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18 Manukau Rd Newmarket PO Box 99251 Auckland, New Zealand Ph: 09 524 6804 | Fax: 09 524 7048 auctions@webbs.co.nz www.webbs.co.nz
ILLUSTRATED: LOT 45 FRONT: LOT 22
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IMPORTANT VINTAGE & COLLECTABLE MOTORCYCLES
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This auction and viewing is to be held at Shed 5, top deck, 90 Wellesley Street, Auckland TUESDAY 5 OCT 2010 6.30PM PREVIEW: FRIDAY 24 SEPTEMBER 6PM – 9PM VIEWING: SATURDAY 25 SEPT SUNDAY 26 SEPT MONDAY 27 SEPT TUESDAY 28 SEPT WEDNESDAY 29 SEPT THURSDAY 30 SEPT FRIDAY 1 OCT SATURDAY 2 OCT SUNDAY 3 OCT MONDAY 4 OCT TUESDAY 5 OCT
8AM 8AM 8AM 8AM 8AM 8AM 8AM 8AM 8AM 8AM 8AM
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4PM 4PM 4PM 4PM 4PM 4PM 4PM 4PM 4PM 4PM 6.30PM
IMPORTANT NOTE: A buyer’s premium of 15% will be charged on all lots in this catalogue. GST is payable on the buyer’s premium only. The condition of items are not generally detailed in this catalogue. Buyers must satisfy themselves to the condition of lots they bid on and should refer to clause 6 in the Conditions of Sales for Buyers printed at the back of the catalogue. Webb’s is pleased to provide intending buyers with condition reports on any lots.
“There are only three sports: mountain climbing, bullfighting and motor racing. All the rest are merely games.” – Ernest Hemingway The machines offered in this catalogue continue to reflect Webb’s passion for things well made. From the humble to the extraordinary, all are designed for the motorcycle pilot. The collection is significant because it offers a select pedigree of race machines that have been conceived by the very best minds in their fields. The primordial wish for velocity has, through the ages, engendered some great, and not so great, episodes of inventiveness in the pursuit of deep angled handling at devilish speed. Hunter S Thompson’s great line, “Faster, faster, faster, until the thrill of speed overcomes the fear of death...”, epitomises the truism that most motorcycle problems are caused by the nut who connects the handlebars to the saddle. However, this is not the concern for the great engineers and pilots who have, over the years, refined the motorcycle into a myriad of specific forms. The radical 1969 Benelli 250/4 (refer Lot 45) is a wonderful example of focused Italian design which, in its time, secured world domination. On another bent, and 40 years later, the ultra-economical and environmentally friendly 1963 Honda CD 90 (Lot 38) underscored the design philosophy of what is now one of the great engineering companies in the world (see also Lot 46). The same could be said about the Molnar Manx Norton (Lot 30) which is a genuine extension of one of the great race designs of the 20th century. Continuing this even further is Brian Thomas’s story (Lot 31), which deserves a much broader acknowledgement than I am able to give here. Safe to say, Mr Thomas is one of New Zealand’s great engineering talents, who has significantly influenced and inspired many race-bike engineers throughout the world. He is, by many accounts, one of the truly creative men of our era. There are also motorcycles that appeal to all who understand and appreciate the difference between horsepower and staying power. The items making up this selection of wonderful large-capacity designs: the immaculate Indian Chiefs (Lot 15,25), classic early Harley-Davidsons (Lot 13,14,20) and the impressive Moto Guzzi (Lot 48) , are in this zone. These long-distance machines underscore that, at times, pies and coffee are as important as is petrol. Thank you once again to all those who have entrusted Webb’s with their much loved metal. For those seeking to acquire something special from our sale, please note that all the motorcycles offered are in running order and to the best of our knowledge have correct frame and engine numbers. For detailed information on registration status and recent attention given to each machine, please speak with us directly. We have endeavoured to select the very best investment-quality machines currently available within New Zealand. However, some machines have not been ridden for a number of years and, with this in mind, it is essential that, prior to bidding, prospective purchasers satisfy themselves with regard to the extent of the correctness, originality and completeness of the machines, which are sold strictly as viewed. It is also recommended that customary safety reviews be undertaken prior to riding past the last street light at the edge of town. Thank you and good luck.
Neil Campbell Managing Director, Webb’s
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FOREWORD
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ADVENTURE & DISCOVERY DECEMBER 2010
AN INVITATION TO CONSIGN Entries are currently invited for an exciting new category of sale covering exploration, navigation and natural history. Already included is an important collection of early saltwater game fishing rods and reels from the 1920’s, and a range of collectable must haves for the intrepid at heart.
CONTACT Zane Grey
Contemplates his remarkable day at sea and acknowledges the mana of his world record catch, Bay of Islands, 1926. Print from original Cyril Morton plate. Realised $10,000 at Webb’s June 2010
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James Hogan jhogan@webbs.co.nz +64 21 510 477 Neil Campbell ncampbell@webbs.co.nz +64 21 875 966
We are thrilled to be working with Webb’s, hosting the viewing and auction for this catalogue at Shed 5. I know that our regulars will enjoy the truly inspirational collection of metal, owners and their stories, every bit as much as we will. ALWAYS SHED 5. DOUGLAS RIKARD-BELL
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Shed 5 celebrates New Zealand’s undeniably strong motorcycling culture. This mighty and resourceful nation is and remains the quintessential incubator of invention. Shed 5 embodies and respects the brave and progressive heart. Anchored by a custom garage, renowned builders of torque and custom motorcycles work on their art in full view.
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PETER STICHBURY Spotless acrylic on linen. 910mm x 910mm $30,000 - $40,000
CONTACT
IMPORTANT WORKS OF ART 30 NOVEMBER 2010 ENTRIES NOW INVITED
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Emma Fox efox@webbs.co.nz +64 21 232 603 Sophie Coupland scoupland@webbs.co.nz +64 21 510 876
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POST MODERN MOTORCYCLISM
DEUS.COM.AU 7
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WEBB’S HAS BEEN INVITED TO COORDINATE A UNIQUE OFFERING OF VINTAGE VEHICLES FOR AN AUCTION IN 2011. FOR A DISCREET DISCUSSION PLEASE CONTACT NEIL CAMPBELL. LIMITED ENTRIES WILL APPLY TO THIS PRESTIGE EVENT. This genuine, 100% unique, hand-built rod was conceived and created by a boat builder in 1959 on the West Coast of the USA. The extremely light chassis is carried by a period correct Citroen suspension equipment, and the rest is hand fabricated. Powered by the legendary 1952 Ariel Square Four 1000cc alloy engine (50bph), this rod produces a wild exhaust note. All parts are period correct new car pieces, the taillights are Cadillac, the headlights are generic part-store replacements, and the fuel cell is a California Speed shop special. Correct running lights for legal street driving where installed when the car was built. The machine was built for coastal styles; part speed boat part motorcycle, all rod. This is an extraordinary vehicle emphasising the craftsman’s skill as a master speedboat engineer and his unique vision for long coastal runs. The Coastal Classic – For Sale by Private Treaty Price NZ$40,000 For more information contact ncampbell@webbs.co.nz.
IMPORTANT WORKS OF AUTOMOTIVE DESIGN ENTRIES NOW INVITED
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1 1917 Harley-Davidson Model J $18,000 - $28,000
TRUE BLOOD The Model J was and remains strong in the bloodline of Harley-Davidson. Introduced first in 1915, it was a 61-cubic-inch F-Head V-twin that pounded adrenalin-pumping power to a wildly unsuspecting public. Essentially, two big pistons move up and down and phase fired in turn, their explosive hammer blows converting into the rotary movement of a mighty crank shaft. The 10
sheer weight of the bottom end delivers tons of torque at low speed. On top of this is the din of hard iron and ancient combustion which remains, to this day to be matched. It seems the crucial ingredients of Harley-Davidson today have not changed in over 90 years! The Model J for many is the Zambesi River of V-twin design – the source of all others.
1921 Triumph 550 Model S (Spring Drive) $22,000 - $32,000
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3 1924 AJS SPORTS DELUXE 350 $16,000 - $20,000
THE BIG PORT This particular design is a wonderful example of early 19th-century super-sport machinery. The racing pedigree of AJS that instilled future generations with respect for the black and gold can be traced back to the enormous success pilots achieved on the well-founded AJS 350cc single SV. When the Junior Isle of Man TT raised the size limit to 350cc in 1914, the AJS 12
motorcycle, which had grown to 349cc with four-speed gears and final chain drive, won first, second, third, fourth and sixth places. The market’s demand for the 350cc was immediate and so strong that the company was forced to expand, shifting operations to a new factory built around Graiseley House on the outskirts of Wolverhampton.
On 3 November 1916, the Ministry of Munitions prohibited the production of nonmilitary motorcycles. AJS shifted to manufacturing munitions until, in early 1917, the Ministry received an order from Russia for military vehicles. AJS was given a contract to produce part of the order with its AJS Model D machine. This order kept AJS busy until Ministry of Munitions’
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restrictions were lifted in January 1919. When production of the 350 resumed in 1920, it was much improved. The side-valve engine was replaced by a new overhead-valve design that produced 10bhp. It also had internal expanding brakes and chain primary drive. Cyril Williams won the first post-war 1920 Junior Isle of Man TT race on his 350, even though he had to push the motorcycle home for almost four miles (mostly downhill) after a breakdown. In 1921, AJS took the first four places in the Isle of Man TT, and Howard R Davies bettered his second place in the Junior by winning the Senior on the same 350cc AJS, marking the first time a 350 had won the 500cc Senior TT race. In 1922, Manxman Tom Sheard won the Junior TT on an AJS, while G Grinton (also on an AJS) took second. The 1922 machine was a classic design that would become famous as the ‘Big Port’ due to its large-diameter exhaust port and pipe (initially 1 5/8 inches, but this changed in successive years). The overhead valve 350 would be the mainstay of the company’s racing efforts until 1927, and the most popular sports motorcycle through the 1920s for the production team. At this time, the company produced a comprehensive range of other models ranging from 250 to 1,000cc. Each of these was generally given a model number, plus letter to denote the year of manufacture (for example, E meant 1924, F 1925, G 1926). This particular example, arguably one of the most successful designs of the 1920s, was restored in 1964 after it was found fading away in a dump – such were the times. Once back on the road and in loving hands, the 350cc became a well-known machine within the club scene, participating in the annual post run (Taupo to Napier) for many years. Finished in the iconic black-and-gold AJS colours, this rare beast foreshadowed over half a century of competitive success.
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4 1925 Indian Prince 350 $22,000 - $26,000
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During the early 1920s, the use of motorcycles as daily transport created unprecedented public demand for a modestly priced, introductory-level model that was more user-friendly than were the large, formidable V-twins being produced in America at the time. Consequently, Indian introduced a new light and agile model in 1925 known as the Prince. Brightly painted with generous dollops of nickel, the 21-cubic-inch (350cc) side-valve-engine-powered machine suited the burgeoning home market and well-established British and Continental agents. Billy Wells, the
British importer, reportedly sold several hundred in the first few months of that year. This immaculate example was purchased New Zealand-new as a standard model (less lightning equipment) by Sam Fraser from Davies and Prentice Limited, Invercargill, in 1925. Sam sold the Prince on to Mr Prentice (no relation to the original agents) in 1938. Mr Prentice owned the machine for 70 years, which is a reflection on both man and machine. It is restored to a very high standard and an indication of the relatively little use this virtual
two-owner motorcycle has had can be seen in the seat cover, which Mr Prentice assures the current owner is the original from new. Also thoughtfully linked with its original finish is the top steering head lever and under-tank hand air pump fittings, which have the original nickelplate finish still in good shape and without spanner damage after 85 years. This is certainly a machine that has been well loved over the years and here is a rare opportunity to acquire one of the lesser-known but highly successful Indian designs of the mid-1920s.
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THE LITTLE PRINCE
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5 1927 BSA Sloper OHV 500 with outfit $12,000 - $18,000
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The history of BSA predates the motorised age considerably. Its roots go back to the time of King William III who, in 1692, attempted to improve the fire power of the army by drawing up a contract between the Board of Ordnance and five Birmingham gunsmiths. This ‘contract’ continued for many years and, on 7 June 1861, the Birmingham Small Arms Company was formed; by 1863 a factory had been built at the Small Heath site on the outskirts of Birmingham. In 1880, the company started to make cycles whilst retaining the ‘Piled Arms’ symbol that had become known throughout the world. Whilst rival factories pursued racing success to ensure popularity, BSA concentrated on
producing well-priced, good-quality machines in volume in order to enjoy the economies of scale. Announced in August 1926, the Sloper was introduced in 1927. With its robust power plant angled forward, the Sloper’s low rakish looks were in tune with the times. With a wet sump, saddle tank and a 90-degree value angle, the S27 was absolutely up to the minute. Producing 18hp, capable of delivering a respectable 120kph and priced at 47 pounds, the Sloper was an immediate success and what it lacked in speed it made up for in bottom end power making it a highly sucessful match for side car outfits . Selling over 80,000 units, the BSA Sloper proved to be a company favourite.
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THE WORK HORSE
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6 1929 BSA Sloper Deluxe 500 $14,000 - $18,000
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1929 Scott Flying Squirrel 600 $11,000 - $14,000
THE PINK SMOKER It was Alfred Angus Scott, one of the great innovators of early motorcycling history, who patented the first form of caliper brakes (1897), a fully triangulated frame, rotary induction valves, unit construction, the first motorcycle kick-start and much more. In short, Mr Scott was prolifically innovative when it came to motorcycle advancement. What also made him a true champion was his headstrong dislike for fourstroke side-valve technology at a time when there
was really nothing else; this placed him on the edge of decent society during the early 1900s. However, what he built were fast and light two-strokes which ensured him victory in the Senior TT in 1912 and 1913, much to the chagrin of the rest of the (four-stroke-obsessed) industry. Up until Ernst Degner invented the disc valve in the 1950s, the Squirrel in many ways encapsulated all that is worth knowing about two-stroke technology. With simplicity at the
fore, it was not until 1926 that the legendary Squirrel gained a third gear. It was in this 600cc configuration that Scott succeeded at the 1929 Isle of Man. Unfortunately, Alfred Angus Scott was not there to see the +90mph two-stroke take the four-strokes as he died about a year earlier on a potholing trip (a recreational pastime of exploring wild cave systems that the Yorkshireman apparently enjoyed).
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8 1931 Sunbeam Model 90 $25,000 - $35,000
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BLACK SPEED The best years of Sunbeam were in their early history. The company built a tremendous reputation for quality and finish, which eventually led to its downfall. First manufacturing bikes in 1912, Sunbeam produced machines to win. And win they did, securing more Senior TT wins than did any other marque (pre-1930). However, by 1928, Sunbeam was part of the ICI combine and did not add very much to group profits; in came the accountants and much of the tradition and quality had to go. More parts were bought in and the quality slowly began to evaporate. The exception was the Model 90 of 493cc, which was still based on the 1929 TT winning machine and had an enthusiastic following. Sunbeam first introduced overhead-valve singles during the 1923 race season. The 493cc Model 90 was originally listed as a competition model only and so was not equipped with kick-start or other road-going material. This extremely rare Model 90 TT replica was hand built by the factory in exactly the same manner as were the machines that Sunbeam raced on the Isle of Man. With the exception of Webb front forks and an oil filter on the left-hand side, the 1931 Model 90 is identical to the 1929 TT winner. Offering
original equipment, rear set footrests and no facility for a battery box, this was a pure race machine. The current owner has operated the Model 90 for over 40 years, first competing in the 1970 International V & V rally from Sydney to Melbourne. Since then the machine has been regularly raced and rallied. Legend also has it that the machine was placed third in the Isle of Man TT in 1933 (probably the Amateur TT), now the Manx GP. It is also believed that the bike was timed electrically at 105mph on the beach at Waikanae (New Zealand) in the late 1940s. Over the years, the machine, like all real race machines, has had its fair share of modifications and dices with death. Consequently, this Model 90 is offered with a constant mesh gearbox whose gears have been recut to give the same close ratios as did the original box (available with the machine). It is also known that, prior to this, the second owner Keith McMillian installed a Burman gearbox to replace the failure-prone sliding pinion design. This accounts for some frame modification. Overall, this is an extremely rare race machine with excellent New Zealand provenance that is well known to the racing fraternity.
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9 1934 Scott Isle of Man Replica 600 $12,000 - $18,000
THE FLYING SQUIRREL Fuel thirsty and fast, the Scott motorcycle was the product of engineering genius Alfred Scott, who was responsible for 56 separate motorcycle patents. His first production bike appeared in 1908. The advanced design included a twospeed gearbox, all-chain drive, a triangulated frame and telescopic forks. The novel engine was a water-cooled two-stroke with a 180-degree crankshaft. Scott proved the effectiveness of the design philosophy when it won both the 1912 and the 1913 Senior TT. The lightness and simplicity of the Scott were potent features.
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The post-World War I period saw the growing dominance of the four-stroke block Scott’s pre-war success at the Isle of Man TT; however, Scott did win the manufacturer’s prize in 1922 for the Squirrel (aka the flying Squirrel). In 1928, the Squirrel secured a well-earned third place, which justified producing a TT replica model for the 1929 range. Offering the superior rigidity of the duplex frame while also incorporating the TT full-frame fuel tank, the company’s telescopic forks and additional bracing for strength, the TT replica is and remains a highly capable piece of
engineering. Produced until 1950, Alfred Scott’s yowling two-stroke is considered a true and formidable collector’s piece. This fine example was acquired by a young Christchurch fellow directly from the Scott factory in 1934, reputedly from the factory manager himself, who had been running the machine on a personal level. Since then it has spent its entire life in Christchurch with the current owner having had the machine for the past 63 years.
1936 Ariel Red Hunter $8,000- $12,000
RED LINES Created by legendary designer Val Page and further developed by Edward Turner, the Red Hunter was originally produced as a sports version of the overhead-valve, single-cylinder engine constructed in the late 1920s and early 1930s. The tuned version of the four-valve eventually went on to offer a racing carburettor and magneto. Ariel’s record of reliability and quality control demanded that each and every engine was run for two hours on a test bench. The aesthetic finish of the Red Hunter reflects the strong deco influence of the day: plenty of chrome and a deep-lustre red to centre
the machine through the wheels and tank line. The merits of the Red Hunter were recognised by the privateers, who put it to task within the demanding, and at times totally destructive, pastime of grass-track racing and trials. It also became a highly successful road tourer. When production ceased in 1959, the Red Hunter had secured a loyal tribe, cultivated since the late 1930s. This twin-port example offers girder forks, tank-top instrument controls and a four-speed Burman gearbox with modern foot change levers, which manages the delivery of the +120kph capability.
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11 1937 Velocette KSS $18,000 - $28,000
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This immaculate 1937 Velocette KSS, 350cc overhead cam machine was sold new by McIver & Veitch of Dunedin, New Zealand. Spending its entire life in and around the beautiful terrain of Southland, the KSS has had a three owners, been well utilised and much loved. It is a machine with real charisma and high local repute. Its pre-war history is unknown – many machines of this quality were commandeered for communication runs. However, post-war records are much clearer. Returning from service in the European theatre of war, Mr Ian Shand, who became a partner in McIver & Veitch, acquired the KSS and considered this to be his machine of choice. Extremely well weighted with strong constant power delivery, the 350 overhead cam configuration provided three essential qualities any classic machine requires: high speed, economy and wickedly good looks. It was also Mr Shand who modified the tank to ensure he could ride the Dunedin to Christchurch line without stopping. Legend has it, this run was undertaken regularly to spend quality time with a particular ‘la femme’. In the early 1950s, the late Mr Bissland bought the machine, brought it back to its original glory and then, again, put the KSS to task as his primary mode of transport. He later sold it to Mr Stephen McGee who then gave the machine to Mr Jack Pegg who finally sold it back to Mr Bissland in a rather rundown state. Mr Bissland again poured his love and energy back into the bike and again faithfully restored it to its original condition. He rode the KSS for another 30 years.
At some stage, it appears Mr Bissland decided to restore the machine once more and initiated the strip-down of the machine. Unfortunately, the sands of time prohibited the completion of Mr Bissland’s third undertaking. Sitting dormant for some 15 years as a box of well-worn parts, the bike came into the possession of the current owner who, with the help of the late Barney Graham (formerly a Velocette mechanic for McIver and Veitch and KSS owner himself), restored and checked the engine and gearbox, and fitted new old-stock cylinder heads along with several other new parts, all of which are fully documented. Bill Veitch refurbished the wheels and advised on many key junctures during the restoration. The beautiful paintwork was applied by Dave at ABFX, while Grove Classic (UK) supplied all quality sundry small parts. A new Amal carburettor (to original specifications) and jetting also came from the UK maker, along with the new and correct exhaust system. Overall, it has taken ten years to complete this remarkable project. The gentlemen whose patience and expertise allowed this wonderful example of 1930s’ speed design to once again shine must be celebrated. It is their expertise that is the rarest commodity of all when it comes to classic bikes. For me, this bike offers all that a great machine needs, including a long riding history and multiple restorations. This last point should not be missed – the fact this machine has been restored three times indicates that its engineering pedigree ensured it was capable of riding hard forever – without doubt, this KSS will go on to outride all its masters.
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IMMACULATE BLACK
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12 1938 Triumph Tiger 80 $23,000 - $28,000
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TIGER TIME One of the most important motorcycles designed by Triumph, the Tiger series quite literally saved the marquee from collapse.(Refer also Lot 38). Struggling to survive, Triumph had been losing money for six years during the Great Depression and was under strong pressure from its board to concentrate on car production – an entirely unpalatable suggestion for a company with such a strong two-wheeled heritage. However, inspiration came from an unlikely quarter: Ariel Motorcycles’ Managing Director Jack Sangster had brought his company ‘back from the black’ with the legendary Ariel Square Four (refer Lot 18, 30) and was persuaded by its designer, Edward Turner, to take over Triumph. Doing so in 1936, Sangster appointed Turner to run the Triumph motorcycle division; on top of this, Bert Hopwood was offered the role as head designer. The dream team was created and in 1937 they announced the Tiger series. Turner had designed a new range of fast, lightweight singles which were marketed as the Tiger 70, 80 and 90 (with the model number representing the top speed); they were beautifully balanced and finished. It proved to be a landmark year for Triumph. Offering matching numbers, this beautiful example has undergone a meticulous restoration, with all major work carried out by the best professionals available. Many new old-stock spares have been fitted and, more importantly, no replica parts were used. This is a wonderful example of a very rare and heroic motorcycle, virtually detail perfect. A brilliant performer on the road and an absolute stunner on the showroom floor, the genius of Edward Turner and Bert Hopwood is written all over the exercise. The Tiger 80 is, without question, a critical juncture in the history of Triumph motorcycling.
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13 1942 1942 Harley Davidson WL with outfit $20,000 - $30,000
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THREE’S COMPANY By the late 1920s, one in seven Harley-Davidsons was a sidecar outfit; the unique, albeit slightly surprising, qualities of the sidecar were well appreciated. And although out of fashion today (mostly for the fact that dealers’ floor space prohibits), the third wheel can be a wonderful addition. From experience, I can assure the reader that it is one of the most sociable rides you will ever experience: sitting there chatting away with the pilot while you imbibe whatever takes your fancy – which seems to be a seasonal matter. The sidecar quickly gets both you and the
pilot into cruise mode. There is also something quite thrilling about the point of view that you have and your proximity to the heart and warmth of the machine. There is nothing like it. This particular example offers all that and more. A long-term New Zealand resident, this outfit has been well maintained by a local hand. The twotone paintwork is period-correct as is the high quality of overall mechanical finish. The power plant (1942 high-compression flathead) is in good running order. The patina reflects a machine that has been well maintained through its life.
1942 Harley-Davidson WLA 750cc Flathead $25,000 - $30,000
THE LIBERATOR Harley-Davidson began producing the WLA in small numbers in 1940, as part of a general military expansion. The later entry of the United States into World War II saw production increase significantly, with over 90,000 machines being produced during the war (along with spare parts which were the equivalent of many more). Based on an existing civilian model, the WL, the WLA series at the time was the newest incarnation of the 45-cubic-inch (740cc) flathead motor and was developed from the earlier R family of 1932 to 1936. The ‘L’ indicated that the motor was high compression and the ‘A’ stood for Army, hence WLA. Unusually, all the WLAs produced after Pearl Harbor, regardless of the actual year, would be given serial numbers indicating 1942 production. Thus, wartime machines would come to be known
as 42WLAs – this being an ode to the terrible events of 1942 that ensured the US would enter and define the outcome of World War II. In army guise, the WLA was a welcome sight for anyone living in occupied Europe, as it was very often the first indication of allied presence in occupied territory; this is how it acquired the name of ‘The Liberator’. After the war, many of the WLAs in Western hands were sold as surplus and ‘civilianised’. Given the vast numbers produced for the war, the WLA became by far the most accessible and cheapest large-capacity motorcycle available. More still, the WLA filled a special place in the hearts of the thousands of returned serviceman who had endured the terrible reality of war and had relied on the awesome frontline character of the WLA. With this, the popularity of the WLA can
be directly attributed to the rise of a generation of returning soldiers who were set adrift in what was then considered normal society but felt like outsiders. In response, thousands of returned servicemen cut loose and walked out the door, picked up a WLA and chopped it. It was from this conjuncture of the 20th century and this bike that the chopper and the culture that it spawned were born – it seemed the WLA was also a liberator on the home front. On offer here is a classic early chopper with its black low-slung lines circling the robust WLA power unit: a unit that was tried and tested on the front. The 42WLA and variations of the WL (post-war) were, for the majority of their lives, considered slow and outdated; however, they were also as strong as bulls and indestructible. And the fact is, they still are.
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15 1947 Indian Chief $45,000 - $65,000
THE BEAUTIFUL AND THE DAMMED If ever there were a machine that captured the industrial design sensibilities of the roaring twenties it was, without a doubt, the Indian Chief. Designed with the throttle in the lefthand side of the machine to allow the police to brandish their pistols in the comic pursuit of all manner of bootleggers and slapper crooks, the Indian Chief was and remains the classic art deco machine of the 20th century. Inspired at a time when youth culture was ‘the lost generation’ and F. Scott Fitzgerald was prolifically writing 30
his most enduring novels such as This Side of Paradise, The Beautiful and Damned and The Great Gatsby, the Chief was somehow able to sit on both sides of the law and win. The Indian Chief, designed by Charles B Franklin, in some ways reflects the excesses of this success. However, the true mark of success in any piece of machinery is endurance and endure the Chief did, remaining in production for over 30 years. Throughout that time, the machine enjoyed numerous development
improvements including the pioneering adoption of front brakes in 1928 and no less than 34 colour options thanks to the factory’s connection with E Paul Du Pont who bought the company in 1930. In 1940, the Chief was fitted with the large skirted fenders which have become the firm’s trademark; they also gained sprung frames that were superior to those of Harley-Davidson. The 1947 Chief is a handsome and comfortable machine. The machine is production year correct.
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16 1949 AJS 7R 350 $45,000 - $65,000
THE ORIGINAL BOY RACER Built from 1948 to 1963, the AJS 7R is without question one of the most influential and respected race bikes of all time. It also holds a special place in the hearts of New Zealanders as it was the 7R that Rod Coleman piloted in the early 1950s during his historic and highly successful years as a works rider. While the 7R was initially not as powerful as the Velocette KTT and the Junior Manx Norton, its robust 32
and simple construction endeared it to the privateer responsible for his own maintenance. The duplex frame and Teledraulic front forks remained relatively unchanged during production, such was the success of the original design. With the history of the pre-war AJS ‘cammy’ single behind them, Phil Walker and his team ensured that the 7R was stable and fast anywhere on the wrong side of 120mph. Another
wonderful characteristic of the 7R was, and still is, its deep and aggressive signature howl. The 1949 megaphone design is considered to be a master stroke – the volume this machine delivers into the hearts and minds of anyone within a 10-kilometre radius is something else and would be considered socially irresponsible into today’s setting. Physiologically, the din of the 7R must have been a harrowing experience for any rider
progressively narrowed, the crankshaft made stronger and, in 1956, the engine dimensions changing from the original long-stroke 74.0mm x 90.0mm to the ‘squarer’ 75.5mm x 78.0mm. AMC’s own gearbox replaced the previous Burman in 1958 and engine development continued almost to the end, by which time the 7R was putting out around 41bhp. This particular example was bought new
in Christchurch (110 Lichfield St) in 1949 and remains, quite remarkably, in its original mechanical form with it retaining its original gear box and bottom end. That is one thing that makes this machine a true rarity, having not been overexposed to the rigours of racing. Today, the AJS 7R remains a mainstay classic in racing’s 350cc class and is highly sought-after by competitors and collectors alike.
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being pursued. The power delivery was also celebrated with the 350cc overhead cam offering a strong and consistent pull through its entire rev range. On the edge of the bike’s limits, the pilot was able to peer over the edge with a graceful sense of impending victory or heroic devastation. During the 7R’s reign, the engine underwent almost continuous revision, the valve angle being
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17 1949 Ariel SQ4 1000 $18,000 - $22,000
OUTSIDE THE SQUARE Over its 27 years of production, the Square Four evolved through progressive advancements attaining limitless reserves of pulling power and innate smoothness. The model was a longstanding and highly successful design for Ariel. The SQ4 has also been openly referenced by Japanese marquees as a key influence in their early pursuit of the perfect four-cylinder machine. Edward Turner conceived the Square Four engine in 1928. At this time he was looking for work, showing drawings of his engine design to motorcycle manufacturers. The engine was essentially a pair of ‘across frame’ OHC parallel 34
twins joined by their geared central flywheels, with one four-cylinder block (or Monobloc) and one head. The idea for the engine was rejected by BSA, but adopted by Ariel, thus it became the ‘Ariel Square Four’. Turner’s vision was to provide “a fourcylinder engine small enough for use in solo motorcycles yet producing ample power for high performance without undue compression, racing cams or big choke carburettors”. Essentially, Edward Turner’s design philosophy foreshadowed decades of modern design. He stated that he merely sought to “deliver ultimate
reliability and performance with minimum attentions”. In 1949, the Ariel Square Four Mark One saw the cast-iron head and barrel replaced by a modern alloy head and barrels. Casting off 20 kg in weight and further improving maintenance requirements, the Square Four refreshed itself to the public on the eve of two-stroke madness and the ensuing arrival of small-capacity multi cylinders. Delivering 90mph, the SQ4 in many ways was, and remains, the forefather of the sports cruiser.
1950 Scott 600 Special $8,000 - $12,000
7R SCOTT This is another great New Zealand-made machine. The front wheel, hub, forks, frame, petrol tank, oil tank, back wheel and hub are taken from the legendary AJS 7R (refer to Lot 17) – the pedigree of these components immediately places this bike into the wild category. Anyone basing a project around this kind of gear is seeking to make a machine that is fast and predicable at high speed. What is more intriguing is the choice of power plant – the 1929 TT Replica Scott 600cc. It’s here where you start to gain an insight into
the builder who had race experience, understood the importance of bike geometry at high speed and admired the acceleration and simplicity of Scott’s water-cooled two-stroke. Overall, this is a highly unique and personalised vision of performance made up from two legendary eras of race engineering.
important vintage & collectable motorcycles
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18
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19 1952 RAY PETTY Manx Norton 350 long stroke $45,000 - $55,000
RAW POWER
With a history stretching back almost to the beginning of motorcycling history itself, the Norton single is without doubt one of the greatest over-the-counter production racers ever produced – The Manx is the epitome of the British racing single. These extremely ‘cammy’ Norton’s 36
dominated road racing at a Grand Prix level until they were finally eclipsed by the Italian and Japanese multi-cylinders. Even then, both factory and privately entered Manx models put up some tremendous performances often against heroic odds to win countless races well into the sixties. Mechanically, the Manx was immensely strong and, because of this, it earned a unique place as the privateer’s preference: a machine on which you could represent your Nation and heroically campaign the Grand Prix.
This 1952 350 was originally owned and fettled by famous racer tuner and Manx maestro Ray Petty. Its subsequent life saw it travel to Australia where it was campaigned at a National level. It has recently received a full mechanical rebuild using nothing but the best components available. It is currently ready for final construction with all required material to complete the machine. Note: The last Ray Petty Manx to be offered on the open market (2006, UK) fetched a world record price (approx. $90,000).
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important vintage & collectable motorcycles
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20 1952 Harley Davidson Custom $15,000 - $25,000
GOOD CUSTOM This machine originally belonged to Bud Grant who owned a local Harley-Davidson dealership in Canada. It has distinct heavy lines and it is interesting that it was built in a manner that combined the classic geometry of the period with the 1952 power plant that rests within it. For many, the rigid back end and girder forks represent one of the most important and successful eras of motorcycle design. The lack of weight in the construction 38
being a key consideration compared to what was approaching. This machine in many ways relates to Lot 15, as they both underscore a time when the world was recovering from the wounds of war and a generation wanted to make something of its very own. For many, this desire was expressed through their custom-builds which carried them away from recent memories and into a sense of future.
Diamond Motorcycle Chain $4,700 - $5,300 Motorcycle chain links of 18ct white gold set with lines of round modern brilliant cut diamonds either side of a central line of diamond baguettes. Total diamond weight 3.14ct of good quality. Gemologist’s report available.
important vintage & collectable motorcycles
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21
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22 1953 Puch EMC 125 $8,000 - $16,000
SPEED JEWEL The motorcycle arm of the Austrian company Steyr-Daimler-Puch began with Puch, which introduced its first motorcycle in the early 1900s, and then amalgamated with Daimler in 1928 and Steyr in 1934. While Puch also built cars, commercial vehicles and railway locomotives in its early years, these days the firm is best remembered for its pioneering ‘split-single’ two-stroke motorcycles, the first of which was developed in the 1920s. It was this design that positioned Puch as innovative and, at times, evangelistic with respect to the potential power 40
and glory of the two-stroke configuration. The other component to this story is a man named Joseph Ehrlich, a gifted engineer who migrated to Britain from Vienna to escape the Nazis in 1937 and founded EMC – Ehrlich Motorcycle Company – in 1946. He, too, was a dedicated two-stroke believer who quickly gained a reputation for putting together unlikely and well-fettled two-stroke machines. Launched in 1947 and utilising the somewhat exotic split-single layout, EMC’s first machine was not accepted by the conservatively inclined
motorcycling public. Nevertheless, Ehrlich was soon involved in racing, with an EMC winning the 250 race at the 1947 Hutchinson 100 in Les Archer’s hands. For another six years, EMC continued to produce a small but extremely interesting range of small-capacity highly refined race bikes which attracted the interest of some of the world’s best riders of the day, including John Surtees, Sammy Millar and Mike Hailwood. This particular example was manufactured in 1953, the final year that Joseph Ehrlich and EMC
of the overall look of the machine: it is, without doubt, one of the most unlikely and successful designs to be offered in recent years. The ambition of the bike is without question – minimal weight and maximum velocity . However, everything else about the bike in some way challenged the norm of the day – the aesthetics are at once loose and highly spacious from one angle, then pinned and viciously refined from another. The philosophy of ensuring maximum power within the lightest configuration is achieved at the same time as delivering all
that is required from a well-fettled race breed. There are few if any reference points for Ehrlich’s highly refined and unique machine. Joseph Ehrlich went on to work and consult for a range of race factories for another 25 years, achieving significant success. From 1981, his 250cc EMC motorcycles won four Junior TTs at the Isle of Man, and one of them was the first 250cc machine to break the 110mph lap record. This particular Ehrlich built machine is a rare jewel indeed.
important vintage & collectable motorcycles
were solely dedicated to the production of ultrafast lightweight motorcycles. It was acquired in 1954 by a Christchurch-based speedway engineering company called Uniworld. The bike was first raced around the Bromley cemetery circuit (Christchurch) and then, in 1954, it attained the New Zealand land speed record in its class. Legend has it that the record was achieved with a slipped clutch! To hear this machine is something else – winding out to 12,000rpm, the yowl is like no other. It would be remiss also not to comment
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23 1953/4 Triumph Speedtwin 500 $10,000 - $15,000
42
SPEED BALL If the Tiger (refer Lot 12) was responsible for Triumph’s pre-war survival, it was the Speed Twin 5T that ensured Triumph’s post-war success. Launched in 1937 under the ever-present guidance of then managing director and chief designer Edward Turner, the Speed Twin, with its 500cc overhead-valve vertical twin configuration nested within a stiff(ish) lightweight frame, was the first truly successful British twin. It set the standard towards which an entire industry soon strove and, within a very short time, every major British marque offered a 500cc twin designed along similar lines. After the war, the Speed Twin was inherently responsible for the continued survival and success of Triumph. The 1950s proved to be golden years for Triumph and the Speed Twin was the forerunner of many of Triumph’s vertical-twin overhead cam models, including the Bonneville, the Tiger 100 and the Thunderbird. The Triumph Speed Twin offered here holds matching engine and frame numbers 52247(5TA). This dates the machine to 1954 and it is therefore a transition model as the sprung hub model was officially stopped in late 1953, with the swing arm models starting in 1954. It was common for marquees to dispatch transitional stock models at this time. The year of 1954 was also the first in which Triumph used the built-in alternator, which again indicates that this example is a rare transitional model as it has the sprung hub frame but the newly added alternator, which presumably gave the salesman the ability to present the machine as an upgraded model. This machine is also in good running order.
1953 1953 BMW R25 with outfit $9,000 - $14,000
FROM SCRATCH When the ban on the production of motorcycles was lifted in Allied-controlled West Germany, BMW had to start from scratch. There were no plans, blueprints or schematic drawings. Company engineers had to use surviving prewar motorcycles to create new plans. The first post-war BMW motorcycle in West Germany, a
250cc, was produced in 1948. The R24 was based on the pre-war R23 and was the only post-war BMW with no rear suspension. In 1949, BMW produced 9,200 units and, by 1950, production had surpassed 17,000 units. The 250cc configuration offered high economies, plenty of torque from sidecar activity and great reliability,
which ensured its popularity for years to come. This particular example arrived in Australia in the early 1960s with a German immigrant and his two sons. It was sold a decade later to help raise a deposit for a home. The period-correct sidecar is a S350 which was designed specifically for small-capacity machines.
important vintage & collectable motorcycles
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24
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25 1953 Indian CHIEF Road Master $45,000 - $65,000
THE LAST OF THE GREAT CHIEFS The Indian was manufactured from 1901 to 1953 by a company in Springfield, Massachusetts; the Hendee Manufacturing Company was renamed the Indian Motorcycle Manufacturing Company in 1928. Indian Motorcycle was one of the most prolific and influential industrial forces of the early 1900s. Initially focused on race development, the Indian factory team took the first three places in the 1911 Isle of Man Tourist Trophy. Building on a reputation of immaculate styling and cutting-edge industrial design, Indian became the largest manufacturer of motorcycles in the world during the early 1910s, producing over a million units per annum. One of Indian’s most popular models was, and in many ways remains, the Chief. Made from 1922 to 1953, the Chief offered the hungry public power and passion. Evolving over three decades, it was the Chief more than any other Indian motorcycle design that inspired future generations about the merits and quality of the best of yesterday’s machines. For its last incarnation, the transmission of the 1953 Chief was lubricated separately from the main drive, while the use of leaf spring and girder front-ends of previous model years had been updated with modern hydraulic forks. However, it still relied on a flathead engine design, even though its competitor HarleyDavidson had moved on to overhead-valve motors. But the Chief benefited from a more advanced ignition system. 44
With smooth, effortless torque, combined with comfort at a crawl or at triple digits, and elegantly expansive bodywork, the Chief represented Indian’s crowning achievement. Factory literature proclaimed: “Full eighty cubic inches packed with power, the Chief engine is the biggest and huskiest ever housed in a motorcycle frame. Each of its mighty barrels develops as much power as most other motorcycle engines, and together they spell ‘Go!!’.” Despite a backlog of orders, in great part from numerous police departments all over the country, the Indian Motorcycle Manufacturing Company entered the history books in 1953. It should be noted that fewer than 500 Roadmasters were produced in Indian’s final year, making this model one of the most collectable in the range. It should also be said plainly that Indian’s much-mourned demise should be chalked up to gonzo management rather than to any specific fault with the machines bearing the company name. The late-model Indian Chief remains a prominent symbol of the 20th century. This example is remarkable for several reasons. Acquired from a well-known American collector, the 1953 Roadmaster the last of the line. The machine itself is almost 100% original. Only the rubber, exhaust, seat, bags, one mirror and the distinct paint job were not completed by the factory. Restored by Jim Dingess (of the US), the machine is mechanically in excellent order.
Overall, this is a rare opportunity to acquire one of the last great Chiefs of the 20th century.
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important vintage & collectable motorcycles
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26 1956 BSA 125 Bantam $3,000 - $5,000
FROM LITTLE THINGS.. Simple, reliable and wildly profitable – these are three characteristics that seem rare in today’s world. The BSA Bantam was a shrewd move by BSA. Originally sold for a measly 60 pounds, the Bantam’s price was matched only by its miserable fuel consumption which was, and 46
presumably remains, around the 50km-per-litre mark. Offered as part of post-war reparations, the Bantam was a copy of the German DKW RT 125 (a fact never disclosed to the British public for obvious reasons). Produced in vast numbers, the Bantam quickly became one of the most
popular motorcycles ever produced with BSA selling over 500,000 units, all of which withstood decades of use and abuse from novice riders, commuters, hordes of posties, trail-riders and delusional road-racers.
1956 Norton 650 Dominator 99 $10,000 - $14,000
AGENT 99 Inspired by the popular success of Triumph’s post-war Speed Twin (refer Lot 23) and aware that other factories were working on their own versions, Norton realised it too needed a twin engine. The job was undertaken by Bert Hopwood, who had worked on the development of Edward Turner’s original Speed Twin design. In 1947, Hopwood laid out his design, which aimed to improve on the Triumph’s design
and incorporated some new ideas of his own. The result was the the Dominator 88 (500cc) which delivered what everyone expected from Norton – beautiful handling, extreme reliability and rugged good looks. In 1956, the Dominator 88’s received the benefit of some serious performance development: resizing the engine by enlarging both bore and stoke to give it a new capacity of 600cc. Its power output
went to 31bhp and the Dominator 99 was born. With a hotter camshaft and higher compression ratio, plus a new carburettor and some frame refinements, the Dominator 99 delivered suprub handling at high speed and continues to be a sought-after transitional design that offers all the best of the British Industry – an indestructible twin nested into a wildly successful framing with running gear to match.
important vintage & collectable motorcycles
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28 1957 1957 Greeves Fleet Star - 20D 250 $3,500 - $5,500
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1958 Ariel SQ4 MK II 1000 $18,000 - $28,000
BLACK BEAUTY This machine represents the final development in the beautiful overhead-valve machine that was first loosely conceived of by Edward Turner in 1928 and finally introduced to the public in 1937. After that, the SQ4 steadily evolved, adopting rear suspension, telescopic forks, the all-alloy engine and, most importantly, a fourpipe exhaust outlet. In this form, it delivered on Edward Turner’s original ambitions of creating the
ultimate touring machine of the day with a power plant that delivered “ample power for highperformance riding without undue compression, racing cams or big choke carburettors”. The MKII is smooth, effortless and, above all else, imposing, especially in this original format. With its square-jawed good looks and broad shoulders, the MKII is one of the best looking machines of its era. Details such as the chrome tank scallops
and that remarkable all-alloy four-cylinder layout capture something quintessentially British (remarkably without being a parallel twin!) and delivered on Edward Turner’s vision that started with a sketch on the back of a cigarette pack some 25 years earlier. This particular example is in very good original order.
important vintage & collectable motorcycles
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30 1960 Manx Norton Molnar 630 $55,000 - $65,000
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The last Bracebridge Street (the original home of Norton) Manx Nortons were sold in 1963 and, even though Norton pulled out of racing in 1954, the Manx became the backbone of privateer racing and is still highly sought-after. In 1994, Andy Molnar of Molnar Precision Limited, a highly respected motorcycle engineer and pilot himself, purchased the rights to the Manx so the legend could live once again. With this, he and his team have kept pure the pedigree of one of the greatest race machines ever conceived. Capable of more than 150mph, the Manx 630 is a formidable piece of kit with a distinct personality. This specially commissioned Manx 630 was built by Andy Molnar and legend has it that it was initially intended to power a high-performance sidecar outfit. However, somewhere along the way the power plant was diverted into a highly competitive Manx Norton. This machine is well known to classic race enthusiasts, who would have seen the late, great Paul Dobb pilot this handful of English iron at Pukekohe in 2009.
important vintage & collectable motorcycles
THE GREY IMMINENCE
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31 THE BrIan Thomas COLLECTION INCLUDING ONE BRIAN THOMAS HAND BUILT Manx Norton Desmo 350, THREE BRIAN THOMAS HAND BUILT Manx Norton DESMO 500 ENGINES, ONE BrIan Thomas Ducati ENGINE, plus all original patterns AND MOULDS $120,000 - $150,000
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Brian Thomas may not be a household name in New Zealand but he is, without question, one of the world’s most interesting and creative motorcycle engineers living today. He has been intimately involved with some of the most interesting motorcycles ever built – most famously the V1000 Britten. His list of engineering achievements extends through a vast range of engines and entire bikes such as the oneoff 350cc Norton Manx Desmo offered here which was created partly as a result of years of correspondence and friendship with Doug Hele. Douglas Lionel Hele was a pioneering British motorcycle engineer with Triumph and Norton. He was born in Birmingham in 1919 and, sadly, died in Hagley, Worcestershire, on 2 November 2001 having been responsible for some of the greatest modern motorcycles ever produced. His first apprentice role was with former Norton chief designer Walter Moore who, in 1927, designed the first SOHC 490cc single which launched a line of race machines that remained competitive for over 40 years – in ‘Unapproachable Manx’. Seeing Hele’s talent, Moore encouraged him to work under Polish engineer Leo Kusmicki who was in the process of designing and developing the Featherbed-framed Manx Norton single-cylinder racing models which won world championships in the early 1950s. By 1956, Hele was in charge of Norton’s experimental division (a responsibility he fulfilled until 1963). It is here that our story begins as Hele started to think about the application of a
desmodromic valve operation (where cams close and open the valves) to the already formidable Manx. Hele built two experimental desmo heads (350cc and 500cc) in 1957. Work continued in 1958 and, in 1959, a 500cc version was taken to the Isle of Man where it was piloted by Bob McIntyre. Although the machine was not raced, McIntyre’s time on the bike qualifies the evolutionary Desmo layout for high-level classic racing today – which has particular significance within this setting and in the story of how Brian Thomas and Doug Hele went on to finish unfinished business. This fascinating chapter of Norton history was brought to light by John Surtees who had acquired the 350 Manx Norton Desmo for his private collection. Immediately fascinated, Brian Thomas set out to design and create three exact replicas of the desmo design but with a twist – they were all to the scale of 250cc which required all other components to be scaled down to 7/8th of the original size. Planning this mammoth task was one thing, to create all the patterns by hand (non-CDA-assisted) and actually build the machines is something entirely different. The amount of intellectual horsepower and sheer determination to complete the task cannot be underestimated. Once the job was completed, Brian was content – his work was done. However, he and the machine were invited by Sam Millar to compete at the 1998 Assen Classic against all of the major race machines of the period including
Honda, Suzuki and MV. Ridden by Rod Coleman, the Brian Thomas-built 250cc Desmo Manx beat the entire field: a truly remarkable result and one which Doug Hele and Brian Thomas must have revelled in. The machine was subsequently purchased by the owner of the Assen racetrack. From discussions and correspondence with Doug Hele, Brian had a fair idea of how the 350 Desmo should be configured to bring its true potential to the fore. He ensured that the motor was shadow-correct (as per classic racing rules) and the 350 offered here is one of one only. However, what is extraordinary about the 350 is the performance Brian’s ideas have delivered. This is a machine that can keep up with the 500cc Manx competitors as was proven at a recent Pukekohe classic meeting. Buoyed by the success of the 350cc, Brian went on to produce three other complete desmo motors including an exact replica of the 500cc 96-bore engine that belongs to John Surtees and a 500cc 103-bore and a 500cc 96-bore motor with twin carbs (another concept Brian and Hele discussed at length). With this machine come all of the development notes, original patterns and moulds. As a body of work, it represents the collective knowledge and experience of some of the best minds in the field. This is a remarkable opportunity to acquire an astonishing hand-built 350cc Norton Desmo and the right to start producing a machine that promises to change the face of modern classic racing at the highest level.
important vintage & collectable motorcycles
PURE GENIUS
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31
A
CONTINUED FROM P 52 A. BrIan Thomas Manx Norton DESMO 500 cc 96 bore B. BrIan Thomas Manx Norton DESMO 500 cc 96 bore - twin carbs C. BrIan Thomas Manx Norton DESMO 500 cc 103 bore
C B
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1960 Velecette Venom $14,000 - $18,000
GOOD POISON Introduced in 1956, the Venom sports roadster Conceived by Velocette’s Eugene Goodman and designed by Charles Udall. It was in many ways inspired and derived from the powerful and wonderfully elegant touring MSS. For many the Venom represents one of the great feats of 20th century British engineering. Evolving over a 40 year period these tremendously well engineered thoroughbreds were and remain highly sought after for very good reson. Firstly the name – “The Venom” for all of the properness of the English it
seems they were capable of conjuring up not only the solid horsepower but also the best brands ever created. Venom – does it not encapsulates all that is illicitly enticing about this black beast. The rider is forewarned – this machine has bite. The second thing about the Venom is that it is a great example of something the British did best – create indestructible war proven single cylinder thumpers that were classed as super sports bikes. Through the sixties it was the Venom that epitomized the British style in high performance road bikes – for
the rocker’s it was the Venom or nout. Thirdly the Venom was and remains potent. Do not be fooled by the classic gold pin on luster black – the Venom hauls. In 1961 a production Venom set the 24-hour world record at a speed of 100.05 mph. It was the first motorcycle of any size to achieve an average speed of over 100 mph for 24 hours and to this date no other motorcycle of the same capacity has been able to equal this world record. This wonderful example is offered with its original patina having never been restored.
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33 1960 Triumph TR6 Trophy Bird 650 $22,000 - $28,000
T-BIRD You have to take only one glance at the TR6, with its lean lines and the handsome parallel twin engine to understand why Triumphs were the best-selling big bikes in the USA during the late 1950s and 1960s – and why the TR6 was the most popular of all. 56
The importance of the TR6 goes further than its sales figures and dollar-earning ability for Triumph. When it was launched in 1956, the off-road-oriented twin was the first ‘street scrambler’ from a major manufacturer, introducing a style that continues to this day. It was created specifically for export, targeted not simply at the USA but, more precisely, at the hard-core desertracing scene that schooled in the outskirts of Los Angeles, California. Essentially, the TR6 Trophy was based on the 500cc TR5 Trophy, fitted with the 649cc engine from the T110 Tiger that was introduced two years earlier, in 1954. The T110 itself had been built
largely at the request of Triumph’s U.S. dealers and their customers, and was a hopped-up version of the Thunderbird model with which Triumph had entered the 650cc market at the start of the decade. The T-bird’s lasting popularity led to the new street-scrambler model being nicknamed the ‘Trophy-bird’. Predictably, it became another hit for Triumph. The TR6’s engine was an updated version of the T110 unit, with an aluminum cylinder head instead of the cast-iron head that had a tendency to overheat under hard use. The Trophy-bird also featured a small fuel tank, short dual-seat and a new waterproof Lucas magneto, plus a quickly detachable headlight.
important vintage & collectable motorcycles
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34
1961 BSA 175 Bantam
$2,000 - $5,000
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35 1961 Triumph 650 Bonnieville $25,000 - $35,000
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Triumph produced some of the best-looking parallel twins and this pre-unit Bonneville is a real beauty. Viewed from any angle, the Bonneville design is characterised by strong, graceful lines, tight symmetrical geometry and modern graphic layouts. The bike offers a unified styling theme that is evident throughout the entire machine. As much as Edward Turner is credited for the parallel twin’s design, one should also give thanks to Jack Wickles, who was responsible for creating the look and feel of some of the most iconic motorcycles ever created. It was he who created the famous logo with the extended R
that swings beneath the word, as well as the wonderful colour schemes and fantastic tank badges that in themselves have became works of art. Employed by Triumph for 43 years as chief draughtsman or personal assistant to Ed Turner, Wickles was personally responsible for providing the styling of both the T100 and the Bonneville. Ed Turner famously, if not patronisingly, referred to Jack as “Young Wickles, my pencil”. The Bonneville is, for many, one of the true modern classics of the 20th century. It inspired a great sense of freedom and achievement and epitomised the promise of peace and prosperity for a new generation.
important vintage & collectable motorcycles
GOOD GRACE
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36 1961 BSA 650 Super Rocket $12,000 - $22,000
FULL BLOOD The Super Rocket is widely considered to be one of the most desirable British classics. It represents a pinnacle in the development of the fabulous A10 power plant that had delivered a wicked sense of speed and control to the pilot of the day. In a Motor Cycle magazine review of the day, it was described simply as a “full-blooded sports machine” and for its time it was, with the 1961 model, offering the new ‘357’ full race camshaft that delivered greater lift, more dwell and instant 60
valve action that delivered peak performance from the 650cc A10. To reflect the ambitions of the pilot, a new 140mph speedo with a twin-mount tacho was offered. Increased power delivery also required that a new clutch configuration be fitted, having a solid forged centre and bonded linings running on heavy-duty roller bearings. A new, larger-capacity air cleaner was also fitted along with an Amal monobloc carburettor. For greater stability at high speed, the frame was improved
by making all vital tension points stronger. Exceptionally fast, with excellent handling, the Super Rocket was aimed squarely at the American market and, in 1961, was priced at US$1,200, which made it the only machine BSA produced that was more expensive than the legendary BSA Gold Star. Over the years, the Rocket has earned its reputation for being the one of the most successful motorcycle designs of the 20th century.
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important vintage & collectable motorcycles
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37 1962 Triumph T100SS $15,000 - $18,000
FRESH BRITISH BLUE Blending high performance and impeccable style Triumph’s definitive sports 500cc model of the 1050’s and 1960’s was the T100 S/S. Ernie Lyons won the first Manx Grand Prix on a Tiger 100 built by Freddie Clarke using an alloy wartime generator engine and the unreleased sprung hub in 1946. Turner, away in America, and anti-racing, was furious when he heard, but threw Lyons a victory dinner anyway, and a small batch of replica T100 were made for sale. Based on this success T100 line was put in play and over the years continued to be offered as triumph high performance machine of the day consistently delivering pilots 62
of the day speed and reliability in a slightly smaller, lighter & easier to start 500cc package. In 1962, the last year of the “pre-unit” models, triumph produced this a rare beast being the first Super Sport (S/S) version of the wildly successful Tiger configuration that was first created by Ed Turner in 1937. Offered only in Kingfisher blue the T100 S/S was tricked up with high compression pistons, a hefty race cam and a larger carburetor that would lift the pilot into the ‘ton up’ zone with ease. This fine example has enjoyed a recent top end rebuild along with all running gear being refreshed professionally. Light, fast and
comparatively efficient the 1962 T100S/S was a genuine extension of Ed Turner’s original design philosophy and is considered one of the finest 500cc British classic’s of its era.
A. 1963 Honda CD 90 $6,000 - $8,000
B. 1965 Honda CD 90
B
$4,000 - $6,000
A
FOR THE PEOPLE The eldest child of a blacksmith, Soichiro Honda was born in 1906. His interest in speed and combustion technology was supported by his father and, as a young man in 1936, Soichiro almost succeeded in killing himself in a Hondabuilt race car. Soon after this, he immersed himself in metallurgy, setting up a piston ring factory. After the horror of World War II, Japan was left swaying on the verge of civil war, poverty and destruction; within this setting, Soichiro Honda set up the Honda Technical Research Institute, which was initially no more than a wooden shed. Putting aside Soichiro’s obvious talents as a marketer, he saw that Japan was in desperate need of basic transport and, with this
in mind, he acquired 500 surplus generators and designed a bracketing and drive system which allowed them to be bolted to bicycles. The Model A proved to be popular and was the progenitor of the entire Honda line. Disregarding all of Honda’s future success, it was this model and the domestic market to which Honda remained truly faithful. The hallmark of Honda for years to come was small-capacity, four-stroke engines and the CD90 is evidence of this. While definitive styling was important, it was only part of the equation, as reliability and functionality were also paramount. At the Honda factory, a sign stated: “We are dedicated to supplying products of the highest
efficiency at reasonable prices for worldwide customer satisfaction”. Honda’s reliability and manufacturing quality soon saw Japanese motorcycles become one of the great icons of motorcycle history. Use of lightweight materials, revolutionary manufacturing processes and advanced design made the Honda name renowned in the motorcycle arena. The machines offered here are extremely fine examples of Honda’s ability to deliver on the ambitions set for them by Soichiro Honda, who for his entire reign understood that quality in both design and build were critical to the success of not only Honda, but Japan itself.
important vintage & collectable motorcycles
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39 1964 Dot SCRAMBLER $5,000 - $10,000
GRASS BURNER The DOT company was founded in 1902 by pioneer racing motorcyclist Harry Reed who by 1906 had built a motorcycle which he rode to claim the World Championship for the Flying Kilometre at Blackpool. Reed went on to win the twin cylinder class in the 1908 TT on a brutal 680cc Peugeot powered machine. But the hey day for Dot were the 1920’s when they were building fast agile low capacity machines with Bradshaw motors and large powerful beasts with high performance 986cc JAP’s which secured many other competition successes until motorcycle production ceased temporarily in the early 1930’s. 64
Under the new ownership of Burnard Scott Wade and on the back of the commercial success of 3-wheel cycle and motor delivery trucks which he designed, DOT went back into motorcycle production after WWII. Again DOT tasted racing glory by winning the Manufacturer’s Team Prize in the 1951 Ultra-Lightweight TT. But it was DOT’s ability to develop some of the most interesting purpose built dirt bikes of the day that rest in most people’s mind. There something particularly handsome and squared jawed about the DOT that is specifically English. Ridden aggressively these machines consistently punched above their weight
beating machines twice their size from major marquee such as BSA matchless and Triumph. It was DOT’s early design philosophies that you see in this model that lead to lighter more maneuverable competition machines of today. This fine example also offers a rare period correct after market alloy cylinder head and trick ignition. The other unique aspect of this machine is the exhaust which was known as the “bluely” as it quite often set the dry grass field’s on fire because of its radically short open profile. The note of this machine is also extraordinary for its period. DOT effectively ceased production in 1965.
1964 Greeves MX1 Challenger Desert Racer $5,000 - $10,000
DIRT STAR Greeves Motorcycles began as a manufacturer of three-wheeled cars for the disabled but is better known for the humane work it carried out for the dirt bike enthusiasts of the early 1950s. Its first dedicated trial bikes were produced in 1954, both powered by two-stroke Villiers 200cc engines. From the very outset, Greeves’ machines were easily identified by two unique Greeves features: the leading link front fork and the cast aluminium ‘down beam’ which can be seen here. The MX1 challenger is significant for a number of reasons but primarily for the all-Greeves engine. Prior to
this model, Greeves purchased complete engines from other manufacturers (mostly Villiers) and then extensively modified them (stripping and replacing just about everything other than the cases). Starting with the MX1, Greeves cast its own cases in its foundry and assembled its own complete engines. The cases were so strong that they were used as stressed members. Distinctive and, again, uniquely English, Greeves achieved a high level of competitive success prior to the onslaught of Japanese domination in every class of competitive motorcycle racing.
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40
65
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41 1965 BMW R50 $8,000 - $12,000
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42
1968 Triton T140
$17,000 - $23,000
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43 1968 BMW R60 with outfit $15,000 - $25,000
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Arguably the most distinctive and pragmatic marque, BMW has never been afraid of allowing function to overrule form. And although the 1920s saw many companies experiment with horizontally opposed twins (most noticeably Douglas), it was the Bavarian Motor Works (BMW) and Max Friz (designer) that embraced and took ownership of the unlikely but highly successful configuration. The simple fact is that the opposing twin offers two very pragmatic advantages: 1) the heads are placed into a cool, clean air flow; and 2) the centre of balance is lowered which enhances the geometry and handling of the bike. Throughout BMW history, the company has continued to innovate and
build some of the most sophisticated and enduring machines of the 20th century. The R60 was designed primarily as a rugged motorcycle to pull sidecars (mounting points were built in and third-wheel brake systems were factory applied as is the case with the machine offered here); more than 20,000 units were sold. The ruggedness of the R60 was made famous by Danny Liska who took an R60 from Alaska to Tierra del Fuego in one trip and from Europe’s North Cape to South Africa’s Cape of Good Hope in a second journey. The bike held together and immediately positioned the design as one of the toughest of its generation.
important vintage & collectable motorcycles
HEAVY METAL
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44 1969 BSA A65 Thunderbolt $9,000 - $14,000
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DISTANT THUNDER Bert Hopwood was responsible for the redesign of the 500 BSA into the remarkably successful 650cc A10 Golden Flash (which then evolved into the even better A7) and his influence as a post-war designer is undeniable. When Hopwood put his eye to the 500cc sports unit, known as the Star Twin, it received awards for feats of exceptional motorcycle endurance. Building on this success, the construction of the A65 series followed in early 1962. Although initially designed as a touring motorcycle, the A65, christened ‘Thunderbolt’, was well considered from both marketing and engineering points of view. The BSA development
metal tank badges to replace the earlier plastic ones (which had a tendency to crack). An Amal concentric float carburettor dealt with the problems of fuel flooding experienced with the earlier monobloc carb by having the float bowl arranged centrally around (concentric with, hence the name) the main jet, removing the sensitivity to fuel surge inherent an all the earlier designs. Finally, stiffer suspension improved cornering and overall geometry shift of the machine under strain. However, the Thunderbolt remained a twin and British. In less than a year, the entire British industry, along with its proud tradition, was going to be severely tested with the arrival of the first true super bike. Refer Lot 46.
important vintage & collectable motorcycles
team decided to keep costs down by reusing the well-proven single-sided front brake from the BSA Gold Star and the same full race camshaft as that used on the BSA Lightning. Fitted with 12-volt electrics, a Zener diode voltage regulator and twin-coil ignition, the Thunderbird sold well in the important US export market particularly with the 3.5-gallon fuel tank which allowed a range of 210 miles. Overall, the Thunderbolt offered a high strike range – an intelligent blend of well-tested design and production combinations with a strong look and feel. From 1968, the Thunderbolt benefited from a number of minor improvements, including a longer kick-start to make starting easier and
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45 1969 Benelli 250/4 Genuine Replica $15,000 - $25,000
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Benelli is the only factory to have been established by a woman, Teresa Benelli, who was widowed in 1911. Teresa invested all of the family capital into the business in the hope that it would offer stable work for her six sons: Giuseppe, Giovanni, Francesco, Filippo, Domenico and Antonio. By 1913, this matriarchal vision delivered Benelli’s first stand-alone design – a single-cylinder 75cc strap-on. By the 1930s, Benelli’s machines were fast and powerful, securing the world speed record in 1936 in
the 250cc class. Benelli won its first world title with the 250 single-cylinder, two-shaft model in 1950. It would be another 29 years, hard fought, before Benelli would find itself back on centre podium and it was this design that took them there. Piloted by Australian Kel Carruthers, the wild (50hp at 16,000rpm + 150mph) 250cc four-cylinder race machine marks a pinnacle in Benelli’s ongoing history. This example was meticulously rebuilt from all original Benelli components.
important vintage & collectable motorcycles
THE SCREAM OF THE WILD
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46 1969 Honda CB750K $18,000 - $28,000
GAME BREAKER This 100% original/unrestored CB750K was a history maker. A potent overhead cam engine offered stability at +200kph and the four-cylinder layout not only proved itself to be extremely reliable, it was also one of the sauciest-looking power plants to be unveiled to a reasonably unsuspecting public. The CB750 was Honda’s first attempt at a large-capacity bike and it was highly successful on all fronts. From an engineering point of view, it was not considered 74
radical but it was generously equipped with wellproven state-of-the-art technology. The styling was also well thought through – the side profile offers an immediate classical reference; however, as you circle the machine, the four vertically aligned cylinders over the wide crankcase give the CB750 a staunch, low-slung line that leaves you in no uncertainty about the premise of this particular machine. Winning France’s 24-hour Bol d’Or race in
1969 and the 1970 Daytona, the CB put the entire world on notice – the era of production- made super bikes had arrived. The example offered here is in extremely good order with less than 2389 miles on the clock; it is in 100%-original, unrestored state. It is, without doubt, one of most influential motorcycles ever produced, and this is a rare opportunity for the collector of important motorcycles.
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important vintage & collectable motorcycles
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47 1970 Honda CB350 $6,000 - $9,000
LITTLE BROTHER Another remarkably original unrestored example, this Honda CB350 twin-cylinder, four-stroke motorcycle produced between 1968 and 1973 offered super-sport performance, with its overhead-cam configuration achieving 36bhp at 10,500rpm; this could have you travelling at more than 100mph. Its reliable motor coupled with 76
dual Keihin carburettors and five-speed gearbox proved to be a popular design, with 300,000 units sold, making it the highest-selling motorcycle in American history. The machine evolved cosmetically over the course of its production, with incremental engineering improvements to the suspension and brakes. The 1970 350 (as
offered here) is widely considered to be the most aesthetically pleasing model, and this particular example is offered in absolutely original mint condition. You would be hard-pressed to find a better example of one of the most successful Japanese machines on the planet. The CB 350’s reliability, respectable power and handling have ensured its popularity even to this day.
1971 Motoguzzi Ambassador $12,000 - $15,000
DEFINITIVE TOUR Established in 1921 in Mandello del Lario, Italy, the company is noted for its central historic role in Italy’s motorcycling manufacture, its prominence worldwide motorcycle racing, and a series of industry innovations — including the first motorcycle wind tunnel and the first motorcycle eight-cylinder engine. Today Moto Guzzi hold the auspicious title of being the longest continuous motorcycle producer in the world. In terms of innovation Moto Guzzi achievements are note worthy having delivered: the first single-sided swing arm rear suspension (1928), the first DOHC V8 motorcycle engine (capable of delivering a heart wrenching 280 km/h in 1955 – it would be 30 year before the GP world saw these types of speeds again), the first motorcycle wind tunnel (1950), the first
production automatic motorcycle, first large wheel scooter (while giving up some nimbleness and (depending on the design) under-seat storage space, the larger wheels afford greater gyroscopic force and thereby greater balance). Though Moto Guzzi has employed engines of myriad configurations, none has come to symbolise the company more than the aircooled 90° V-twin with a longitudinal crankshaft orientation and the engine’s transverse cylinder heads projecting prominently on either side of the bike. The original V-twin was designed in the early 1960s by engineer Giulio Cesare Carcano, designer of the DOHC V8 Grand Prix racer. At its introduction, the Ambassador was part of a trio of motorcycles that included the Special and the California and was based on a model
sold to the Los Angeles police department. The bike feature a standard seating position, footboards, heel-and-toe gearshift, and linked Brembo brakes. It’s low slung lines, definitive touring capacity and general look and feel positioned the Ambassador as a exquisite if not an acquired taste for the American market to which it was aimed. By the early 1970s, competition was heating up from the multicylinder offerings coming out of Japan, so Moto Guzzi, along with its Italian counterpart Benelli, was acquired by Alejandro de Tomaso of De Tomaso Inc., resulting in a short run of 4-cylinder Guzzi engines. Soon after the company refocused on its iconic v-twin design.
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48
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49 1971 Norton 750 GENUINE Production Racer 1 OF 119 ONLY $35,000 - $45,000
ULTIMATE BRITISH TWIN The Commando Production Racer exists as one of, if not the ultimate development of the motorcycle format the British were to stamp as their own after World War II. To be clear this Production Racer is a box-stock, a genuine factory-built device, and could well be considered the ultimate British vertical twin for the following reasons. 1. Only Norton, of all the British bike manufacturers, attempted to come to grips with the inherent vibration of a big OHV vertical twin, and thus only Norton’s Isolastic-framed Commando, designed by Bob Trigg and launched in 1968, can be said to have dragged the venerable old vertical twin into the postwar world. 2. The Norton Production Racer was the fastest, best-handling, lightest and quickest Commando you could buy. 3. When Tony Murphy took a ‘72 Production Racer to Willow Springs, former Norton factory rep Brian Slark reports, he got the bike around in less than 1:40. Considering that the lap record at 78
the time was around 1:36, the motorcycle had to be taken very seriously as a racing machine. 4. They were hand built by Peter Inchley’s famous “Long Shop” race department team (home to a B-17 bomber wing of the Eighth Air Force, WWII). 5. To turn the street bike rolling-chassis that got delivered from the Andover factory to the Long Shop into a Production Racer, Inchley and development engineer factory racer Peter Williams used an old school run-it-and-see development program fine-tuning the original Wally Wyatt project racer of 1969 considerably. 6. The few bikes that emerged from the Long Shop (estimates vary from less than 100 to less than 120) proved the worth of the machine, because in 1971, ‘72 and most of ‘73, they virtually owned their class in England and Europe. Only the arrival of the Kawasaki Z-l and Honda CB750K (refer Lot 46) put them on their trailers. And, finally: 7. It’s yellow not red.
The Production racer elevated the traditional Commando qualities to their highest pitch. The engine’s vast reservoir of torque, allowed the Commando pilot to dial his speed as though the 70 bhp twistgrip. The Commando’s fundamental agility was sharpened by the chassis tweaks until the bike was so stable and responsive that it could be ridden anywhere on the track at an optimum velocity. The generous suspension travel gave the Production Racer a soft ride almost unknown among racers of the day, allowing the rider to concentrate on racing rather than just staying aboard. At long tracks notably the Isle of Man—the fatigue-reducing aspects of the Commando played a decisive role. This particular example is in pristine original condition. Further still it has been signed by Peter Williams – rider extraordinaire and race bike developer and Norman White who was the Longs Shops head mechanic and originally assembled the is machine. This is without doubt a true collectors piece.
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important vintage & collectable motorcycles
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50 1971 Norton Commando $9,000 - $14,000
SOLID STATE SPEED Essentially the final step in Bert Hopwood’s 1948 design that established the vertical-twin cylinder design as something quintessentially British, the Commando is a fast and properlooking bike. Evolving from the Dominator (refer Lot 27), the Commando was the kind of bike machine rockers aspired to, even though it was the ’70s and most of these blokes were married and driving around in Cortinas. First offered in 80
1967, the Commando presented its cylinders in a new rakish angle. Better still, Norton had gone to some trouble to eliminate what was previously considered to be character-building – the violent vibrations of the previous 750cc Atlas configuration. ‘Isolastic’ was the name given to the system, which cut off the engine and gearbox from the frame through a series of sophisticated rubber mounts. Even more
impressive was the fact that the system actually worked. The Commando was also considered light (180kg) and offered a convincing 58bhp, which placed it among the last of the majestic twins aimed loyally towards those who still appreciated solid speed and hard cornering. For many, the Commando was, and remains, the first and last British super bike of the 1970s.
1973 Triumph HurRicane $35,000 - $45,000
WHERE THE WILD THINGS ROAM Putting the evocative name aside, the X75 Hurricane is, without question, one of the coolest machines to have been produced under any corporate banner. Unveiled in November of 1972, the Hurricane had been commissioned in secrecy by a slightly panicked BSA executive in the USA, Dan Brown. Craig Vetter, a young bike stylist at the time, was contacted and duly went about his business of creating one of the most
distinctive machines of the 1970s period. Fluid surf lines capture the deep orange flow on the bike and the flared chrome pipes accentuate the triple’s hi-revving tune. The Hurricane was put into production in June 1972 but, as BSA was in its death throes, the tank badges were changed to Triumph. Vetter was paid $12,000 for his design but had a difficult time collecting his payment. Fewer than 1,183
engines were put aside for X75 production but nobody is sure of the total number of machines finally produced. This rare example offers approximately 8800 original miles and reflects a very light restoration. This machine is freshly serviced, oil tight and ready to ride.
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51
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52 1974 Norton John Player Special 850 1 OF 250 ONLY $25,000 - $35,000
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70’S SMOK’IN No other British marquee had the ability to hound success on the racetrack as Norton did. From the 1920s’ CS1 to the 1950s’ Manx, Norton’s ability to convert racetrack success into sales was well recognised. Even during the darkest days of British motorcycling, Norton was determined to snatch victory from the rising tide of Japanese domination. And so it was, at the 1973 Isle of Man, that Mr Peter Williams archived the fastest lap ever recorded by a 750cc around the infamous and much-loved 37¾ mile circuit. In recognition of this achievement, Norton produced approximately 240 John Player Special café racers, one of which you see here. Named after the English tobacco company that backed the team and many other great motor-racing talents, the prototype offered a dramatic three-quarter Avon fibreglass fairing that swept towards the high-backed monoposto seat: a faithful nod to the racer save for the two bug-eyed 6-inch lamps. Powered by the thennew 850cc motor, this machine represents a time when the British were still valiantly fighting off their inevitable demise with machines that required the very best pilots to compete. Not quite a race bike but more than a sports bike, the Norton JPS 850 illustrates a classic British twin at the apex of its development, with handling characteristics and power delivery that were competing directly with BMW’s famed R90S. This particular example (one of only 240) is in complete, original condition, right down to the factory-correct tyres.
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53 1974 Laverda $60,000 - $80,000
HARD MAN With a very personal history, this particular triple is a CL from 1976. Acquired by the current owner from the first owner, it has been rebuilt in honor of two very German concepts – speed and precision. Mr Hinse himself is a rare collectable, being one of the last factory-trained Laverda mechanics in the world. With this knowledge and experience, a remarkable machine was developed on the Nuerburg GP racetrack (his local). This is 84
where all of his redesign concepts and materials were tested. The Laverda offers brutal power and reliability at the same time. For the builder, two conceptual frameworks were adhered to: maximum power countered with reliability and engineering minimalism complemented by a genuine look from the era. The on-track results underscore a successful delivery. In short, we have here a road-legal, high-velocity battleship
dedicated to racing. All this culminated in the bike winning the 1997 New Zealand BEARS championship. In 2010, this bike was voted the ‘Best-Presented Bike’ by the Auckland Motorcycle Club. Currently, the bike is in spotless condition ready to be taken to the next race. Just fill her up and hold on tight. For a full debrief on the machine visit our web site.
1977 Harley-Davidson XLCR 1000 Café Racer $45,000 - $55,000
ONLY ONE MAN COULD HAVE DONE THIS… And that man was Willie G. Davidson, the grandson of Mr Davidson himself. It’s not often a motor company goes out on a limb to make something like the XLCR ‘café racer’. Aimed squarely at the stoplight racers of USA’s West Coast, the XLCR was produced in three model years: 1977 (1900 units), 1978 (1200 units) and 1979 (fewer than 10 units left over from the 1978 year). The all-black steel tank and fiberglass tail piece coupled with the unique black Siamese exhausts made the XLCR arguably the most attractive bike of its era. The XLCR is now a highly sought-after and collectable model. This very original example offers extremely low mileage.
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54
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55
CHRISTCHURCH EARTHQUAKE FUNDRAISER 1953 ARIEL VH 500
Heralding from Southland, this fine machine belonged to the president of the Ariel club before being acquired by John Fraser who has generously decided to offer this 1953 VH500 at no reserve (estimated market value $10,000 - $12,000). 50% of the price realised 86
will be donated to the Red Cross Canterbury Earthquake Appeal. It is hoped that between now and the auction more material will be gathered to raise much needed funds for a town that has contributed greatly to New Zealand’s motorcycling heritage.
1983 Triumph TSX 750 $15,000 - $18,000
LIMITED EDITION By 1983, Triumph was once again struggling to survive. Public opinion was being led by the nose by openly hostile media who remained vitriolic about the radical decline of the motorcycle sector that had once buoyed the British economy and the British sense of national pride. Worse still, it was Japanese and German companies who had, in many ways, outcompeted the British both on the racetrack and on the saleroom floor. However, the truth was that the Meriden factory was still populated with dedicated men and women who were producing high-quality machines. Admittedly, upper management had, by this stage, completely lost the plot and was desperately looking for an escape. It came in the form of a property
developer who had no personal interest in motorcycles but, rather, liked the site on which the famous Meriden factory was located. In the midst of all this, the factory workers produced 371 TSX 750s: 100 for the US, 200 for the UK and 71 for the rest of the world. Approximately onethird of that total number of bikes were finished in the black which makes this mint example a very exceptional machine indeed. Essentially a restyled Triumph Bonneville, the TSX was distinguished by its lowered chassis and 16-inchdiameter rear wheel, with the engine offset in the frame to accommodate this. Other changes unique to the model included a stepped seat, black-coated engine casings and engine with polished fins, restyled passenger grab rail,
shortened front and rear painted mudguards (the latter having a black plastic mount for the vehicle number plate), mirror-polished alloy, short megaphone mufflers, Morris alloy wheels (then made by Performance Machine) and ‘retro’ graphics. Paioli rear suspension units, with plastic top shrouds, were sited at a more acute angle further back on the swinging arm to lower the seat height. A Brembo rear brake was fitted in place of the usual Automotive Products (AP) Lockheed item, which remained at the front. All in all, it was a well-supplied piece of kit for the day and one that now captures a unique and defiant period of Triumph history. This example has also been freshly serviced and is ready to roll.
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56
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57 1998 Harley-Davidson Heritage Softtail SPRINGER 17,531 KM $13,000 - $16,000
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2001 Harley-Davidson Heritage Softtail 23,297 KM $13,000 - $16,000
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58
89
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59 2001 Harley-Davidson Electra Guide ULTRA CLASSIC 5,808 KM $10,000 - $14,000
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2002 Harley-Davidson Electra Guide Ultra CLASSIC 6,354 KM $15,000 - $18,000
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60
91
PROVEN AND PROFESSIONAL INTERNATIONAL AUTOMOTIVE SHIPPING SERVICES WWW.GTLOGISTICS.CO.NZ GT INTERNATIONAL LOGISTICS. 31 AIRTREE AVE, AIRPORT OAKS, MANGERE, AUCKLAND CONTACT PHIL GIBBS OR JASON COLEMAN ON (09) 255 5555 OR EMAIL PHIL@GTLOGISTICS.CO.NZ
CONDITIONS of sale for buyers 1. Bidding: The highest bidder shall be the purchaser subject to the auctioneer having the right to refuse the bid of any person. Should any dispute arise as to the bidding the lot in dispute will be immediately put up for sale again at the preceding bid or the auctioneer may declare the purchaser which declaration shall be conclusive. No person shall advance less at a bid than the sum nominated by the auctioneer and no bid may be retracted. 2. Reserves. All lots are sold subject to the right of the seller or his agent to impose a reserve. 3. Registration. Purchasers shall complete a bidding card before the sale giving their own correct name address and telephone number. It is accepted by bidders that the supply of false information on a bidding card shall be interpreted as deliberate fraud. 4. Buyers’ Premium. The purchaser accepts that in addition to the hammer or selling price Webb’s will apply a buyer’s premium of 15% of the hammer price (unless otherwise stated) together with GST on such premium, which combined sum shall be the total purchase price. 5. Payment. Payment for all items purchased is due on the day of sale immediately following completion of the sale. If full payment cannot be made on the day of sale a deposit of 10% of the total sum due must be made on the day of sale and the balance must be paid within 5 working days. Payment is by cash, bank (cashiers) cheque or Eftpos. Personal and private bank cheques will be accepted but must be cleared before delivery of goods will be given. Credit cards are not accepted. 6. Lots sold as Viewed. All lots are sold as viewed and with all errors to description faults and imperfections whether visible or not. Neither Webb’s nor its vendor are responsible for errors of description or for the genuineness or authenticity of any lot or for any fault or defect in it and make no warranty whatever. Buyers proceed upon their own judgement. Buyers shall be deemed to have inspected the lots or to have made enquiries to their complete satisfaction prior to sale and by the act of bidding shall be deemed to be satisfied with the lots in all respects. 7. Webb’s Act as Agents. They have full discretion to conduct all aspects of the sale and to withdraw any lot from the sale without giving any reason. 8. Collection. Purchases are to be taken away at the buyer’s expense immediately after the sale except where a cheque remains uncleared. If this is not done Webb’s will not be responsible if the lot is lost stolen damaged or destroyed. Any items not collected within seven days of the auction may be subject to a storage and insurance fee. A receipted invoice must be produced prior to delivery of any lot. 9. Licences. Buyers who purchase an item which falls within the provisions of the Protected Objects Act 1975 or the Arms Act 1958 cannot take possession of that item until they have shown to Webb’s a license under the appropriate Act. 10. Failure to make Payment. If a purchaser fails either to pay for or take away any lot Webb’s shall without further notice to the purchaser at its absolute discretion and without prejudice to any other rights or remedies it may have be entitled to exercise one or more of the following rights or remedies: a. To issue proceeding against the purchaser for damages for breach of contract.
b. To rescind the sale of that or any other lot sold to the purchaser at the same or any other auction. c. To resell the lot by public or private sale. Any deficiency resulting from such resale after giving credit to the purchaser for any part payment together with all costs incurred in connection with the lot shall be paid to Webb’s by the purchaser. Any surplus over the proceeds of sale shall belong to the seller and in this condition the expression “proceeds of sale” shall have the same meaning in relation to a sale by private treaty as it has in relation to a sale by auction. d. To store the lot whether at Webb’s own premises or elsewhere at the sole expense of the purchaser and to release the lot only after the purchase price has been paid in full plus the accrued cost of removal storage and all other costs connected to the lot. e. To charge interest on the purchase price at a rate 2% above Webb’s bankers’ then current rate for commercial overdraft facilities to the extent that the price or any part of it remains unpaid for more than seven days from the date of the sale. f. To retain possession of that or any other lot purchased by the purchaser at that or any other auction and to release the same only after payment of money due. g. To apply the proceeds of sale of any lot then or subsequently due to the purchaser towards settlement of money due to Webb’s or it’s vendor. Webb’s shall be entitled to a possessory lien on any property of the purchaser for any purpose while any money remains unpaid under this contract. h. To apply any payment made by the purchaser to Webb’s towards any money owing to Webb’s in respect of any thing whatsoever irrespective of any directive given in respect of or restriction placed upon such payment by the purchaser whether expressed or implied. i. Title and right of disposal of the goods shall not pass to the purchaser until payment has been made in full by cleared funds. Where any lot purchased in held by Webb’s pending i. clearance of funds by the purchaser or ii. completion of payment after receipt of a deposit the lot will be held by Webb’s as bailee for the vendor risk and title passing to the purchaser immediately upon notification of clearance of funds or upon completion of purchase. In the event that a lot is lost stolen damaged or destroyed before title is transferred to the purchaser the purchaser shall be entitled to a refund of all monies paid to Webb’s in respect of that lot but shall not be entitled to any compensation for any consequent losses howsoever arising. 11. Bidders deemed Principals. All bidders shall be held personally and solely liable for all obligations arising from any bid including both telephone”and absentee bids”. Any person wishing to bid as agent for a third party must obtain written authority to do so from Webb’s prior to bidding. 12.”Subject Bids” Where the highest bid is below the reserve and the auctioneer declares a sale to be “subject to vendor’s consent” or words to that effect the highest bid remains binding upon the bidder until the vendor accepts or rejects it. If the bid is accepted there is a contractual obligation upon the bidder to pay for the lot. 13. SALES POST AUCTION OR BY PRIVATE TREATY The above conditions shall apply to all buyers of goods from Webb’s irrespective of the circumstances under which the sale is negotiated. 93
Bidding Slip For absentee bidders on lots in THE vintage & collectable MOTORCYCLEs sale - OCT 5 2010 Please bid on my behalf at the above sale for the following lots up to prices recorded below. These bids are to be executed as cheaply as is permitted by other bids or reserves if any. * I agree to comply with the Conditions of Sale as printed in the catalogue. I understand that in the case of a successful bid on items in the Important Vintage & Collectable Motorcycles sale a buyers premium of fifteen percent (15%) will be added to the hammer price and that GST is charged on the premium. On major lots customers may prefer to bid by telephone. Please enquire regarding this service which Webb’s carry out at no charge.
lot no.
catalogue description
Bid*
MR/MRS/MS
initial
surname/company
home pH
business ph
mobile
facsimile
email address
postal address
contact name
ARRANGEMENTS FOR PAYMENT: I agree to pay immediately on receipt of notice from Webb’s of my successful bid. Payment will be by cash cheque or bank transfer. I will arrange for collection of my purchases or I agree to pay for packing and freight costs incurred by Webb’s in having any purchases forwarded to me. In order to avoid delay in clearing purchases Buyers who are unknown to us are advised to make arrangements for payment before the sale or for references to be supplied. If such arrangements are not made cheques will be cleared before purchases are delivered. * Webb’s will do its utmost to carry out bidding instructions for absentee bidders. It will not be responsible however if circumstances prevent it doing so.
SIGNED & DATED 95
ILLUSTRATED: LOT 29 BACK: LOT 4
entries now invited
next sale scheduled FEB 2011
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