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Los 551
TWO BOXES OF CAMERAS, PHOTOGRAPHIC EQUIPMENT, BOXED FILM STRIP PROJECTOR, a Sovereign Hacker radio, model RP18, a Pentax MX fitted with Pentax 50mm f1.7 lens, an Olympus OM1N camera fitted with an Olympus 50mm f1.8 lens, a Kodak Retina Reflex 3, Lordomatic camera and other vintage camera and accessories (two boxes and loose)Condituion Report The Omin Speeds below 30TA of a second are slower than the indicated speeds. Film advance lever was slow to return until operated a few times. The 50mm lens has fungus. Pentax MX speeds below 30TA are slower than indicated. Two small areas of fungus to the edges of the 50mm lens. We do not have batteries to test the light meters both cameras are in good cosmetic condition
Los 739
A gentleman's early 1970's stainless steel Breitling Navitimer chronograph manual wind wrist watch, model no. 7806-S, movement c.7740, on later associated leather strap.CONDITION: Case diameter 40mm ex. crown. Crown has insignia. A few nicks to the side of the case(opening marks). Some scratches to the top and bottom of the case back (probably opening marks also). Some scratching to the glass. Luminescent material on the numerals a little dark now, otherwise dial in good order. Watch ticks when wound and the chorongraph and date functions are operational. We cannot guarantee any of the watches to be in working order. No box or paperwork.
Los 341
Barry Wilkinson (British, B. 1923) "Jersey -- Rolls-Royce Phantom III" Signed lower right. Original Watercolor paiting on Illustration Board. Provenance: Collection of James A. Helzer (1946-2008), Founder of Unicover Corporation. This painting was originally published on the Fleetwood Europa Cover for the Jersey 20.5P Europa stamp issued March 12, 1984. The Rolls-Royce Phantom III was a new model automobile in 1935 when it was first revealed. It was designed to give Rolls-Royce -- once again -- the right to claim that it was making the "best car in the world." In fact, except for the chassis, the separate band of coachbuilders, and the radiator design, the Phantom III was an entirely new car. No wonder that Mr. F.M. Wilcock, proprietor of the Jersey Motor Museum, ordered one of these magnificent vehicles restored for posterity. His museum -- located in lovely St. Peter's village -- was established in 1973 "to preserve historic motor vehicles of all types and photographic records relating to the island." The Phantom III chosen, was interestingly enough, the 1936 model specifically ordered by Wilcock's father. Since Rolls-Royce did not begin to produce complete cars until after the war, the firm of Freestone and Webb -- a superb coachbuilder of the day was hired to design the body. The car was given the code name "Spectre" in the Works at Derby. It had a 7668 cc all-aluminum overhead valve engine which sported dual ignition and hydraulic tappets. And, for the first time, General Motors Patents were used to fit a Rolls-Royce with independent front suspension. Wilcock later loaned the car to General Montgomery and General Carl Spaatz, as they planned the D-Day operations of 1944. But prudently, he refused to allow its use in France on D-Day itself. Image Size: 10.75 x 9 in. Overall Size: 13 x 11.5 in. Unframed. (B08869)
Los 342
Stanley Paine (British, B. 1934) "Rolls Royce Silver Ghost" Signed lower right. Original Oil painting on Illustration Board. Provenance: Collection of James A. Helzer (1946-2008), Founder of Unicover Corporation. This painting was originally published on the Fleetwood First Day Cover for the Great Britain 29p Silver Ghost & Silver Spirit Rolls-Royce stamp issued October 13, 1982. The Rolls-Royce Company, founded in 1904, early the first name in luxurious motorcars. Cars like the Silver Ghost helped earn this reputation for its manufacturer. The Silver Ghost 40/50 model was introduced just three years after the Rolls-Royce Company opened its doors and within ten years had deservedly gained a reputation for being the finest car in the world. Of the first thirty-six Silver Ghosts made, no fewer than eight went to the United States. This excellent motorcar was hand-built to the highest possible standard of mechanical perfection and craftsmanship. Roll-Royce the running chassis and a specialist coachbuilder of the customer's choice was then engaged to create the body to the required specifications. Thus, no two Silver Ghosts were ever exactly alike. The Silver Ghost depicted in the painting is the 1908 model with Roi des Belges coachwork by Barker of London. Near the turn of the century, the Silver Ghost set standards of unsurpassed reliability and excellence both for its own day ... and for many years to come. For example, in 1907 a Silver Ghost traveled fifteen thousand miles nonstop between Glasgow and London, nearly doubling the then world reliability record. In commemoration of this historic drive, the same car -- now with a recorded mileage of over half a million miles -- once again made the journey from Glasgow to London in 1982. Indeed, the Silver Ghost was fit as a fiddle and built to last. Image Size: 6 x 7 in. Overall Size: 11.75 x 13 in. Unframed. (B07693)
Los 82
Dennis Lyall (American, B. 1946) "Centennial Flag" Signed lower left. Original Oil on Canvas. Provenance: Collection of James A. Helzer (1946-2008), Founder of Unicover Corporation. This painting was originally published on the Fleetwood First Day Cover for the U.S. 33c Centennial Flag Classic Collection Series stamp issued June 14, 2000. On May 10, 1876, the United States celebrated its 100th Anniversary with America's first international exposition. Held on 450 acres in Fairmount Park in Philadelphia, the fair displayed more than 30,000 exhibits from 50 nations. Americans reveled in the exotic displays sent by foreign countries -- stuffed crocodiles from Egypt, a model of a pagoda from China and beehives from England. Each of America's 38 states was represented at the fair as well. The exposition included seven major categories -- mining and metallurgy, manufactured products, science and education, fine arts, machinery, agriculture and horticulture. Of all the exhibits, however, machines and inventions were the most popular. Crowds were amazed at the working models of such fascinating inventions as the continuous-web printing press, self-binding reaper, typewriter, telephone, Westinghouse air brake, refrigerator car, Corliss Engine and Thomas Edison's duplex telegraph. The Centennial flag features the popular stars-and-stripes design, with the white stars on the blue canton arranged to display the dates 1776 and 1876. This flag is an unofficial banner commemorating the signing of the Declaration of Independence and celebrates America's achievements. Image Size: 11.25 x 13 in. Overall Size: 15 x 19.5 in. Unframed. (B16781)
Los 85
Dennis Lyall (American, B. 1946) "Nation Celebrates Centennial 1876" Signed lower right. Original Oil painting on Canvas board. Provenance: Collection of James A. Helzer (1946-2008), Founder of Unicover Corporation. This painting was originally published on the Fleetwood Commerative Cover for Old Glory's Proudest Moments postmarked on the anniversary July 4, 2002. On May 10, 1876, the United States celebrated its 100th Anniverary at the nation's first international exposition in Philadelphia where more than 30,000 exhibits from 50 nations were displayed. Americans reveled in exotic displays sent by foreign countries such as stuffed crocodiles from Egypt, a model of a pagoda from China, and beehives from England. America's 38 states were also represented at the fair, where the Yankee penchant for invention and industry was expressed in seven major categories: mining and metallurgy, manufactured products, science and education, fine arts, machinery, agriculture and horticulture. Of all the exhibits, machines and inventions were the most popular. Crowds were amazed at working models of such fascinating inventions as the continuous-web printing press, self-binding reaper, typewriter, telephone, Westinghouse air brake, refrigerator car, and Thomas Edison's duplex telegraph. But the Double Corliss Engine was the big hit of the Exposition. Dwarfing fair visitors, this 70-foot tall, 1400-horsepower monolith invented by George Corliss was the largest steam engine in the world and powered all the exhibits in Machinery Hall. Standing on a platform 56 feet across, its two cylinders spun a flywheel 30 feet in diameter and weighing 56 tons. American author William Dean Howells wrote of such phenomena: "In these things of iron and steel the national genius speaks." Image Size: 15 x 12.75 in. Overall Size: 18.5 x 16 in. Unframed. (B17005)
Los 97
Tom Lydon (American, B. 1944) "Sculpture of "Hope"" Signed lower right. Original Mixed Media painting on Illustration Board. Provenance: Collection of James A. Helzer (1946-2008), Founder of Unicover Corporation. This artwork was originally published on the Fleetwood First Day of Issue Maximum Card for the U.S. 23c Official Mail stamp issued May 24, 1991. Americans have always been optimists. Men of vision and confidence built the country in the early years and similar men continue to improve upon the original. The "hope" for a better day is what drives Americans toward success. On the East Pediment of the U.S. Capitol building in Washington, D.C., Hope herself stands nine feet high, symbolizing the quality that made the United States great. Part of a sculpted mural which includes Justice and America, Hope is the anchor of all that motivates Americans. Appropriately, Hope leans on an anchor. The overall theme of the sculpted mural is that America cultivates justice, but strives for success. Hope was carved from sandstone by Luigi Persico in 1825-28 at the urging of U.S. President John Quincy Adams, the sixth president of the United States. For almost a century and a half, the sculpture withstood the elements, but rain and wind took their toll on the easily-eroded sandstone. In 1959, the Capitol was remodeled and extended; the sculptures were restored by Carl Schmitz, a plaster model made, and replicas carved in pure Georgia White marble by Bruno Mankowski. The length of the pediment is over eighty feet. The original sandstone crafted by Persico is in storage, but the beautiful marble reproductions stand for all who visit the seat of the nation's government to see. Image Size: 11.25 x 16 in. Overall Size: 15.25 x 20 in. Unframed. (B13211)
Los 121
A GOLD AND STAINLESS STEEL AUTOMATIC CALENDAR BRACELET WATCH, BY ROLEX, CIRCA 1970, 27-jewel Cal. 3035 automatic movement, black dial with applied polished baton hour markers and outer running seconds, luminous filled dagger hands and centre seconds, magnified date aperture at 3, polished round case with screw down Oyster back and crown, fluted Jubilee bezel and bracelet with folding Rolex clasp, case, dial and movement signed, model no. 16013 , serial no. 5316054, case (crown included): 3.8cm
Los 122
A STAINLESS STEEL AUTOMATIC BRACELET WATCH BY ROLEX, CIRCA 1965, 25-jewel Cal. 1030 automatic movement, silvered dial with metal baton markers with luminous dots, outer five minute markers, luminous filled dagger hands, polished round case with screw on back, with stainless steel Oyster bracelet with Rolex clasp, case, dial and movement signed, serial no. 288593, model 6564, case (including crown): 3.8cm
Los 1005
1988 Trabant P601K Universal (estate), Registration number, unregistered, NOVA 19E262245 . Chassis number4702475. Engine number TBC. The Trabant 601 (or Trabant P601 series) was a Trabant model produced by VEB Sachsenring in Zwickau, Saxony. It was the third generation of the model, built for the longest production time, from 1963 to 1990. Few cars hold such an iconic place in European history as the humble Trabant, the East German people's car that became a symbol of freedom at the fall of the Berlin Wall. Derided in the west as the very essence of communist inefficiency and incompetence - noisy, smoky, slow and uncomfortable - the car is the subject of more myths and misinformation than almost any other. The body is Duroplast, created by mixing phenolic resin - a by-product of the chemical dying industry - with cotton fibre and heating in a press. Externally, the car was to remain virtually unchanged for 27 years, although there were many changes under the skin, including upgrades to the two stroke engine, braking system, electrics, suspension, dashboard displays and the introduction of electronic ignition. A dashboard fuel gauge was offered as an optional extra from 1984 onwards, drivers previously having to check the levels using a calibrated dipstick that also helped calculate the correct amount of oil to add when filling up. Later two-stroke cars featured a clear plastic tube fitted between the fuel hose and the top of the fuel tank, which allowed the driver to visually check the fuel level without taking the cap off the tank and using the dipstick. This Trabant was built in August 1988 and spent its life in Bulgaria before being brought to the UK in 2017 and being placed in storage. In original condition it is in running order, although the interior could do with a make over. Sold with the Bulgarian ownership title and the NOVA details.
Los 1006
1988 Trabant P601. Registration number, unregistered, NOVA 20E120334. Chassis number 4053507. Engine number TBC. The Trabant 601 (or Trabant P601 series) was a Trabant model produced by VEB Sachsenring in Zwickau, Saxony. It was the third generation of the model, built for the longest production time, from 1963 to 1990. Few cars hold such an iconic place in European history as the humble Trabant, the East German people's car that became a symbol of freedom at the fall of the Berlin Wall. Derided in the west as the very essence of communist inefficiency and incompetence - noisy, smoky, slow and uncomfortable - the car is the subject of more myths and misinformation than almost any other. The body is Duroplast, created by mixing phenolic resin - a by-product of the chemical dying industry - with cotton fibre and heating in a press. Externally, the car was to remain virtually unchanged for 27 years, although there were many changes under the skin, including upgrades to the two stroke engine, braking system, electrics, suspension, dashboard displays and the introduction of electronic ignition. A dashboard fuel gauge was offered as an optional extra from 1984 onwards, drivers previously having to check the levels using a calibrated dipstick that also helped calculate the correct amount of oil to add when filling up. Later two-stroke cars featured a clear plastic tube fitted between the fuel hose and the top of the fuel tank, which allowed the driver to visually check the fuel level without taking the cap off the tank and using the dipstick. This Trabant was built in February 1988 and spent its life in Bulgaria before being brought to the UK in 2019 and being placed in storage. In original condition it is in running order, although the interior could do with a make over. Sold with the NOVA details.
Los 1007
1981 Mercedes Benz R107 280 SL, 2746 cc. Registration number ABM 722A. Chassis number 107 0422011880. Engine number 11099022000274. Mercedes have been producing an SL (Sport Leicht or Sport Lightweight) model since 1954 when the landmark 300SL was unveiled. The similarly styled, but mechanically unrelated, 190 followed in 1955. The second generation SLs began with in 1963. It was distinguished by its lower waistline, big curved screens and a distinctive optional hardtop that earned the model its nickname of 'Pagoda'. The larger, third generation SL (R107) was launched in 1971, the car featured a two-door monocoque body shell with independent suspension all round - double wishbone and coil springs at the front and semi-trailing arms and coil springs at the rear. Braking was by discs all round - ventilated on the front. The 2.8-litre (280SL) appeared in mainland Europe in 1974. The latter became available in the UK from October 1980 and remained in production until 1985. ABM has been in long term ownership since 1989, and was last on the road in January 2006 when it failed its MOT at 153,703 miles, subsequently repaired it passed in the March with 153,735 miles. Stored since, it has recently been brought out and is running but in need of restoration. Sold with the V5C and the desirable hardtop, this will made a worthwhile project for the next owner.
Los 1009
2007 Range Rover 3.6 TDV8 Vogue, 3628cc. Registration number DK57 FYX. Chassis number SALLMAM237a260360. Engine number ELD111804070219329. Land Rover gave the Range Rover an extensive overhaul for the 2007 model year car, with the Terrain Response off-road optimsation gadget fitted and a cabin overhaul to improve safety, ergonomics, air flow and stowage. But the most significant change is the launch of a twin-turbo 3.6-litre V8 diesel engine, with twin variable geometry turbochargers respond quickly to eliminate lag, delivering hefty low-end torque (295 lb ft is on tap from just 1250rpm) and more top-end power. Peak power is 272bhp, peak torque 472lb ft. Combined fuel consumption is 25.1mpg, which Land Rover vows is easily attainable in real-world driving conditions. The TDV8 replaces the ancient, BMW-sourced TD6. To compare them, the Land Rover propaganda team dished out more percentages than a maths GCSE course. The V8 has 54 percent more power, 64 percent more torque, it's 32 percent quicker from 0 to 62mph and it's 75 percent quieter. This Stornaway Grey with Ebony leather interior example is "fully loaded" with such luxuries as a Harmon Kardon Logic 7 sound system, TV, Venture Cam, Auxiliary Heating (you can prewarm the car on a cold day from the comfort of your home!), heated seats and steering wheel. As was common at the time this Vogue was ordered in Holland and bought into this country for its first owner, Mr Ord of County Durham who bought it from Stuart Garages of Prenton on the 19th October 2007 at a cost of £53,850. Serviced by Team Valley Land Rover at 12,001 miles and 19,829 miles. Our vendor bought it in October 2009 at 24,649 miles from Stratstone of Doncaster for £39,981. The service book has been fully filled in up to the last service at 129,429 miles in January 2018, shortly thereafter it has been stored due to his ill health. Recent work on it includes front and rear brake discs, pads and pipes, starter motor, battery, anti rollbar links and another service. Sold with the V5C, new MOT, a vast history folder with receipts, service books, it is said to be "on the button".
Los 1012
1983 Mercedes Benz 380 SL R107, 3839cc. Registration number TDA 404Y. Chassis number 107 04522024643. Engine number 1169622015004. In 1980, Mercedes-Benz revamped its SL lineup of sporting luxury convertibles with the introduction of the 380SL. The 380 was a further development of the R107 chassis, which was first used in 1972 by the 350SL, and then later by the 450SL. Like its forebears the 380SL was a heady mix of V-8 power, refined luxury, and sporty underpinnings, and it was as a very popular model during its production run. The 380SL, so-named for its 3.8-litre V-8, had a smaller engine than the 450SL and was consequently 120 pounds lighter. The new engine was designed with emissions controls in mind while the 450SL's engine was not, which meant that the two engines were relatively equal in terms of power (155 hp in the 380SL vs. 160 hp in the 450SL) despite the difference in their displacements. Performance was similar for the two cars, as was fuel economy. Outside of the engine, the 380SL also received a new four-speed automatic transmission, which further enhanced distance driving. Suspension, meanwhile, continued to be the same fully independent setup as in the earlier cars, and four-wheel disc braking remained standard. The standard transmission provided a top speed of 130mph and a very respectable 0-62mph in 8.8 seconds. As with the previous generations of SLs, the vehicle came as an open roadster with a removable hardtop roof. The R107 body shape went on to become one of the longest running styles from Mercedes-Benz, remaining in production until 1989 with some 13 variants during the production run. The 380SL ended production in 1985, at which point it was replaced by the 560SL. TDA was first registered on the 12th May 1983 in thistle green metallic with green sports check cloth interior by the Nayland Motor Company of West Glamorgan to Mr Curtis for his wife. It has optional extras such as cruise control and rear seats. Brought up to Yorkshire it then was serviced by H. Nightingales of Beeford as per the recommended intervals until 1995 (13 stamps in the service book), it also had a cherished number plate change to SXC100. In 1995 it was sold to Ron Simpson who had it serviced by S.M. Autocare of Pickering at 86,326, 92,085 and 98,432 miles. In 2003 it was bought by Arthur Paice who took the cherished plate of it and it reverted to the original TDA 404Y. He sold it to a Mr Booth in July 2005 with a mileage of 106,856 at that years MOT. Since then it has been serviced and MOT'd by Brain Kitt Motors of Driffield and led a pampered life. Over the years it has seen little use and often sorned, especially as ill health restricted him using it; the MOT in May 2019 was at 111,959 miles only the 3 added since the year before (the trip to the MOT station). Sold in 2019 to its current owner and our vendor who has rarely used it. TDA is a rare example of a full service history car that has spent its life around the Driffield area and can be highly recommended to the next custodian. Sold with the V5C, MOT until May 2020, large history folder, removable hard top, service book, owners manual; it will be driven to the auction.
Los 1015
2000 Mini Cooper, 1275 cc. Registration number W943 PAG. Chassis number SAXXNNAZEYD182786. Engine number 12A2LK70394580. Having devised the iconic original back in the early 1960s, John Cooper sold his own modified Minis under the 'Mini Cooper' name from the mid-1980s, before Rover's acquisition of the rights to the name made it possible to officially re-launch the model in September 1990. The new Mini Cooper was based on the Mini 30, the most luxuriously equipped Limited Edition Mini to date, but fitted with the 1,275cc engine rather than the 30's 998cc unit. What would turn out to be the final Mini version - the Mark 7 - arrived in 1996. Changes included twin-point fuel injection, higher final drive gearing, driver's airbag, side impact beams, additional sound insulation, improved front seats, front-mounted radiator and a 'Sportpack' option. By the time production ceased in 2000, a total of well over 5 million Minis of all types had been produced, making it the best selling British car of all time. Dating from the final year of the Mini's production in its original form, this PAG is a rare one owner from new example that has only covered some 59,000 miles in its life. Purchased by Mrs Mulligan on the 25th May of 2000 from Welptons of Hull for £7,965 in Solar Red; it had been pre registered from the 8th of March. Serviced by them the next year at 5,325 miles and the following at 11,421 miles. From then on it has been looked after by a local garage to her. In it received a front end rebuild with new wings, front panel and scuttle, see images on file and in July 2019 a new OSF floor pan, front panel and repaint of the wings at a cost of over £2,000. Sold with the V5C, MOT until March 2012, MOT history confirming the mileage, original Rover manuals and the history folder. This Mini is a much loved example in good order.
Los 1016
2000 Mini Cooper Sportspack, 1275cc. Registration number W188 PGA. Chassis number SAXXNNAZEYD181683. Engine number 12A2LK70393148Having devised the iconic original back in the early 1960s, John Cooper sold his own modified Minis under the 'Mini Cooper' name from the mid-1980s, before Rover's acquisition of the rights to the name made it possible to officially re-launch the model in September 1990. The new Mini Cooper was based on the Mini 30, the most luxuriously equipped Limited Edition Mini to date, but fitted with the 1,275cc engine rather than the 30's 998cc unit. What would turn out to be the final Mini version - the Mark 7 - arrived in 1996. Changes included twin-point fuel injection, higher final drive gearing, driver's airbag, side impact beams, additional sound insulation, improved front seats, front-mounted radiator and a 'Sportpack' option. By the time production ceased in 2000, a total of well over 5 million Minis of all types had been produced, making it the best selling British car of all time.Dating from the final year of the Mini's production in its original form, PGA is a rare one owner from new example that has only covered some 21,000 miles in its life. Purchased on the 1st March 2000 by Mr A Crawford of Bathgate in Scotland, he had it serviced at 2,691 miles and put it into his garage in August 2001 when ill health forced him to give up driving. It stayed there until his son inherited it, his intention was to recommission it but this never happened and it has recently been removed from the garage. Found to be in remarkable condition by our vendor, the original extended warranty and paperwork was in the car but the keys and V5C were missing. He has applied for a new V5C which hopefully will be with us by the time of the auction. He has turned the engine over, once, to check that it is free but not attempted to start it up, examination of the underside shows the subframes appear sound as is the body, with minimal localised rust bubbles. The interior is in very good condition.Sold with the V5C, (subject to DVLA) and the aforementioned paperwork, this Cooper offers a rare chance to own a one owner car that has covered only some 21,000 miles and is totally original.
Los 1028
1992 Piaggio Vespa PK100xl, 96 cc. Registration number K938 AWK. Frame number V9X2T - 002172. Engine number V9X1M - 070446. Along with the rival Lambretta, the Piaggio-built Vespa mobilised an entire generation of Italians in the immediately post-war years, the hitherto humble scooter going on to become part of British youth culture in the 1960s as favourite transport of the fashion-conscious 'Mods'. Douglas built the Vespa under licence in the UK between 1951 and 1963, continuing to import the machine from Italy thereafter. Since its introduction, countless different versions have come and gone yet the Vespa of today remains recognisably related to the first one made more than 60 years ago. This model was made between 1986 and 1990, 1092 were produced with only 206 in 1990, the serial numbers ended at 2197 making this one of the last built. This example was restored by a previous owner in this Two Tone Mod scheme, our vendor brought it North when he moved from the West Country in 2018, unused since it will require light recommissioning before use. Sold with the V5C, it is currently on SORN.
Los 1029
1981 Lambretta Vijay Super GP150, 149cc. Registration number OEF 542W. Frame number 22022209530. Engine number 306604. Automobile Products of India (API) began assembling Innocenti-built Lambretta scooters in India after independence in the 1950's beginning with 48 cc, Ld model, Li 1st series. They eventually acquired a licence to build the Li150 Series 2 model, which was sold under the Lambretta name until about 1976 and later on changed the name to Lamby for legal reasons. API also built the trademark model [API-175] three-wheeler which was based on Innocenti's Lambretta. In 1972, Scooters India Ltd. (SIL) a state-run enterprise based in Lucknow, Uttar Pradesh, bought the entire Lambretta manufacturing and trademark rights. Former Innocenti employees were used to set up an Indian factory as all the manuals and machinery instructions were in Italian. The first scooter built was the Vijay Delux/DL, which was badged the Lambretta GP150 in export markets. This was later enhanced to become the Vijay Super. Further improvements were made in the final years of production by incorporating a contemporary Japanese CDI unit and an advanced front suspension. SIL also distributed complete knock downs that were assembled in different parts of India and sold as the Allwyn Pusphak, Falcon, and Kesri. These were of a lower quality than the SIL-produced models and sometimes incorporated significant styling changes. SIL production seems to have peaked during the financial year 1980-81, with around 35,000 scooters being built. However, by 1987 this had dropped to around 4,500 units with production finally ceasing in 1997. OEF appears to have been imported in 2017 and bought by our vendor who had it fully restored by Patron Racing of Doncaster in the colour that a friend of his had back in the day. It was MOT'd at 2 miles, in 2018 it had risen to 7 miles and was again the same when MOT'd in 2019, the same as it now is. Sold with the V5C, MOT history, dating certificate and various other paperwork. Due to the lack of use post restoration a running in period would be advisable when taken on the road. Offered for sale as our vendor is moving to a smaller property without the storage for his collection, Spicers can highly recommend this machine
Los 1030
1969 Lambretta Jet 200, 200cc (see text). Registration number MDM 367G. Frame number SX200 - 557609. Engine number SX200 - 563570. The history of Lambretta in Spain began in 1952 when a group of prominent Basque businessmen created "Lambretta Locomociones SA". A factory was built in Eiber (Northern Spain) in 1953 and proper production began in earnest in 1954, production finally ceased 35 years later in 1989. As wealth increased in western Europe in the late 1960s, the demand for motor scooters fell as the small car became affordable to more people and Lambretta sales started to decline, as did the financial status of parent company Innocenti. British Leyland took advantage of Innocenti's financial difficulties and their production and engineering expertise contracting them to produce cars under licence. The company was eventually sold to BLMC. Unfortunately, lack of foresight had caused BLMC to buy a fashion trend that was ending rapidly, motor-scooter sales declined sharply, and Innocenti finally closed shop in 1972 and production was taken over by the Indian company API. 1966 saw the introduction of the first 200cc model in Spain, the JET 200. The very early models are identical to an Italian SX200 except for the typical "Li" metal front mudguard and horncasting. The engine was similar in design and based around that of the Innocenti SX 200. Using the same top end configuration and carburettor, bhp would have been on a similar scale. The cylinder and piston were very well made and have proved reliable and hard wearing for many thousands of miles. The crankshaft likewise was well made but still only used the SX style flywheel taper and would have been much better had it been upgraded to the GP specification. Using a Spanish made Dellorto SH2O carburettor fuel consumption remained good and with a slightly larger fuel tank range was slightly improved. The transmission and gearbox were also identical to the SX 200 and used the same set of gear ratios. MDM was first registered with DVLA in January 2012 and is recorded as 125cc instead of the 200cc it is (as is often found on scooter V5C's). Also of note is that the Spanish frame number SX200 557609 is for c.1974 and is a mark 3 version. It has had a recent engine rebuild, with a GP200 Mazzuuchelgi standard crank Mahle pistons, all bearings and seals have been replaced and a new 22ML carb fitted, a new 12v electrical system, new 42ML exhaust. Sold with the V5C and a breakdown of the engine rebuild. The scooter started easily when delivered and has been ridden by a member of a our staff with no issues.
Los 1031
1973 Honda SS50, 49cc. Registration number UXF 95M (not recorded with DVLA, see text). Frame number SS50Z 216993. Engine number TBC.The first sports derivative of Honda's classic C100 Super Cub 'step-thru', the C110 Sports Cub, appeared in October 1960. This was a proper small motorcycle, with spine frame and a more powerful version of the C100 motor. Larger-capacity models soon followed and in 1964 an overhead-camshaft version of the engine was introduced on the CS90 sports, with 50cc and 65cc derivatives arriving in 1965. An even more sporting tiddler - the SS50 - arrived for 1967 equipped with a more powerful version of the OHC engine producing 6.0bhp at 11,000rpm and coupled to a five-speed gearbox. During the mid-1970s the model was offered on the UK market in 'Sixteener Special' guise equipped with four-speed gearbox and pedals, thereby qualifying as a moped, and continued in production to the end of 1977.UFX was purchased in 1973 at the height of the fuel crisis as a cheap way to get to work, when fuel prices came down is was laid up in August 1975 with 2,522 miles on the clock. It remained in his home, always with the intention of getting in on the road. Several years ago his son bought him a replacement tank as the original had rotted through and when he passed on it became his sons. He was not interested in it so passed it on to our vendor.In running order, although the fuel tap leaks, this is a very original machine (apart from the tank) that now awaits its next custodian.There is no paperwork with this lot apart from the old tax disc.
Los 1040
1975 Suzuki GT185 M, 184 cc. Registration number JOX 15P. Frame number 40273. Engine number 40411. In 1973, Suzuki introduced the GT185 twin-cylinder model equipped with Ram Air cooling, drum brakes front and rear and a combination electric starter/generator setup - marketed in North America as the "Adventurer". For model year 1974, the GT185 gained a single-disc front brake to rationalize it with the other GT models. It then remained basically unchanged, except for colour and trim items (which included a tail fairing in the 1977 'B' model and cast wheels in the final year 1978 'EC' model), through to the end of production with the 1978 MY. In some markets the GT185 became the RG185 and was sold with different trim. The 1974 model had a fatal engine flaw that caused steel powder and eventually half of the transmission oil dipstick to drop into the transmission. The rubber stopper for the transmission oil fill hole allowed the dip stick to vibrate enough to contact the primary drive gear. If not caught within '300 miles from new, the bearings in the transmission would be ruined. JOX had been fully restored before our vendor bought it in May 2018, although the rear lamp, front indicators and alloy wheels are from a later model. The MOT history goes back to 2009 at 29,860, 2010 at 30,125, 2014 at 30,314 and 2018 at 30,344; today it is at 30,670. Sold with the V5C, MOT history and two hand books.
Los 1042
1976 Kawasaki KH 400, 400 cc. Registration number OBA 596P. Frame number S3F32169. Engine number S3E032690. Capitalizing on the success of the outrageous Mach III 500, Kawasaki followed up with a range of basically similar two-stroke triples, introducing the 750 H2, 250 S1 and 350 S2 in 1971. In 1973 the S2 was superseded by the 400cc S3, which boasted a longer wheelbase, disc front brake, rubber-mounted engine and - surprisingly - a few less horsepower than its 350cc predecessor. Although slightly down on performance, the S3 could nudge 110mph and raced through the quarter-mile in a little over 14 seconds, figures that put it at the head of its class. The H and S series ceased production after 1975, and the model line became the KH series in 1976, omitting the 750 from the lineup and leaving just the KH250, KH400 and KH500. Model designations changed to 'KH' in 1976, the new KH400 incorporating various improvements including CDI ignition. Stricter emissions regulation and advances in 4-stroke technology caused the demise of the Kawasaki triples in both cases in 1980. Outrageous and uncompromising in their day, these characterful Kawasaki triples have become highly collectible in recent years. OBA was first registered in the UK in December 2016 with a mileage of 9,929 , presumably an import from the USA, soon it was with a Graham Mableson. Our vendor bought it in August 2017 from The Bike Specialists of Sheffield with a mileage of 9,930. He has added only a few miles since, today it is at 10,099 miles. Sold with the V5C, various receipts and old MOT's this machine is highly recommended by Spicers. Offered for sale as our vendor is moving to a smaller property without the storage for his collection, Spicers can highly recommend this machine.
Los 1043
1977 Suzuki GT500B, 492cc. Registration number HRZ 4327. Frame number 98621. Engine number 98718. The Suzuki GT500 replaced the T500 twin in 1975. The new model looked very much like the classic T500, once sensationally fast and well-built machine, but in the mid-seventies already old-fashioned and smoky two-stroker. Its days were outnumbered. Suzuki made a good effort trying to modernize the once very popular model by releasing the GT500 that had a bigger tank, electronic ignition and a front disc brake. It had a single front hydraulic disk brake, identical to that which had been fitted to the GT380 and GT550. The forks were similar as well having 35mm stanchions and identical triple clamps to the GT range. The instruments were also identical to those found on the GT range. 1977 was the end of the line and only a few examples of this model were ever delivered by the factory. The last few GT500s on the showroom floor were heavily discounted and moved away to make way for the new four cylinder four stroke range. The B-model was delivered in red or blue colour and in the USA only, black. Owned by Christopher Brack in June 2017 our vendor purchased it in the November and began a comprehensive rebuild of the whole machine, including the wheels, chrome, engine and a paint by Dream Machine of Nottingham. It was MOT'd in November 2017 at 13,909 miles and April 2019 at 13,915 miles, the same as it has on the odometer today. Offered for sale as our vendor is moving to a smaller property without the storage for his collection. Sold with the V5C, expired MOT, various receipts for the work, Spicers can highly recommend this machine.
Los 1045
1972 Suzuki GT750 J, 750cc. Registration number YOD 709K. Frame number GT750 - 18823. Engine number GT750 - 65118 The GT750 was unveiled to much fanfare at the 1971 Tokyo show. This was Suzuki's answer to the Honda CB750, and the Kawasaki H2, but was very different to both. Driven by an in-line 3 cylinder 2-stroke engine, the 'Kettle' was also liquid cooled. Suzuki surprisingly opted for drum brakes (on the original), but the front was a 9 inch 4-leading shoe design, so was actually reasonably powerful. The engine was very impressive, with a nice flat torque curve, and good acceleration from as low as 2000 rpm. The engine firing impulses corresponds to that of a 6-cyl 4-stroke so this engine type runs very smoothly when in good tune. Visually these bikes are distinguished by the characteristic water cooling radiator in front of the engine, there is a cooling fan behind the radiator which kicks in at random occasions. The bike was known for the wide power band/low end torque allowing exceptional acceleration performance from low revs, similar in characteristics to the triple 2-stroke air cooled Kawasaki H2 750 (Mach IV) but more 'civilised'. The GT750 was not the first large displacement liquid cooled two stroke motorcycle, or even the first two stroke triple - that honour goes to Scott Motorcycles in the UK which produced a very small number (specifically eight !) of 750cc and 1000cc liquid cooled two stroke triples in the 1934/1938 time period. However, the GT750 was the largest displacement, mass produced (roughly 71,000 were sold world wide in total), liquid cooled two stroke engine ever offered for retail sale. The 1973 model, GT750 K was announced with extra chrome plating and two 295 mm discs replacing the drum front brake. No other manufacturer was offering dual front disc brakes at this time, so this was quite a marketing coup for Suzuki. According to VOSA YOD was MOT'd in May 2103 at 23,054 miles although it was not registered with DVLA, so possibly an import. In November 2014 it was MOT'd with a mileage of 23,060, DVLA allocated the YOD registration number and it was bought by Alexandre Filho for £3,000; he commissioned an extensive rebuild of the machine spending some £7,000 on it. Stotford Engineering stripped and rebuilt the top end of the engine, rebuilt the running gear and ancillaries at a cot of £1,920. BAZ Kettle Clinic rebuilt the bottom end, including polishing the crankshaft at a cost of £1,500 and Motorcycle Works of Peterborough undertook another £1,200 of work. By 2016 it was on the road and MOT'd at 23,507 miles. Rarely used in May 2018 our vendor purchased it from Premier Motorcycles of London and had the frame powder coated and the exhaust system rechromed, at this time the speedo was changed and an MOT issued in August 2019 at 15,361 miles, today it is the same. Offered for sale as our vendor is moving to a smaller property without the storage for his collection. Sold with the V5C, current MOT, various receipts for works undertaken.
Los 1046
1972 Suzuki GT750 J, 750cc. Registration number PTC 42K. Frame number GT750 - 18071. Engine number GT750 18106. The GT750 was unveiled to much fanfare at the 1971 Tokyo show. This was Suzuki's answer to the Honda CB750, and the Kawasaki H2, but was very different to both. Driven by an in-line 3 cylinder 2-stroke engine, the 'Kettle' was also liquid cooled. Suzuki surprisingly opted for drum brakes (on the original), but the front was a 9 inch 4-leading shoe design, so was actually reasonably powerful. The engine was very impressive, with a nice flat torque curve, and good acceleration from as low as 2000 rpm. The engine firing impulses corresponds to that of a 6-cyl 4-stroke so this engine type runs very smoothly when in good tune. Visually these bikes are distinguished by the characteristic water cooling radiator in front of the engine, there is a cooling fan behind the radiator which kicks in at random occasions. The bike was known for the wide power band/low end torque allowing exceptional acceleration performance from low revs, similar in characteristics to the triple 2-stroke air cooled Kawasaki H2 750 (Mach IV) but more 'civilised'. The GT750 was not the first large displacement liquid cooled two stroke motorcycle, or even the first two stroke triple - that honour goes to Scott Motorcycles in the UK which produced a very small number (specifically eight !) of 750cc and 1000cc liquid cooled two stroke triples in the 1934/1938 time period. However, the GT750 was the largest displacement, mass produced (roughly 71,000 were sold world wide in total), liquid cooled two stroke engine ever offered for retail sale. PTC, a rare J model, was first registered on the 5th July 1972 and its early life is unknown. In September 2013 David Bradford acquired it and began a comprehensive overhaul, including a crankshaft overhaul by Chris Applebee Engineering, the brakes were overhauled and the tinware repainted in the original Candy Jackal Blue. It was MOTed in July 2014 at 24,041 miles. In January 2017 our vendor purchased it from Chris Hall Motorcycles with a mileage of 24,328 and he then recommissioned it and had the exhaust system rechromed and the tank repainted. Little used the mileage rose to 24,414 in 2018 and 24,431 in 2019, today it stands at 24,438 and is very good condition. Offered for sale as our vendor is moving to a smaller property without the storage for his collection. Sold with the V5C, current MOT, various receipts for works undertaken.
Los 1047
1976 Suzuki GT 750A, Dunstall replica, 750 cc. Registration number MNA 93P. Frame number GT750 66334. Engine number GT750 72913. The GT750 was introduced in 1972 with the J with a double-sided, twin-leading shoe, 200 mm drum front brake with 180 mm drum rear. The 1973-1975 models, K,L, M had improved brakes, retuned engine, higher gearing. The 1976 GT750A model pretty much stayed the course with only minor changes to trim items and the obligatory paint colour change. The final 1977 model GT750B had a few changes including black side panels. As with all big two strokes of the late 1970's, the GT750 was a victim of stricter emission regulations and competition from technical developments of four-stroke motorcycles. Paul Dunstall, was a specialist tuner of 1960's and early 1970's originally with Nortons. In 1966 Dunstall Motorcycles became a motorcycle manufacturer in its own right, so that Dunstalls could compete in production races and set a number of world records before sales of the Dunstall Nortons declined in the 1970's consistent with the demise of the British motor cycle industry and corresponding rise in Japanese imports. He worked on both Yamaha's and Suzuki's in this period and the bodywork could be ordered to be retro fitted or when you bought your machine new. Subject to a total restoration in 2011/12 by the previous owner, and painted in Barry Sheene colours, it featured in owners club calendar and magazine. Polished engine, All Speed expansion chambers, Purchased from Keystone of Hampshire in October 2018 it has only covered 127 miles the rebuild. Offered for sale as our vendor is moving to a smaller property without the storage for his collection. Sold with the V5C, current MOT, Spicers can highly recommend this machine.
Los 1051
1960 Matchless G12A, 646 cc. Registration number not registered, Frame number A76562. Engine number 60/G12L X 2326.The G12 was one of the last motorcycles under the Matchless name and was also produced as the AJS Model 31 by the same company. Designed by Phil Walker, AMC knew that it had to be a 650 cc but wanted to use as many parts from the Model 11 as possible. The cylinders could not be bored out further so the stroke was lengthened from 72.8 to 79.3 mm, resulting in a capacity of 646 cc. This meant developing a new crankshaft and primary chaincase, which also provided the opportunity to add a Lucas alternator. Volume production began in September 1958. In 1959 the G12 was redesigned and modernised as the De Luxe with a new full cradle tubular duplex frame and a new cylinder head. Vibration had always been a problem, so the crankshaft was upgraded to nodular iron. Capable of 100 mph performance, the G12 became popular with the American market.Purchased as a project 2011, our vendors father has comprehensively restored the machine with a powder coated frame, all tin ware resprayed, full engine rebuild, magneto overhauled by Dave Lindsey, stainless steel rims and spokes, all electrics replaced and completed in c. 2018. It was then stored as part of his collection, it now just needs final recommissioning. The Owners Club dating certificate confirms that the frame was dispatched from the factory in August 1960 going to the Indian Company of Massachusetts, USA.Sold with the dating certificate and copious receipts and a list of all of the components bought or restored.
Los 1055
2011 Norton Commando 961 Sport, 961 cc. Registration number KJ51 COM. Frame number SAYCMM01SAY000213. Engine number 501/0037. Few motorcycle makers (outside Italy) have had as troubled a history as Norton, which over the last 40 years has undergone periodic revivals, all of which, ultimately, failed. Norton's enduring fascination stems from a reputation forged on the world's racetracks during the first six decades of the 20th Century, when the silver-and-black bikes from the Bracebridge Street factory swept all before them. The revitalised company existed until recently, Stuart Garner, acquired the rights to the Norton name from its US owners in 2008. Development and production of a new Commando model had been begun by Kenny Dreer of Oregon in the late 1990's and this all-new design was further developed at Norton's factory at the Donington Park race circuit. Recognisably related to the last Commando of the 1970's, the new café racer-style Norton roadster boasts an over-square (88x79mm) air-cooled overhead-valve twin-cylinder engine incorporating a 270° crankshaft and counter-balancer. A maximum output of 82bhp (at the rear wheel) is claimed, giving a top speed of over 130mph; deliveries of the new Norton Commando 961 SE commenced in 2010. On 29 January 2020, it was announced that the company had gone into administration and on the 17 April, it was reported that India's TVS Motor Company had acquired the business in a £16 million cash deal. COM was purchased from Norton on the 26th January 2011 by Karl Jackson, and serviced by them in June 2011 at 559 miles, MOT'd in June 2014 for the first time at 933 miles and a year later at the same mileage, in 2016 it was serviced and MOT'd by Krazy Horse of Bury St. Edmunds at 1034 miles. In 2017 it was purchased by our vendor from The Bike Specialists of Sheffield and MOT'd at 1047 miles. In 2019 he had it MOT'd at 1,119 miles and today it is at the same mileage. Sold with the V5C, MOT until August 2019, service book, handbook, wallet, two keys and various receipts; the battery is new. Offered for sale as our vendor is moving to a smaller property without the storage for his collection, Spicers can highly recommend this machine.
Los 106
1960 Triumph 6T Thunderbird project, 649 cc. Registration number WAJ 225. Frame number D 3956. Engine two present 6t 28118, 6T 30923. Triumph's post-war 6T was a trend-setter from its introduction for the 1949 season, the 650cc Siamesed twin-cylinder, overhead valve engine punching out 34bhp at 6,300rpm, giving Edward Turner's new machine an impressive turn of speed. True to Triumph form the new 6T was a particularly good-looker and once again Triumph's choice of names was impeccable, the name Thunderbird certainly reflecting the nature of performance that a new owner could expect from his machine. The success of the 6T model is reflected in its production run which continued until 1962. This project was registered with DVLA by our vendors father in 1983 and consists of the frame, various tinware, two part engines, gearbox and other parts, prospective purchases should satisfy themselves as to the completeness of the project. Sold with the V5.
Los 119
1954 Ariel Huntmaster, 650cc, project. Registration number 933 CMY. Frame number DU 1044 (see text). Engine number LF 251.Following Ariel's acquisition by the BSA Group in 1951, an exercise in 'badge engineering' a few years later saw the launch of a new model - the Huntmaster - which deployed the 650cc twin-cylinder engine of the BSA A10 in Ariel's new swinging-arm frame. In Ariel guise the power unit differed only in detail, its origins being disguised beneath a reshaped timing cover, while on the primary drive side Ariel's traditional 'dry' clutch was retained. The factory claimed a top speed of 90-95mph, with fuel consumption of 65-70mpg when cruising at 45mph. Produced from 1954, the Huntmaster disappeared along with the rest of Ariel's four-strokes in 1959.First registered in November 1954 this machine was with John Thompson in 1971 before our vendor bought it in 1972. Prospective buyers should satisfy themselves as to the completeness of this project.Sold with the V5 and V.E. 60, please note that they both list the frame as DU 1195 not 1044.
Los 2036
A Circa 1920s Wisco Model Black Wool Dress, woven with chevrons/zig zags overall, long sleeves with diamante detail to the neck and matching smaller pockets, multi buttons to the shoulders and pleats to the bust, tassel trim below pocket; Circa 1930s Red Silk Dress stylised with scooped neck and multi-stitched and long sleeves (2). Wisco dress - Slight wear and rubbing overall. Red dress - belt missing, slight wear overall.
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