with considerable success securing the Wicks first national victory at Mallory Park on the 8th September and finishing second to Ian McConnachie at the Scarborough International Gold Cup meeting. The vendor describes the machine as being in good condition throughout and "pretty much original" with the correct CMA wheels and Ziegler cylinder, it is presented to the specification that it would have been in when raced by Jamie Whitham in 1985. A fascinating piece of British motorcycling history, it has been raced and paraded by the vendor while in his ownership.

Excelsior Universal

Lot #2076 (Sale Order 112 of 136)

Introduced during 1931, the Universal was powered by a 98cc Villiers engine with drive being taken to the rear wheel via a foot operated two speed gearbox. The rigid tubular frame was equipped with simple blade girder forks and purchasers could specify either an acetylene lighting set for 15s or direct electric lighting for 25s in addition to the 14 guineas that the motorcycle cost. This example is described by the vendor as being "mainly complete, in need of re-commissioning" with "average" cosmetics. It is offered with a Swansea V5C and an original green log book.

BSA C15

Lot #2077 (Sale Order 113 of 136)

Introduced in 1958, the unit construction C15 continued the BSA tradition of providing economical, durable transport. The new machine quickly established itself and sired a range of four stroke singles that would continue in production until the closure of Small Heath, culminating the 500cc B50. This example was last MOT'd in 2006 and is believed to have had only one previous owner since 1975. It is described as being in good condition mechanically, with the exception of a missing hose from the carburettor to airbox, and cosmetically but will require re-commissioning. It is offered with a Swansea V5C.

Honda CB1100R

Lot #2078 (Sale Order 114 of 136)

Introduced at the end of 1980 the CB1100R benefitted from Honda's experience with their endurance and Formula 1 racers. The engine, although clearly derived from the twin cam CB900, differed greatly in detail. There were five plain main bearings complimented by plain big ends and the gudgeon pins connecting the semi-forged pistons to the conrods were 17mm in diameter. The cam chain was larger than the CB900 at 1.25 inches and the gearbox was refined to improve performance and heavier clutch springs were employed. An oil cooler was fitted as standard and a compact generator was employed. In stock form the engine delivered 120 bhp at 9,000 rpm and delivered a top speed of 148.21 mph when tested in 1982. Honda announced that the new machine would be limited to 1100 units in its first year, sufficient to allow homologation for production racing. The cycle parts reflected the CB1100R's intended use with a single seat, half fairing, adjustable clip-ons and a high flow fuel tap all being fitted. Suspension was provided by a set 37mm forks with air adjustable spring preload, increasing to 39mm with TRAC anti dive for the following season. Although monoshock rear suspension was becoming common on road and race machinery the CB1100R retained a traditional twin shock absorber system, Honda engineers considering it to be more durable and rigid than contemporary monoshock designs, although for the last year of production a box section swinging arm replaced the earlier, tubular assembly. In total 4050 CB1100R's are believed to have been built over its three production life. This machine dates from 1982 and is described as being in very good condition in all respects having had only one owner from new, a Honda dealer in Switzerland. It has recorded only 26,000 Kilometres and has been maintained to a high standard throughout. Offered with Swiss documents and the original instruction book.

Norton Dominator 88

Lot #2079 (Sale Order 115 of 136)

The Domiracer project arose from Norton's desire to find a replacement for the Manx singles. A Dominator 88 had competed with some success in the 1960 Thruxton 500, winning its class which resulted in the factory building a machine using a tuned 88 Dominator engine driving a Manx gearbox. Manx forks graced the "featherbed" frame and Manx hubs were employed. The complete machine is believed to have weighed 35lbs less than a late Manx and set the first 100 mph plus lap of the Island for a pushrod 500cc twin in the hands of Tom Phillis. Development continued into 1962 when Norton abandoned the project. Although no "production" machines were built by Norton, a number of Domiracers were built privately inspired by the works efforts. The 1956 Dominator 88 has been built up to resemble a Domiracer using the standard engine, frame, swinging arm, forks, and rear hub. An Oldani front brake is fitted with both wheels using Akront alloy rims. To complete the conversion from humble road going twin to racer Manx type yokes, oil tank, primary chainguard, front number plate, fuel tank, seat, gear and brake levers are fitted. The machines cycle parts and cosmetics are described as being good, but the machine has not been run in recent years and consequently its mechanical condition is unknown.

Suzuki T500

Lot #2080 (Sale Order 116 of 136)

At the time of its introduction in 1967 the Suzuki T500 created a sensation. With a claimed power output of 46 bhp from the piston ported twin, the new machine proved to be capable of matching the best 650 four strokes in performance. Braking was of an exceptional standard and the electrical system, which included indicators, and finish were of the highest standard. The models fine attributes provided the basis for a competition version that was campaigned by the factory with considerable success, particularly in AMA events which required production homologation and resulted in private individuals converting road versions as offered here. The machine offered is fitted with Ceriani forks and front wheel. The engine is reportedly to standard specification although expansion chambers are fitted and the machine is fitted with a full fairing, competition fuel tank, racing single seat and clip-ons.

Velocette KTT MK8

Lot #2081 (Sale Order 117 of 136)

The final version of the KTT (Kamshaft Tourist Trophy) which had first entered the Velocette catalogue in 1928, the MK VIII, was introduced for the 1939 season, and would, with a break for the Second World War, remain in production until 1950. The new version built on the success of the Mk VII but introduced a completely revised frame. The girder fork front suspension remained but was complimented by a pivoted fork rear suspension controlled by hydraulically damped and air sprung units. Mechanically the overhead cam engine benefitted from a well finned alloy cylinder and head with enclosed valve gear. Hairpin springs were employed to close the valves. A four speed close ratio gearbox was fitted in the frames full cradle. The high tensile steel wheel rims were laced to conical alloy hubs equipped with 7 inch brakes. Equipment included a tachometer driven from the magneto sprocket and a sprung saddle together with a rear pad and tank top pad enabling the rider to adopt a suitable crouch. The post war example offered dates from 1948 and has formed part of a private collection for a number of years. It is fitted with a number of non-standard items including an Alfin cylinder. The rear subframe is not original, nor are the rear shock absorbers, rear wheel, rear brake pedal and seat pad. The front mudguard stays, handlebars and levers have also been changed. Described as being in cosmetically good condition the machines mechanical condition is not known.

Monet Goyon Type H Supersport

Lot #2082 (Sale Order 118 of 136)

Active between 1917 and 1957 Monet Goyon are not particularly well known in the UK but were one of the leading manufacturers in France, with a fine sporting pedigree. The majority of their pre-war production employed proprietary power units, with the smaller capacity machines employing Villiers engines. Monet Goyon hold the distinction of being one of the Swiss engine manufacturers, MAG, biggest customers, employing MAG engines in all their pre-war four stroke production with the exception of a unit construction 344cc side valve of their own design. The example offered, a 1933 Type H Supersport, is powered by an overhead valve 500cc MAG single coupled to a hand change gearbox. Attractively presented with red paintwork which is described as being good it has recently benefitted from the fitment of some new period parts although it has not been run recently.

Velocette KN

Lot #2083 (Sale Order 119 of 136)

During the late twenties Velocette offered a bewildering array of models utilising their well proven overhead camshaft 348cc single. Potential buyers could spend days procrastinating over the merits of a KN (normal) and a KT (touring model) or if their budget would be best used purchasing a KSS (super sport) or a KNSS (normal super sport). Differences between the various models were confined to details such as mudguard type, state of tune and accessories fitted, the variations thus determining the models intended purpose. By 1931 a degree of rationalisation had taken place with three variants being offered in the form of the KTT, KTP (KTS from '31) and the KSS. The machine offered in project form is comprised of a KN engine that was originally fitted to frame number 2374 together with gearbox number 2364 supplied to a customer in Paris on the 26th September 1928. It is accompanied by the correct wheels and forks for a KN of the period but the frame supplied may have originally formed part of a 1927 KE (economy) model.

Suzuki RG500 Mk6

Lot #2084 (Sale Order 120 of 136)

Suzuki introduced the first of the RG500 series production racers for the 1976 season. The new machine shared the square four configuration of its works XR counterpart, although the bore and stroke dimensions remained at 56mm x 50.5mm, the XR works bikes changing to square 54mm x 54mm dimensions for the 1976 season. The Mk I was equipped with a steel frame with laid down shock absorbers, 35mm forks and open expansion chambers. The Mk II and Mk III variants introduced silenced expansion chambers and revised bodywork; however, it was the introduction of the Mk IV in 1979 that introduced a significant change. The engine dimensions became the same as the XR series with a bore and stroke of 54mm x 54mm, the fork stanchion diameter increased to 37mm and magnesium wheels supplied by Campagnola replaced the spoked items previously fitted. The Mk V and VI again represented a period of evolution, rather than revolution for the development of the RG with changes occurring to the expansion chambers, a braced swinging arm being introduced with the Mk V and anti-dive being added to the front forks on the MKVI. This example has formed part of a private collection for a number of years during which time it has not been run. The Mk VI chassis dating from 1981 is fitted with a Mk V engine dating from the previous year and a non-original fuel tank is fitted.

Harley Davidson FXLR Custom '90th Anniversary'

Lot #2085 (Sale Order 121 of 136)

This FLXR Custom is number 518 of the 90th Anniversary Model out of a total of 800 made available worldwide. The Custom Low Rider is fitted with a solid rear wheel complimented by a "skinny" 21" front wheel and pull back risers on the handlebars. It was originally owned by Harley Davidson UK and used by the Managing Director before being bought by the current owner from Harley Davidson UK. It has been owner maintained and only seen use on summer rides to Scotland. Never restored, it retains the very rare 90th Anniversary colours and has been upgraded to a stage one state of tune including the fitment of a set of 'Screamin Eagle' loud, exhaust pipes.

Ducati 750 Sport

Lot #2086 (Sale Order 122 of 136)

Introduced in 1972, the Ducati 750 Sport is today one of the most sought after classic Ducati's. Developed from the 750 GT, the Sport was an altogether more focused machine offering a claimed 60bhp compared to the GT's 55bhp, the increase in power output resulting from an increase in compression ratio and the replacement of the 30mm carburettors of the GT with Dell'Orto PHF32mm units, together with a lighter crankshaft and pistons. The increase in power was complimented by a reduction in weight, due largely to the use of fibreglass for the mudguards, seat and petrol tank, although from 1974 the latter tended to be replaced by a steel item. The first machines employed the 750GT frame but this was quickly replaced by a dedicated chassis with a slimmer rear subframe. Early model employed leading axle Marzocchi forks, followed by Ceriani centre axle units and ultimately a return to Marzocchi components, now with a centre axle. The brakes also underwent changes with Lockheed, Brembo and Scarab components gracing the front end at different times during the models production life. Finished in yellow with black trim and initially black engine cases, these giving way to polished items during 1974, the 750 Sport is arguably one of the most handsome motorcycles ever produced. The late example offered was fitted with 750SS Desmodromic cylinder heads during the 1980s by NCR for its then German owner. Described as being in good condition both mechanically and cosmetically it has resided in Japan in recent years. It offers a rare opportunity to acquire a machine that, to quote Motorcyclist Illustrated 1974 road test, "stands level with the very best that history can offer to match it, and as a sporting machine probably better than almost any other big roadster in production".

AJS 7R

Lot #2087 (Sale Order 123 of 136)

AJS introduced a new chain driven overhead cam single cylinder racing motorcycle for the 1948 season. Named the 7R it became a legend in its own lifetime winning numerous races at all levels including the Manx and Grand Prix, a tradition that it continues today in classic events. Like its major rival from Bracebridge Street, the 7R benefited from the experience gained with each passing season with refinements being incorporated into the following year's model. The models 29bhp rose steadily over its production life with the final models producing in the region of 39bhp. Of equal importance in aiding the 7R to maintain its position at the front of the field was the attention paid to reducing the frontal area and consequently improving the machines overall performance. A side effect of the slimming down of the fuel and oil tanks and the reduction in the overall height of 7R was that it became one of the most attractive motorcycles ever produced. The example offered is described by the vendor as being "very original race bike". It was purchased by the vendor in 2009 and underwent a full restoration during 2014. Following the restoration it is described as being in "good" condition in all respects.

Ducati 900 SS

Lot #2088 (Sale Order 124 of 136)

Following Paul Smart's success at the 1972 Imola 200 Formula 750 race aboard one of a brace of specially prepared desmodromic vee twin's promises of a replica were fulfilled in 1974 when a single batch of round case 750cc Super Sports were built as homologation specials. The new machines, running on 40 mm Dell'Ortos and equipped with Conti silencers (!) exuded an air of purpose. Barley legal for the road they remain the most sought after of all the exotic racing derived Ducati machines. Fortunately for enthusiasts everywhere, in 1975 Ducati introduced the 900Ss, a machine that shared the same dna as its predecessor whilst being built in greater numbers. The new model adopted the square case 860cc engine was retaining the cycle parts of the 750SS. Thus in its initial form the new model ran on wire spoked wheels, and was fitted with the half fairing and single seat together with the fibreglass fuel tank first seen on the 750SS. The following year the model, now in regular production, adopted a steel fuel tank and Lanfranconi silencers together with indicators, Veglia instruments, 32mm carburettors and an air cleaner. The new silencer and smaller carburettors robbed the model of some of its performance but the presence of a pair of the larger carburettors and a set of Conti's (often supplied with the machine) soon restored the performance. The 1981 example offered has been in the same family ownership from new and is described as being a "totally stock bike" that has never been restored and is presented in "good running order". It is offered with a selection of spares and retains the original silencers. The bike displays 48,000 miles on its odometer and is offered with a Mot certificate valid until the 5th June 2015 together with a Swansea V5C.

Matchless G50 Replica

Lot #2089 (Sale Order 125 of 136)

Classic motorcycle racing has benefitted from the activities of firms and individuals who produce components enabling the creation of machines such as the Manx and G50. The G50 offered was built by the vendor for use in the Manx Grand Prix using a Beale frame equipped with Maxton adjustable suspension front and rear. A Fontana front brake is complimented by a drum rear, both laced to lightened rims. The G50 engine is fitted with a NEB crankshaft and fed by a Gardiner carburettor with the ignition being provided by a PAL magneto. A NEB clutch and a magnesium cased Summerfield six speed gearbox are employed. A Krober rev counter and a specially made race fairing are fitted to the machine which is finished in the traditional G50 maroon livery. The paintwork is new and the gearbox has recently been checked by Summerfield. The engine, ignition system, and cycle parts are all described as being "as raced". The motorcycle was raced by Richard Coates and Paul Dobbs in the Manx Grand Prix, both riders achieving 100 mph laps and by Bruno LeRoy in short circuit events and INCA races and the vendor at Goodwood. The frame around which the machine is built has the distinction of being used by Phil Read in his last competitive outing on the Isle of Man.

Royal Enfield Bullet Diesel

Lot #2090 (Sale Order 126 of 136)

A number of enthusiasts have built machines powered by small diesel engines with the Indian built Royal Enfield Bullet proving popular as a basis. The Bullet's pre unit construction lends itself to the conversion as demonstrated with the machine on offer. The 1993 Bullet was converted to diesel power during 2011, following its purchase by the vendor, using a Changfa L100 406cc diesel engine, a good quality clone of a Yanmar design utilising German bearings and Bosch injection which has been modified to suit the new application. The engine has also benefitted from a ported head and the casings have been modified to improve cooling. A K and N air filter has been fitted and the clutch has been uprated to cope with the greater torque output. A new engine support was fabricated to mate the engine to the Enfield cycle parts and the gearbox mainshaft was extended. The suspension has been uprated and the fork oil has recently been changed. Alloy mudguards and a leather saddle have been fitted to the machine which is capable of returning 150mpg.The vendor reports that everything "works as it should" and that the paintwork and brightwork has a nice patina. The motorcycle has recorded a total mileage of approximately 26,000 miles and is offered with a Swansea V5C and a Mot certificate valid until the 13th June 2015.

Harley Davidson Model JD

Lot #2091 (Sale Order 127 of 136)

Harley Davidson introduced their first F head, or inlet over exhaust engine in 1903 and would remain faithful to the concept until 1929 when the last F head twins left the factory to be replaced for the following season by side valve models. Although the company did employ other valve configurations in the period between 1903 and 1929, Harley's success in the first three decades of their existence was largely due to their faith in a valve configuration that had largely been abandoned by European manufacturers during the pioneer period. In part this adherence to what is often regarded as an obsolete valve configuration came about due to the designs suitability when applied to North American roads. Unlike Europe, where (comparatively) high revving medium displacement engines would run at constantly varying revs, the States long straight roads resulted in engines running at constant revs for sustained periods. Harley Davidson sought and attained reliability through capacity, their first 1000cc twin had been placed on the market in 1912, coupled to low revs and easy maintenance with continual development and refinement improving the product year on year. The first of the 60.3 cubic inch J series twins appeared in 1915, offering 60 mph performance and the luxury of electric lights. A comprehensive mechanical redesign occurred for the 1920 and was followed by the adoption of a new frame design for 1925 whilst styling and mechanical refinements appeared with each season launch. Changes to the 1926 and 1927 models were minimal, the most significant being the replacement of the distributor with an ignition system that resulted in both plugs sparking on every revolution for the 1927 season. This delightful example dating from 1927 has formed part of private European collection and has benefitted from a comprehensive restoration that has seen the machine returned to, according to the owner, "as new" condition in every respect.

MV Agusta Disco Volante 175CS

Lot #2092 (Sale Order 128 of 136)

Introduced for the 1953 season the 175 CS was a significant machine for the factory in being their first volume production four stroke. During the design and development of the single overhead cam engine the MV engineers had pursued performance, a policy that resulted in the sporting variants of the model achieving considerable success in the then popular production bike racing classes. Various specifications were offered from the "basic" Tourismo that introduced the new model to the public at the November 1952 Milan Show to the Disco Volante (Flying Saucer) and Squalo (Shark) competition variants which did so much to elevate the public's perception of MV Agusta as manufacturer of performance machines. The Disco Volante, so named because of the unusual shape of the fuel tank, offered, has resided until recently in Japan. It is equipped with full road equipment and the distinctive "Earles" forks favoured by the competition department at the time. Attractively finished with red paintwork and alloy rims it is described as being in good condition throughout.

Moto Guzzi Sport 15

Lot #2093 (Sale Order 129 of 136)

Mechanically the Sport 15 was similar to the model that preceded it, using essentially the same 498.4cc single cylinder engine equipped with an overhead exhaust valve and a side mounted inlet valve delivering a claimed 13.2 bhp at 3,800 rpm. A significant change took place in respect of the conrod which became an "I" section unit with the big ends running on needle bearings. Primary drive was via helical gears with drive being transmitted to the rear wheel via a three speed hand change gearbox. The model 15 adopted a saddle tank, the first Guzzi to be so adorned, reflecting changes in motorcycle design then current and would go on to sell nearly 6,000 units, with 5,979 being produced before production ceased in 1939, making it the most numerous pre-war model to be produced by the company. The example offered has, until recently formed part of a museum collection in Japan and is described by the vendor as being in good condition in all respects. It is attractively presented with red and black paintwork, a livery that was offered by the factory although Model 15s were more typically produced finished in amaranth.

Tohatsu 125cc

Lot #2094 (Sale Order 130 of 136)

Tokyo Hatsudoki Co. Ltd., a company formed in 1939, emerged from the Second World War with the majority of its manufacturing facilities intact but its largest client, the Japanese armed forces, disbanded. Like many of its rivals it turned to motorcycle production concentrating on lightweight two stroke machines. By the early sixties the company accounted for 3% of the indigenous market and sought to expand into overseas markets using competition as a springboard. Their first road racing model was a 50cc followed rapidly by a 125cc twin, however neither model proved to be truly competitive and were followed in 1962 by a twin cylinder 50cc racer and a heavily revised 125cc twin. Success followed for the firm with Dave Simmonds achieving a large degree of success, however, just as the company was set to establish a works team, it was declared bankrupt. Production stopped and the remaining stocks of parts, jigs and tools were sold to the Japan Racing Motorcycles Company. Dave Simmonds continued to campaign the machines with success until 1966 when he switched to Kawasaki and in the same year a small number of 125cc racers were imported by Wallingford dealer Jim Pink selling for £550. Essentially 1964 specification machines they continued to meet with success at National level. The machine offered, a 125cc Twin has a known history from its despatch from the factory in Japan to the present day. It was collected from Tilbury Docks by its first owner, Pete Casey, who subsequently sold it Dennis Ritchins, before it passed to Rod Skivier. Mr Skivier removed the Tohatsu engine and installed a race kitted Yamaha AS1 engine with which he had great success attaining a top ten finish in a John Player racer at Silverstone in the early seventies. The machine was purchased by the present owner from Rod Skivier, still with the Yamaha power plant, racing it for a while before selling it on. Approximately 4 years later the vendor once again acquired the motorcycle and set about sourcing a Tohatsu engine to return the machine to original specification. His search eventually succeeded, with an engine being located, which, when he went to collect it, was informed, had come out of Rod Skivier's Tohatsu, a happy coincidence that saw the machine returned to an unexpected level of originality! The engine was completely rebuilt, with new bearings, seal, connecting rods and pistons being fitted and has only been run for 2 to 3 minutes since being reunited with the cycle parts which are described as being ibn good condition. The vendor reports that the engine has excellent compression and that the only non-original items fitted are the rear shock absorbers.

Tohatsu-Kreidler 50cc

Lot #2095 (Sale Order 131 of 136)

This interesting machine was built as a single cylinder for the 1968 Grand Prix series when the 50cc class was changed from 2 cylinder to single cylinder and 6 gears. The twin cylinder Tohatsu engine was cut off the gearbox and the gearbox was married to a billet aluminium purpose made single cylinder engine, using Kreidler crankshaft and cylinder and of course rotary valve. It uses a CR110 clutch and the gearbox is of course 6 speed. This machine when built is believed to have been called The Wolesto, after the two people responsible for its construction. It was raced on the Continent with, according to verbal information supplied to the vendor, good results, before being brought to the U.K. by Terry Keen in about 1970/71 who had purchased the machine from Theo Meurs. Terry Keen eventually sold the machine to David Braley who raced the machine with some success, before selling it to Steve Patrickson's father. It was then eventually sold to Greg Laughton and then as these things happen Dave Braley bought it back. He used the machine with the Classic Club and the Classic 50cc Club emulating his earlier success with it. The vendor purchased the machine off Dave Braley and has used it on many occasions. He describes it as being "a fast little machine and the gearbox is absolutely fantastic". The machine is Classic Club registered and is offered with a spare gear cluster and some other parts.

Mondial Sport

Lot #2096 (Sale Order 132 of 136)

The first Mondial machine to be built by the company was a double overhead cam racer introduced to the world in 1948. The company recognised the value of competition as a way of promoting their products and successfully competed for two seasons before unveiling their first production roadster in 1950. During the mid-fifties the Milan concern began to pay greater attention to domestic racing and in particular long distance road races such as the Milan - Taranto and the Giro d'Italia together with regional races. Although the machinery used was "production" based the motorcycles used benefitted from the factory road racing programme. The 200 Sport offered dates from 1955 and is presented to a very high standard throughout. The pushrod engine is built in unit with the gearbox and housed in a tubular cradle frame equipped with a swinging arm rear suspension and telescopic front forks. A very rare alloy petrol tank crowns the motorcycle which is offered in full "sport" trim equipped with slim mudguards, low handlebars, alloy rims and rear-set footrest. Finished in the traditional Mondial silver livery it was restored by the previous owner and is described as being in good condition throughout.

Royal Enfield Model G

Lot #2097 (Sale Order 133 of 136)

Royal Enfield introduced a new 346cc, over head valve single to the range in 1936 replacing the earlier Bullet. The new model typed the G by the factory, together with the larger capacity 499cc model J employed a vertical cylinder, coil ignition and four speed foot change gearboxes. The two models were joined by competition models later in 1936 and by a tuned de luxe variants for the 1937 season. The model G offered dates from 1938 and appears to be complete.

Triumph 5T Speed Twin

Lot #2098 (Sale Order 134 of 136)

1938 was marked by one of the most significant events in the history of the British motorcycle industry when Triumph announced the 500cc 5T Speed Twin. The new parallel twin engine was nearly as compact as the singles that provided the staple for British manufacturers at the time, with greater performance potential and increased civility. The advent of the Second World War delayed the release of similar machines from Triumph's rivals but by the start of the fifties all included twins in their range. The Speed Twin was quickly followed by the sporting Tiger T100, a machine that would become a favourite with sporting riders on and off the track. The machine offered dates from 1953 and features a T100 engine housed in a rigid frame that appears to have been built for competition use. It is equipped with a vented front brake and clip-ons and would appear to provide a good basis for a VMCC racer when restored.

Norton Model 18

Lot #2099 (Sale Order 135 of 136)

The Model 18 was a stalwart of the Norton range having first entered the marques catalogue during the twenties. Arthur Carrol had joined the Norton concern for 1931 following Walter Moore's defection to NSU and undertook the redesign of the side valve and overhead valve singles, essentially establishing the engines form for the next three decades. The 490cc Model 18 retained the traditional Norton engine dimensions of 79 x 100mm but, like the other singles in the range, changed visibly with the magneto moving from in front of the engine with its vintage style, horizontal drive case, to behind the engine together with the dynamo. For 1935 The Model 18 adopted a four speed, foot change gearbox and for the 1936 season the overhead valve models benefitted from new, more substantial pushrod tubes. The example offered appears to be in complete, original condition. Having been stored for a number of years its mechanical condition is unknown.

Aermacchi-Harley Davidson ERS

Lot #2100 (Sale Order 136 of 136)


Motorcycle Sale & Classic Vehicle Automobilia
Fine Art & Rare Memorabilia > H and H Classics Limited > Motorcycle Sale & Classic Vehicle Automobilia
Motorcycle Sale & Classic Vehicle Automobilia
by H and H Classics Limited Wed, Apr 15, 2015 10:30 AM EUR (BST)