1910 - 20
1920 - 30
1930 - 50
1911 douglas page 20–21 1913 triumph tourist page 36–37
1921 the mighty atom page 47
1914 royal ruby page 34–35
1925 bsa flat tank page 39
1930 & 1931 bsa sloper (x2) page 28–29
1916 power plus board track racer replica page 42–43
1926 douglas page 30
1931 ajs s3 page 44–45
1928 norton cs1 page 32–33
1936 b urt munro/duncan meikle special velocette page 16–19
1929 harley davidson with sidecar page 40–41
1938 triumph 5t 500cc page 57 1940 velocette G.T.P page 38 1948 indian chief 1200cc page 14–15
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
IMPORTANT VINTAGE & COLLECTABLE MOTORCYCLES IMPORTANT NOTE: BUYER’S PREMIUM A buyer’s premium of 15% will be charged on all lots in this catalogue. GST of 12.5% is payable on the buyer’s premium only. CONDITION OF ITEMS 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. Front Cover: LOT 8 – 1936 Burt Munro Velocette Motor Back Cover: LOT 19 – 1940 Velocette G.T.P
Session 1 Lots 100 – 330
Parts Publications and Memorabilia Wednesday, 18 MARCH 2009, 3.00 – 5.30pm Session 2 Lots 1 to 38
Important Vintage & Collectable Motorcycles
Wednesday, 18 MARCH 2009, 6.30 – 8.00pm preview:
WEDNESDAY 11 MARCH 6PM – 8PM VIEWING: THURSDAY
12 MARCH 9AM – 5.30PM
FRIDAY
13 MARCH 9AM – 5.30PM
SATURDAY
14 MARCH 11AM – 3PM
SUNDAY
15 MARCH 11AM – 3PM
MONDAY
16 MARCH 9AM – 5.30PM
TUESDAY
17 MARCH 9AM – 5.30PM
intro
Important Vintage & Collectors’ Motorcycles Right Image: With combustion technology being perfected by the demands of WWI the ability to create large amounts of horse power resulted in machines such as the 988cc V-twin Excelsior producing formidable power. This often had devastating results.
To be in partnership with a machine, extending the power of the body through technology, is an intrinsic part of being modern. On the same note, for many, velocity is a primordial necessity. This tensioned Darwinian theme has underscored centuries of technological development that has delineated between the quick and the dead. For the motorcyclist, the need for speed continues to manifest itself on racetracks around the world. The machines applied are diverse and purpose-built for a vast range of environments – dirt tracks, road racing, record attempts and hill climbing. Some machines are the result of concentrated industrial development, such as the BMW R90S (lots 26 and 26a) that has evolved over decades. Others are the results of patient work by lone individuals, exemplified by the extraordinary machine, hand built by Burt Munro and Duncan Meikle (lot 8). All are built for speed. One should remember also that speed is a comparative measure. The 1921 hand built
Mighty Atom (lot 24) underscores the fact that ‘going fast’ when you’re five years old is more akin to downhill running than to the explosive control of velocity which a bike like the T120 TT Bonneville Special (lot 5) represents. The Mighty Atom has provided a rudimentary lesson on the nature of ‘getting it wrong’, to many children over the years and underscored that, by and large, ‘Mother knows best’ even if Dad did have your best interests in mind. Overall, the selection of machines in this catalogue represents the good, the bad and the ugly of speed machines. The Kawasaki H1 Mach III (lot 6) might be all three of these things; however, the simple truth is that this motorcycle represents, for many of us, all that is beautifully ill-conceived about the illicit desire to ‘go really fast’. Wildly unpredictable, the Mach III, aka the ‘widow maker’, marked a turning point in corporate design. With a top speed of 130mph and its extreme power band, the Mach’s acceleration was untameable and entirely unforgiving. Because of this, very few
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important vintage & collectable motorcycles
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The catalogue also includes a number of significant machines from the collection of Neil Skeet, who was a well-known and passionate BSA man from the Wairarapa. Both the Slopers (lots 13 and 13a) hail from his shed, as does the wonderful 1928 Norton SC1 (lot 16) which will no doubt spark the speed glands in many of us. Also included is a vast collection of spare parts and a wonderful set of library materials. All care has been taken to sort the parts from Skeet’s collection into rational lots and I would like to thank Fraser
Although there is a large portion of important fast bikes on offer, there are also some extremely rare examples of pre-1915 technology which are testament to New Zealand’s long-standing relationship with the motorcycle. The 1914 Royal Ruby (lot 17) must be one of the rarest machines ever offered here in New Zealand with only 14 known to be in existence. The 1931 AJS S3 (lot 23) is also extremely rare with only 10 known to have been produced. This S3 is also important because it holds such a wellrecorded local history, dating from its arrival to our shores in 1932. The art deco-inspired Indian Chief (lot 7) is probably one of the most recognisable machines ever designed. The Indian Chief celebrates the eccentricity and style that was born from post-WWII optimism. Factory correct, the Chief holds its head high some 60 years after its creation. For those who wish to take up the mantle of others who have gone before and throw themselves into the deeply rewarding and slightly insane world of motorcycle restoration, there are a number of project bikes being offered.
Overall the majority of motorcycles offered are in good running order but some have not been ridden for a number of years. Therefore, it is esential that prior to bidding, prospective purchasers satisfy themselves with regard to the extent of the correctness, condition, originality and completeness of the machine, which is sold strictly as viewed. We look forward to sharing another Chivas Regal with all on the night. Thank you and good luck. NEIL CAMPBELL Managing Director
2009
Another step beyond is the Burt Munro/ Duncan Meikle special (lot 8) which epitomises the passion for embracing the addiction to speed and all that goes with it. Close inspection reveals that all aspects of the machine have been tortured without mercy to ensure a maximum speed. This bike goes well beyond the romantic ideals of the heroic number-eight-wire guy, somehow turning failure into a humorous victory. This machine reeks of twisted metal urging and an absolute sense of urgency in build time. All that the collaborators, Munro and Meikle, cared about was the next opportunity to bust the machine through the 138mph mark.
Sims for ensuring this aspect of the project was completed as logically as possible.
important vintage & collectable motorcycles
intro
examples of this motorcycle exist today. It is therefore surprising that this 100%-original example offers itself.
lot
1 circa 1980 Westlake Speed way racer 500cc 40 BHP $2,000 – $3,000
One Way-Side Ways Standing the test of time, speedway is a beautifully simple spectacle. Two teams (four pilots per team), riding methanol-powered 500cc motorcycles with no brakes, minimal front suspensions and a single heart-wrenching gear, race four times around a quarter mile circuit – and one of them wins. The signature style of broadsiding these furious machines through the constant left arc circuit is complemented by the flair and colour of the daredevils themselves who were, and remain in the most part, privateers
with a fistful of horsepower and something to prove. Names like Frank ‘Satan’ Brewer, Jonny ‘Hard Edge’ Cale and Peter ‘Angel’ Stephens are not difficult to imagine. Originating from West Maitland, New South Wales, Australia in the early 1920s, this genre of speed took off in Europe after the first British meeting was staged in Essex in 1928. By this time, a global platform had been created and competitive international events were making heroes out of the few men who had the right kind of mettle to take this style of racing forward.
The ’50s and ’60s saw New Zealand’s Barry Briggs win the World Final five times and, by the late 1970s, the extreme power-to-weight ratio of the bike, and sheer competitiveness of the pilots themselves, made for a golden age of motorcycle speedway. During this period, New Zealand’s very own Ivan Mauger took three world titles and is considered by many to be one of the most stylish racers in the history of the sport. The machine presented here is a good example of a standard post-1970s privateer’s outfit and is in good running order.
1962 Norton 650cc Dominator Deluxe 99
Hidden Dominator Norton’s story begins in 1898 in Birmingham with James Lansdown Norton – an engineering toolmaker apprentice – devising plans for a motor-assisted bicycle to bear the name of Norton on its tank. By 1902, the ‘Energette’ was unveiled: it was a machine that was neither better nor worse than most others of the day. The first Norton was little more than a strengthened bicycle with a 1½ hp Clement engine clipped on to it. Surviving decades of competition, Norton’s machines were said to have been built in ‘the light of experience’. And, by the 1960s, Norton had established itself as one of the pre-eminent
motorcycle manufacturers in literally all classes of machine. Unfortunately, the shadow cast by the rising sun of the Japanese was about to radically shift the consumer landscape. However, in 1962, Norton’s problems were not apparent to the general public as the company expanded its range with the very capable DeLuxe version of its heavyweight parallel twin. Featuring enclosed bodywork (in response to the scooter boom), the styling was not embraced by the public who preferred to see the raw line of the Dominator. Not one British factory could honestly claim the ‘enclosed era’ was a success: not a single designer has ever raised their head to claim credit for this short-
lived trend. In actual fact, the vast majority of the DeLuxe models were stripped of their tin veils, as this machine has been, to reveal the attractive line of the Dominator design. Endowed with greater power than its cousin, the Dominator 88, and higher gearing which enabled it to top the magic ‘ton’, the 99 retains all the excellent handling and steering characteristics associated with the Featherbed chassis. One of the Rockers’ favorites’, the 99 remained essentially unchanged, apart from gaining alternator/coilignition electrics for the 1958 model until the feature was dropped in 1962. This example is offered with a set of handmade saddlebags and two of the three rear end panels.
important vintage & collectable motorcycles
$6,000 – $8,000
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2
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3 1968 BSA 650cc Fire Bird $8,000 - $12,000
Urban Scrambler By 1967, the entire production line for the BSA Firebird was allocated to the American market which had developed a taste for well-tuned street scramblers. It is, without doubt, one of the most handsome BSAs to grace our streets. The Firebird is, for many, a highly desirable piece of metal and, with its strong, well-tempered power delivery and attractive geometry, the 650cc parallel twin is a highly capable machine even by today’s standards. A relative rarity in the UK and New Zealand markets, the Firebird today it is one of the most highly sought-after BSA models and a handsome reminder of the very best of BSA design. Registration is on hold.
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important vintage & collectable motorcycles
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5 1968 T120 TT Bonneville Special $18,000 - $22,000
The Earth Shaker The cafe racer’s favorite since its launch in 1959, the Bonneville continued as Triumph’s top-of-the-range sports model after the switch to unitary construction of the engine/gearbox in 1963. An alloy cylinder head equipped with twin carburetors helped the Bonnie motor produce 46bhp at 6,500rpm and the model was reckoned good for a top speed approaching 120mph. The USA had long been Triumph’s most important export market and, to cater for local tastes, a Bonneville TT Special (also known as the Competition Sports) was introduced in 1964. The Triumph twin was already a formidable force in American flat-
10
track racing and basic street drags. With this, the TT Special’s stripped-down look, smaller fuel tank and short, open exhaust pipes echoed the style of a hardcore racer. A crankcase under-shield, tachometer-only instrumentation (optional), larger-section front tyre and an absence of lighting further distinguished the TT; it came with lowered overall gearing which reflected its primary intended role as a dirt bike. By this time, the TT Special engine produced 54bhp courtesy of 11.2:1 pistons (up from the T120 roadster’s 9.0:1) which made it a natural choice for none other than Evel Knievel. It should also be noted that the machine requires aviation fuel to run effectively. Knievel first decided to jump the fountains at Caesars Palace on 17 November 1967. To gain an audience with the casino’s CEO Jay Sarno, Knievel created a fictitious corporation called Evel Knievel Enterprises and three fictitious lawyers to make phone calls to Sarno. Knievel also placed phone calls to Sarno claiming to be from ABC-TV and Sports Illustrated inquiring about the jump. Sarno finally agreed to meet
Knievel and the deal was set for Knievel to jump the fountains on 31 December 1967. Knievel used his own money to have actor/director John Derek produce a film of the jump at Caesars. To keep costs down, Derek used his then-wife Linda Evans as one of the camera operators. It was Evans who filmed Knievel’s infamous landing (refer www.youtube.com). On the morning of the jump, Knievel stopped in to the casino and placed his last hundred dollars on the blackjack table (which he lost), stopped by the bar and had a shot of Wild Turkey (on the house) and then headed outside where he was joined by several members of the Caesars’ staff, as well as two scantily clad showgirls. The rest, as they say, is history, or was that show business...? The Bonneville T120 TT Special is nothing short of a hell bike – loud, agile and entirely dedicated to roughneck speed, it is a rare machine these days for the same reasons. These bikes were all ridden hard and most were ridden into the ground so it is with some surprise that we are able to offer this great example.
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important vintage & collectable motorcycles
lot
6 1973 Kawasaki H1 Mach III $8,000 - $14,000
The Widow Maker Raw and uncompromising, the Mach III was nothing less than ferocious. Aimed squarely at the fearless and idiotic, this Darwinian time machine, designed by Kawasaki, was destined to cull the less-evolved rider out of existence. Although the production of the wildly aggressive triples formed a tiny part of Kawasaki’s enormous heavy industry business whose core focus was producing trains, ships and aircrafts, the H1 Mach III is, without a doubt, Kawasaki’s most infamous piece of engineering. Responsible for changing the vernacular of motorcycling, the term ‘wheelie’ and ‘tank slapping’
12
were invented by the exasperated pilots of the Mach III. With a top speed of 130mph, the combination of significant frame flex, negative rear wheel weight distribution and an extremely ‘abrupt’ power step at 6000rph through to its redline (8,500–1,2000rpm), the Mach III was the most antisocial speed kit you could get your hands on. It was a truly terrifying experience for the inexperienced and a wonderful gift from the gods of speed to the slightly insane rider of the day. This particular example is 100% original right down to the authentic ‘tank slap’ trench on the left-hand side of the tank. A great example, the machine hails from a single owner/rider, who obviously survived the sweet wrath of the Mach III on more than one occasion. Registration remains on hold.
13
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important vintage & collectable motorcycles
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lot
$35,000 - $45,000
The Beautiful and Damned If ever there were a machine that captured the industrial design sensibilities of the roaring 20s it was, without a doubt, the Indian Chief. Designed with the throttle on the left-hand side of the machine to allow the police to brandish their pistols in the comic pursuit of all manner of bootleggers and slapper crooks, the Indian Chief was and remains the classic art deco machine of the 20th century. Inspired at a time when youth culture was ‘the lost generation’ and F. Scott Fitzgerald was prolifically writing his most enduring novels such as This Side of Paradise, The Beautiful and Damned and The Great Gatsby, the Chief was somehow able to sit on both sides of the law and win. The Indian Chief, designed by Charles B Franklin, in some ways reflects the excesses of Indians success. However, the true mark of
quality 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 1948 Chief is a handsome and comfortable machine. Testament to this is the fact that the previous owner (one of New Zealand’s leading Indian specialists) rode the machine to Webb’s door – direct from Invercargill – a long goodbye of sorts. The machine is production year correct and offers a rider’s patina.
important vintage & collectable motorcycles
1948 Indian Chief 1200cc
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7
15
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8 1936 Burt Munro/Duncan Meikle Special – Velocette Drag Bike and Munro Velocette power plant $25,000 - $35,000
Metal Incarnations The story of Burt Munro’s metal-urging genius is long and, in many ways, complicated. For a start, the legend of Munro was, and remains, fuelled by anecdote, fact and fiction which have become one; the blockbuster movie ‘The World’s Fastest Indian’ is a wonderful testament to this. What is also true is that Munro worked and toiled with likeminded dedication and from this gained complex and lifelong friendships. One of Munro’s best mates was Duncan Meikle, who worked closely alongside Burt for over 45 years. As much as the public seeks a hero, the reality is always more complex. Munro may have lived alone but he never built alone. The machine offered here evolved through the hands of both men and is a great insight into the alien nature of the handmade. Totally unique, it is impossible to identify in any standard manner. You have to look at the style of the blow torching, the weight of the hammer’s touch across the tank and the smashed line of the fairing wired together. It is a glorious mongrel, built and raced by two men who knew themselves and their machines better than most. Duncan Meikle was Munro’s lifelong friend and companion in many adventures in racing and record attempts. They both owned and developed the most drag-competitive Velos in the world incorporating the same modifications they discovered over the years. Together they shaved, sharpened and scraped the optimum power and weight from each component of their Velocettes. It was the development of the Velocettes that bonded Meikle and Munro.
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Like any modern development team, Meikle and Munro would tune and develop the two Velocette machines in tandem and would often race and beat one another. The machine offered here is the result of those years of mutual development, reflecting a crafted methodology of risk-controlled advancement in a very rudimentary way. They were mates, they built together and raced together; they created together. They were, in fact, inseparable, living within walking distance of each other. Munro the extrovert racer and Meikle the quiet spanner man, the tuner – together they would blueprint each incarnation of success and failure that was held within the metal of the machine. One of the greatest testaments to this friendship is captured by the events of 1959. The Velos were becoming potent machines and Meikle and Munro were at the local Teretonga race circuit near Invercargill practicing standing quarter mile starts. Munro decided to give a couple of young fellows a good head start and an even better beating, screaming past the surprised young men and giving them a wave bye-bye to boot. Unfortunately this sent the Velo into nasty tank slap and, within a fraction, Munro had bailed and the Velo was twisted metal, 30 feet in the air and rising. As the machine churned down the beach, so did Munro.
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important vintage & collectable motorcycles
Cut to:
Provenance:
Meikle visiting Munro’s mother and informing her of the unfortunate accident. Meikle’s words, as captured by an interview, were: “I have come to report on Burt; he had a bit of an accident yesterday”. “Oh,” she said, “Serious?” “Well no,” said Duncan, “a few pounds of meat were ground off and a broken arm.” The next query from Mrs Munro was: “I suppose it was on that motorcycle”. “Yes,” said Duncan. “That foolish Herbert; when will he ever give up those motorcycles?!” Mrs Munro was 84 years old, Bert was 60! The extent of his injuries had him laid up in hospital for two months.
Munro and Meikle each bought Velos in 1956. Meikle owned his until the early ’60s when he sold it to Barry Island – Barry Island supplied the machine to Neil Neilson who raced the bike competitively – setting a 1964 quarter mile record at Teretonga. Island later sold it to Tiger Lyons in the early ’70s who owned it until early 2000 and then sold it to John Sheehan who sold it to the current owner, Mike Thorpe. What is being offered here today is a remarkable piece of history that has had numerous rebirths throughout its development. There is nothing standard about this machine: it is completely original and a testament to the true nature of collaboration. See also “Burt Munro Indian legend of Speed,” By Bert Begg.
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important vintage & collectable motorcycles
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9 Circa 1911 Douglas $10,000 - $15,000
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future primitive The Bristol-based Douglas Foundry took up motorcycle production in 1907, three or four years before this machine was created. There is something quite remarkable about a find such as this very early Douglas. Putting aside the validity of its design, whose fore and aft piston installation created a slim machine with a low, attractive and successful centre of gravity, and the early competitive success (the design took first, second and fourth place in the 1912 Junior TT on the infamous Isle of Man). What is so attractive about this machine is the fact it has endured.
More importantly, the few known owners of the machine had the foresight to let it be. The adage ‘don’t fix what ain’t broke’ is stretched to its limit here. On close inspection, one can actually inhale every mile of this machine. The current owner layered it in wax grease some 25 years ago and has intermittently ensured that the inners have been well lubricated. The patina is more like a skin that has enveloped the past 98 odd years, since it was carefully hand built and rolled out of the foundry. Whichever way you look at it, this machine has mana.
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important vintage & collectable motorcycles
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10 1969 Triton T150 Built by: Arie Van Bodegenraven $18,000 – $22,000
What could have been.. This immaculate T150 Triton (a hybrid of Norton and Triumph) pays homage to the pinnacle of British motorcycle engineering of the late ’60s. This formidable hand-built machine has a Triumph 750cc Trident engine and is balanced, ported and polished with mushroom tappets; it has travelled far fewer than 1,000 miles since total rebuild. Beautifully matched with Norton’s superb wideline feather-bed frame, Roadholder 22
forks each having a 250mm Fontana doublesided, twin leading, shoe front brake (the rare Fontana 4-leader); thus the Triton is a successful and rare hybrid machine and has all the anchors required to handle its extraordinary power delivery. New Zealand VINed and registered as 1969 Trident, it is a breathtaking machine in every respect and rides beautifully.
All components are state of the art and in fitting with the period. For full details of this extraordinary machine please go to www.webbs.co.nz
1971 Triumph Trident T150
Fast line Arguably one of the world’s most capable roadsters when released in 1969, the new 740cc pushrod-operated, three-cylinder engine pumped out a respectable 58bhp which catapulted the pilot across the 200kph line with a unique howl and smooth line. With this, the Trident delivered a relaxed 150kph cruising speed for as long as the pilot’s upright position allowed.
Unfortunately the success of the Trident was limited because of Honda’s introduction of the flamboyant CB750 in 1972. However, the T150 Trident delivered superior handling, leaving the wide CB750 for dead through the turns. This translated into success on the track: first, second and third places at Daytona in 1971 and countless wins of production TT for the legendary Slippery Sam (see also lot 10). Registrations remains on hold.
important vintage & collectable motorcycles
$8,000 - $12,000
2009
lot
10A
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lot
10B 1975 Triumph Trident T160c $15,000 – $18,000
The Minta With fewer than 1,200 genuine miles on the clock and 100% factory correct, this has to be one of the cleanest Tridents available in Australasia. Returning to Triumph’s signature design lines, the T160c added the aggressive sloping cylinder line in the last year of Triumph production. Produced in one of Triumph’s more troublesome years, the T160c was overshadowed 24
by the newly elected British Industry Minister Eric Varley’s recall of a loan of four million pounds in July 1975 and the subsequent refusal to renew Norton-Villiers-Triumph company’s export credits. These events threw Triumph into receivership and caused mass redundancies. The example offered here is thought to be one of the last 1,000 machines produced during this rather dark slice of English industrial history. The T160c is a timely reminder that bad decisions are
made through good and bad economic cycles. The quality and sophistication of the T160c has out lived both Mr Varley’s controversial decision to pull the rug out from under the British motorcycle industry and the big bike trends of the time. It is no wonder Triumph having risen from the ashes returned to the philosophy of the triple for the contemporary rider.
1973 Triumph Trident T150
The breadbox The Trident’s modernistic styling was, at the time of its unveiling (1973), not universally appreciated, particularly in America. In fact, the angular lines expressed by the Trident were forced off the table a year later. However, in retrospect, it is evident that the clean angular aesthetic Triumph had developed foreshadowed many of the tightly cut designs of the late ’70s and early ’80s.
important vintage & collectable motorcycles
$8,000 – $12,000
2009
lot
10C
25
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11 1983 Harley Davidson XLS 4-Speed Sportster Roadster $6,000 – $8,000
Iron head The first XLS (S for special) took some design cues from the Low Rider which made a point of accommodating the pilot’s better half, although the pillion mount was still sub-standard and ran the risk of attracting a class action. This did not, however, distract the design team away from its core responsibility to the rider which had the standard power plant delivering a 14.26 seconds 26
quarter mile drag (excluding the missus). As with many Harleys, the culture of the bike invited all manner of customisation. Factory options included nine-spoke alloy or classic wire wheels. The other extras displayed on this example were acquired via Harley-Davidson’s ever-growing accessories catalogue. This particular machine reflects this and it is likely that a certain amount of work was completed by New Zealand’s Iron Head Sportster Ltd.
1981 Yamaha SR500
Old Faithful I have owned many bikes but the SR500 holds a special place. It was my first road bike, the one my parents never knew about, the one I could barely afford and the one that carried me safely through my initial years on the road. First released in 1978, the SR500 was destined to become a legend as one of the most reliable and easy-to-maintain motorcycles ever built. It sold more units in Germany than any other Yamaha and in Japan the SR holds cult status. Produced for over 30 years the SR500 applied
the same power plant as its brothers’, the remarkable XT500 and TT500. Its featherbed inspired frame also proved successful and what was even better was the fact you could bolt on a further 20 HP without having to rework the bottom end, which made the SR a wildly popular candidate for anyone looking for a solid café racer. Unfortunately new noise and emission regulations signalled the end for this big air-cooled single in 1999. The SR subsequently transformed into the smaller, more environmentally compliant SR400. However,
what remains is a huge subculture dedicated to non-corporate designed motorcycles. For a quick glance at this contemporary movement go to the ultra-cool www.deus.com.au. This team of hipsters blend the heart of the SR and custom built rides into something between 1950 and the year 3000. This SR is a personal favourite of mine. Over the years, it’s been a wildly reliable ride and has traced some of the best miles I’ve travelled in New Zealand. And yes, I am feeling a bit sad about seeing this one go.
important vintage & collectable motorcycles
$2,000 – $4,000
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12
27
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13 1930 BSA Sloper SV 500 $12,000 - $15,000
hard yards Another wonderful example of Neil Skeet’s workmanship this 1930 side valve Sloper, which in some ways reflects the end of an era as over head valve technology started to become common place for the private rider. With this, the best of side valve designs faded out of favor. Fitted with ‘colonial’ guards which were 28
designed to address our rough and muddy roads, this example is sure to have seen some of toughest miles in New Zealand which is a testament to it rugged reputation as a non nonsense hard working machine.
1931 BSA O.H.V Sloper
The one that got away.. Although documented in Maureen Bull’s remarkable publication New Zealand’s Motorcycle History – Book One: 1899 to 1931, the early history of Neil Skeet’s BSA Sloper is not known. However, we are told it was first noticed on a railway wagon of scrap iron passing through Masterton where its reprieve was negotiated. It passed through two owners before Neil purchased it for a modest sum. The
previous owner had been using the motor in a makeshift garden tractor (a worthy task for such a strongly designed motor). Neil undertook a full restoration which resulted in this magnificent example of the BSA Sloper standard model. Fitted with a rare after market rider’s instrument panel Neil’s Sloper was a well-known bike in the vintage club scene throughout the ’60s and ’70s. With its overhead valve cylinder angled forward, the Sloper’s low, rakish looks were in tune with
the times and have maintained a solid following ever since. With a wet sump, saddle tank and a 90 degree valve angle, the S29 was absolutely up to the minute; what is lacking in speed (top speed was 105kph) is made up for in style. Over 80,000 units of the BSA Sloper were sold and it proved to be a company favourite; this suggested that the public’s aesthetic eye was maturing.
important vintage & collectable motorcycles
$12,000 - $15,000
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lot
13A
29
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14 1926 Douglas $12,000 - $16,000
Refined geometry The Douglas Engineering Company, formed in Bristol by brothers William and Edward in 1882, was at first a blacksmith’s shop but soon expanded to become an iron foundry. After the turn of the century and the advent of the motor vehicle, it soon became involved in the development of engines and was especially renowned for horizontally opposed twincylinder bikes and as a manufacturer of furious 30
speedway machines. There were no less than five incarnations of Douglas throughout its somewhat bumpy history; despite this, Douglas enjoyed competitive success and helped establish the flat twin as a practical engine layout for motorcycles. This configuration lowered the centre of gravity and provided a smooth delivery of the power. The attractive external fly wheel was also a signature mark which, when lightly struck, produced a wonderfully clear and consistent note. The final model, the Dragonfly,
still a horizontally opposed twin, was announced in 1954 with production finally ending in 1957. Well campaigned by the vendor, this excellent 1926 Douglas is in good running order. See also Lots 329, 330 for spare parts for this motorcycle.
1951 BSA A7 500cc
Getting it right Designed by Val Page, Herbert Parker and David Munro, the BSA A7 was the first of BSA’s twincylinder motorcycles. It was ready for launch in 1939 but the outbreak of WWII delayed the launch until September 1946 after hostilities had ended. The very first A7 off the production line was flown to Paris for the first motorcycle show after the end of the war and the public’s reaction was favourable – demand was high for simple, affordable transport. The 495cc twin-cylinder
engine produced 26bhp and was capable of 85mph. The BSA A7 parallel twin essentially followed Triumph lines: 360-degree crankshaft, vertically split crankcase and cast-iron cylinder barrel and head; however, it employed a single camshaft rather than the Triumph’s double. Overall, the machine seemed slightly derivative and a little unresolved. Enter Bert Hopwood, one of the Britain’s most creative designers, responsible for the Norton Dominator (Lot 2) and the BSA Rocket 3/Triumph
Trident (refer Lot 10A). One of Hopwood’s first tasks was to extensively revise the A7 engine along the lines of his newly introduced 650cc A10 Golden Flash. Launched as the BSA Star Twin, the new 1951 model featured twin carburetors and increased compression ratio. It also had the latest design of cylinder head with authentic steel inlet and exhaust valves. The up-rated engine was fitted to a plunger frame and finished with extra chrome as can be seen on the motorcycle offered here.
important vintage & collectable motorcycles
$10,000 – $12,000
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15
31
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16 1928 Norton CS1 $30,000 - $40,000
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The blue print Ridden to its limit, no other production bike could come close. The CS1 (Cam Shaft One) was Norton’s first overhead cam engine. It replaced the influential overhead valve model 18 at the top of its range and thus became the basis for all Norton’s racing efforts. It was designed by Walter Moore who had been brought into Norton to take over from the ailing James Norton. Moore knew that the way to secure more power was through higher RPMs and that overhead cams were the answer. Blueprinted in 1926, the engine was first used at the Isle of Man TT circuit in 1927. In fact, the engine had never been tested before, let alone raced. However, Moore’s faith in his design saw him rushing two fresh CS1 motors to the island and hiring a tugboat to get himself there overnight through treacherous winter waters. Once landed, Moore then faced the challenge of convincing the team mechanic and pilot (Alec Bennett) to fit and race the new power
plant. By the end of the next day, the CS1 and Alec Bennet had rewritten the history books, winning the Senior TT by over eight minutes: a remarkable result by anyone’s standards. The CS1 is also famous for being the victim of corporate politics. By 1928 the motorcycle had been commissioned for production and the machine on offer here is a result of that fine decision. However, Moore wanted a seat on the board of Norton but was blocked by a faction who did not want to see the ‘workshop’ at the table. Soon after this Moore ‘defected’ to Germany where he worked for NSU. Adding insult to injury, Moore could prove that his CS1 design was produced outside of his working hours with Norton which allowed him to take his design to NSU who proceeded to produce their own version of the CS1 in 1929. Upon NSU realising their version, Norton’s infamous low-slung CS1 was called out of production after only one season. This rare landmark Norton is one of the most soughtafter of all racing machines.
33
2009
important vintage & collectable motorcycles
lot
17 1914 Royal Ruby $25,000 - $35,000
The jewel in the crown Royal Ruby motorcycles were built from 1909, although some say it was later at the Cannel St, Ancoats factory in Manchester, which had previously been manufacturing cycles only (Ruby Cycle Co). They were relatively successful though expensive as the company ambitiously tried to make as much as possible on site. The engines were JAP or Villiers with the ‘Royal Ruby’ name cast on them. Fitted with the 976cc side valve JAP V-twin engine, the publication
34
‘The Motor Cycle’ pointed out that “the machine throughout (was) a fine example of straightforward British workmanship…with the machine presenting in a neat and businesslike exterior”. They offered a three-speed countershaft hub gearing, Druid forks, Bosch magneto and a single Almac carburetor. Innovative details such as adjustable foot rests were also indicative of the early ambitions of Royal Ruby. Only 15 examples are known to exist in the world and this wonderful specimen was recommissioned in the early 1970s by one of New Zealand’s respected motorcycle restorers.
35
2009
important vintage & collectable motorcycles
lot
18 1913 Triumph Tourist $20,000 - $25,000
The First all-British Motorcycle The first Triumph motorcycle of 1902 used a Belgian Minerva engine but, within a few years, the Coventry firm (originally a bicycle manufacturer founded by German immigrants Siegfried Bettman and Maurice Schulte) was building its own power units. The first of these, a 298cc single-cylinder side valve, arrived in 1904. By 1905, Triumph succeeded in manufacturing the first 100% British-made motorcycle. Production at this stage was approximately five per week. The famous 3.5hp model, an example of which is offered here, first appeared in 1907. Originally 453cc, its side-valve engine was enlarged to 476cc in 1908 and finally to 499cc in 1910 before being superseded by the 4hp model in late 1914.
36
A slim tank housed within the frame holds fuel and oil. Transmission is by direct belt drive so, to start the Triumph, it is necessary to peddle up to speed until you release the valves closed in order to fire the machine up. Once running you might reach a heady top speed of 25 mph. With this machine, Triumph’s early involvement in competitive racing was successful. Jack Marshall’s 1908 Isle of Man TT victory cemented Triumph as a leader in its field and greatly stimulated sales. By the outbreak of WWI, the marque’s reputation for quality and dependability was well established, leading to substantial orders for ‘Trusty Triumphs’ for British and Allied forces. This is an outstanding example of the early Triumph and represents the best of British from a bygone era.
37
2009
important vintage & collectable motorcycles
lot
19 1940 Velocette G.T.P $12,000 - $16,000
Two stroke genius Produced from 1904 to 1968, the Velocette marque was headed by brothers Percy and Eugene Goodman and by the early ’20s the mark had gained a reputation for reliability and, more importantly, speed. Stanley Woods, Freddy Frith and Alec Bennett were but a few of the great riders who piloted Velocette to memorable 38
victories. The ‘Velo’ was one of the few marque that were well known for both their pedigree four strokes and innovative two strokes. The ultimate expression of Velocette’s two-stroke line, the GTP, appeared in 1930. Unlike many of its contemporaries that bore the weight of economic depression, the GTP was not a ‘built-to-a-price’ utility model but a sporting lightweight of advanced design. It incorporates
coil ignition and pumped lubrication, controlled by the throttle (a very successful system that would be rebranded ‘autolube’ by the Japanese two stroke some 40 years later). This significant example has been recommissioned to a very high standard.
1925 BSA flat tank
Founded at a time of national crisis, The Birmingham Small Arms Company (BSA) is an example of how history repeats itself as the birth and subsequent growth of BSA was directly owed to periods of national crisis. In 1692 and then again at the outbreak of the Crimean War (I854-56) and then finally at the outbreak of WW1 in 1914 BSA stepped up to mark and plowed vast amounts of resource and at times sacrifice to ensure British victory.
During the Great War BSA were producing the some 10,000 rifles per week, and the hundreds of thousands of shell fuses and aero components that were required to fuel and replenish the vast destruction the great war created in its wake. They also produced field transport which proved reliable and critical in terms of ensuring front line communications were maintained. The BSA offered here reflects that era of design.
When hostilities finally ceased in 1918 BSA quickly refocused its effort towards feeding the huge civilian demand for personal carriage. Having earned a reputation for ultimate reliability the BSA mark held a special place for much of the commonwealth having carried our boys through the grim thick and thin of WWI. Perhaps playing on this BSA’s distinctive green and cream tank colours were first employed on the model offered here.
important vintage & collectable motorcycles
$12,000 - $18,000
2009
lot
20
39
lot
21 1929 Harley Davidson with sidecar $25,000 - $35,000
40
Old Whitey This is the last H-D model to use the well-proven inlet-over-exhaust engine which had formed the basis of Harley-Davidson’s previous two decades of commercial success. However, the true value of this machine rests once again in its provenance and recommission. The ‘essence’ of this machine (including an engine full of mud and water) was acquired in the mid -’60s by Geoff Hockley, one of New Zealand’s early motorcycle visionaries and dedicated enthusiasts. Hockley recognised the historical value of these machines. Shovelled off the back of a truck, Hockley’s 1929 H-D finally took
shape after hundreds of hours of ‘spare time’. As Hockley toiled away in the workshop and ‘Old Whitey’ came to life once again in 1975; from there, he and his most excellent machine enjoyed many years of rallying without missing a beat. It’s machines such as this that pay tribute to the long-standing commitment a generation or two of New Zealanders have had to ensuring the existence of what are remarkable pieces of engineering. They also represent our collective desire to travel free, albeit with the missus in the sidecar.
41
2009
important vintage & collectable motorcycles
42
$55,000 - $60,000
In machine we trust The nature and value of this machine is twofold. At the centre of the machine is a factorycorrect power-plus motor: a design that had, by 1920, placed Indian as the largest motorcycle manufacturer in the world. Founded in 1901 by two bicycle racers, George Hendee and Oscar Hedstrom, the factory was producing 500 machines a year by 1903. Ten years later, this number would be 32,000, such was the phenomenal success of the Indian. Indian’s
first V-twin appeared in 1907. It was this layout that was to carry Indian riders such as Erwin ‘Cannonball’ Baker and Charles ‘Fearless’ Balke through a wealth of racing and record-breaking successes and into the hearts and minds of the fascinated public. Introduced in 1916, the 1,000cc 42 degree V-twin engine was more powerful and quieter than previous designs, delivering a solid 100mph. It was this design, more than any other, that placed Indian and Harley-Davidson into one of the most public and competitive death rolls in the history of the industrial age. The Power Plus was highly successful, both as a roadster and a racer. The second point is that the entire geometry (frame, forks and ancillary
detailing) has been handcrafted from solid A130 chrome molly. Add to this direct drive power delivery and you have an extremely impressive 1916 Power Plus replica. This machine is ready for contemporary competition which can be found at the Davenport site in Iowa or the Wasion Track in Ohio. The simplicity of this motorcycle is entirely deceptive as the pilot requires 100% concentration and the utmost trust in God and geometry.
important vintage & collectable motorcycles
1916 Power Plus Board Track racer replica. Hand Built by Mr Tim Swain.
2009
lot
22
43
lot
23
1931 AJS S3
$25,000 - $35,000
one of 10 The AJS S3 was produced in an attempt to revive the flagging position of the AJS company which had over-diversified on the cusp of the great depression. As a result, the AJS activities were broken up and sold. The motorcycle business was acquired by Matchless, an everyman’s brand that was well known for nononsense hard-working machines. Unfortunately the design philosophy of the S3 was a long way off and Matchless squashed the innovative promise of the transverse V-twin and, according to authoritative reports, only 10 examples of the S3 were ever built. The history of this example, as told by Alan Black, is well documented: sold new in Blenheim in 1932, the machine changed hands and belonged to the uncle of Trevor Harris (of vintage HarleyDavidson fame). By the late 1940s, it belonged to Peter Coleman who used it daily (Peter, at one stage, identified to Alan a small strengthening repair he had made). Alan Black acquired the machine from Peter Snell, who had found it in a fowl house in Washington Valley, Nelson where he and a friend were doing a spot of gardening. The machine was given to Peter as partpayment for his labour! It then languished for a number of years in a basement under the Black Cat Dairy in Annesbrook, Nelson, and from there landed in the talented and patient hands of Alan Black. Black spent eight years ensuring the machine was recommissioned to the highest possible standard, to the extent that even the burred nuts and bolts were carefully dressed so the originals could be used again. As a result, the machine won the 1989 New Zealand national vintage rally concours.
44
The S3 was one of the earliest practical applications of the simple engineering logic that said that by mounting the V-twin transversely in the frame it would be lined up for shaft drive. It also allowed more efficient airflow across the cylinder heads. Other exotic features of the S3 were that the side valves were operated by chain-driven cam shafts on the outside of the cylinders, and that it applied a dry clutch. In 1931, AJS’s development rider, George Rowley, was instructed to enter the S3 in the truly gruelling Scottish six-day trial and to find two other riders to make up the team. However, the bike’s poor (and unwarranted) reputation deterred any other rider from accepting the ride! In the end, against all odds, Rowley won the Gold medal astride his lone AJS S3. For all its faults, it stayed the distance, just as this S3 has done.
45
2009
important vintage & collectable motorcycles
lot
24 1950 BSA Bantam $4,000 - $6,000
The Quintessential Born in 1948, the BSA Bantam is one of the great British icons of the 20th century. Like warm beer and black taxi cabs, the heart of the humble commuter is its no-nonsense simplicity. It is also said that the Bantam was everything that was best about the British bike industry: that is, it was 46
German, as the heart of the machine was a DKW (German) blueprinted design. The Bantam had fewer parts than did the vast majority of other bikes made during the same period which meant that less could go wrong – a fairly logical design philosophy. Although it could seize easily, the vibrations could quite
easily shake the thing apart if the owner were not vigilant with regular spanner application. The Bantam also boasted feeble brakes and wildly basic electrical system. For many, the Bantam was an introduction to basic maintenance skills, milk bars, stocking-clad girls and mates with too much Brylcreem.
$8,000 - $10,000
From little things... Another great example of New Zealand motorcycle creation, the aptly named ‘Mighty Atom’ was hand built by Mr J S Gibbons (his name being punched into the brass petrol tank cap). Many components were entirely handcrafted, such was the number-eight-wire mentality that was applied. Putting aside the very unusual scale of the machine, much of the bike, on first impressions, reflects all the things you would want in a motorcycle. The following extract is quoted from N Z Motor Cycle, 1 August 1933: “The small motorcycle illustrated was designed and built by Mr Gibbons of Onehunga, New Zealand. Considerable ingenuity has been shown in its design and construction; notwithstanding its size, it is thoroughly roadworthy and is in daily use by Mr Gibbons. “For the benefit of readers, Gibbons has been good enough to supply us with details which will prove to be of interest. The frame and fork are made of 1/6 sheet steel, pressed to channel section with solid lugs and corner pieces welded in. A single central spring is employed on forks, employing the Webb principle. It has aeroplane section tyres are 12 ½ x 12 ¾ on 8”, wheel base rims provide comfortable riding and the rear wheel
is fitted with an external contracting brake, entirely home-made.
cycle weighs; wheelbase measures 31”, height to top of bars 26”, saddle 18”.
“Perhaps the most interesting part of it is the engine: OHV 2 port, which is a mixture of various parts. The crankcase is AKD to which is attached a cylinder of unknown origin fitted with a liner and alloy piston. Bore and stroke are 2 x 2 giving a capacity of 100cc and a compressed ratio of 7 to 1. With the Amac carburetor, Mr Gibbons reckons on getting 400 miles per gallon. The gearbox is a Douglas shell cut down, and new gears cut to fit a cork clutch made specially thin to fit inside the frame complete this unit. ½ x 3/16 all chain drive is employed. Gear ratios are top 3.5 to 1, low 7.2 to 1. Sixty-five pounds is all this wonder motor
“Mr Gibbons, who is 5’ 6” in height and weighs 11 stone, has already ridden it 600 miles, and says it is capable of 50mph. Tested against a car, 38mph has repeatedly been attained. Tested on a skating rink, Mr Gibbons was able to tow 16 men!” The present owner bought The Mighty Atom roughly 35 years ago from Charlie Emmerton who lived in Ellerslie and was a bus inspector for the Otahuhu Passenger Transport Co. This is a rare and wonderful machine that captures the essence of New Zealand’s early custom-build culture. important vintage & collectable motorcycles
Circa 1921 The Mighty Atom Hand Built by Mr J.S. Gibbons
2009
lot
25
47
lot
26 2008 Road Rage Builders: Dave Anderson/Ray Pratt $100,000 - $120,000
Street legal New Zealand has a history of delivering innovation. This modern machine is a testament to this and to the fact that New Zealand has its fair share of committed motorcycle builders who are willing to expend blood, sweat and tears to create exceptional bikes. As it is with any significant build project, a broad set of talent and experience needs to be applied. However, it is fair to say that the lifelong experience of Ray Pratt and Dave Anderson was the driving force behind this project. Probably best known for their long-term interest and participation in
48
drag racing and any other motorcycle sport that requires large volumes of horsepower and lots of safety gear, Dave and Ray now work alongside each other at Ray’s business, Auckland Motor Power Sports. Built in 2008, the machine was flown to the US to compete at the Official World Championship of Custom Bike Building at Sturgis 1958-2008 – the largest motorcycle event in the world today with over 400,000 people in attendance. In this setting, being invited to enter is an achievement worth writing home about. However, up against massive build budgets this handmade beast attracted a very respectable fourth place. The innovative craft and sheer power of the machine are difficult to list but it is safe to say that every inch of this machine has been handcrafted to deliver a very versatile, wholly unique and capable machine.
Twin downdraft VFI fuel injection fabricated intake pleneum. World first all-new drive system for the S&S XWedge motor, billet 6061T6 machined primary drive housings and stacked shaft trans case featuring integrated swingarm and frame mounts. Compact drivetrain with 10 inch centers crank to gearbox mainshaft. Removable spine oil tank, full spec electrical system, by Mark Stegstra with self-cancelling turnsignals/ digital instruments with shift lite / warning lites / recall mode. Stainless steel panel work including tail section fuel cell finished in waptosy industrial coatings with no filler (refer www.webbs.co.nz for full tech spec).
49
2009
important vintage & collectable motorcycles
lot
27 1976 R90s $16,000 – $20,000
the boxer BMW’s true origins rest in the production of aircraft; however, the 1919 Versailles Treaty destroyed Germany’s large-capacity combustion industry and so BMW was forced to cease producing large displacement engines and refocused on 500cc units. Named the ‘Boxer’, a metaphor referring to the two opposing cylinders combusting against one another like 50
two competing fists, the 1932 signature design was to be the basis of one of the world’s greatest motorcycles.
BMW had been distinctly uninterested in what the rest of the motorcycle industry might have been doing.
Fast-forward 50 years through decades of influential and innovative design, many competitive victories and the regeneration of German industrial vision post-WWII and we arrive at the first modern super bike of the 1970s, the R90S. Until then, it could have been said that
However, by the 1970s the super bike race was gaining unprecedented momentum and, in designing the R90S, BMW was very deliberate and very German about entering the fray. Although lacking a few horsepower and offering a mere two cylinders the R90S placed function>>
1976 R90s
100% feinwerktechnik over form. The bike offered the first handlebarmounted bikini fairing and the pilot was able to hold a high speed (+200kph) for longer than could any Japanese four-cylinder pilot of the day. The ergonomics as a whole could not be matched and the suspension was predictable and very versatile. The low centre of gravity inherent in the ‘Boxer’ and the twin Brembo
front discs were class-leading. The smoky finish in silver/black or Daytona orange was just too cool and the overall build quality was, at the time, only comparable to that of Rolls Royce. Ultimately unique, the quintessential ‘Boxer’ continues to set the mark in sports touring. Both machines on offer are of exceptional quality. The orange Daytona machine was rebuilt completely by Ian Falloon with NOS parts for
the major BMW concours in Australia which it won in 1998. Falloon is a world authority on the marque and this bike features extensively in, and is on the front cover of, his book on the R90S. The other machine has also recently been recommissioned to concourse specifications. Both machines require running in. The only thing not factory original about these machines is the air in their tyres.
important vintage & collectable motorcycles
$18,000 – $24,000
2009
lot
27A
51
lot
28 1974 GT750 $18,000 – $20,000
Boiling Metal Developed from the Suzuki GT500 (Refer to lots 29 and 29A) with an extra cylinder and liquid cooling, the prototype Suzuki GT750 was shown at the 17th Tokyo Motor Show in October 1970 and launched in Japan in September 1971 as a sports tourer (GT standing for Grand Tourismo). Launched as their answer to the super bikes of the day, such as Honda’s CB750 and the Triumph Trident, ‘the water bottle’ was the first Japanese serial-manufactured motorcycle with a liquid52
cooled engine. What would also have been a first for any manufacturer of the day was the development of Suzuki’s SRIS (Suzuki Recycle Injection System) which was a method for lowering the visible exhaust smoke by collecting and burning residual oil/gas laying in the bottom of the crank chambers. The GT750 was also the first manufacturer to offer twin 295mm disc brakes. Although relatively heavy, the GT750 has a versatile five-speed gearbox and an attractive three-into-four exhaust system which delivers
a highly unique two-stroke howl. At the height of its production run, the GT750 was producing 73bhp and was capable of delivering a reasonably safe 120mph. However, as with all big two strokes of the mid to late 1970s, the GT750 was a victim of stricter emission regulations and competition from the technical developments of four-stroke motorcycles. Lot 28 is an immaculate example which comes with the plates ‘GT750’. With this, Lots 28A and 28B are solid road runners.
lot
28A 1974 GT750
1976 GT750 $3,000 - $6,000
important vintage & collectable motorcycles
28B
2009
lot
$3,000 - $6,000
53
lot
29 1976 GT 500 Suzuki - Red
lot
$2,500 - $4,000
29A 1977 GT 500 Suzuki - Green $2,500 - $4,000
Once bitten twice shy By 1967, Suzuki had enjoyed almost a decade of international racing success, with New Zealand’s very own Hugh Anderson contributing a number of World Championship victories (including Suzuki’s first-ever win in 1962). With much of this success captured on highly strung 50cc and 125cc machines, Suzuki machines were appreciated for their agility and excellent powerto-weight ratios. However, in 1967, the Suzuki 54
group made its move into the big bike scene with the T500, known as the ‘Cobra’, an oversized and relatively thirsty two-stroke parallel twin. Its 46bhp was reliable and fast with a top speed of 180kph. Remaining in production for 10 years, gaining front disc brakes, electric ignition and fresh styling along the way (and becoming the GT 500 in 1973), Suzuki’s big twin was a popular privateer’s bike in the race scene of the day and in 1971 New Zealander Keith Turner used the
Suzuki twin to claim second position in the World Championships. Although its motorcycles were successful, Suzuki’s progress was soon to be overshadowed by the first super bikes of the era, Honda’s CB750, the insane Kawasaki 500 Mach III and BMW’s R90S. Both examples in this catalogue are in good running order and are ideal riders (registrations are on hold.) or fresh restoration projects: your call.
2009
important vintage & collectable motorcycles
lot
30
1954 Royal Enfield $2,000 - $5,000
55
56
1965 Suzuki T20 Super Six Speed Hustler Complete
$8,000 – $12,000
31
34
37
32
1954 B31 350cc Fresh restoration $4,000 – $6,000
1965 Yamaha YDS3 5 Speed 95% complete
35
1929 BSA Sloper $3,000 – $4,000
1930 BSA Sloper $2,000 – $3,000 lot
$2,000 – $4,000 lot
$15,000 – $20,000
lot
$2,000 – $4,000
1938 Triumph 5T 500cc Edward Turner design. Single owner. 100% factory correct (complete with tool kit)
lot
1926 Harley Davidson Pea shooter 350cc 95% complete
$14,000 – $18,000 lot
lot
1955 BSA Gold Star 500cc Engine Number: DB34GS617 Re commissioned frame
36
38
1930 BSA Sloper $2,000 – $3,000
important vintage & collectable motorcycles
33
2009
30A
lot
project bikes lot
lot
late entries
57
PARTS publications & memorabilia
100
Official Journals for ‘Vintage Motorcycle Club’ , 1966 – 98, various volumes. $200 - $300
101
‘Motorsports ‘ Magazines, various volumes,1961– 68, 1969 – 74. $130 - $180
‘Motorcyle’ Broadsheet, 1970 $20 - $40
115
Assorted Vintage Spark Plugs $50 - $100
116
Miscellaneous Gaskets $40 - $80
102
‘Motorcycle’ Magazines, various volumes, c.1947. $50 - $100
117
‘Beaded Wheels’ Magazine, various volumes 98 – 149, $50 - $100
103
‘Classic Motorcycling’, various volumes. $50 - $100
118
‘Popular Mechanic ‘, 11 volumes, 1931 – 1940. $20 - $40
104
‘The Classic Motorcyle’, various volumes, 1984 – 89. $50 - $100
119
‘Motorcyclist’, Illustration,15 volumes, 1960s. $40 - $80
105
‘Isle Of Man Examiner Racing Rally’, 1958 – 62, various volumes. $40 - $80
120
‘Motorcyclist’, 21 volumes, 1960s. $50 - $100
106
‘Classic Bikes’. 12 volumes. $50 - $100
121
‘Restored Cars’, volumes es 1 – 52. $100 - $200
107
‘Collectors Cars’, 25 volumes 1979 – 81. $50 - $100
122
‘On Two Wheels’ Magazine, volumes 66 – 120. $80 - $160
108
‘Motorcycles’ Broadsheet, various volumes, 1964 – 71. $100 - $200
123
‘Classic Car’ Magazine, 30 volumes. $60 - $120
109
‘Classic Bike’, various volumes, 1981 – 2006. $500 - $600
124
‘Motorcyles’ Broadsheet ,1970s, approx 45 issues. $80 - $160
110
‘Beaded Wheels’, various volumes 150 - 166, 1984 - 87, 1992 - 2007. $100 - $200
125
Motorcycles Wall Hangings, various. $20 - $40
126
Number plates, various. $300 - $400
111
‘Veteran and Vint Mas’ 198 volumes, 1965 - 79. $200 - $300
127
Historic Racing Motorcycle Book. $50 - $100
112
‘Classic Motorcycle Mechanics’ , 23 volumes, 1987 - 91. $30 - $60
128
‘Harley Davidson’ Illustrative Book. $40 - $80
129
‘Hints and Tips For the Motorcyclist’, 1929. $20 - $40
113 A Vintage Bike Helmet and Goggles
$40 - $80
58
114
146
‘Parade of World Champions’, 1964. $50 - $100
162
‘The Motorcycle’ 1930s – 1960s 29 Issues. $80-$120
131
‘J.A.P’ by W C Haycraft, 1950. $15 - $30
147
‘BSA Motorcyles, Replacement Parts for 1933 Models’ $50 - $100
163
‘The Motorcycle’ 1930s. 22 Issues. $80 - $120
132
‘Royal Enfield’ by WC Haycraft, 1950. $15 - $30
148
‘BSA Motorcyles, A Practical Guide’. $50 - $100
164
‘The Motorcycle’ 1960s. 47 Issues. $120 - $180
133
‘Villiers Enine’ by Cyrill Grae, 1951. $15 - $30
149
‘BSA Motorcyles, Replacement Parts for 1938 Model. $50 - $100
165
Thoroughbred and Classic Cars. 1974 – 1980. $200 - $300
134
‘Motorcyle Manual 192627’ $40 - $80
150
Various BSA Manuals. $40 - $80
166
135
‘The Motorcycling Manual’ by the
151
Assorted ‘Vintage Motorcyle’ Publications. $50 - $100
American Motorcycle and Car Collection. $300
167
152
Various Technical Manuals. $80 - $120
Assort British Card Collection. $100
168
153
Triumph Manual. $40 - $60
Assort Rego Stickets. 1968 – 76 Framed. $90- $120
154
Book of Motorcycles,Trailbikes and Scooters. $25 - $45
169
Assort 60s and 70s Car Pamphlets. $60 - $120
155
Motorcyling Sportsmodel Roadtest. $20 - $30
170
Vintage Map Lower North Island. $30 - $50
156
‘Made to Vintage Age Pictorial
171
Assort Motorcycle Magazines 1961. 24 Volumes. $50
172
‘The Enthusiast Assort’ 1940s. 4 Vol. $20
173
‘Twisted Grip’ 6 Volumes. $20
$60 -- 60-70 Volumes $10 - $20
174
‘Classic Cars’ 5
136
Staff of Motorcycling. $20 - $40 ‘The Motorcyclists Handbook’,
1920s. $30 - $60
137
4 various Rider’s Instruction Books for BSA. $50 - $100
138
Handbook for 3.5 Horsepower Bradbury. $20 - $40
139
‘The Story of BSA’. $40 - $80
140
‘Dykes Auto and Gas Engine Encyclopedia’, 20 editiond, 1945. $50 - $100
141
‘Instruct Manuel 17 for
157
1874 – 1965’ 3 Volumes. $40 -$50 ‘Book of AJS 1927’ By W
C Haycraft. $40 - $50
‘NZ Classic Wheels’ 12 issues.
Triumph T120’. $20 - $40
158
142
S’ervice Manuel for FX Softail Modes 1985-87. $50 - $100
159
175
143
Various Vintage Motorcyles Publications. $40 - $80
‘Motorcyle Sport’ 1964 – 1978 Misc. Vol. $100 - $140
1959 Official Guide and Programs TT Racers. $30 - $60
160
176
144
‘Early Days, The British Motorcyle Industry’. $50 - $100
‘Motorcycle TT Report’ 1964 –1967 Misc Volumes. $80 - $100
Assorted Vintage Motorcycle Club Handbooks. $40 - $60
161
177
145
Original Bradbury Promotional Book, 1913. $40 - $80
‘Two Wheels’ 1960s and 1970s. 45 Issues. $80 - $120
Assorted NZ Vintage Club Publications 1950s and 1960s. $40 - $80
important vintage & collectable motorcycles
‘A Practical Guide, Norton from 1932’. $30 - $60
2009
130
59
60
178
Assorted NZ Club Publications 1950s and 1960s $40 - $80
185J
Assorted Royal Enfield Brochure. $50 - $70
179
Assorted NZ Club Publications 1950s and 1960s $40 - $80
185K
1938 Royal Enfield Brochure. $40 - $60
180
Collectors Scrapbooks. $40 - $80
185L
181
Assorted Motorcycles Magazines. $20 - $40
1957 Ariel Motorcyle Brochure. $50 - $80
185M
1937/8 Ariel Booklet. $40 - $80
182
Assorted Motorcycle Club Posters. $30 - $40
185N
183
Maintainance Manual. $20 - $30
184
Annual BSA Bike Catalogue. 1930s $40 - $60
185
Annual BSA Bike Catalogue. 1930s $40 - $60
191
One vintage Pillion Seat $50 - $70
192
Vintage Horns Mainly English Inc Klaxon. $100 - $140
192A
Vintage motorcyle parts including Fuel Lines. $10 - $20
193
Mid 1930s – 1940s Proprietry Pillion Seats. $150 - $200
1938 Triumph Brochure. $40 - 60
193A
Motorcycle Toys. $50 - $ 60
185O
1937 New Emperial Brochure. $40
194
185P
1936 Triumph Brochure. $40 - $60
1920s Proprietry Pillion Seats. $100 - $150
185Q
1967 Triumph Poster. $20 - $40
194A
Set of 3 Flying Number Plates. $60 - $80
185R
1969 Triumph Poster. $40 - $ 60
195
Bosch Mag. $200 - $250
185S
Early 60s Honda Brochure. $120- $40
195A
Various Cylinder rings and Gaskets. $50 - $100
185A
Assorted Early BSA Flyers. $60 - 80
185B
Assort Early BSA Flyers. $40 - $80
185T
196
185C
Exquisite 1938 BSA Publication. $40 - $80
Two Early 1960s Honda Brochures. $30 - 60
Brake Parts 1920s – 1930s. $100 - $120
185U
197
Springs and Coils. $100 - $120
185D
Rare 1938 Excelsiar Brochure. $40 - $60
Assort Italian and Japanese Flyers. $20 - $40
185V
‘Classic Mechanics’
198
Assort Tank Rubbers. $150 - $180
185E
Exquisite 1938 BSA Publication. $40 - $80
199
PARTS
Flat Tank Oil Feeder and pump $300 - $350
185F
1970 BSA ‘Ride The Exciting Night’ Poster. $45 - $90
186
Tank Rubber Plates for BSA A7 – A10. $20 - $40
200
Early BSA Instrument Panel $150 - $170
185G
1967 BSA ‘Scene Stealers’ Brochure $40 - $80
187
BSA Sloper Related Nuts Bolts and Clips. $150
201
Electrical Dyno Magnetos. $150 - $180
185H
1936 Velocette Brochure Poster. $40 - $80
188
Assort vintage Horns. $200 - $250
202
Light BSA Tank 1934 –1937. $150 - $200
189
Two Piece Mag Dynos. $100 -$150
185I
1937 Royal Enfield Poster. $40 - $60
203
1930s BSA Sloper Tank. $200 - $250
190
One Piece Mag Dyno Parts. $100 - $150
204
Lightweight BSA Tank 1934 – 37. $80 - $120
Publications. $40 - $60
222
Damaged Norton C51 Sidecover. $150 - $200
239
Motorcycle and Car Badges, Books. $150 - $170
206
Mid 1920s BSA Flat Tank. $200 - $250
223
240
Assort Badges Mounted. $120 - $160
207
BSA Lightweight Tank 1934 – 37. $200 - $250
Assort Headlamp Covers Including Road King. $250 - $300
223A Triumph and BSA Assort
241
Assort Motorcycle Stickers and Harley Davidson Transfers. $10 - $20
208
BSA Lightweight Tank 1934 – 37. $200 - $250
224
242
Two Wooden ‘Big Tree’ Gasoline. Signs. $100 - $150
209
Postwar BSA A7 Tank. $150 - $200
Plastic Luggage Bags With Indicator. $50 - $80
Mid 30s Lightweight Tank (maker unknown). $200 - $250
Open Road Leather Luggage Bags With Mounts. $50 - $80
243
210
225
Wooden ‘Vacuum Oil’ Sign. $50 - $80
226
Assorted Tools. $100 - $150
244
Two Wooden ‘Plume Gasoline’ Signs. $100 - $120
227
Assorted Tools. $100 - $150
245
228
Nuts and Bolts. $50 - $60
Two Wooden Petrol Signs. $100 - $120
229
Misc Headlamp Casing and Lenses. $300 - $350
246
Exhaust and Header Pipes incl Fishtails. $500 - $700
247
Set of Golden Flash BSA Badges. $50 - $70
248
Four Transmission Cables. $100 - $120
249
Two Ferrodo Brake Linings $50 - $60
250
Set of New Genuine Dufor Valves. $50 - $100
251
Brake Lamp parts. $80 - $120
252
Brake Lamp parts and Bulbs. $60 - $120
Tools. $150 - $180
211
1930s Norton Tank. $200 - $250
212
Postwar BSA B31 Tank. $100 - $130
213
New Set of Valves for BSA A7 Twin 1951-60. $80 - $120
214
Set of Early Honda Exhaust Pipes. $50 - $60
230
215
1930s – 1950s Headlamp Lenses. $300 - $350
Dyno Magnetos and Coils. $50 - $100
231
Vintage Battery Boxes. $50 - $80
216
1930s Smith Speedometer. $150 $200
232
Fairing. $50 - $80
233
1960s Fibreglass Fairing. $50 - $70
234
Verman Clutch and Gearbox. $200 - $240
235
1920s Stury Archer
217
1930s Smith Speedometer (missing lense). $125 - $150
218
British Riofco Roadlamp $50 - $70
219
Assort Autovehicle Lamps and Lenses. $300 - $350
220 221
Assort Kickstart and Side Stands. $150 - $200 Vehicle Utility Box (maker unknown). $50 - $70
components. $200 - $220
236
Asetelene Set and New Rear Light. $250 - $350
237
Assort Genuine Motorcycle Tyre Pumps. $150 - $200
238
Unknown Parts. $10
253 Genuine Road King Horn Model 17E
$100 - $150
254
Pillion Peddles,Throttle Rubbers and Head Lamps $50 - $150
255
Unknown Parts $30 - $60
important vintage & collectable motorcycles
Heavyweight BSA Tank 1934 – 39. $200 - $250
2009
205
61
256
One Set of Custom Made 1920s Restorers Chest of Drawers. $150 - $250
257
One Set of Custom Made 1920s Restorers Chest of Drawers. $150 - $250
258
Handlebars and Rearstand Carriers. $100 - $200
259
Colonial Mudguard. $200 - $250
260
12 Vintage Mudguards. $650 - $750
261
62
Sidecar Frame, Chassis and Mudguard. $1,500 - $1800
270
BSA 1934 600cc OHV B13.247. $500 - $600
282B
‘NZ Motorcycle Heritage’ By M.Bull. $100 - $140
271
BSA 1934 150cc OHV B150.331. $400 - $600
282C
‘Vintage Motorcycling’ By Maureen Bull. $100 - $140
271A
1935 – 48 BSA Gearbox. $500 - $600
283
Assort After Market Pillion Footrests. $50 - $80
272
Vintage Motorcycle parts. $100 - $130
284
Two Shell Petrol Cans. $50 - $80
273
BSA 1930 500cc OHV Delux Bottomed Casing SP204. $200 - $250
285
BSA 1920S, 30s 500cc Side Valve Top End. $100 - $130
286
BSA 1930 S30/12 500cc OHV Bottomed Casing XW411. $200 - $250
BSA 1920S, 30s 500cc Side Valve Top End. $100 - $130
287
BSA 1920s, 1930s 500cc Side Valve Top End. $100 - $150
274
261A
Front End Handlebars, mounts and Front Forks. $1000 - $1200
275
288
262
13 Vintage Spoked Rims and Hubs. $600 - $800
BSA 1930 Top End OHV. $200 - $250
BSA 1920s, 1930s 500cc Side Valve Top End. $100 - $150
276
289
263
Mixed Parts. $10 - $20
BSA 4 Speed Gearbox and Clutch Mid 30s. $150 - $250
BSA 1930s Sloper Overhead Valve Head and Kicker Box. $150 - $180
264
Chest of Vintage Drawers with Restorer Parts. $300 - $350
277
BSA 1925 or 26 350cc Side Valve Bottom End. $200 - $250
290
BSA 1929 500cc Over Head Valve Single Port Head. $150 - $180
265
Chest of Vintage Restorer Drawers. $100 - $200
278
BSA 1924 500cc SV 901SAP. $400 - $500
291
BSA 1931 500cc Sloper Over Head Valve Twin Port Y9. $500 - $600
266
Chest of Vintage Restorer Drawers. $100 - $200
279
BSA 1926 350cc SV F486 Bottom End. $400 - $450
292
Assort Sloper Engine Plates Barell & Head. $150 - $200
267
Assort Vintage Electrical parts. $200 - $300
280
BSA 1925 250cc Side Valve B15.548. $400 - $450
292A 1929 S29 Sloper Top
281
BSA 1925 250cc Side Valve Top End Only. $100 - $150
293
Sloper Fork Links. $50 - $150
282
‘Built For Speed’ Book. $60 - $80
294
BSA Front Fork Springs and Links. $150 - $200
295
BSA Sloper Head Stem. $100 - $150
268
Two Albion Light Weight Gearboxes. 1930s $150 - $200
269
BSA S29 500cc OHV 2 Part Sloper P8965 $500 - $600
282A ‘NZ Motorcyle Heritage’
By M.Bull. $100 - $140
End. $150 - $200
296
Sloper Rocker Box Disasembled. $100 - $150
312
Pulleys and Bearing Racers. $100 - $140
327
BSA 3 Speed Gear Box Complete and Spares. $250 -$300
297
Box Lot Including Sloper Gear Changes. $100 - $150
313
Slopers 3 Speed Box Not Complete. $150 - $170
328
Assort Nuts, Bolts, Clips and Screws. $100 - $120
298
Assort Vintage Car Handles. $100 - $150
314
Slopers 3 Speed Box, Not Complete. $100 - $140
329 1926 Douglas parts
299
Box Including Sloper Break Plates And Primary Case. $150 - $200
315
Slopers 3 Speed Gear Box Casing. $100 - $140
300
6 Vintage BSA Rear Chain Guards. $250 - $300
316
Slopers 3 Speed Gear Box Internals. $250 - $280
301
Assort BSA Mudguard Stays and Clips. $150 - $200
317
Early 1930s BSA Lightweight Parts. $150 - $250
302
Assort Amal Carburetors. 1920s – 1930s $250 - $300
318
Sloper Heavyweight Clutch. $200 - $250
303
Assort Amal Carburetors 1920s – 1930s. $250 - $300
319
Early 1930s BSA 3 Speed Gearbox Complete. $200 - $250
304
A Binks Carburetor. $200 - $250
320
305
Selection of Carburetors. $250 - $300
Sloper Gearbox 3 Speed Dissasembled Incomplete. $150 - $200
306
Assort Engine Plates and Hubs. $150 - $200
321
Mid 1930s BSA 4 Speed Gear Box. $200 - $250
307
Vintage Bottom End Unknown. $150 - $200
322
Mid 1930s SA 4 Speed Gear Box. $200 - $250
308
Assorted Pistons and Speedo Drives. $150 - $200
323
BSA 3 Speed Gear Box Lightweight. $150 - $200
309
Two Stationary Engine Magnetos. $200 - $250
324
Mid 1930s SA 4 Speed Gear Box. $150 - $250 Early 1930s
310
Assort Bolts, Brackets and Clamps. $100 - $120
325
BSA 3 Speed Gear Box Lightweight. $150 - $250
311
Vintage Handle Bar Leavers. $150 - $180
326
Mid 1930s BSA 4 Speed Gear Box Casing. $100 - $150
– including petrol tank and hand pump. $400 - $600
important vintage & collectable motorcycles
Douglas T35 mark 3 parts – 1946 - 1948. Including intake mushrooms and brass carburetor. $300 - $600.
2009
330
63
64
65
lot
a guide for buyers Webb’s have set out the following information for the benefit of first time buyers and those who are unfamiliar with auction procedures. Important note: Please refer to full conditions of sale for buyers printed in the reverse of this catalogue and displayed in the saleroom. Registration: All intending buyers must complete a bidding form available from the reception desk Buying at Auction 1. Floor Bidders Ensure that you have registered and obtained a buyer number before bidding on the lot or lots you have chosen Be aware that a buyer’s premium of 12.5%+GST on the premium or 15%+GST is payable by all buyers in addition to the hammer price. Please make sure that you are aware of the amount of the buyer’s premium. Make your bids clear preferably by holding up your buyer number card. If you make a mistake e.g. the auctioneer takes a bid from you at a higher level than you had intended or you realise that you had bid on the wrong lot call out to the auctioneer immediately so that the bidding can be adjusted. Waiting until after the hammer falls is too late. If your bid is the highest and the lot is knocked down to you then you have entered a binding obligation to pay for that lot.
Telephone Bids The same conditions as above apply to telephone bidders. Webb’s will telephone the number you have given several minutes before the lot you have request comes up for sale. If your phone is engaged or we are unable to make contact the auction will proceed without your bidding. Our staff will ask you to hold when we have made contact. They will then tell you that your lot is about to come up. The bids will be relayed to you and you can enter the bidding at any time by making your call. Please note that the bidding at many auctions can be fast and furious. The auctioneer will not favour a phone bidder over and above buyers who are attending the auction by giving them more time to bid. You will need to establish your limit and make sure that you bid clearly and promptly. Telephone bids are only accepted for catalogued sales and on items with estimates over 500. Pre-Sale Estimates Estimates printed in the catalogue or given verbally are intended as a guide only and can be subject to revision nearer to the time of a sale. Webb’s staff are available during pre-sale viewing times and by appointment to assist prospective bidders with estimates and any aspect of the auction procedure.
2. Sales Subject to Vendor’s Consent
Condition Reports
Where your bid is the highest but still below the reserve the Auctioneer may declare you to be the “buyer subject to Vendor’s consent”. This means that your bid is held as binding and will be communicated to the Vendor at the earliest opportunity. If the vendor accepts then there is a contractual obligation for you to pay for the lot. If the vendor does not accept you are released from any obligation however you will have first right to negotiate with the vendor through Webb’s until an agreement is reached and Webb’s will not present other offers to the vendor until your negotiations are ended.
Webb’s staff will provide condition reports for out of Auckland buyers. However please note that no 6 in the Conditions of Sale for Buyers will still apply despite the obtaining of a condition report.
3. Absentee Bids Webb’s will endeavour to ensure that your bidding instructions are executed but accept no responsibility or liability for failure to do so. Lots will be bought as favourably as is allowed by bidding in the sale room and any reserve imposed by the vendor. Please note that Webb’s cannot guarantee that another bidder will not be successful at your limit if in the course of competitive bidding someone else bids your limit first. Absentee bids are accepted by written instruction which can be sent by fax (e-mailed absentee bids are not accepted) up to l hour before the commencement of the sale. Absentee bids will be executed on the following basis: If your bid limit is equal to or above a reserve the Auctioneer may open the bidding at reserve on your behalf and will bid thereafter only in response to competition for the lot.If your bid limit is below a reserve the Auctioneer may open the bidding at your limit and if there are no further bids in the room may sell to you “subject to vendor’s consent”. In the absence of a reserve the Auctioneer may exercise your bid in advance
66
of any opening bid or may open the bidding on your behalf at the Auctioneers estimate at the Auctioneer’s sole discretion.
Payment Payment for all items purchased is due on the day of sale immediately following completion of the sale. If full payment cannot be made on the day of sale a deposit of 10% of the total sum due must be made on the day of sale and the balance must be paid within 5 working days. Payment is by cash bank cheque or Eftpos. Cheques will be accepted but must be cleared before delivery of goods will be given. Credit cards are not accepted. Packing and Freight Webb’s do not pack goods in house. However we will arrange for your items to be packed insured and shipped by a professional agent. All costs associated with packing and freight are payable by the purchaser. Valuation Service Webb’s provide free market appraisals on Monday mornings from 9am-1pm or at other times by appointment. Webb’s appraisers will come to your home to view and appraise larger items. Webb’s will provide valuations for insurance matrimonial division family division etc. Please enquire at reception for charges. Valuation charges are refundable on occasion when goods are subsequently offered for sale within a reasonable period.
CONDITIONS of sale for buyers
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.
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 wheich the sale is negotiated.
important vintage & collectable motorcycles
2. Reserves. All lots are sold subject to the right of the seller or his agent to impose a reserve.
b. To rescind the sale of that or any other lot sold to the purchaser at the same or any other auction.
2009
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.
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Bidding Slip For absentee bidders on lots in THE vintage & collectable MOTORCYCLEs sale - MAR 18 2009 Please bid on my behalf at the above sale for the following lots up to prices recorded below. These bids are to be executed as cheaply as is permitted by other bids or reserves if any. * I agree to comply with the Conditions of Sale as printed in the catalogue. I understand that in the case of a successful bid on items in the Important Vintage & Collectable Motorcycles sale a buyers premium of fifteen percent (15%) will be added to the hammer price and that G.S.T 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 upmost to carry out bidding instructions for absentee bidders. It will not be responsible however if circumstances prevent it doing so.
SIGNED & DATED 68
1950 - 70 1951 bsa a7 500cc page 31 1950 bsa bantam page 46 1954 bsa b31 350cc page 57 1954 royal enfield page 55 1955 bsa gold star page 57 1962 norton 650cc dominator deluxe 99 page 07 1968 bsa fire bird page 08–09 1968 t120 tt bonneville special page 10–11
1969 triton t150 page 22
1970 - 80 1971–75 triumph trident t150 & T160 (x3) page 23–25 1973 kawasaki h1 mach III page 12–13 1974 suzuki Gt750 (x3) page 52–53 1974 bmw r90 (x2) page 50–51 1976–77 suzuki Gt500 (x2) page 54
1980 - 2008 1980 w estlake speedway racer 500cc 40bhp page 06 1981 y amaha sr500 page 27 1983 Harley Davidson XLS 4-Speed Sportster Roadster page 26 2008 road rage page 48–49