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Auction Description for Coys: The Carole Nash MCN London Motorcycle Show
Sale Notes:
www.invaluable.co.uk/coys

The Carole Nash MCN London Motorcycle Show (133 Lots)

by Coys


133 lots | 132 with images

February 18, 2017

Live Auction

1 Western Gateway, United Kingdom

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c1960 Francis-Barnett / Villiers Falcon From the Hitchcock’s Motorcycle Collection

Description: c1960 Francis-Barnett / Villiers Falcon From the Hitchcock’s Motorcycle Collection Chassis Number: 79018 Year: 1960 Make: Francis-Barnett Model: Villiers Falcon Bearing the frame number 79018 and engine number 580B 2851 we believe this small capacity trials bike to be a Falcon model from the 1960’s. Not road registered it comprises of a frame, front forks, rear wheel and engine only. Sold at no reserve.

Condition Report: Estimate: No Reserve

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c1948 Brockhouse Corgi From the Hitchcock’s Motorcycle Collection

Description: c1948 Brockhouse Corgi From the Hitchcock’s Motorcycle Collection Reg. Number: UMF453 Chassis Number: 1644 Year: 1948 Make: Brockhouse Model: Corgi The Corgi was a civilian version of the Welbike collapsible runabout made for paratrooper use during World War II, and appeared in 1945. The overall designer was Lt-Col J.R.V. Dolphin, with the Spryt engine designed by the Excelsior company and produced under licence by Brockhouse. The ‘monkey bike’ of its day, the Corgi carried its horizontal engine in a low-slung tubular frame on top of which sat the fuel tank. The saddle was mounted bicycle-fashion on a tubular seat post and the handlebars could be folded down flat. The wheels carried 12.5”-diameter tyres and there was no kick-starter on early models. A kick-starter and dog clutch were soon introduced on the Mark II and then in 1949 a two-speed gearbox and telescopic forks became available as options. The two-speed Mark IV model lasted until 1954. Offered at ‘No reserve’ as a restoration project, carrying the registration number UMF 453, there are no documents with this lot.

Condition Report: Estimate: No Reserve

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1931 Scott Light Squirrel From the Hitchcock’s Motorcycle Collection

Description: 1931 Scott Light Squirrel From the Hitchcock’s Motorcycle Collection Reg. Number: FL 8340 Chassis Number: X140 Year: 1931 Make: Scott Model: Light Squirrell The Scott Flying Squirrel was a British motorcycle made by The Scott Motorcycle Company between 1926 and the outbreak of World War II. The Squirrel name was used for Scott motorcycles since 1921 but with the death of the founder Alfred Angas Scott in 1923 the unorthodox Scott two-stroke motorcycles began to become more conventional. Development of the three speed Scott Flying Squirrel began in 1922 as the company was in severe debt and faced receivership. Launched at the 1926 Earls Court motorcycle show, the Flying Squirrel was expensive – nearly twice the cost of a sporting four-stroke motorcycle of the time. This 1931 Light Squirrel with its 298cc two stroke motor was acquired by Don Hitchcock for the collection 1978, a buff logbook with the bike states the date of manufacture as the 1st Jan ’31. For restoration the bike is offered ‘as is’ and is supplied with a UK V5C logbook bearing the registration number FL 8340.

Condition Report: Estimate: No Reserve

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1986 Honda Z50RD

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Description: 1986 Honda Z50RD Reg. Number: Not Road Registered Chassis Number: JH2AB0200GS701445 Year: 1986 Make: Honda Model: Z50RD Honda’s iconic Z series of mini motorcycles first became available in 1969, they became known as ‘Monkey Bikes’ and although the original Z50A stopped production in the mid 1970’s various versions on the original design continued to be produced right up until 1999 although only available in Japan. This example of a Z50RD was recently imported to the UK and is said to be in very fine order, later examples like these featured swinging arm frames with rear suspension and this bike is a semi automatic version with a 3 speed gearbox. It could be adapted for road use and has been entered on to the UK NOVA system for import.

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1965 Lambretta J50

Description: 1965 Lambretta J50 Reg. Number: EU Taxes Paid Chassis Number: 416623 Year: 1965 Make: Lambretta Model: J50 After a year of prototype development, the large industrial concern Innocenti started manufacturing Lambretta scooters in 1947. The first was the 125cc model A which sported little in the way of protective bodywork. This was followed by the similar B and C models, but the full-sized leg shields and side panels weren’t introduced until the LC model of 1950. The following 15 years or so saw the LC succeeded by a series of LD, Li, TV and SX models, all with 2-stroke motors of 125, 150, 175 and 200cc capacities. Then in 1964 came the J model, available with either a 50, 100 or 125cc engine. The J was the new baby of the Lambretta range and, being lightweight and with smaller reach levers, it was designed primarily for ladies. Produced from 1964 to 1969, earlier J50s had a 3-speed gearbox (a 4-speed was introduced in ’66) and only made 1.7hp, but it weighed just 80kg. The Lambretta J50 for sale here is in original unrestored condition. It is in running order and is to be sold, without reserve, on a Coys bill of sale.

Condition Report: Estimate: No Reserve

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1977 Honda CB400 Four

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Description: 1977 Honda CB400 Four Reg. Number: TPR 25S Chassis Number: CB400F2-1088379 Year: 1977 Make: Honda Model: CB400 Four In 1975 Honda unveiled its new addition to the CB class. Developed from the previous Honda CB350 the 400 Four included upgrades such as a newly developed six-speed gearbox and a revised cylinder head bringing the capacity up to 408cc. The restyled sportier appearance and the café racer type flat bars and rear-set footrests made for instant sales success. Described by the vendor as being in good all round condition the bike shows 25,409 miles and is supplied with a spares package including a set of carburettors and a Clymer workshop manual and the V5C.

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1981 Triumph T140 Bonneville Special

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Description: 1981 Triumph T140 Bonneville Special Reg. Number: VLA 558X Chassis Number: EA21861 Year: 1981 Make: Triumph Model: T140 Bonneville Special The 650 cc capacity production T120 Bonneville was replaced in the early 1970s by the T140 Bonneville, the same basic machine but with a 750 cc engine. Refined from the later ‘oil in frame’ version of the T120, the first few T140s, designated T140V, featured a larger-capacity engine of 724 cc, a five-speed gearbox, shortly after, the engine was further increased to 744 cc and front disc brakes were fitted In 1975, along with engine modifications, the gear change lever was moved from right to left to comply with new regulations introduced for the American market. Various T140 models followed featuring modifications and refinements until production ceased with the closure of the factory in 1983. One of the last incarnations of the 750 Bonneville the T140 special was clearly aimed at the US market although this examples appears to be a home market bike having been registered here 21st Oct. 1981. In generally good order the bike has had some recent top end engine work, bill on file, and comes with a new MoT until Jan. 2018.

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1974 Moto Morini 3½ Sport

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Description: 1974 Moto Morini 3½ Sport Reg. Number: EU Taxes Paid Chassis Number: 04102 Year: 1974 Make: Moto Morini Model: Founded by Alfonso Morini in Bologna in 1937, post war Fabbrica Italiana Motocicli Morini produced a range of lightweight 2-stroke bikes. Morini’s single-cylinder 4-stroke models achieved racing success from the late 1940s through to the early 1960s, and the great Giacomo Agostini began his racing career on a Morini in 1961, becoming Italian Cadet Champion in ’62 and Junior Champion in ‘63. Riding a Morini 250GP, Tarquinio Provini won the Italian Championship in 1961 and ’62, and finished a very close second to Jim Redman’s Honda in the 1963 250 World Championship. Moto Morini’s first 72° v-twin models – the 344cc Sport and Strada – were launched in 1971. The Morini 3½ proved popular with enthusiast riders despite being not far off the price of a Honda CB750 when new. The 3½ Sport made 40bhp, could exceed 90mph and handled very well. Reliability was good too, with engines usually reaching 70,000 miles before needing an overhaul, although regular maintenance was a must. This Morini Sport 3½ Sport is finished in red, equipped with a rare Stucchi fairing and it is in unrestored condition. It is to be sold on a Coys bill of sale.

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1961 BSA Bantam D7 175cc

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Description: 1961 BSA Bantam D7 175cc Reg. Number: Not Road Registered Chassis Number: D723577 Year: 1961 Make: BSA Model: Bantam D7 175cc The original BSA Bantam D1 125cc model was actually based on the German DKW RT 125 design that was given to BSA by the British Government as part War reparations in 1946. Production started in 1948 and spanned several revisions and modifications over its 23 year production, it has been been calculated that as many as half a million examples were produced. This D7 175cc example dated from 1961 was restored by the owner following his purchase sometime in the early 1990’s. Once finished the bike remained more or less unused in his collection ever since. It is reported to be in working condition and is a fine excellent condition example. Currently not road registered it is supplied with workshop manuals, spares catalogues and a copy of Roy Bacons book on BSA Twin restorations. Offered here at a fraction of the restoration cost.

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1961 BSA A7

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Description: 1961 BSA A7 Reg. Number: 103 WTW Chassis Number: GA719167 Year: 1961 Make: BSA Model: A7 The original A7 was launched post War in 1946 and featured a 495cc version of their twin cylinder engine producing 26 bhp it was capable of 85 mph, It was revised in 1950 with an improved 497 cc version capable of 90 mph ! Although its name was changed to the Star Twin and later the Shooting Star the BSA A7 continued in production with minor modifications until 1961. This late production model from ’61 was acquired by the vendor in 1989. It was subsequently fully restored, a small history file with the bike show bills for a rebore and new pistons at +060”. We gather since the work was completed the bike was stored in a private collection virtually unused. Remaining in excellent condition throughout, buyers should carryout checks before road use. It is also supplied with a owners workshop manual, and some old MoT’s.

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1999 Harley-Davidson FLSTC Custom

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Description: 1999 Harley-Davidson FLSTC Custom Reg. Number: T40 USA Chassis Number: 1HD1BJL42VV053990 Year: 1999 Make: Harley-Davidson Model: FLSTC Custom Based on a 1999 model Heritage Softail Classic this 1340 cc Evo engined Harley was customised by a well known Italian styling house. The bike was featured in many articles and magazines and became know as the ‘Shogun Special’ due to the Japanese writing and ‘rising sun’ motif painted in gold leaf on the one off custom fuel tank. Other unique features of the build were the exhaust, seat and rear bodywork all which were created just for this bike. Having only been used to exhibit at shows the bike remains in absolutely excellent first class condition, all of the fittings are like new and the general build quality is very good. Originally a UK supplied bike it has been reimported and UK registered with the number T40 USA and is supplied with a UK V5C logbook and MoT until June 2017. A striking and unique custom Harley-Davidson.

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1985 Ducati Pantah ‘F1 750’ Corsa

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Description: 1985 Ducati Pantah ‘F1 750’ Corsa Reg. Number: Not Road Registered Chassis Number: DM600SL* 700 * DGM 50017 OM Year: 1985 Make: Ducati Model: Pantah F1 750 Introduced in 1985, the Ducati 750 F1 was the road-going version of the TT1 race bike that had been so successful in the Battle of the Twins and Formula 1 classes the early 1980s. The most track-focused street Ducati to have come out of the Bologna factory for some time, the F1 combined a lightweight rolling chassis with a punchy 748cc v-twin Pantah desmo engine. While outright speed was not quite on a par with the fastest of its Japanese rivals, the F1’s roadholding and handling was sublime, and this along with beautiful Italian styling and the glorious sound of the engine made it an instant classic. This Ducati F1 750 racebike was built around a standard Pantah frame with a monoshock rear end. It is fitted with a beautiful 1970s NCR-style Imola tank, a 1980s-style racing seat which houses the battery and an Akimoto Performance exhaust. The bike was raced in the Italian Championship and was restored with genuine parts two years ago by Vigna Moto, an official Ducati dealership in Asti, northern Italy.

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1998 Ducati 916 SPS

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Description: 1998 Ducati 916 SPS Reg. Number: TBA Chassis Number: ZDMH1OOAAVB000735 Year: 1998 Make: Ducati Model: 916 SPS Introduced for 1994, the Massimo Tamburini-styled 916 superbike and its subsequent evolutions captured the motorcycle world’s imagination and finally established Ducati as a brand of note. Within a short time the original 916 Strada was superseded by the Biposto (two-seat) and the higher-specification SP. The engine remained at 916cc for both models but the SP came with twin fuel injectors and bigger valves for more performance, together with a single white panel seat and an Ohlins rear shock. Next came the ultra-exclusive homologation-special 916SPS or Sport Production Special for 1997 and 1998. There is ongoing debate as to how many were made – both years, perhaps 400 odd plus 202 of the UK-only “Fogarty Replica” version. It is believed that either 50 or 100 came to the USA; data collection was not Ducati’s forte at the time. The SPS enjoyed a 996cc engine – complete with reinforced crankcases, new heads and barrels with both bigger combustion chambers and valves, high lift cams, a 11.5:1 compression ratio, close-ratio gearbox and various lightweight parts – delivering a mighty rear wheel 132 horsepower. Production number 228 of a limited series run, this 916 SPS has recently been imported from Japan and will have a fresh MOT by the time of the auction. The bike has covered just 14,932 miles or 9278 miles from new is completely standard and unmodified. A new timing belt and battery have been fitted. The bike that ensured Ducati a signed and sealed entry into the world of super bike manufacture and gleaned them the name the Ferrari of motorbikes.

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2008 Rizla Suzuki GSXR-1000K8 British Super Bike No.66 Ex Oliver Lodge / Tom Sykes, Winner at Oulton Park and Knock Hill

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Description: 2008 Rizla Suzuki GSXR-1000K8 British Super Bike No.66 Ex Oliver Lodge / Tom Sykes, Winner at Oulton Park and Knock Hill Reg. Number: Not Road Registered Chassis Number: TBA Year: 2008 Make: Suzuki Model: GSXR-100K8 After finishing sixth overall in 2007, his rookie season Tom Sykes joined the Rizla Suzuki Team to compete in the 2008 British Super Bike Championship. Partnered with Atsushi Watanbe the team found success in multiple races including wins for Sykes at both Oulton Park and Knock Hill and pole positions at both Cadwell Park and Mallory Park. A strong field of riders won races during the season including Cal Crutchlow, Shane Byrne and Leon Haslam with the championship to be decided at the final race of the year, Shane Byrne riding a Ducati eventually crowned winner of the championship. The No.66 bike of Tom Sykes that finished fourth for the season was prepared by the Crescent performance team with a standard Suzuki frame coupled to a Crescent racing prepared engine, Yoshimura gearbox and Showa Forks. Since being sold by the team to raise money for the following season the vendor has completed just five track days and has treated the bike to a full race spec service by Crescent performance. As an ex British Superbike contender it resembles a fantastic opportunity to own a race winning example with the potential to either race further or track day in many different events across Europe. This bike is offered with a paddock stand, a spare aluminum fuel tank and a signed and framed photo.

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1964 Norton Dominator 88

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Description: 1964 Norton Dominator 88 Reg. Number: AYV 461B Chassis Number: 14-93530 Year: 1964 Make: Norton Model: Dominator 88 The original Norton Dominator, the Model 7 was designed by Bert Hopwood who had also worked on team that produced Triumph’s Speed Twin, a bike that Norton was trying desperately to emulate. Fortunately for Norton the introduction of the race bred Featherbed frame designed by the McCandless brothers ensured that the Dominator’s superior handling soon surpassed the Speed Twin despite Norton’s manufacturing quality control issues. The 88 500cc model and the larger 600cc 99 became the bike of choice for the new breed of ‘ Cafe Racer’ bikers in the late 1960’s and early 1960’s and sold in high numbers both here and abroad, it is said that at the height of production over 200 bikes were built a week, a considerable amount considering the time. Purchased in 2001 as a restoration project this bike was then subject to a comprehensive restoration by the vendor and then stored without much use. It remains in good to excellent condition throughout and is currently in running order, although buyers are advised that checks should be carried out before this bike is returned to road use. It is suppled with a UK V5C logbook, old MoT’s a few parts invoices and a Haynes workshop manual.

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2001 Yamaha R7 OW02

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Description: 2001 Yamaha R7 OW02 Reg. Number: N/A Chassis Number: JYARM01100000670 Year: 2001 Make: Yamaha Model: R7 OW02 Like its OW-01 predecessor, the YZF-R7 (also known as the OW-02) owed its existence to the Hamamatsu factory’s need for a World Superbike Championship contender. It was produced in relatively limited quantities, only 500 being made to meet the Championship’s homologation requirements, of which only 34 were earmarked for the UK. Road-going versions are rare and genuine race bikes even rarer, and despite their relative modernity both are highly sought after by collectors. The YZF-R7 was powered by a 749cc four-cylinder engine incorporating Yamaha’s then favoured five-valves-per-cylinder technology. In road-going form this produced a relatively uninspiring 107bhp but with the race kit fitted the second bank of fuel injectors was brought into play, liberating 139 horsepower, while in full race trim over 160bhp was attainable. The geometry of the aluminium alloy Deltabox II frame was based on that of the firm’s YZR500 Grand Prix racers and the R7 came with the best suspension Öhlins could offer, which in part justified the eye-watering list price of £21,449. Immaculately presented this fabulous example has recently been imported from Japan. The bike has seen minimal street us and has covered a mere 5947 km or 3716 miles from new. A super lightweight titanium and carbon fibre exhaust has been fitted. The original exhaust accompanies this lot. With only 500 produced and costing three times as much as the standard YZF-R1, the R7 OWO2 was destined to be a collectors piece from the day it left the factory. An instant investment. MOT valid through 05/01/2018.

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1955 Maserati Tipo 160/T4 Turismo Lusso

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Description: 1955 Maserati Tipo 160/T4 Turismo Lusso Reg. Number: EU Taxes Paid Chassis Number: 5121 Year: 1955 Make: Maserati Model: Tipo 160/T4 Having purchased the Bolognese motorcycle maker Italmoto in 1953, Maserati commenced motorcycle manufacture in Modena under its own name. The first to bear Maserati’s famous Trident badge was a model previously made by Italmoto. Renamed the Tipo 160/T4, it was produced from 1954 to 1958 and its 7.5bhp 4-stroke 158cc single was mated to a 4-speed transmission. It weighed 112kg (dry) and had a top speed of around 65mph. Maserati went on to make a further dozen or so different models up to 250cc until 1960, but with limited commercial success the company sacrificed its two-wheeler operation to focus on the survival of its car brand. This 1955 Maserati 160/T4 is in very tidy, usable condition, as evidenced by a video we have of the bike with its motor running sweetly. A charming machine for any admirer of the Maserati marque.

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1978 Honda CB750 Rare Semi Automatic Gearbox model

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Description: 1978 Honda CB750 Rare Semi Automatic Gearbox model Reg. Number: TBA Chassis Number: CB750A-7201111 Year: 1978 Make: Model: Honda Honda introduced the CB750 to the US and European markets in 1969. The build quality, performance and price out classed virtually every bike available at that time, only Harley-Davidson with its loyal home market support and the Italian’s with their handsome styling could tempt buyers away from the then dominant British built motorcycle industry. Honda’s impact on the motorcycling World was nothing short of devastating, these large capacity bikes decimated British bike sales both home and abroad and rang the death knell for manufacturing in the UK, Honda had set a new standard that would be impossible to replicate for many years. This US market CB750 is a very rare semi-automatic version that was not available for the European market, negating the need for a hand clutch it makes the bike easier to ride for anyone with a weaker left hand. Recently imported and registered the bike now comes with UK documents and a UK MoT and is said to be in very good general order having received restoration work.

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1974 Harley-Davidson 350 SS

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Description: 1974 Harley-Davidson 350 SS Reg. Number: EU Taxes Paid Chassis Number: TBA Year: 1974 Make: Harley-Davidson Model: 350SS In 1960 Harley-Davidson bought 50% of Aermacchi’s motorcycle division, and importation to the US of Aermacchi’s 250cc flat 4-stroke single began the following year. This was known as the Harley-Davidson Sprint. By the early ‘70s Aermacchi was becoming increasingly engaged in the manufacture of military trainer aircraft. Finding it hard to compete in an increasingly difficult motorcycle market, in 1974 Aermacchi passed its entire motorcycle manufacturing operation to Harley-Davidson which then became the sole owner of the Varese factory. Production of the Sprint, which in 1969 had been upped to 344cc, continued alongside a range of small-capacity 2-stroke singles. The 350 came in two versions; the street orientated SS (still called ‘Sprint’ in the US) with a low exhaust, or the more off-road orientated SX with high pipes and mudguards, and knobbly tyres. The air-cooled OHV SS made 25hp, which was less than its Japanese rivals, but it could top 90mph and return 60mpg. It was produced until 1974, four years before H-D sold the operation to Cagiva. The 350 SS offered here comes from the collection of an Italian count and is in unrestored condition. It comes to sale with its Italian documentation.

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1985 Honda GB500TT

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Description: 1985 Honda GB500TT Reg. Number: C334NGH Chassis Number: PC16-1000800 Year: 1985 Make: Honda Model: GB500TT As the World’s most prolific motorcycle manufacturer there is barely such a thing as a rare Honda, however the GB500 TT just might be it. Introduced in the 1980’s it was first produced as 400 and then a 500cc based on the single cylinder XL off road bike engine. The TT stood as a homage to the ‘Tourist Trophy’ races on the Isle of Man, which was ironic as the bike was only available as a grey import in the UK. Purchased in 1999 by the previous lady owner this example was declared manufactured in 1985 and was registered here in the UK in 1994. Having been stored and not used for a while the bike has recently been recommissioned and fully serviced with a new MoT until Jan 2018. Showing 21,119 Kms (13,122 miles) it is in generally good original order however it could do with some further cosmetic work. The fuel tank is unmarked and in good condition but the mudguards are showing signs of age as are the alloy wheels. Mechanically the bike is excellent and is reported to run and ride well. A generally presentable low milage example.

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1979 Suzuki GS750 custom

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Description: 1979 Suzuki GS750 custom Reg. Number: EU Taxes Paid Chassis Number: 103841 Year: 1979 Make: Suzuki Model: GS750 The success of Honda’s CB750 made it inevitable that the other major Japanese manufacturers would offer multi-cylinder 4-strokes, and Suzuki’s first – the GS750 – arrived in 1976. The GS750’s DOHC 8-valve engine was very similar in design to Kawasaki’s successful Z1 900 motor, and it became the design basis for all air-cooled Suzuki 4-stroke fours until the release of the 16-valve GSX models. The new 72hp GS750 was lauded for its handling at the time of its release, which was a significant improvement over its Japanese contemporaries – they being the older Honda CB750, the shaft-drive Yamaha XS750 triple and the more powerful but wayward handling Kawasaki Z900. The attractive GS750-powered custom bike offered here was built during the mid/late 1990s – the V5 document dates it to 1997. It features a hardtail frame with a sprung seat and an Easy Rider-style, stars-and-stripes peanut tank. In addition the GS motor it employs many standard Suzuki GS parts such as the wheels, brakes and forks, and with a comfortable riding position and sensible frame geometry it should be easy to ride with straightforward maintenance while also being a genuine head-turner.

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2002 Ducati MH900 E No 0967 of 2000 made

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Description: 2002 Ducati MH900 E No 0967 of 2000 made Reg. Number: UK Registration Applied For Chassis Number: ZDMV300AA1B001220 Year: 2002 Make: Ducati Model: MH900E Styled by the controversial, but undeniably talented Pierre Terblanche, the MH900e used a modern incarnation of their air and oil-cooled, two-valve 904cc L-twin engine, a beautiful trellis frame, and a tubular single-sided swingarm, with quality forks and shock. The look is intended to evoke race-winning NCR Ducatis and the name is a reference to Mike Hailwood, the unlikely winner of the 1978 Isle of Mann TT riding a Ducati. That win spawned the original Mike Hailwood Replica bikes and this represents the spiritual Evoluzione of those machines. The MH900E was first revealed as a sketch at the Intermot show in Munich in Septeber 1998 and met with rave reviews with the press and public alike. Due to the enthusiastic response Ducati decided to post a questionnaire on their website to get a true idea of the interest in the MH900E and got a positive response from 300 people and decided to put the bike into limited production. Ducati decided on a limited run of 2000 machines and produced 1000 in 2001 and a further 1000 in 2002. As far as living room objet d’art items go, you’d be hard-pressed to find a more striking modern motorcycle. Sure, a classic Vincent or Brough has more polished brass, steampunk detailing, and a retired racebike might have more historic value, but the bodywork on the MH900e really does look both forwards and backwards in the best way possible. This fantastic example has just been imported from Japan and has covered a mere 5946 kms or 3717 miles from new. The bike is number 0967 of 2000 examples made. Registration is underway and the bike has an MOT certificate valid through 08/01/2018. Otherwise standard the battery has been converted from a double to a single item. There are K & N filters, carbon fibre billet wing mirrors and the wheels have been anodised gold rather than silver.

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1988 Honda VFR 750R RC30

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Description: 1988 Honda VFR 750R RC30 Reg. Number: See Text Chassis Number: RC30-2001739 Year: 1988 Make: Honda Model: VFR 750R RC30 One of the modern era’s few immediately collectible classics, the Honda VFR750R – better known as the ‘RC30’ – was created for just one reason: to win the World Superbike Championship, a feat it achieved in the nascent series’ first two seasons of 1988 and ’89. And while American Fred Merkel was bringing Honda its first two WSB crowns, Britain’s Carl Fogarty used an RC30 to win the TT F1 World Championship in 1988 and ’89, and the equivalent FIM Cup in 1990. No mere short circuit scratcher, the RC30 and its derivatives proved durable enough to win a hat-full of Endurance Classics too. That this latter requirement was also part of the design brief may be determined from the fact that a quick-release front fork and single-sided swinging arm – essential for speedy wheel changes – were part of an unrivalled specification that included a twin-spar alloy beam frame, 16-valve V4 engine with gear-driven cams, close-ratio six-speed gearbox and four-pot front brake calipers. All of which did not come cheap: at the time of its launch in 1988 an RC30 cost £8,499, getting on for double the cost of other super-sports 750s. Despite the passage of time and progress of motorcycle technology, the RC30 remains a match for the latest generation of sports bikes but possesses an exclusivity that none of them can approach. ‘No other bike from the late-Eighties is lusted after like the RC30,”’ reckoned Bike, and few would disagree. Recently imported from Japan this lovely RC30 is in completely unmodified and standard spec. Has covered 27,367 kms or 17,104 miles from new and is undergoing UK registration.

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1961 Velocette Venom

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Description: 1961 Velocette Venom Reg. Number: TBA Chassis Number: RS13842 Year: 1961 Make: Velocette Model: Venom Built at Hall Green Birmingham, England between 1955 and 1970 approximately 5,721 Venoms are said to have been produced. In 1961 a factory-prepared Venom fitted with a full fairing supported by a team of riders set the 24-hour world record at a speed of 100.05 mph (161.01 km/h) at the famous banked Montlhery racetrack in France. It was the first motorcycle of any size to achieve an average speed of over 100 mph for 24 hours and remarkably no other motorcycle of the same capacity has been able to equal this record. Poor trading conditions over a number of following years forced the company into voluntarily liquidation in 1971, another victim of the declining British motorcycle industry at the hands of the might of new bikes from the Japanese. This Venom from 1961 was purchased by the vendor in 1988 and was subject to a restoration shortly afterwards, the work was quite comprehensive and included an engine rebuild. Since the work was completed it has remained virtually unused in a private collection. It remains in excellent overall condition and is in working order although buyers should make customary checks before returning the bike to road use. It is supplied with a UK V5C logbook, workshop manual and invoices for parts detailing the work completed.

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1946 Moto Guzzi Dondolino

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Description: 1946 Moto Guzzi Dondolino Reg. Number: Not Road Registered Chassis Number: 20991 Year: 1946 Make: Moto Guzzi Model: Dondolino The 1946 Moto Guzzi Dondolino featured here is one of a series of “Gentleman’s Racers” produced to satisfy privateers who wanted to compete effectively in circuit races and other endurance events that were immensely popular in Italy. 1946 was the first year of production for the Dondolino. That year, a Dondolino piloted by Enrico Lorenzetti won the Swiss Grand Prix at Berne. A Dondolino also won the 1946 Spanish Grand Prix in Barcelona, with Nando Balzarotti riding. Dondolinos also won the second-division Italian Championships in 1946, 1948, 1950, 1951 and 1954, as well as third division titles in 1947 and 1948. They won the first division French Championships in 1948, 1949, 1950 and 1951 and the Swiss titles in 1950 and 1951. Although there were numerous victories in circuit races, the Dondolino really proved itself in such marathon events as the Milan-Taranto race. This event was one of many great Italian long-distance road races extremely popular in the post-war years. While the Dondolino often competed in these events against more powerful machines with greater outright top speed, the Guzzi’s ruggedness and reliability afforded it stellar success in these grueling tests of rider stamina and mechanical stoutness. Built in 1946 and updated to Faenza engine spec – three bearing crankshaft and Gambalunga valve gear in 1951, the bike has been used in many events. Paraded in Italy in the 1980’s and in the UK from 2001 the bike has featured in IOM TT parade in 2005 and competed in post TT races in 2007 as well as the Cholmondeley Pageant of Power 2010 to 2104. Reported to be in good / excellent general condition only 57 Dondolino’s were built in total and just a handful upgraded to this engine specification, the bike is supplied with both FIVA and ASI papers.

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1967 Moto Guzzi 500 Falcone Militare

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Description: 1967 Moto Guzzi 500 Falcone Militare Reg. Number: EU Taxes Paid Chassis Number: 52BI Year: 1967 Make: Moto Guzzi Model: 500 Falcone Militare The Moto Guzzi Falcone was built from 1950 as a replacement for the the GTW model first produced in 1934. It was the last of the classic Guzzi singles being powered by a horizontal single cylinder four-stroke 500cc pushrod engine featuring the ‘classic’ Mandello del Lario bore and stroke measurements of 88x82mm – a motor that dated back to 1921. By the mid-1950s the Falcone’s popularity was waning, partly due to the popularity of the rival Gilera Saturno, and so in 1957 the Falcone received improved trim and an electric start. While the twin-cradle frame with telescopic forks remained, the rear swinging arm was now bolted to twin coil-over-damper suspension units in place of the earlier, under-engine friction dampers. However, demand from the Italian traffic police (who used the Falcone up until the 1970s) was enough to keep it in production until 1967 when the all-new V7 model was introduced. The Militaire version was born in the late 1960s following a request from the Italian army for a machine which was less expensive and easier to manage than the new V7. This Moto Guzzi 500 Falcone Military was in service with the Italian Army until 1993 when it was purchased by a Mr. Cavenaghi of Milan. It remained in his collection until three years ago when he sold the bike to the current owner. It is in unrestored, original condition and comes with the copy of the declaration from the “Transports and Materials Service Italian Office” which in 1993 declared that Cavenaghi bought the bike from the Italian Army administration.

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1994 Honda RVF 750R RC45

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Description: 1994 Honda RVF 750R RC45 Reg. Number: L9975GW Chassis Number: RC 45-100015 Year: 1994 Make: Honda Model: RVF 750R RC45 It started well for Honda in the World Superbike Championship. A VFR750R (RC30) took the first two titles in 1988 and ’89, but then Ducati took a hat-trick of victories, followed by Kawasaki winning in 1993. Honda needed to hit back, and the 1994 RVF750R (RC45) was the bike to do it, although it took a little longer than intended. The RC45 was a pure, homologation special from the ground up, but being hand-built by HRC it was produced in significantly lower volumes than its predecessor. It’d be easy to view the RC45 simply as an RC30 with sophisticated fuel injection as they both have a 16-valve DOHC 90° v-four motor in a twin-beam alloy frame with a single-sided swing arm, but the RC45 was pretty much all new. Developed jointly by HRC and Honda R&D, the narrower RC45 engine had relocated gear cam drives, new bore and stroke dimensions, new valve angles, new crankshaft, new frame, new upside-down forks, new brakes, and so the list goes on. On the road, in road-legal production trim, the sweet-handling 118bhp RC45 was peerless, but it carried a price tag to match – £17,780 was £1,580 more than Ducati’s 916SP homologation special, and £5,980 more than a 916 Strada. In competition, the RC45 swept all aside at the IoM TT for four consecutive years during the mid ‘90s, while also taking victory in the prestigious Suzuka 8-hour, Bol d’Or 24-hour and Daytona 200 races. Championships were won in World Endurance, and in the American and Australian Superbike series, but, for reasons various, it wasn’t until 1997 that the RC45 finally did what was primarily intended of it; lift the World Superbike crown. With just 1 km covered since it left the factory this represents an unmissable opportunity to acquire not only one of the most successful super bikes extant but the ultimate collectors fantasy still in its protective plastic wrapping. Direct from an important private collection this example includes some high quality extras: Marchesini wheels, Brembo brakes, Brembo radial master cylinder and Brembo front brake discs. To be offered at the auction with a fresh MOT. An absolutely unmissable opportunity.

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1985 Yamaha YZ490 Ex-Works Engine

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Description: 1985 Yamaha YZ490 Ex-Works Engine Reg. Number: Unregistered Chassis Number: TBA Year: 1985 Make: Yamaha Model: YZ490 Yamaha introduced the fearsome YZ490 in 1982 as the replacement for the YZ465. Hakan Carlqvist’s factory YZ465 had won the 500cc World MX Championship in 1983, but that title subsequently eluded Yamaha riders until 1999. However, in the US, Yamaha factory rider Broc Glover took the almost equally competitive and prestigious AMA National 500cc MX Championship of 1985 riding the new YZ490. The 1985 YZ465 featured a front disc brake, gold Takasago rims and BASS (Brake Actuated Suspension System). The 487cc production motor and was fuelled by a 40mm Mikuni and the bike weighed 104kg. It had black-painted alloy crankcases, engine covers and cylinder. The YZ490 here is fitted with a rare, ex factory race engine with a flat-slide Keihin carb and a US-made Pro Circuit ‘Platinum’ expansion chamber exhaust. We are informed it makes 60hp at the rear wheel – over 10% more than the standard engine. We are also informed it was raced at some point by Franco Picco, the successful Italian desert rally raid specialist.

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1974 Ducati 750 GT From The Oliver Tobias Collection

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Description: 1974 Ducati 750 GT From The Oliver Tobias Collection Reg. Number: RSX 268M Chassis Number: DM750 S 756123 Year: 1974 Make: Ducati Model: 750 GT While origins are often cloaked in mystery, the precise evolution of the Ducati 750 GT is still discernible. The bevel-gear twin cylinders with a 90° V configuration, long known as an “L-twin” configuration, have a precise date of birth: March 20, 1970. British historian Ian Faloon relates that Fabio Taglioni drew the first sketch of what is perhaps his most famous and best loved engine, which over the years was to acquire the affectionate name of “pompone” (“big pump”), on the last day of winter 1970. It was not long before the prototype was on the bench. It was a twin cylinder (really, a motorcycle engine’s ideal structure) arranged longitudinally and in a 90° V configuration. As far as balance went, this was also the best choice. Taglioni’s method was direct, logical, and practical. He envisioned the bike as an essential sports machine. The distribution used the same single overhead camshaft driven by bevel-gear as the single-cylinders, while the capacity of 750 cc was obtained with a bore and stroke of 76 x 75 mm. The prototype was built rapidly. The result: a very personal sort of motorbike in which the engine played the central role, even stylistically. The final bike was very similar to the prototype. The GT 750 appeared in June 1971. Its frame was more proportionate than that of the prototype, while the carburettors were 30 mm Amal Concentrics. It was also fitted with a front Lockheed disk brake. Its very name, Gran Turismo, immediately revealed that it was no sports bike, but the potential of this twin was immediately apparent to its enthusiasts. The attractive example you see here today was imported from the USA in November 2013 and comes from the collection of the British actor Oliver Tobias who shot to fame in the in 1978 film ‘The Stud’ that also started Joan Collins. An avid motorcycle rider and collector RSX 268M has been partially restored here in the UK and presents itself in good overall condition and in great running order. Documents include a valid MOT (Expires October 2017), copy of American title and HM Revenue import correspondence and UK V5C.

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c1969 Jawa Motocross 420 – Rare 500cc example From the Hitchcock’s Motorcycle Collection

Description: c1969 Jawa Motocross 420 – Rare 500cc example From the Hitchcock’s Motorcycle Collection Reg. Number: Not Road Registered Chassis Number: TBA Year: 1969 Make: Jawa Model: Motorcross 420 Czechoslovakia’s National Arms Factory diversified into motorcycle manufacture in 1929 when company founder Frantisek Janacek obtained the rights to a design from the German Wanderer factory, combining the first two letters of each of the names to create the ‘Jawa’ marque. Jawa’s operations were combined with those of erstwhile rivals CZ in 1949, and throughout the succeeding two decades the marque’s main claim to fame was an outstanding run of success in the ISDT and in international moto-cross. The Sixties would be the marque’s glory days in the latter, commencing with Vlastimil Valek’s runner up spot in the 250cc World Championship for CZ in 1963. Joel Robert became the Czech manufacturer’s first World Champion the following year and Victor Arbekov its second in 1965, while Paul Friedrichs took the World 500cc honours in 1965, ’66 and ’67 riding the 360cc CZ. In 1968 Jawa offered a works 420cc motocross bike which was raced with notable success at events across Europe. In 1969 they also produced a handful of larger 486cc engined versions based on the 420 model, however the increase in capacity and power proved too much for many riders who found the smaller engined machine more tractable and easier to control, as such the 500cc bike was discontinued. It is unknown how many of the larger bikes were made, or how many have survived, this example has the engine number P500-95 suggesting that there were at least 95 examples. We are unsure of when this extremely rare motocross Jawa was purchased for the collection and from where, probably from Eastern Europe on one of Don Hitchcock’s numerous competition adventures, it is however one of the more unusual bikes in the collection and is most worthy restoration project. Having been laid up for many years the bike remains in barn find condition but is appears to be complete.

Condition Report: Estimate: No Reserve

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c1950 Miller Balsamo 250 Sport

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Description: c1950 Miller Balsamo 250 Sport Reg. Number: Not Road Registered Chassis Number: 71420 Year: 1950 Make: Miller Model: Balsamo 250 Sport Miller-Balsamo was founded in Milan in 1921 by Ernesto and Edgardo Balsamo and initially handled the importation of the Ariel and Excelsior motorcycles. From 1923 the company built its own motorcycles, many of which featured proprietary 250 and 500cc engines supplied by Rudge. Miller-Balsamo also made a variety of its own engines while its lightweight models used Sachs 2-stroke motors. Although it was a leading make in Italy during the 1920s and ‘30s, Miller-Balsamo went on to produce its own OHC 175, 250 and 500cc models but the brand didn’t regain the popularity it had enjoyed in pre-war times and the factory closed in 1959. The rare example offered here is powered by a single-cylinder 2-stroke engine of Miller-Balsamo’s own design. It is an original, unrestored, and indeed an unused example having been discovered in storage at an old Milan motorcycle dealership about 15 years ago. It has since been owned by two collectors and it is to be sold with a Coys bill of sale.

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1978 Yamaha/Italjet 50 MX by Tartarini

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Description: 1978 Yamaha/Italjet 50 MX by Tartarini Reg. Number: Not Road Registered Chassis Number: Not Visible Year: 1978 Make: Yamaha/Italjet Model: 50 MX In Italy in the late 1970s there were import restrictions on Japanese motorcycles and so the official Italian Yamaha concessionaire – Mr. Leopoldo Tartarini – imported Yamaha spare parts in quantity to build complete machines. He also created the Italjet brand to sell them, so these special mini motocrossers were sold as Italjets but assembled from genuine Yamaha parts. Despite its ‘Yamaha’ tank graphics, the 50cc 2-stroke mini-motocrosser on sale here is one of those Yamaha/Italjet machines and it’s in sound original condition.

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1953 Moto Guzzi Motoleggera 65 ‘Guzzino’

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Description: 1953 Moto Guzzi Motoleggera 65 ‘Guzzino’ Reg. Number: EU Taxes Paid Chassis Number: CBF77 Year: 1953 Make: Moto Guzzi Model: Motoleggera 65 Guzzino The Motoleggera 65 was the first new model to come out of the Moto Guzzi factory after World War II and around 70,000 were produced from 1946 to 1954. The ‘Guzzino’, as it was affectionately called, offered the nation’s war-torn masses mobility for very little money and until 1951 it didn’t require road registration in Italy. Powered by a 2bhp, 63.7cc, 2-stroke single with a 3-speed transmission, the Guzzino has front and rear suspension, weighs 45kg dry, has a top speed of 50km/h (31mph) and returns 141mpg. This charming ‘matching numbers’ example was totally restored at the end 2015 by the Italian Guzzi specialist Manfrinetti. It is to be sold with a Coys bill of sale.

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1972 Montesa Cota 50

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Description: 1972 Montesa Cota 50 Reg. Number: EU Taxes Paid Chassis Number: TBA Year: 1972 Make: Montesa Model: Cota 50 Montesa was formed in 1944 by Pedro Permanyer and “Paco” Bultó who teamed-up in Barcelona to create their own lightweight motorcycle – a 95cc 2-stroke prototype based on the French Motobécane models of the time. Bulto left Montesa in 1958 to form the rival Bultaco, but, buoyed by an improving Spanish economy, Permanyer soldiered on and continued to produce new and successful road models which also achieved significant success in competition. The first Montesa trials bikes appeared in 1967, and the following year a Montesa Cota won the Spanish Trials Championship. The company became ever more successful during the 1970s, and in addition to the many motocross, enduro and street models was a strong range of trials bikes ranging from a tiny 25cc to 349cc. The unrestored Cota 50 trials offered here is in very good original condition throughout. With the current owner for the past 15 years, it has been unused during that time, and a prettier little beginner’s trials machine with a fine pedigree would be hard to find.

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1974 Honda CT70 K3

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Description: 1974 Honda CT70 K3 Reg. Number: TBA Chassis Number: CT70-2329250 Year: 1974 Make: Honda Model: CT70 K3 CT70’s are the US equivalent of the ST70 Dax, styled more for off road and with lower gear ratios than ST70. There is a very good parts availability for this model as it has a huge following. This excellent example was recently imported form the USA and is in great condition, previously receiving some restoration work. Fitted with fold away handlebars for ease of transport it is supplied without a cert of US title, but comes with dating letter, MoT and been entered on the Nova system making it ready to be easily UK registered.

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1955 Parilla 250 SS racer

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Description: 1955 Parilla 250 SS racer Reg. Number: EU Taxes Paid Chassis Number: 620 Year: 1955 Make: Parilla Model: 250 SS Racer Shortly after World War 2, Spaniard Giovanni Parrilla (two ‘r’s) ran a diesel pump repair and spark plug wholesale business in Milan. Obsessed with motorcycles and racing he acquired a Manx Norton, not to race, but to dismantle, measure and study. Along with employee Guiseppe Salmaggi, the pair soon set to work on the first Parilla prototype – a low-compression (due to the low-octane fuel available) 250 single with a gear-drive cam. Progress was swift; a 250 Sportster road bike and Corsa racer were introduced in the late 1940s, as was a newly designed 250 Bialbero version. With exports of larger four-strokes to the USA and volume sales of small capacity two-stroke Parillas to the Italian market, business was booming and Parilla expanded into a major concern. This Parilla 250 SS was restored two years ago and it’s in beautiful condition. Powered by a single-cylinder 2-stroke rotary valve twin-spark engine, it features an Earles front fork with oval tubing (as per the factory Parilla racers), alloy rims, large diameter brakes and many other racing parts. It’s likely that this is a privately-built one-off for participation in the Italian road races of the day such as the Milano-Taranto and Giro d’Italia.

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1981 Suzuki DS80

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Description: 1981 Suzuki DS80 Reg. Number: TBA Chassis Number: JS1DC11A2B2103282 Year: 1981 Make: Suzuki Model: DS80 This original condition US market mini motocross with it’s 80cc two stroke power was recently imported to the UK form the USA. A particularly rare foray for Suzuki into the mini off road bike market these bikes are remarkably powerful and great fun to ride. reported to be in good running order it could be adopted for road use / road registration and has already been entered on the UK NOVA system for import.

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2002 Ducati 748 Biposto

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Description: 2002 Ducati 748 Biposto Reg. Number: EU Taxes Paid Chassis Number: ZDMH300AA1B010750 Year: 2002 Make: Ducati Model: 748 Biposto The small sibling of the iconic 916, from which it was virtually indistinguishable, Ducati’s 748 was the preferred choice for many riders who found the smaller capacity model easier to ride, and a little more affordable. Launched in 1995, perhaps the 748’s main raison d’etre was that it was classed as a 600 for Supersport racing, and 748-mounted Paolo Casoli duly won the inaugural World Series in 1997. On the road the 748 eclipsed Honda and Kawasaki opposition when pitted against a CBR600F and ZX-6R by Bike magazine, which said, ‘The Ducati’s chassis and engine are indivisible; they gel heroically. As its throttle comes on, the 748, rock-solid and overdosing on sheer traction, is already up and out of the turn, homing in on the next corner. The ZX and CBR aren’t exactly floundering like a couple of wobbly puddings in its wake, but that’s how they feel by comparison.’ Even today, the 748’s v-twin grunt and superb chassis is sure to keep it at the front of the track-day pack in the hands of a competent rider. Weighing 202kg in Biposto form, Motociclismo magazine achieved a 155mph top speed with a 0-400 metre time of 11.6 secs at 120.2mph – astonishing performance for 750 twin. And when it comes to style there’s simply no comparison, apart from the big brother 916… This Ducati 748 is finished in its original red paint and is unrestored. According to the vendor it is in good overall condition and it comes to sale with Italian documentation.

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c1963 Greeves 20DC 197cc

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Description: c1963 Greeves 20DC 197cc Reg. Number: Not Road Registered Chassis Number: 20DC284 Year: 1963 Make: Greeves Model: 20DC 197cc Founder Bert Greeves started his vehicle manufacturing producing three-wheeler cars for disabled drivers. Named Invacar he came up with the idea while mowing the lawn of his home by fitting a lawnmower engine to his disabled cousin’s wheelchair. Motorcycle production started in 1952 and soon became World famous for competition bikes in trials, scrambles and road racing. This 20 DC model from circa 1963 was subject of a complete restoration approximately 10 years ago. It was subsequently carefully stored in a dry garage and remains in excellent condition. Not road registered it will requite only minor fettling to return it to road use.

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1957 Douglas Dragonfly

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Description: 1957 Douglas Dragonfly Reg. Number: UJJ 245 Chassis Number: 2485/6/2 Year: 1957 Make: Douglas Model: Dragonfly The 350cc Dragonfly was the last bike built at the Kingswood factory, Bristol in 1955, as the company went into receivership soon after. It was also known as the Dart while in development and was based on the Mark V Douglas and an earlier 500 cc prototype. Aiming to overcome the outdated image, designers were commissioned from the Reynolds Tube Company to develop a completely new open duplex frame of welded tubing, including a swinging arm with state of the art for the time Girling dampers and leading link front suspension. The strengthened and streamlined 348 cc engine had a modern coil ignition, AC generator and distributor, with bolt-through cast iron cylinders and heads and pushrods made from Duralumin. Some 1,500 examples are said to have been produced. This restored example, one of the last built was purchased by the late owner in 1996 and rebuilt soon after. It remains in excellent overall condition having been stored in a heated garage since. Supplied with a UK V5C logbook and owners handbook.

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c1920 Triumph Model H From the Hitchcock’s Motorcycle Collection

Description: c1920 Triumph Model H From the Hitchcock’s Motorcycle Collection Reg. Number: 985 V62 Chassis Number: 6448115 Year: 1920 Make: Triumph Model: Model H Picking the most significant Triumph motorcycle of all time would be no easy task, but the Model H has to be in the discussion. England’s sole remaining motorcycle company – ironically founded by two German immigrants – followed the predictable path from bicycle builder to motorcycle maker at the turn of the 20th century. By 1914 the firm’s engineering prowess had progressed to the point that the new Model H cast off its bicycle roots and did away with pedals altogether. Here was Triumph’s first true motorcycle. The 500cc single transmitted its power through a three-speed hand-change gearbox via belt to the rear wheel. Among Triumph’s first customers for the bike was the British government. With World War I underway, the Royal Engineers Signal Service was in the process of replacing their dispatch riders’ horses with motorcycles. Competitive trials against other brands had proved the H’s worth and the purchase orders were drawn up. Military model production would total 30,000 before the end of hostilities. Standing up well to the rigours of wartime use, the H was called “The Trusty,” a nickname that certainly didn’t hurt peacetime sales after 1918. In all some 57,000 units were produced between 1914 and 1923. This virtually complete example appears to be in structurally sound condition although requiring complete restoration, it is offered here without paperwork at No Reserve.

Condition Report: Estimate: No Reserve

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1952 Triumph T100 Tiger From the Hitchcock’s Motorcycle Collection

Description: 1952 Triumph T100 Tiger From the Hitchcock’s Motorcycle Collection Reg. Number: PKJ 263 Chassis Number: 29762 Year: 1952 Make: Triumph Model: T100 Tiger An icon of 1950‘s British motorcycling Edward Turner’s all alloy 500cc engined bike was a ‘sports’ version of his already successful Triumph Speed Twin, the ‘100’ referred to its claimed maximum speed of 100 miles per hour. The pre War production bikes were cut short with the bombing and total destruction of the Triumph works in Coventry in 1940 but production began again in ernest post war, but with new telescopic forks and in 1954 the first swinging-arm rear suspension models were available. This early rigid frame model was first registered 18th July 1952 and is a matching number example, showing 65,478 miles it was re acquired by Don Hitchcock in 1991 after being supplied by J A Hitchcock and Sons in 1957 for the princely sum of £115.50 ! this bill of sale is in the history file. A remarkably complete example it is also supplied with an original ‘buff logbook’, original registration number PKJ 263 and the current UK V5C logbook. A fantastic and worth while restoration project.

Condition Report: Estimate: No Reserve

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1939 Moto Guzzi 250 Albatros compressore ‘Gerolamo’

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Description: 1939 Moto Guzzi 250 Albatros compressore ‘Gerolamo’ Reg. Number: Not Road Registered Chassis Number: 8456 Year: 1939 Make: Moto Guzzi Model: 250 Motorcycle manufacturers as diverse as Douglas, Garelli and Victoria had produced supercharged motorcycles during the 1920s, but the first blown Moto Guzzi was the Compressore of 1930. However, like many of the other supercharging projects of the era, it didn’t progress beyond the prototype stage. During the 1930s Excelsior, Rudge and Velocette also experimented with forced induction, but it was BMW in particular that achieved considerable competition success with its various supercharged racers. By the latter half of the decade it was clear that to compete at the highest level it was necessary to use supercharged engines, and so in 1937 Moto Guzzi created a single-cylinder 250 with a French Cozette compressor. The Guzzi 250 Compressore debuted in 1938 and the great Nello Pagani rode the bike to eleven victories at Monza, along with seven further race wins that year at other circuits, and 16 more the following year. The 250 Compressore’s engine was essentially the same as the normally aspirated 250 Monoalbero’s but with a lowered compression ratio. It produced 48hp at 7,500rpm, while top speed was around 112mph (180km/h), or over 137mph (220km/h) in post-war record-breaking specification with raised compression (8.5:1) and sometimes running on alcohol. After over 20 years of service Moto Guzzi ceased production of the 250 Compressore in 1959. The machine on sale here is one of very few supercharged Moto Guzzi 250s. Called ‘Gerolamo’, it’s based on a Guzzi Albatros 250 and it was in the Gotthard Museum in Switzerland for 25 years until it was bought by the current owner five years ago. Its restoration was carried out by the well-known Guzzi specialist Vincenzo Beltrami during the late 1990s, and among its many interesting parts is an Italian supercharger, 21-inch wheels and, in place of tubular forks, a more rigid front end designed for record breaking. It comes with its Moto Guzzi Certificate of Origin and this is a unique opportunity to buy a rare piece of history from one of Italy’s greatest manufacturers.

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1979 Ducati Mike Hailwood Replica From the Oliver Tobias Collection

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Description: 1979 Ducati Mike Hailwood Replica From the Oliver Tobias Collection Reg. Number: EOJ 708V Chassis Number: DM860SS900465 Year: 1979 Make: Ducati Model: Mike Hailwood Replica Estimate: Some of Mike Hailwood’s earliest successes had come on small-displacement Ducati twins, and so when Manchester dealership Sports Motorcycles offered him an ex-works NCR Ducati 900SS for the 1978 Isle of Man TT F1 race, he jumped at the chance. At 37, he was thought to be past his prime and hadn’t raced on the daunting 37-mile circuit in a decade, but Hailwood nevertheless won the six lap race at an average speed of over 108mph. Following Paul Smart’s 1972 Imola 200 win and Cook Neilson’s 1977 Daytona Superbike victory, (both on 750SS Ducatis), Hailwood’s hugely popular TT success finally secured Ducati’s place on the world stage. Ducati celebrated Hailwood’s TT win by producing the Mike Hailwood Replica from 1979-86. Essentially a standard 80hp ‘square case’ 900SS with an NCR-replica 4-gallon tank, seat and full fairing in Sports Motorcycles’ tricolore livery, the MHR was good for 137mph. With relatively minor updates being made over the years, around 7,000 MHRs were produced in total. Complete with the correct one-piece fairing, Conti silencers and Brembo Goldline calipers, the Mk. 1 example offered for sale here is one of the original, 500 limited-series ‘900 Replicas’ produced by the Bologna factory. It has been owned from new by the world-famous actor Oliver Tobias, who purchased and collected it from Mike Hailwood at the Hailwood and Gould dealership in Birmingham, shortly after it had been taken for a pre delivery test ride by the great man himself. Two years ago the bike benefitted from a thorough cosmetic restoration and for many years it has been meticulously mechanically maintained by Ged Shorten at GCS Motorcycle Services in Dorset. The odometer currently shows a correct 24,322 miles from new. The current owner has ridden the bike as far afield as Italy, Switzerland and Scotland, and such has been this Ducati’s reliability that only once in 38 years has it ever let him down – “a broken clutch cable miles from anywhere in central France”. This is a rare opportunity to purchase an early limited-edition version – in excellent condition with known provenance – of what has become one of Ducati’s most famous and desirable models.

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1938 Motor Guzzi GTC/ L ‘Leggara’

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Description: 1938 Motor Guzzi GTC/ L ‘Leggara’ Reg. Number: LFF 99F This rare pre-war Moto Guzzi comes with a letter from the factory (dated December 1993) stating that it was manufactured in October 1938 as a GTC/L for use by the Italian highway patrol police. This letter goes on to say that it was probably a demonstrator and was first delivered to Moto Guzzi’s agent in Milan before being returned to the factory in December ‘38 and delivered to the firm’s agent in Trieste in March 1939. It was finally sold to Moto Guzzi’s distributor in Ethiopia in December 1939. (Ethiopia, or Abyssinia as it then was, had been invaded by Mussolini’s Italy in 1935 and annexed as ‘Italian East Africa’). When the current vendor discovered the Moto Guzzi in 1990 it was in India, almost certainly taken there by returning British forces after Italy’s defeat in WW2. The Guzzi was purchased from its owner, Captain Joshi, an ex-Indian Army artillery officer, who revealed that the Condor, together with a Moto Guzzi Albatross, had previously been owned by the Maharajah of Patiala. As discovered, the Guzzi had an aluminium cylinder barrel and head, magnesium crankcases, engine covers and hubs/brakes, and 21” alloy-rimmed wheels – all hallmarks of the exotic Condor production racer. The aforementioned correspondence speculates that the machine could possibly have been transformed in this way on its return to the factory in 1938/39, as the GTC/L was already close to the Condor specification. The Condor had almost certainly never been raced, for it had retained all its original road equipment – lights, toolboxes, kick-start, baffled silencer, etc – that normally were stripped off for competition. Brought back to the UK and fully restored during the early/mid-1990s, the machine was taken to Moto Guzzi’s home at Mandello del Lario in September 1996 for the firm’s 75th anniversary celebrations where it was the only Condor present other than the (less original!) one in the factory museum. Back in the UK the Condor went on to secure a number of prestigious concours awards, including 1st in class for pre-war motorcycles at the Scottish Vintage Vehicle Federation’s ‘Champion of Champions’ event on two occasions. No further work has been required since restoration, other than a magneto overhaul in 2008, and the machine remains in excellent condition. (It should be noted that the engine number was mistakenly re-stamped ‘43463’ during restoration, the vendor having discovered that number stamped on the flywheel assembly). Offered with old Indian registration papers, sundry restoration invoices and Swansea V5C, this Condor represents a rare opportunity to acquire one of these limited edition pre-war production racers, which most unusually retains all of its factory fitted road equipment.

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1952 Vincent Comet Series C Matching Number Example, Just 2 Owners from new - Last owner for 31 years

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Description: 1952 Vincent Comet Series C Matching Number Example, Just 2 Owners from new - Last owner for 31 years Reg. Number: RPG 577 Chassis Number: RC/1/10577 Year: 1952 Make: Vincent Model: Comet Series C HRD Motorcycles was founded in 1928 by Howard Raymond Davies, a fighter pilot who was shot down during World War One and interned in a POW camp in Germany. During his capture he came up with the idea of building his own motorcycle, and following his release went into partnership with E.J. Massey. The company saw some racing success but was never profitable and as such was folded not long after. The engineering rights were soon purchased by Phil Vincent, who renamed the company Vincent HRD moving production to a new factory in Stevenage. The first Vincent-HRD motorcycle used JAP single-cylinder engine in a Vincent-designed cantilever frame, but plans were soon drawn to build their own engine after a disastrous 1934 IOM TT, as all three entries failed to finish with engine issues. Vincent produced the Meteor and Comet 500cc single cylinder motorcycle models, capable of over 90mph however his customers desired more power and so in 1936 saw the birth of the Series A Rapide, a V-Twin 998cc engine capable of 110mph, the following years saw Series B, C and D versions all using the same basic engine design. These were the fastest production motorcycles the world had ever seen, the build quality and design were second to none however the company went bankrupt in 1955 due to a refusal by Phil Vincent to compromise on quality to reduce costs, some eleven thousand units were produced post War, today they are still one of the most collectable motorcycles on the planet. Registered 26th March 1952, this fine example has only had two owners from new and is a matching number example. It was purchased by the second owner in 1985 and underwent a comprehensive restoration not long after. Since the work was completed the bike remained in a heated garage virtually unused. It remains in absolutely excellent condition and is working order. It is supplied with a number of bills for the restoration work, old MoT’s, UK V5C logbook and two original maintenance books. An absolutely superb example.

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1936 Bianchi 175 Freccia d’Oro

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Description: 1936 Bianchi 175 Freccia d’Oro Reg. Number: Unregistered Chassis Number: 41112 Year: 1936 Make: Bianchi Model: 175 Freccia d'Oro These days Bianchi is owned by Piaggio and it makes high-quality racing bicycles, but for 70 years from 1897 Bianchi also made motorcycles. During the 1920s the Milanese firm turned out various single-cylinder and v-twin machines, some of which fared well in competition – during the 1930s the single-cylinder OHC 498cc Bianchi enjoyed racing success with one of the riders being Tazio Nuvolari. One of Italy’s most popular machines at this time was Bianchi’s 175 Freccia d’Oro, or Golden Arrow. Its single-cam 171cc motor featured overhead valves and the model achieved notoriety as it became known as ‘La moto del Duce’ because Benito Mussolini was the proud owner of one registered ‘ROMA 1’. Without sacrificing its originality, this beautifully proportioned, matching-numbers Freccia d’Oro was fully restored in Italy about eleven years ago. It is offered with a bill of sale and ownership history.

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1912 Triumph 3.5 HP From the Hitchcocks Motorcycle Collection - Formerly registered as ‘OLD 1’ - Ex Bert Greeves

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Description: 1912 Triumph 3.5 HP From the Hitchcocks Motorcycle Collection - Formerly registered as ‘OLD 1’ - Ex Bert Greeves Reg. Number: XBV 210 Chassis Number: 193810 Year: 1912 Make: Triumph Model: 3.4 HP The first Triumph motorcycle of 1902 used a Belgian Minerva engine, but within a few years the Coventry firm, originally a bicycle manufacturer founded by German immigrants Siegfried Bettman and Maurice Schulte was building its own power units. The first of these a 298cc single-cylinder side valve arrived in 1904. This first engine was not without its weaknesses, pistons and bores wore out quickly and the curious ‘tandem downtube’ frame in which in was installed broke, but these shortcomings were soon sorted and within a couple of years ‘Triumph’ was a by-word for reliability. The company was soon involved in racing, and the publicity generated by competition success, Jack Marshall won the 1908 Isle of Man TT’s single-cylinder class for Triumph having finished second the previous year greatly stimulated sales. By the outbreak of The Great War the marque’s reputation for quality and reliability was well established, leading to substantial orders for ‘Trusty Triumphs’ for British and Allied forces. The 3.5hp model first appeared in 1907. Originally of 453cc, its side valve engine was enlarged to 476cc in 1908 and finally to 499cc in 1910 before being superseded by the 4hp model in 1914. This 3.5 HP Triumph was purchased for the Hitchcock collection from motorcycle designer and manufacturer Bert Greeves, of Invacar and later Greeves motorcycles Ltd, and originally bore the registration number OLD 1. The buff continuation log book which accompanies XBV 210 shows the owner in 1955 as Waits Motorcycle Mart of 21 Mare Street Hackney, and then Oscar Bertram Greeves and subsequently Greeves’s company Invacar before being sold to Donald Hitchcock of J A Hitchcock & Sons. A Pioneer Certificate that was issued to the bike suggests that is was still in the ownership of Bert Greeves in the early 1960’s and that the original registration was in fact LF 1224, this certificate is supplied with the bike. Having been ‘hidden’ in the collection since the 1960‘s this is a once in a life time opportunity to acquire one of the earliest surviving Triumph motorcycles in existence, more over the bike is more or less complete and in structurally sound condition considering it is now 105 years old. Supplied with a UK V5C logbook.

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1953 Parilla 150 Bracco

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Description: 1953 Parilla 150 Bracco Reg. Number: EU Taxes Paid Chassis Number: 130297 Year: 1953 Make: Parilla Model: 150 Bracco Giovanni Parrilla built his first motorcycle in 1946, dropping his surname’s second ‘r’ to call the machine a Parilla. The first Parilla motorcycle was a 250cc OHC single-cylinder racer, and although the company is best remembered for its 4-stroke models, Parilla also built a range of lightweight 2-strokes and supplied engines for kart racing, these being some of the most successful of their day. In 1951 Parilla introduced a 125cc 2-stroke model – a commuter bike aimed at the Italian masses. A 150cc version followed two years later and this was available in three variants: the 56mph Turismo Speciale, the 62mph Sport and the Bracco which was the luxury tourer of the range with fuller mudguards, legshields, crashbars, a luggage rack and, for maximum comfort, a single sprung saddle in addition to the twin-shock rear suspension. In 1953 the Bracco’s advertising slogan was ‘Travel in a chair with elegance, economy and velvet roads’. The 150 Bracco offered here is an original matching-numbers example that was expertly restored in Italy about 15 years ago by the previous owner – a knowledgeable Parilla enthusiast. It comes to sale with its Italian papers and Italian Motorcycle Federation certification.

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1934 MAS 350

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Description: 1934 MAS 350 Reg. Number: EU Taxes Paid Chassis Number: 36149 Year: 1934 Make: MAS Model: 350 Located in Milan, MAS was founded by Alberico Seiling. The company built a number of prototype machines in the very early 1920s, with commercial production commencing in 1922. Early models had 150, 175 and 250cc overhead and side-valve engines with large external flywheels, while production in the 1930s centred around 250, 350 and 568cc side-valve models, along with a 498cc overhead valve Lusso Turismo. Now 83 years old, the matching-numbers 350cc MAS for sale here is a rare surviving 350 side-valve model which had a claimed top speed of 56mph. It was restored six years ago, it comes from a large Italian collection and it is in very good condition throughout.

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