Full Cat Bikes Oct PDF

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CLASSIC motorcycles AND CARS OF THE DAY
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WEDNESDAY 19 OCTOBER 6:30 PM

18 Manukau Rd Newmarket
POBox 99251 Auckland,
New Zealand
Ph: 09 524 6804
Fax: 09 524 7048
auctions@webbs.co.nz
www.webbs.co.nz
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CLASSIC
MOTORCYCLES
AND CARS OF
THE DAY
ThE auction and viewing

is to be held at
Shed 5,
top deck,
90 Wellesley Street,
Auckland
Wednesday 19 Oct 2011
6.30PM
PREVIEW:
FRIDAY 07 OCTOBER 6PM 9PM
DAILY VIEWING:
FROM THE 8TH - 19TH OCTOBER 9AM - 3PM
OTHERWISE BY APPOINTMENT
CONTACT NEIL CAMPBELL: 021 875 966
FRONT COVER
GInger Molloy navigating the Ulster in 1968 at high
speed on the Bultaco TSS Works (refer lot 78)
INSIDE FRONT COVER
Detail of formidable 1975 Suzuki RG500 XR14
(refer lot 92)
INSIDE BACK COVER
Detail of 1968 Bultaco TSS Works (refer lot 78)
IMPORTANT NOTE: A buyers premium of 15% will be
charged on all lots in this catalogue. GST is payable on
the buyers 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. Webbs
is pleased to provide intending buyers with condition
reports on any lots.
The machines offered here span more than 100 years of New Zealand motorcycling history. From the
remarkably original 1905 Minerva (refer Lot 43), which offers its original purchase receipt and three
generations of family history, to the Grand Prix Bultaco (refer Lot 78) direct from Ginger Molloys lifetime
collection and the ground-breaking RG500 XR14 (refer Lot 92) there are some truly historic works of
industrial design. They reflect period innovation and the 20th centurys fascination with combustion
technology and its application to spirited travel and intrepid velocity. The cars in the catalogue were
selected on the basis of romantic histories. Although the 1969 Morris 1300 (refer Lot 81) may not have
the pedigree of the immaculate 1961 SL190 Roadster (refer Lot 75), I am sure it offers to many (including
our visitors from across the commonwealth) lovely memories of growing up in Mums car. The same
might be said of the 1960s Holden FB Ute which celebrates Australias car industry coming into its own.
You will also note a well-defined selection of definitive post-classics. The collection of immaculate and
exemplary late 1960s and early 1970s Hondas will no doubt attract a great deal of attention. So too
will the pristine examples of mid-seventies Triumphs. Fresh stock from this period rarely, if ever, comes
to the open market. The selection of veteran Triumphs is also remarkable as they hail from one of New
Zealands better known and long term restorers. On the rarity front, the circa-1912 Calthorpe (refer Lot
45) is thought to be one of only four in existence in the world. It you have a moment, search youtube to
see its recent maiden voyage after more than 90 years in the docks. The 1912 Bradbury (refer Lot 46) is an
ode to an extremely talented generation of people who, thankfully, recognised the value of this period
of engineering long ago. The 1930s are also well represented with the iconic OK Supreme bronze head
race bike (refer Lot 61) gracing the catalogue. This particular machine being restored by none other than
Englands Hughie Handcox, one of the worlds greatest period restorers. Another brilliant 1930s piece
of kit is the formidable Rudge Ultser (refer Lot 57) which offers great New Zealand race provenance and
is in tremendous condition. A personally favorite is the 1927 Douglas DT5 which is a New Zealand new
example of the first purpose built speedway machine that was notoriously associated with the wonderfully
talented and at time controversial speedway merchant Ms Taylor (see right). Webbs is also proud to be
offering the late Don Gordons collection of vintage motorcycles which reflects a man who loved riding
fine bikes with good people. Once again it has been a complete pleasure working with the current
custodians of these remarkable machines. We look forward to sharing a fine Moa beer or a dram of whisky
with you on the night. Thank you and good luck!
Neil Campbell
Managing Director, Webbs
If a woman is strong enough and enjoys the

thrills, if she can take to the sport as the men do,
she is in for a good time. But she has to exercise
greater care, for it is easier for her to overdo
things. Nevertheless, she need not lose her
femininity over the job. I know there are people
who think that there is something abominable
about a woman on the dirt-track. But it merely
shows her adaptability. She can be just as normal
in the leather gear of a speed merchant as she is
in a billowy evening frock.
Fay Taylour, 1920s Champion speedway
competitor and exquisite 1927 DT5 pilot. Refer
Lot 54.
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FOREWORD
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IMPORTANT
WORKS OF ART
6 DECEMBER 2011
ENTRIES NOW INVITED
CONTACT: Sophie Coupland
scoupland@webbs.co.nz | +64 21 510 876
Colin McCahon
Comet F11
acrylic on jute canvas
signed and dated 74
920mm x 620mm
$160,000 - $220,000
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ZHANG XIANYONG
4 18 NOVEMBER
PREVIEW 3 NOVEMBER
Webbs is pleased to announce

an exhibition of photographic
work by Zhang Xianyong.
Xianyong belongs to a new
generation of young Chinese
photographers who engage
with both traditional Chinese
storytelling and Western
modes of representation. His
works form a carefully staged
tableau that reflects on the
rapid pace of Chinas economic
development and the radical
cultural shift that it has brought
about in Chinese society.
Xianyongs sprawling works
are generally composed of a
myriad of cultural references
juxtaposed visually against
one another; they are aimed
at shining a light on a modern
China that is torn between its
past and its future. His work
is humorous, confronting and
conceptually pervasive. Zhang
Xianyong works and lives in
Shanghai.
For further enquiries, contact
Rene Tanner
rtanner@webbs.co.nz
+64 21 496707
crane-brothers.com
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The Rocket the sexiest

espresso machine in the world
take one for a test drive

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www.therocket.co.nz/distributors
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POST MODERN MOTORCYCLISM DEUS.COM.AU AUSTRALIA, BALI, VENICE (CA)

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FINE &
RARE WINE
AUCTION
MON 31 OCT 2011
Further entries
now invited
This sale will feature fine New Zealand

wines, premium Australian wines,
Champagne, First Growth Bordeaux,
premium Burgundy and a selection of
Sauternes, Ports, Italian wines, and a
broad collection of fine Bordeaux wines.
Suitable entries are now invited. The
final date of acceptance is 7 October.
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BUFFALO/SF3499
www.shedfive.co.nz
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PEREGRINE WINES
AID SADDLEBACK
RECOVERY
As soon as we heard about the newly formed
Fiordland Conservation Trust and the ability for us
to fund specific projects, we knew we had found
exactly what we were looking for. Fiordland is on
our own back door. Tieke are only surviving on a few
off-shore islands and it is important to extend their
populations. The proceeds from the sales of the
Saddleback wines enables us to fund these projects
and our customers to directly contribute to their
recovery and survival. Greg Hay, Peregrine Wines.
www.peregrinewines.co.nz
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MEMORABILIA
Tin Toy Cycle
Tin Toy Cycle
US Dispatch Rider by Britains

Ltd (with box); German Dispatch
Rider by Britains Ltd (with box).
$50 - $80
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Two Dispatch Riders
Two Dicing Speedway Riders

Dicing Speedway Riders by
Britains Ltd (with box).
$50 - $80
Original pressed tin toy

depicting horizontally opposed
twin, made in West Germany.
Circa 1960s.
$80 - $140
Rare and original pressed tin

toy depicting Racer No 7 by
Lincoln. Circa 1960s.
$80 - $140
Toy Cycle
10 Tin
Extremely rare and original
Tin Toy Cycle

horizontally opposed twin, made
in West Germany. Circa 1960s
$80 - $140
Tin Toy Cycle

Rare and original pressed tin
toy depicting sophisticated race
machine of the period. Made in
Japan. Circa 1960s
$80 - $140
pressed tin toy depicting early

vertical twin with high-mounted
fishtail exhaust and spooky
carnival rider. Made in England.
Circa 1960s.
$80 - $140
Tin Toy Cycle

depicting Racer No 15. Maker
unknown. Circa 1960s.
$80 - $140
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Speed Twin by Britains Ltd (with

box). Circa 1960s.
$50 - $80
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Two Speed Twin riders
Chopper by Britains Ltd (no box);

1971 Chopcycle by Mattel (no
box); Bezza Chopper by Britains
Ltd (with box).
$50 - $80
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Toy Choppers
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11 BLUE VW PERSONALISED
PLATES
$1,000 - $2,000
11A
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London Exeter London

13 1911
Motorcycling Club Gold
Gold Medal engraved 26th
and 27th December 1911,
Motorcycle, E.B Dickson.
$100 - $200
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brushed stainless steel case.

Black face with polished batons,
sweep second and date window.
Verso kontiki raft motif on gold
insert. Original owners name
inscribed on reverse.
$300 - $400
Brooklands Race
15 1913
Meeting Silver Cup
Silver Cup marked Harrods,
London and engraved The
Motor Cycling Club, Presented
to E.B. Dickson, Trials Hon.
Secretary. Brooklands Race
Meeting, 1913. Silver cup rests
on turned base which is also
marked Harrods, London S.W.
$800 - $1200
A Military Issue
16 BENRUS,
Wristwatch.
Brushed grey stainless case.
GS-00S-54524. S/N 044569, March
1965. Matt black face with Arabic
24 hour numerals, luminous
markers and sweep second.
Black crocodile strap.
$300 - $400
A Gentlemans
17 ETERNAMATIC,
Stainless Steel Cased
`KontikiWristwatch.
London.
$100 - $200
Speed Judging Bronze

12 1910
Medal
Bronze Medal marked Dobson
Piccadilly and engraved
October 1st 1910, Motorcar F.J.
Jenkins. Accompanied by 1907
Motorcycling Club box.
$100 - $200
Club Pin
14 Motorcycling
Club Pin marked Collins,
A Gentlemans TT3
18 ORIS,
Chronograph Rally Watch
With Second Time Zone.
Coated titanium case, carbon

fibre dial, rose gold finish to
various elements. Described by
the makers as a high-tech racing
watch with formula one form.
Triple registers, tachymetric
outer scale. Automatic 25 jewel
movement visible under crystal
back.As new with original box
and papers showing purchase in
NZ 16/02/08
$3,000 - $4,000
CLASSIC motorcycles AND CARS OF THE DAY - MEMORABILIA
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Automobile Association
Auckland, New Zealand. This
badge MUST be returned when
membership ceases 77973.
$100 - $200
Medal
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Badge
11 AA
AA Badge, original pressing
A engraved Property of the
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11A
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14
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Banzai Run
19 Iconic
Pinball Machine
$2,000 - $5,000
In the beginning, there was darkness in the

world of pinball and all was boring. The
people of the earth cried out, Who will save
us from the torment of pinball hell? Then,
one day, a new beginning took shape; along
came the saviour and his name was Pat. And
Pat said Let there be Banzai Run and there
was Banzai Run.
Released in 1988, Banzai Run was designed
by hero designer Pat Lawlor who happened to
be into motorbikeS no kidding. The game
takes the concept of multiple playfields to the
extreme, putting the upper level on the back
glass, and the LCD read-outs up on top of the
playfield. The upper level is nearly vertical, so
the ball moves rather quickly and timing is the
key to mastering the vertical layout just like
in real life! The graphics and soundscape are
classic. This example is in great condition and
highly addictive, as the team at Webbs has
discovered.
Tires Sign
22 Brunswick
Original enamelled tin sign
H.765mm, W.900mm.
$700 - $900
Gargoyle Sign
25 Mobiloil
H.765mm, W.915mm
$700 - $900
H.740mm, W.675mm
$400 - $600
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H.760mm, W.630mm
$700 - $900
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H.760mm, W.760mm.
$150 - $250
Triton Motor Oil Sign

24 Royal
State Motor Oil

26 Quaker
Oil Sign
27 Amalie
H.610mm, W.610mm
$250 - $450

H.715mm W.765mm
$200 - $400
Diametre.1070mm
$750 - $850
Motor Oil Sign

21 Texaco
Ring-Free
23 MacMillan
Motor Oil Sign
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Crown Gasoline Sign

20 Red
19

H.210mm, W.1200mm and H.900mm,
W.450mm.
$350 - $550
Tires Sign
31 Hood
H.525mm, W.650mm
$400 - $600
Oil Sign
32 Standard
H.720mm, W.2400mm
$500 - $700
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Sign
33 Certified
H.1100mm, W.2300mm
$800 - $1,000
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Sign and
29 Firestone
Champion Sign
H.310mm, W.1820mm
$600 - $700
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H.920mm, W.1830mm
$250 - $350
State Oil Sign

30 Quaker
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Motors Sign
28 Hally
Motor Oil Sign and

34 Coop
Houghtons Oils Sign
W.190mm
$200 - $300
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Sinclair Motor Oil One

Gallon Drum
Diametre.360mm, D.210mm
$150 - $250

W.390mm
$200 - $300
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You Sign
Gasoline Sign
41 Sinclair
H.345mm, W.305
$150 - $250
Motor Spirit One

42 Plume
Gallon Drum
H.500mm, D.300mm
$200 - $300
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H.300mm, W.350mm
$200 - $300
Supertune Service
39 Shell
Sign and Localized For
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REGULAR Sign
36 Mobil
Sign and Castrol

40 Pennzoil
Sign
H.460mm, W.610mm and H.305,
W.765mm
$200 - $300
H.180mm, W.345mm each

$200 - $300
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H.165mm, W.520mm
$300 - $400
Gillette Tires Signs

38 Two
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Oil Sign
35 Mobil
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43
1905
Minerva
ENG. 12585
$20,000 - $30,000
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This is certainly one of the first Pioneer

machines to have arrived in New Zealand and
comes with three generations of family history.
Minerva was one of great names in the
early days of the motorcycle. The machines
manufactured by Minerva were the first
practical, lightweight proprietary units to enter
the market. Their advanced designs (they were
employing OHV by 1903!) and superb quality
made Minerva the supplier of choice for many
producers including Triumph, Ariel, Matchless
and Royal Enfield. By the end of 1902, Minerva
was supplying engines to more than 75 cycle
factories in Britain and Europe and, by 1904,
Minerva employed a workforce of 1,000. The
company placed emphasis on competition
performance developing a big 7hp V-twin
which qualified for the final of the world
motorcycle championship at the Zurenborg
Velodrome, Antwerp. This machine continued
to set new speed records and featured heavily
in continental race results. Minerva ventured
into Australia in 1905, entering a machine in the
560-mile Sydney-to-Melbourne race Minerva

placed 1st, 2nd and 3rd.
The original owner of this remarkable Minerva
was a man called Thomas Hancock. Hancock
was born in the winter of 1878 on the wet and
muddy goldfields of Munros Gully, Lawrence, in
a wattle-and-daub hut. Thriving his way through
early New Zealand, Hancock successfully mined
Munros Gully and the Blue Spur mine and, as
he was one of the first in that area, Hancock
acquired modest wealth and made himself the
first man to own a motorcycle on the goldfields
of Lawrence.
He put the Minerva to task: legend has it that it
was the first machine to climb Jacobs Ladder
onto the Spur!
Acquired from Marshall & Summers, Milton,
(the original sales certificate is included) this
machine has remained in the same family
for three generations. It is one of the earliest
motorcycles known to exist in New Zealand
and comes with a well-recorded history. The
charisma of this machine is steeped in local
history and reflects the intrepidity of Thomas

Hancock as a young man roaring through the
goldfields of early New Zealand having one hell
of ride.
Cylinder barrel 12583
Magneto drive case (markings) Brevete 179842
Bosh magneto: high tension
Frame: Chatea Lea built in London
Fork links: Chatea Lea patent number 519/06
Wheels: 26 x 2.25
Beaded edge tyres and tubes
Original carburettor
Carburettor Minerva Longuemare No 23437
Brevete S>G>D>G 3.5hp
Bore: 3.2231 Ring width: 168mm
Actual width: 82mm
Cast-iron piston
Dunlop beaded edge tyres: 26 x 2.5
Built in Belgium
Price new: 70 pounds (1905)
NZ new
IN THE BEGINNING
21
lot
44
Circa 1907
Gamage of Holburn
ENG. 3279
$20,000 - $30,000
LITTLE KNOWN
The rapid rise and fall of backstreet workshops

meant that many factories faded from the scene
as quickly as they popped up, often leaving
no documentary evidence of their existence.
Just a few artefacts have survived and this is
one of them. It is believed that this machine
was commissioned by Arthur Walter Gamage
who, in 1872, established a small business that
grew into one of Londons great department
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stores. Gamage went on to become the official

supplier of uniforms to the Boy Scout movement
and continued to expand his business. A large
zoological department and a toy department
were joined by a motor department where
one could purchase a motorcycle and all the
equipment required for running it. Gamage
died in 1930 and tradition has it that he lay
in state in the motorcycle department with a
guard of honour made up of members of his

staff. Manufactured from 1905, the Gamages
basic DNA with its White and Poppe engine,
Brown and Barlow carburettor, Bosch magneto,
BSA frame and druid fork certainly connects
it to the very beginning of low-volume, handfinished machines. This machine has recently
been re-fettled by one of New Zealands leading
specialists in the field of ventran technology.
Circa 1912
Calthorp Lightweight
ENG. 12908
$20,000 - $30,000
George W Hands began manufacturing bicycles

in Bordesley, Birmingham, in about 1890 and built
his first motorcycles at Calthorpes Barn Street
premises in 1910 one source says they were first
exhibited at the Stanley Cycle Show in 1909. This
particular example was acquired by Mr Stacey
of Royal Oak in 1914. Soon after this, Mr Stacey
came off second-best during an encounter with a
tree and retired the machine for repair. Before this
repair could take place, far more serious events
overtook the world and Mr Stacey found himself
in the theatre of war; while he served his country,
his brother decided to repair the machine.

However, to do that, he needed the magneto
off the bike to run his welding apparatus and,
as he removed it, he made a terrible job of the
front fender (which is still apparent). It is believed
that, given his lack of success with this job, he
dropped tools and presented the dismantled
machine (minus the magneto!) to his brother on
his thankful return from the war.
Then Bill Shears acquired the machine in
1968 as Mr Stacey was entering the Masonic Old
Peoples Home. A promise was made that Bill
would reassemble the bike to ensure that it lived
on. Some 43 years later, Bill has made good on
the promise with the Calthorpe once again in
riding order (go to youtube / 1912 Calthorpe).
With very low numbers ever produced, this
incredibly rare machine is believed to be one of
four left in existence. It comes with a spare motor
and gearbox which are both in reasonable order.
lot
45
A PROMISE KEPT
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lot
46
1912
Bradbury DELUXE
ENG. 5980
$30,000 - $40,000
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A THING WELL MADE
The finish of this wonderful machine speaks for

itself. It was a remarkable work of industrial design
when it was first conceived almost 100 years ago
and it remains a great reminder that New Zealand
has some of the very best veteran enthusiasts in
the world. One could go on about the fact that
Bradbury & Co. was established in 1852 or that
its first motorcycle was fitted with a 1hp Minerva
(refer Lot 43) clip-on engine and that, by 1910,
Bradbury Motor Cycles had won more than 300
first prizes including 18 gold medals in hill-climbing
competitions. Bradbury motorbikes were superior

machines for their day. However, what strikes most
about this machine (putting aside its sheer beauty)
is the level of craftsmanship that has been poured
into. As a project it took more than a few years to
reach this level of completion. The combination
of skills and knowledge required to restore a
veteran machine to this level is extremely rare and,
sadly, dwindling. This is a remarkable opportunity
to secure a rare and superb example of the pre
eminent Bradbury De-Luxe.
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47
1913
Triumph
TT 500 with Sturmey
Archer Hub
ENG. 28832 CTI
FRAME. 217632
$18,000 - $28,000
THE OLD GUARD
Concentrating on upgrading its clutch and

gear-changing technology, Triumph continued
to improve its motorcycles between 1910 and
1915. A variable pulley belt drive, which offered
a selection of gear ratios, was introduced in
1908. In 1911, a simple rear hub clutch was
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introduced and, in 1913, Triumph offered a

three-speed rear hub. Restored by Phil Aubert
Bedard this exquisite example was awarded
2nd place by the New Zealand Vintage Club in
the highly competitive class of Most Creditable
Restoration.
1913
Triumph
Baby
ENG. 264-5
FRAME. 56328
$7,000 - $10,000
LADIES SPECIAL
In 1913, Triumph offered a new two-stroke

225cc model. Triumph was the first factory to
target the female rider with a machine made
to their exacting standards and weighing just
129 pounds. With its two-speed gearbox and
clutchless operation, the Baby T offered

considerable value. A top seller, the Baby
Triumph remained in production until 1926. This
is a very correct example from the Phil Aubert
Bedard Collection.
lot
48
27
lot
49
1914
Triumph 550cc
with Sturmey Archer hub
ENG. 31991
FRAME. RTV451483
$20,000 - $30,000
28
MONEY RUN
A wonderful machine from the Phil Aubert

Bedard collection. This early Triumph once
belonged to the Bank of New Zealand and
was employed to ensure the payroll for the
Taringamotu saw mill arrived from Taumarunui
in a safe and timely fashion.
Circa 1914
AJS V Twin
BARN FIND
ENG. 422
$4,500 - $6,500
lot
50
29
lot
51
1915
Triumph
Model H with combo
ENG. 41881 YTM
FRAME. 266508
$35,000 - $45,000
GENTLEMENS FOLLY
This Triumph is a truly remarkable example of

what was being produced out of Birmingham
during the grim years of the Great War. It is
also one of the most extraordinary restoration
projects one is likely to see. Recommissioned
by Phil Aubert Bedard, every aspect of the
550cc Model H is correct in both function and
form. The level of detail in both methodology
in materials earned Phil Aubert Bedard 1st
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place for the Most Credible Restoration, an

acknowledgement never given lightly by the
New Zealand Vintage Club. As an example of
Mr Bedards commitment to this period of
design, it took four attempts to recreate the
wicker side chair correctly. Using traditional
methods, the side chair was hand crafted by eye
and used no metal framing to ensure minimum
weight and trueness to the original design.
With the culmination of over 40 years of

experience, the finish and absolute correctness
of this machine places it and its restorer among
the very best. The sheer elegance of this
machine is a gorgeous reminder of the precision
and good natured ambition of the people of the
day. This must have also been in stark contrast to
the gruesome demands of the Great War.
1921
Triumph
Model SD
ENG. F341DRX
FRAME. 314086
$18,000 - $28,000
lot
52
31
lot
53
1922
Triumph 550cc
Model H
ENG. 5071218
$18,000 - $28,000
32
1927
Douglas DT5 500cc
Speedway Machine
ENG. H3172
FRAME. A03
$35,000 - $45,000
The DT5 was the worlds first purpose-built

speedway machine. Offering a 500cc OHV flattwin with an extremely low centre of gravity, the
DT5 suited the leg-trailing riding style on the
cinder tracks of that time. It was THE unbeatable
machine of the 1927/28/29 seasons and any
rough-track rider worth their salt rode the DT5.
The popularity of this sport in the late 1920s
is difficult to imagine, as it caught the public
imagination like wildfire after the sport arrived
from Australia. Races which were expected to
attract 1,000 spectators were suddenly swamped
with 20,000 people! This caused great difficulties
with crowd and traffic control but made
promoters (and ultimately riders) a great deal of
money in at the time.

One of the riders that made the DT5 infamous
was a woman called Fay Taylour who was a
champion speedway competitor in the late 1920s.
Born in 1904 in Ireland, she was travelling the
world by the age of 21, racing on the incredibly
popular speedway tracks in England, Australia
and New Zealand. Fay had remarkable talent
and achieved great success until women were
banned from ALL speedway tracks in England in
1930; so Fay switched to racing cars and became,
naturally, very successful at that sport as well. This
immaculate example was brought into
New Zealand new and has remained in
Christchurch ever since.
lot
54
IMMACULATE SPEED
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lot
lot
55
1928
Harley Davidson
Model J
ENG. 28J3061
$18,000 - $25,000
FIRST 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 an
unsuspecting public. Essentially, two big pistons
move up and down and, phase-fired in turn,
their explosive hammer blows convert into the
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rotary movement of a mighty crank shaft. The

sheer weight of the bottom end delivers tonnes
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 that
the crucial ingredients of Harley-Davidson today
have not changed in over 90 years! For many, the
Model J is the Zambesi River of V-twin design

the source of all others. This particular machine
is in original working order; it has spent its life
in rural New Zealand since new and its patina
reflects some hard but golden years.
1930
Triumph
NSD de Lux 549cc AND OUTFIT
ENG. G2402 DGT
$11,000 - $16,000
NSD stands for New Spring Drive* (refer Lot 52

1921 Triumph Model SD) but apart from its engine
capacity it really had no relationship to the Model
SD of 19201927 which was an all-chain-drive
version of the Model H (refer lot 51, 1915 Triumph
Model H with combo). The rare inclined/sloper
engine and saddle tank immediately positioned
the NSD as a modern machine. Assembled at
the Triumph factory in Coventry in August 1930,
this machine was one of fewer than 2,000 NSD
units ever built. Because of the Wall Street Crash,

sales were extremely slow and this particular
example was sold in 1931. It is, therefore, more
accurate to describe this machine as a 1930-built
1931 model. This example is remarkably original
and is believed to be one of fewer than 17 left in
existence.
*Spring Drive was a device to reduce the snatch
in the chain drive which had previously been
taken up by the belt of the Model H.
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ONE OF THE LAST
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1930
Rudge Ulster
ENG. 230
$20,000 - $30,000
RUDGE IT
In 1928, Graham Walker won the Ulster Grand

Prix averaging a record 130kph. He was riding a
Rudge Whitworth four-valve head engine which
was new and obviously powerful. The set-up went
on to win the 1930 TT (Senior and Junior) with the
same design. The technology Rudge adopted
was inspired by the demands of WWI which had
36
pushed engineering to its limits on a daily basis.

Rudge was chasing a dream to build the finest,
fastest roading single of the day. The engine
boasted a unique pent roof combustion chamber,
with the radially set exhaust valves giving better
top-end gas flow with the twin exhaust pipe. It
had an innovative rocker arm arrangement, an
aluminium bronze cylinder head and a pressed

roller-bearing crankshaft. The Ulster also utilised
an in-house-designed four-speed gearbox.
Technically, the Rudge Ulster was ahead of its
time and, ironically, this combined with the
financial crisis of the early 1930s led to its demise.
The precision-built performance machines, which
Bore 85mm, Stroke 88mm

High-compression piston (ratio ~ 12:1)
Amal Type 29 carburettor jetted for Methanol
BTH KD1 Magneto
Rudge gearbox: hand and foot change
assemblies
Clutch: Rudge
Rear sprocket: Rudge quick change with offside
rear brake
Front brake can be linked to rear pedal
Frame: standard 1930
Front Wheel: 21 WM1
Rear Wheel: 19 WM2
CLASSIC motorcycles
important
vintage & collectable
AND CARS OFmotorcycles
THE DAY
were constantly winning road-racing glory, had

to give way to the accountants. It was, however,
a great machine which provided a glimpse into
the future.
This particular example has won many New
Zealand and Australian Classic Racing titles
including the New Zealand Classic Racing
Register Vintage Championship in 2008 and the
New Zealand Classic Racing Register Pre-War
Championship in 2009. In 2010, it was raced
as a hand change (vintage set-up) in the PreWar classification and took second place in the
Championship. It won the Gianne Perrone Trophy
for the NZCMRR Vintage Scratch race in 2008 and
had a number of 2nd and 3rd placings in other
Festival pre-war Scratch races in 2008, 2009 and
2010. It won the Burt Munro Pre-1963 Girder Fork
Trophy for the Teretonga Park races in 2009. The
gearbox was rebuilt in 2008 with new 2nd and 3rd
sliding gears. The engine was rebuilt in 2009: the
bore was honed, new rings were installed, valves
re-seated, rockers trued, etc. The girder blades
are excellent as are the spindles and bushes. The
brakes (linings) are very good and perform well.
In summary, she is great bike which has given
excellent, reliable service and can still clock over
100mph. May she bring to life once again one of
the greatest factory slogans of the day: Dont
trudge it, Rudge it!
37
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58
1937
Velocette
KSS Period Modified Racer 1937
KSS/MAC
$8,000 - $12,000
SIBLING RIVALRY
The heart of early motorcycle racing in New Zealand
was fuelled by the privateer. Sure, there was the
Motorcycle Union and the officials that ensured
things ran smoothly and the right level of talent
38
was represented at a international level, but it was

the group of men who dedicated their time and
energies to local competition that ensured the race
scene continued to grow into what it is today. The
two machines offered here, to me, represent the

very essence of New Zealands early race scene.
Both set ups are based on pre-war KSS (Camshaft
Super Sport) Velocette 350s with a strong bottom
1937
Velocette
KSS Period Modified Racer 1937
KSS/Prewar Velo Frame
$8,000 - $12,000
end, racing clutch and relatively free revving engine

they were ideal for the relatively complex road tracks
of New Zealand. Tuned well they were capable of
90mph. Each machine offers a different kind of frame,
one being the highly forgiving late model MAC

frame, the other sporting a pre war modified Velo
frame with Armstrong prototype leading fork setup.
Both machines were raced well and consistently by
one of New Zealands long standing quite achievers

in the early motorcycle racing scene. Simply put these
are historic racers in the true sense of the word and
they deserve to be raced again.
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1937
Triumph
Tiger 90 500cc OHV
ENG. 2T62367
FRAME. TH1401937
$18,000 - $24,000
One of the most important motorcycles designed

by Triumph, the Tiger series, quite literally saved
the marque from collapse. 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 and was persuaded by its then legendary
designer, Edward Turner, to take over Triumph.
40
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.
Designing a new range of fast, lightweight
machines which were marketed as the Tiger 70,
80 and 90 (with the model number representing
the top speed), Turner, a brilliant stylist,
transformed the Val Page-designed overheadvalve singles by adopting sports-specification
engines, high-level exhausts, chromed fuel tanks
and of course the new name: Tiger. Frames,
forks, engines and gearboxes were all improved
for 1937 and a trio of randomly selected Tigers
successfully completed a series of arduous speed

trials to secure the Maudes Trophy for Triumph
later in the year. Today, Turners Tigers are widely
recognised as the most stylish sports roadsters
of the period and thus are highly sought-after.
Producing a creamy 90mph, the 1937 T90 was a
brilliant performer on the road and an absolute
stunner on the showroom floor. The genius of
Edward Turner and Bert Hopwood is evident
throughout this design. The Tiger 90 is, without
question, a critical juncture in the history of
Triumph motorcycling.
Provenance: From the collection of Don
Gordon; registered with The Vintage Club of
New Zealand.
1937
OK Supreme
Bronze Head
ENG. H3172
FRAME. A03
$60,000 - $65,000
Arguably one of the best looking machines of its

era the OK Supreme embodied a highly refined
design philosophy focused on speed, stability and
square jawed good looks. From the wonderful
logo and color design to the purposeful cam
driven power plant complete with the ambitious
Bronze head the OK Supreme wreaked of
intelligent high speed performance.
From an early stage the OK Supreme racing
models were notoriously formidable. In 1922

Walter Handley completed the fastest lap in
the Isle of Man TT 250 class at 51.00 mph on
a tricked up OK Supreme. Manufactured from
1899, Ernest Humphries lead his company through
extraordinary times with his obsession with quality
speed and design leading him to acquiring HRD
in the late 1920s. Although production ceased
in 1939, a limited number of JAP 350cc racing
machines were available until the death of John

Humphries, the son of Ernest Humphries who
was one of the founder of OK Supreme. This
fine example has been meticulously restored
by Hughie Hancox, one of the worlds most
knowledgeable and experienced restorers of fine
motorcycling engineering.
Provenance: from the John Howard museum
collection.
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1938
Velocette
Mac 350
ENG. MAC 563
$11,000 - $15,000
In 1934, Velocette released a 350cc high

camshaft design with enclosed valves. The
compact and sprightly machine featured a fourspeed gearbox equipped with the companys
new foot-change mechanism. This was the
long-stroke MAC. The MAC proved successful
42
and continued with its rigid frame and,

initially, Webb girder forks into the post-war
years, giving the adage Dont fix what aint
broke some real meaning. This example was
restored some ten years ago and is in good
running order.
1946
Indian Chief
ENG. CDF5998
FRAME. CORRECT
MILEAGE. 9548
$45,000 - $55,000
BLACK GRACE
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 decades of success. However, the
true mark of success in any piece of industrial
design is a fine mix of mechanical and aesthetic
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
factorys connection with E Paul Du Pont who
bought the company in 1930. In 1940, the Chief
was fitted with the large iconic skirted fenders
which have become the firms trademark; it
also gained a sprung frame that was superior
to those of Harley-Davidson. This 1946 Chief
is a handsome and comfortable machine. The
machine is production-year correct and offers a
very straight account of one of the most iconic
machines of the late 20th century.
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1947
Norton ES2
ENG. B412777
$6,000 - $8,000
MODERN CLASSIC
As an all-time favourite, the Norton ES2 enjoyed

a long association with the general motorcycling
public. Introduced in 1932, Nortons ES2 had
firmly established its credentials in pre-war years.
The vertical single-cylinder engine shared the
same 79mm x 100mm engine dimensions first
used by James Lansdowne Norton as early as
1911. The designation ES2 inspired by the
original design where E was for extra cost, S for
sports and the 2 was a reference to the second
version of the 79mm x 100mm 490cc engine.
44
During its hugely successful 34-year production

run, Nortons ES2 upheld all the best Norton
traditions and remained popular due to its
reliability and ease of maintenance, as well as the
traditional design. In 1947, the ES2 introduced an
innovative hydraulically damped telescopic front
fork and race-developed rear plunger suspension
to cope with the +70mph performance of this
popular machine.
Provenance: From the collection of Don Gordon,
acquired in 1981.
1951
Velocette MAC
ENG. MAC16521
$7,000 - $9,000
THE STAYER
Its 1933 and the MAC is born! And although

no one seems able to explain the meaning
of the AC designation in MAC, this is of little
importance as the mysterious acronym looks
and sounds good, just like the machine itself.
The M-series started with a 250cc overheadvalve (MOV) motor. The MAC 350 followed,
offering a hair-raising 75mph from its 349cc
long-stroke, high-camshaft pushrod engine,
which was equipped with short rocker arms
which successfully reduced the unpleasant and
damaging effects of vibration. The MAC also
offered a four-speed gearbox and started life

with a Webb (girder-style) front fork.
The MAC became an instant classic as a
smooth, straightforward, slimline, single-cylinder
machine: ripe for privateer racing. Evolving over
30 years, the MAC benefited from the marques
race development and a dedication to high
build quality. In 1951, front suspension changed
to Velocettes own tele-fork system; this offered
conventional coil springs and oil damping. In
June, the engine sprouted a new all-alloy barrel
and head (as offered here) with wider fins, better
cooling and an increased compression ratio (up

to 6.75:1). Known as the best of the 350s, the
MAC was capable of keeping up with any of
the contemporary 500s. The MAC epitomised
everything rank-and-file riders loved about
Velocettes: bulletproof, fast and reliable. It was
also capable of sustaining radical reconfiguration
and monstrous power output: such was the case
with Burt Munros record-breaking Velocette.
This machine was registered new in Whangarei
(New Zealand) on 27 September 1951.
Provenance: From the collection of Don Gordon
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1947
Norton Manx 350
ENG. B10M 10157
FRAME. B10M 10157
$45,000 - $55,000
46
This 1947 350cc Manx Norton was first owned

by South Islander Jim Swarbrick who was known
as the flying milkman. He entered it in the 1947
Manx GP but never started the race due to a
crash in practice. He returned to New Zealand
where the Norton was raced by him for a while
and then passed to Tom Lamberton, a baker
of Hamilton, who used it for a number of years
mostly in beach-racing events until it became
uncompetitive and was put into retirement. It
was then it was purchased by its current owners
father Bill Holmes in 1965 and was never used as
a complete bike. The front wheel and motor were
placed into a Featherbed frame and used briefly
before it then sat around in parts. In 1986, it was
inherited by the current custodian who undertook
a complete restoration. It was raced three times
during the early days of the Pukekohe Classic
race meetings.
The machine offers a bronze skull in the

cylinder head and is fitted with 19-inch wheel
rims as it became impossible to source tyres for
the original 20-inch rims. The carburettor has also
been changed from the original remote needle
TT to the easier-to-tune TT9 model; the original
carburettor is with the machine.
Soldered on the underside of the fuel tank
are the scrutineering tags from the 1947 Manx
Grand Prix, the first to be held after the war. The
left-hand side has 94 over 350 meaning entry
#94 in the 350cc race or Junior as it was known
then. The right-hand plate has MGP over MAY 47
over 4 3/4 GAL. The engine and frame numbers
are matching B10M 10157. This is a remarkable
example of one of the greatest names in historic
performance racing. Continually developed over
three decades, the Manx continues to reek of
pure single-mindedness.
PURE BREED
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1952
AJS Spring Twin
ENG. 52/20977576941
FRAME: CORRECT
$5,500 - $7,500
2 UP
One of the first models to provide plush seating

for the pillion rider, the Spring Twin was a
successful design and considered the flagship
cruiser of the day offering all the attributes
needed for serious long-distance touring. It
was light enough to be easily manhandled,
with enough performance to avoid boredom
or frustration. With this, the Spring Twin offered
comfort, good roadholding, straightforward
48
maintenance
requirements, good
petrol consumption
and utter reliability.
What more do you need
in a machine? This example
was registered new in
New Zealand on 4 April 1952.
Provenance: From the collection
of Don Gordon.
1952
BSA Gold Star
ENG. ZB34GS3274
FRAME. CORRECT
On Wednesday 30 June 1937, a specially

prepared Empire Star 500, ridden by the great
Wal Handley, achieved a 100mph lap of the
Brooklands circuit on its way to a debut race
victory and award of the Gold Star which
would give BSAs new super sports model its
evocative name.
Possibly the most successful production-racing
motorcycle ever, the post-war Gold Star formed
the mainstay of clubmans racing in the 1950s. In
fact, it was the models domination of the Isle of

Man Clubmans TT which led to the event being
dropped after Gold Star rider Bernard Codds
1956 Senior/Junior double victory.
Bought in 1952 from an Ashburton dealer,
this is a classic example of one of the great BSA
designs. With correct number and in original
form, this is a superior example of one of the
great names of 20th-century motorcycle racing
the 500 Goldie.
$16,000 - $20,000
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THE 500 GOLDIE
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69
1956
Triumph T110
ENG. 21299
FRAME. 73365
$12,000 - $16,000
50
BLUE GRACE
In 1957 it was the twin carb T110 that set a new

650cc production machine speed record of over
238kph. As a development of the Thunderbird
tourer, the T110 prototype performed brilliantly in
the 1953 ISDT providing the production version
launched later that year with invaluable
publicity. Off the shelf, the Tiger 110 was
advanced and performance focused. The first
Triumph with swinging-arm rear suspension, the

T110 came with a revised engine incorporating
a stronger crankshaft, high-compression pistons,
larger inlet valves and hotter cams. The T110
offers classic lines and celebrates the very best
of British with its lovely parallel-twin generous
geometry. This is a superior example with good
provenance.
1957
Velocette Venom
ENG. VM1383
FRAME. CORRECT
$14,000 - $18,000
ONCE BITTEN
Veloce Ltd was founded in 1905 by Mr Johann
Goodman and then proudly presided over by
his descendants until its demise in 1971. By this
time, to be fair, the vast majority of great British
marques had finally realised that they had no
wish to succumb to plain consumer demands
and the great economies of scale the Japanese
industry was bringing to bear on the entire

scene. Velocette, like so many other great British
factories with astounding race histories, chose
death before dishonour. In many ways,
the Velocette Venom laid the groundwork
for many of Velocettes great moments on the
race track. Indeed, Burt Munro and Duncan
Meikle chose a Velocette power plant to apply to

their own eccentric pursuit of maximum speed.
The black-and-gold engineering statement
which frames the wonderfully robust 500cc OHV
still barks heavy speed from a golden era of
street racing.
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51
lot
71
1957
Norton
International Model 30
ENG. 720511
FRAME. 11 72055
$38,000 - $48,000
ONE OF THE LAST
Pared back, refined and continuously influential,

the Norton International placed itself at the head
of the pack during the early 1930s and remained a
permanent fixture in the racing scene. Stubbornly
retiring from production in 1957, the Inter has
an overhead bevel cam engine which remains a
design classic and heavily referenced. Aggressively
refined by works racers and intended for pure
racing, the International could nevertheless be
52
ordered direct from the family with refinements

such as lights and a kick-start-equipped gearbox
as offered here. The International remained
fundamentally unchanged between 1932 and 1953
when it gained the highly successful Featherbed
frame, all-alloy engine and laid down gearbox.
With hand-finished build quality and riderspecific specifications, the International was
expensive to acquire and, by the mid-50s,
was being challenged by cheaper parallel

twins. With this, the International ceased to be
catalogued after 1955 but could still be obtained
by special order until 1958; many of the later
machines incorporated Manx components. It is
understood that this fine example is one of only
seven Internationals made to order during 1957
and 1958; this makes it one of the last of the
Internationals.
1957
BSA Goldstar
$20,000 - $22,000
STAR SPEED
For many, the Goldie is one of the great race
bikes of the 20th century. It originated from the
legendary Brooklands Circuit in 1937 where the
great Wal Handley piloted a specially prepared
Empire Star which secured a 100mph lap as it
made its way to a debut race victory where it
was awarded the Gold Star; this christened BSAs
new super-sport machine. Released to a hungry

privateers scene in 1938, the Gold Star was
adopted by any rider who had serious competitive
ambition. Progressively developed by both the
factory and the intrepid amateur, the Goldie
gained cult status. Legendary dirt-bike pioneer
Bill Nicholson brought his handling sensibilities to
the bike in 1952 with the introduction of the muchimproved geometry of the Duplex frame which
remained competitive until the factory pulled the
pin on the much-loved Gold Star. This example
has particular appeal due to its very honest patina
that reflects a period of privateers racing that has
long since disappeared.
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1958
Ariel
Square Four
ENG. CNML1407
FRAME. ET155O1407899
$21,000 - $27,000
PROPER BRITISH
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 Turners original ambitions of
54
creating the ultimate touring machine of the

day with a power plant that delivered ample
power for high-performance 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!). It
delivers on Edward Turners vision that started
with a sketch on the back of a cigarette pack
some 25 years earlier to produce ultimate
reliability and performance with minimum
attentions.
1960
Holden FB UTE
MILEAGE. 11,830
$28,000 - $32,000
CUTE BEAUT UTE
Australia (not New Zealand) was the birthplace of

the car-truck hybrid, which is generically referred
to as a ute: short for utility and easier to spell.
Holden Ltd was building truck bodies long
before General Motors bought the company in
the 1930s a major part of Holdens business
up to that time had been in providing a variety
of vehicle bodies to several auto manufacturers.
As the market matured, the Australian public
grew a need for a vehicle they could take to
town on that special bench-seat date or drive
through the fields for a good old-fashioned cull.
They wanted the best of both worlds. Enter the
Holden Ute, officially introduced to the public
in 1951. There were other ute-like vehicles prior

to that date, used in part by the military, but all
were built on sedan bodies with truck utility beds.
Holden created the first purpose-built from top
to bottom ute.
The FB for its part was a highly successful design
for Holden. Released in January 1960, just two
weeks before the arrival of Fords XK Falcon,
the Holden FB directly reflected the changing
taste and style of the 60s. The Americana-style
dashboard, wraparound windscreen, long slung
bonnet and living-room interior made for a ute
like no other and it remains a design classic. This
example is in immaculate condition.
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lot
75
1961
Mercedes 190SL Roadster

Eng. 121 921207069
FRAME. 121 04220016430
MILEAGE. 79012
$70,000 - $80,000
SOPHIES CHOICE
An early prototype of the 190SL appeared

alongside the formidable race-bred 300SL
Gullwing coup at the 1954 New York Auto Show.
With its open grille filled with a big Mercedes star
and pontoon fenders featuring eyebrows over
the wheel openings, the 1955 190SL reset the
publics aesthetic expectation and positioned the
SL range as one of Mercedes most endearing and
long-lasting design movements (Mercedes still
designs and produces the SL badge). Under the
elegant body lines (the doors, hood and deck lid
56
of which are aluminium) lay a new 1.9-litre, OHC

four breathing through twin Solex carburettors to
make 120hp. Compared to such contemporaries
as the 95hp Triumph TR3 or the 72hp MG MGA,
the 190SL wasnt at all underpowered, but it was
significantly heavier than were those traditional
sports cars and so it provided a solid boulevard
ride. Perhaps if it hadnt shared showrooms and
the spotlight with its bigger brother, it would have
been considered among the best sports cars of
the era: which, in retrospect, it was. It appealed
to a refined and aesthetically aware market and

Jacqueline Bisset insisted that the 1961 SL190
be the hero car in her classic 1973 film La Nuit
Amricaine. The 190SL stayed in production,
virtually unchanged, through to the 1963 model
year and, despite critical indifference, the 190SL
emboldened Mercedes. This example comes with
a new soft top and show tires, overall condition of
this classic 20th century design is very good.
One of only 3,792.
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76
1961
BSA Super Rocket A10
ENG. DA10R3295
frame. correct
NZ$22,000 - NZ$28,000
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 powerplant that had delivered a wicked sense
of speed and control to the pilot of the day. In
The Motorcycle 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
valve action that delivered peak performance
from the 650cc A10. To reflect the ambitions of
the pilot, a new 140mph speedo with a twin58
mount tacho was offered. Add to this alloy heads,

streamlined inlet ports, racing valve springs, a
crankshaft drive supported by special high-duty
variable valve springs, oversized inlet valves, a
357 full-race camshaft, an improved free-flow
exhaust system and a 1 5/32 Amal monobloc
carburettor with a large-capacity air cleaner and
you had a very capable motorcycle. The 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. 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 USNZ$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 one of
the most successful motorcycle designs of the 20th
century. The Super Rocket was, and remains, one
of the great swansongs of the British motorcycle
industry. It is widely considered to be one of the
true classics. Precisely rebuilt in 1991, this machine
has had less than 500 miles placed on it since then.
1965
Holden HD
MILEAGE. 84,776
$7,000 - $14,000
AUSTRALIAN MADE OZZY GOLD
The year of 1965 was one of high and lows: The

Sound of Music premieres at The Rivoli theatre
in New York City and becomes a smash hit.
At the same time, the Mary Quant-designed
miniskirt appears in London and will be the
fashion statement of the 60s. Australia joins the
Vietnam War and Prime Minister Robert Menzies
announces that the country will substantially
increase its number of troops in South Vietnam,
supposedly at the request of the Saigon
government (it is later revealed that Menzies

had asked the leadership in Saigon to send
the request at the behest of the Americans).
Muhammad Ali knocks out Sonny Liston in the
first round of their championship rematch with
the Phantom Punch and the Grateful Dead,
with lead guitarist Jerry Garcia, plays their
first concert in San Francisco. Hypertext (the
underlying concept defining the structure of the
World Wide Web) is invented and Stan Ryan,
then a New Zealand postal worker with a young

family, acquires this HD Holden fresh off the
showroom floor. He treasures it for 40 years then
sells it to a lifelong friend who happens to own
a large derelict dairy factory which has collected
real old cars over the years. This classic example
of great Australian car design is in fine running
order. The interior reflects careful ownership as
does the motor and running gear.
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lot
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1968
Bultaco
TSS WORKS MACHINE
ENG. B100-166
FRAME. CH100-166
$65,000 - 85,000
The origin of the Bultaco motorcycle company

dates back to May 1958. Francisco Paco Bult
was a director of the Montesa motorcycle
company founded in 1944. After several years
of steady growth and road-racing success,
Montesa moved to larger facilities in 1957. The
move was protracted, disrupting production,
and was followed by a downturn in the Spanish
economy. This slump brought to a head
disagreements between Bult and the other
senior director Pere Permanyer. As an economy
measure, Permanyer (the majority shareholder)
felt that the company should withdraw from
racing. Bult, the driving force behind the
racing programme and responsible for much
of the companys technical expertise, was
violently opposed. When they failed to reach a
compromise, Bult decided to leave Montesa.
Unsurprisingly, the majority of Montesas racing
department left shortly afterwards as well. Bult
set up shop in very primitive conditions at an
old farm that he owned and things developed
quickly. On 24 March 1959, Bultaco held a press
conference and launched its first bike, the roadgoing 125cc Bultaco Tralla 101, named after the
Spanish word for whiplash. Just two months
later, Bultaco entered its first Spanish Grand Prix
and took seven of the first ten places! It was this
success that etched old-man Bult and his team
60
of mavericks into the history books. Attracting

young but promising riding talent, such as New
Zealands very own Ginger Molloy, Bultaco
consistently punched above its weight and was
considered to be a riders team.
Ginger Molloy (born 25 December 1937) is
one of New Zealands greatest and most wellliked race pilots of the 1960s. He was also one of
Bultacos most loyal and consistent riders of the
period. Encapsulating the spirit and promise of
early-1960s motorcycle racing, Molloy caught
a lift from Huntly and a boat to the Continental
circus where, with blood, sweat and tears, he
earned a ride with the charismatic and very
Spanish Bultaco team. The Bultaco connection
can be traced back to ace tuner Frank Sheene
(father of Barry) who sourced Ginger his first
competitive Bultaco. Competing at the highest
level between 1963 and 1970, Ginger competed
in more than 370 international events and
enjoyed considerable success. In 1966, he won
Bultacos first-ever Grand Prix, the 250cc Ulster
GP, run in torrential rain. What is also not widely
known is that 1968 was perhaps Gingers best
year; he gained 3rd in the 125, 4th in the 350
and 5th in the 250 world titles, all on Bultacos. In
1970, he finished second to Giacomo Agostini in
the 500cc world championship. Overall, Ginger
Molloy has clocked up 66 international victories.
The machine offered here was built
specifically for Ginger in 1967/8. In 1968, Ginger
achieved an impressive 3rd place in the world
championship on this machine (Phil Read
gained 1st place with Yamaha, Bill Ivy 2nd place
on another Yamaha). This historic Bultaco has
remained in Ginger Mollys possession since.
Three years ago, Ginger personally stripped
down and rebuilt the machine. Further details
can be provided on this front. Safe to say, the
machine is in immaculate condition reflecting
the pragmatic attention that can come only
from competing at the very highest level of
motorcycling. A full race history for the machine
is available on request.
61
62
lot
1969
BSA Firebird 650
ENG: A65FB3183
NZ$9,000 - NZ$12,000
URBAN SCRAMBLER
By 1969, the entire production line for the BSA
Firebird was allocated to the American market
which had developed a taste for well-tuned
street scramblers. The Firebird is, without doubt,
one of the most handsome BSAs to grace the
streets. It 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
todays standards. A relative rarity in the UK and
New Zealand markets, the Firebird today is

one of the most highly sought-after BSA models
and a handsome reminder of the very best of
BSA design.
lot
79
63
lot
80
1969
Honda CB750 KO SANDCAST
ENG. CB750K 101997
FRAME. CB7501019535
MILEAGE. 330
$28,000 - $38,000
This immaculate CB750 KO sand-cast machine

is a history-maker. Because of this machine,
Honda, the manufacturer of dinky little 50cc
mopeds (refer Lot 82) and a few nifty race bikes,
became an international powerhouse of design
and engineering. From the distinctive metal
flake paint job to the OHC 76bhp transverse
four, the CB750 KO looked like something from
a James Bond movie and sounded like a jet.
The CB750 triggered a renewed interest in highperformance off-the-shelf road bikes.
The 750 overhead-cam in-line four-cylinder
was absolutely unheard-of in the consumer
motorcycle market in 1969. Prior to this engine,
Ariel had the Square Four, Matchless the Silver
Hawk, and even stodgy old Indian had an inline four. But the 750 in this bike had about
as much in common with those engines as a
modern Formula 1 engine has with a bilge
pump no offence intended. Flat on the tank,
a confident pilot could wrangle +200kph.
Reliability was also a critical element. Engines
were being run at 6,000rpm for 200 hours on
end, and wrung all the way up to their 8,500rpm
redline for 20 hours during final development.
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 KO a staunch,
low-slung line that leaves you in no uncertainty
about the premise of this particular machine.
Winning Frances 24-hour Bol dOr race in 1969
and the 1970 Daytona, the CB put the entire
world on notice the era of production-made
super bikes had arrived. This 1969 750 KO sandcast is, without doubt, one of most influential
motorcycles ever produced and this is a rare
opportunity for the collector of important
motorcycles to secure an immaculate example.
Fresh rebuilt with 100% new old stock, as
required.
GAME BREAKER
65
lot
81
1969
Morris 1300
MILEAGE. 70,644
$2,500 - $4,500
THE GREY CRYSTHANINUM
Rumoured to be a key design reference for

the 1963 Ferrari Lusso (refer Webbs March
sale where a 1963 Lusso sold for $1,100,000),
the ADO16 (Austin Drawing Office project
number 16 really) was designed by Sir Alec
Issigonis. Following his success with the Mini,
Issigonis set out to design a larger and more
sophisticated car which incorporated even
more advanced features and innovations. His
66
success is recorded by the fact that, throughout

the 1960s, the ADO16 was consistently the
Commonwealths best-selling car. In New
Zealand, it became known as the land crab
which, for many an aspiring surfer in the 1970s,
was a great term of endearment. Every weekend
(and sometimes during the week if the surf was
really good), an army of mothers would kindly
allow their intrepid sons (and their five mates
waiting around the corner) to spend the day

at the beach, which in reality meant tearing (as
much as you can in a Morris 1300) out to the
coast and then, if necessary, up the beach to
their favourite and always isolated break. This
machine brings back memories of cold, clean
surf, hot fish and chips and mothers who knew
exactly where their beloved Morris had been.
67
lot
82
1970
Honda
Cub 50
$1,800 - $2,500
68
NANNA MODERN
Manufactured continuously since 1958, the

Cub 50 is the best-selling motor vehicle in
the history of mankind. Honda has sold so
many of these definitive mopeds more
than 60,000,000 have been manufactured
worldwide that the company has quite
literally stopped counting them. Delivering
the holy grail in basic economic transport,
the Cub 50 is iconic in its simplicity and
commitment to a for the people design
philosophy. The C50 has had a profound,
albeit unlikely, impact on late-20th-century
development. With its nanna modernist
design incorporating plastic bodywork
which is easily bent straight and its simple
and seemingly indestructible and wildly
Scottish/economical four-stroke engine
(+100mpg), the Cub is design genius
every home should have one.
1970
Cadillac
El Dorado
$5,000 - $8,000
COUNTRY LIVING
Cadillacs El Dorado demonstrates the finely

honed body styling of the Cadillac idiom.
Except for the tail-finned late 1950s, no era
has defined Cadillac as well as did the excess
and opulence of the 1970s. This was a time in
which the luxury auto-maker continued to build
bigger and bigger cars with ever-increasing
engine capacities, despite rising fuel prices and
tightening regulations. Although the Eldorado

was almost Cadillacs downfall at the time,
decades later we can sit back and appreciate the
results of that typical American unwillingness to
back down. This example has seen more New
Zealand farm action than boulevard with the
previous owner fettling it for luxury paddock
transport across their own El Dorado.
lot
83
69
lot
84
1970
Kawasaki
H1 MACH III
ENG. KAE21246
FRAME. KAE22790
MILEAGE. 16,000
$13,000 - $18,000
100% ORIGINAL
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 Kawasakis
enormous heavy industry business, whose core
focus was producing trains, ships and aircrafts, the
H1 Mach III is, without a doubt, Kawasakis most
70
infamous piece of engineering. It was responsible

for changing the vernacular of motorcycling and
the terms wheelie and tank slapping were
invented by the exasperated pilots of the Mach
III. It had a top speed of +200kph and, with the
combination of significant frame flex, negative
rear-wheel weight distribution and an extremely
abrupt power step at 6,000rph through to its
redline (8,50012,000rpm), 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.
1971
Honda
CB 500/4 K1
ENG. CB500E-2185312
FRAME. CB500-1041567
miLEAGE. 10,900KM
$6,500 - $7,500
Having established four-cylinder credentials with

the CB750, Honda undertook the tricky business
of making the layout work as effectively in smaller
engine sizes. The second type of Honda Four, the
CB500 Four was intended to be a more elegant
sports bike for the mature rider, which still retained
the essence of the original CB750. The compact
CB500 Four K1 immediately impressed with its
smooth power delivery and smart-casual two-tone

colour scheme. Of course the power unit with its
upright bank of cylinders also appealed to the
organised man. With a top speed of over 175kph
and a competitive price, the CB 500 Four attracted
a new breed of modern rider much to the chagrin
of the previous generation. Fresh rebuild with new
old stock where required.
lot
85
71
lot
86
1971
Honda
CB450/2 K2
ENG. CB450E-5046350
FRAME. CB1-20008908
MILEAGE. 17.5KM
$4,500 - $5,500
72
Engine type: Twin, four-stroke

Power: 45.00 HP (32.8 kW)) @ 9000 RPM
Top speed: 171.0 km/h (106.3 mph)
Compression: 9.0:1
Bore x stroke: 70.0 x 57.8 mm (2.8 x 2.3 inches)
Valves per cylinder: 2
Fuel control: DOHC
Gearbox: 5-speed
Fresh rebuild with new old stock where required.
1971
CB750 K2
ENG. CB750E-2468576
FRAME. CB750-1108746
MilEage. 28,748KM
$14,000 - $18,000
Engine: Air cooled, transverse four cylinder, four

stroke, SOHC, 2 valve per cylinder.
Capacity: 736
Bore x Stroke: 61mm 63 mm
Compression Ratio: 9.0:1
Induction: 4x 28mm Keihin carbs
Ignition: Battery induction coil / electric
Max Power: 69 hp @ 8000 rpm
Fresh rebuild with new old stock where required.
lot
87
You start thinking about Hondas CB750s

startling introduction back in 69 (remember who
won the World Series or who took the Oscar
for best actor?) and you admit now as then it
was quite a package. The first four cylinder
engine (in many years) for public consumption,
the first disc brake equipped stock bike, the
electric starter, that never before sound and the
smoothness. The Mach III and the Honda Four
really are responsible for this whole super-bike
phenomenon upon us. Different strokes for
different folks, you might say, but they were the
instigators. Cycle Guide 1972.
73
lot
88
1971
Norton 750
GENUINE Production Racer
1 OF 119 ONLY
ENG. 20M138145151
$30,000 - $35,000
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 Nortons Isolastic-framed
Commando, designed by Bob Trigg and launched
in 1968, can be said to have dragged the
venerable old vertical twin into the post-war 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
the time was around 1:36, the motorcycle had to
74
be taken very seriously as a racing machine.

4. They were hand built by Peter Inchleys
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 80) put them on their trailers. And, finally:
7. Its yellow not red.
The Production racer elevated the traditional
Commando qualities to their highest pitch. The
engines vast reservoir of torque, allowed the

Commando pilot to dial his speed as though the
70 bhp twistgrip. The Commandos 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.
75
lot
lot
89
1972
Toyota
Corolla Levin Racing Car
$38,000 - $48,000
76
This Toyota is one of three imported by Toyota New

Zealand and converted into rally cars for a Team
Toyota entry into the 1973 Heatway Rally. Graham
Carter was the first driver of GG42; the car was then
sold to and rallied by Ken Cleghorn. The current
owner purchased GG42 in 1989 and spent the next
four years carrying out a total restoration of the
vehicle. GG42 was then raced around North Island
circuits for the next 13 years and also competed in
local car-club events with great success.
Engine:
Toyota 2TG 1,600cc
Modified cylinder head
Larger valves
Cosworth grind camshafts
Cunningham con rods
J E pistons
Crankshaft shot peened and balanced
Lightened flywheel
Twin-plate clutch
Baffled sump
Twin 45 Dellortos
Electronic ignition
Gearbox:
Toyota TRD close-ratio kit fitted
Differential:
Toyota TRD limited slip
Diff tramp rods fitted
Current ratio: 4.8 to 1
Suspension:
Front struts are coil overs with Koni inserts
(adjustable)
Adjustable top mounts and bottom arms
Rear: reset semi-elliptic springs
KYB shock absorbers
Brakes:
Vented front Discs with wildwood 4-pot callipers
Rear
Solid discs
Toyota Corolla Levin GG42 is registered as a

New Zealand Historic Vehicle with The Vintage
Car Club of New Zealand.
1996/1997
2nd Historic Saloon Class
Intermarque Classic Car Series
Toyota Corolla Levin GG42 has a Historic Vehicle

Competitor logbook and a MotorSport New
Zealand logbook.
MotorSport New Zealand Certificate of Description
MotorSport New Zealand Roll Protection.
Homologation.
1998/1999
1st New Zealand Saloon Cars
2nd under 2,000cc Class
Achievements:
1994/1995
3rd 02,000cc
Intermarque Classic Car Series
Final national race meeting at Baypark Raceway,

April 1975
Race 21, Intermarque Classics, 1st place of 20 cars
2000/2001
1st New Zealand Historic Saloon Class
DIRT POWER
77
lot
90
1973
Triumph
X-75 Hurricane
ENG. V75V NH00673
FRAME. V75V NH00673
mileage. 13,523
$30,000 - $40,000
WHITE LINES
Putting the evocative name aside, the X75
Hurricane is, without question, one of the
coolest pieces of industrial design to have been
created under any corporate banner. Unveiled
in November of 1972, the Hurricane had been
commissioned in secrecy by a slightly trippedout BSA executive in the USA, Dan Brown. Craig
Vetter, a young bike stylist at the time, was
78
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. The flared
chrome pipes accentuate and salute the triples
hi-revving tune. The Hurricane was put into
production in June 1972 but, as BSA was in its
death throes, the tank badge was 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. Offering
original patina, this example was last registered
in 1989.
1973
Laverda SF1
ENG: 750 153 18 1
FRAME. LAV750SF 15318
MILEAGE. 68488
$12,000 - $16,000
WITHOUT PARALLEL
Laverda introduced their 750 parallel twin and

against the odds it proved to be one of the
best. They could hardly keep up with customer
demand at first but, by 1972, the competition was
much hotter and it came with four cylinders. So, for
1973, Laverdas 750 twin had the boost it needed,
in the shape of the SF1. By this time, sound-level
regulations were intruding so Laverda was faced
with the conflicting difficulties of increasing gas
flow and decreasing exhaust noise. Laverda
achieved both with large-diameter exhaust pipes
(1.6 inch) interconnected by a transverse collector

box, new-style Dellorto 36mm pumper carbs and a
new matching camshaft. These mods lifted power
to a claimed 66bhp at 7,300rpm, and top speed
rose accordingly to around 117mph. The bike
from that particular year is generally regarded by
aficionados as the quickest of the SFs. While their
handling was heavy, and this was quite typical of
the period, not much else cornered more surefootedly than did an SF. Despite the apparently
modest power increase, the SF1s were noticeably
faster on nip-and-tuck riding. In the first place,

they were fitted with a single Brembo 11-inch disc
front brake which, while no more powerful than
the old drum, could be used repeatedly without
fading. And, in the second place, SF1 acceleration
in normal highway use was undeniably superior to
that of SF, thanks to a further-lightened flywheel.
The overall look and feel of the SF1 is outstanding
and the parallel twin configuration combined with
solid predictable handling makes the SF1 a great
1970s classic.
lot
91
79
lot
92
1975
Suzuki
RD500 XR14 MARK 1
ENG. RG500 11007
FRAME. RG500 11007
$80,000 - $120,000
80
THE REVOLUTION WILL BE 2 STROKED
Halfway through 1973, Suzukis general manager

of the engineering department agreed to build
a revolutionary racing bike. This was not to be
a high-spec roadster but a 100%-dedicated
machine designed specifically for one purpose
world domination.
Giving themselves a mere eight months
to create the game-changing machine, they
christened it the XR14 (more commonly known
as the RG500). Suzuki employed rotary disc
valve induction and separate geared-together

crankshafts driving a six-speed transmission via
an intermediate gear. Over-square bore/stroke
dimensions of 56.0 x 50.5mm were used and a
maximum output of 95bhp at 10,500rpm was
claimed. A large amount of attention was given to
weight reduction with magnesium and aluminium
being utilised at every opportunity. This state-ofthe-art power unit was housed in a conventional
tubular-steel duplex-loop frame.
Early in 1974, Britains rising star Barry
(continued on page 82)
lot
John Woodley, piloting XR14s, won the Senior

Grand Prix at Batyhurst in 1976, 1977 and
1979, but it was his astonishing performance
in the 1979 unlimited GP that really wowed
the thousands of fans at the mountain circuit.
Dispite giving away 50% capacity Woodley on
his RG500 XR14 hounded Graeme Crosbys 750
Kawasaki and Ron Bouldens 750 Yamaha for the
entire 20 lap race, finishing third - just metres
behind the two 750s and sharing a new outright
lap record. As well as his numerous successes in
Australia and New Zealand, Woodley enjoyed
a highly successful international career and also
competed in the 1978 Isle of Man TT, finishing
ninth in the Senior TT on his debut at the worlds
most difficult and dangerous circuit.
81
lot
82
Sheene, winner of the 1973 FIM Formula 750

Championship on a Suzuki TR750, was asked
to visit the Hamamatsu factory, where he
proceeded to clip 1.5 seconds off the test track
record on the new 500 Four, following up with
second place in the season-opening French
Grand Prix behind Reads MV. Inevitably though,
there were teething problems chiefly associated
with engine seizures and wayward high-speed
handling. Sheene ended the season sixth in the
World Championship and, in the Manufacturers
Championship, Suzuki finished third: not bad
for a completely new machine. With this, 1974
was considered to be a development year for
the XR14. It was 1975 that was really going to
shift the game with the XR14 going into factory
production.
For 1975, Suzuki contracted Barry Sheene and
Tepi Lansivuori to race the XR14s. The engine
basically stayed the same: 5-port cylinder and
bore/stroke 56.00 x 50.5mm but, with fresh tuning,
the engine presented 100bhp at 11,200rpm
with torque at 6.7kg per metre at 10,500. The
XR14 was also given a new and improved frame.
The overall performance of the 1975 RG500
XR14 was now radically good. Its crackly scream
drank fuel at a ridiculous rate and, once the
pilot hit the +6,000rpm zone, the acceleration
up to 11,200 was violent. This was a machine
designed for only the most ballistic of pilots and
was completely impractical for anything other
than top-level racing. Suzuki had succeeded
in making a great, glorious and completely
berserk machine. Capable of +270kph, the
XR14 went on to slaughter its competition and
take out world championships most famously
with Barry Sheene on board. Perhaps more
importantly, the XR14 was the first machine to
offer independent privateers the opportunity

to truly compete with well-heeled corporate
teams. From this perspective, the XR14 was a
great leveller. The bike went on to win the Riders
World Championship in the 500cc class in 1976
and 1977.
Originally imported new and direct from
the build factory, this example is bike number
7 (engine and frame numbers 11007). It is
stunningly original. The only non-factory-correct
elements of this machine are the front brakes
which were replaced with Brembo (Lockheed
pattern) callipers. This was a common upgrade
of the day as the original alloy brake discs had a
dubious reputation under extreme conditions.
Initially raced by one of New Zealands great
1970s pilots John Woodley (Gentleman John,
Woodley*), it was acquired from Woodley
by Geoff Sell. In 1987, the current custodian
became owner of the machine and undertook
a full restoration including of the motor. The
crankshafts were replaced and cylinders honed
to suit 0.13mm oversized pistons (taking the
displacement to 499cc). Since then, the bike
has been stored correctly and started every six
months. It has done less than 60 minutes track
time since 1987, most recently appearing at the
2011 Mansfield practice session.
The XR14 was and remains a game-changer.
It certainly positioned Suzuki as the dominant
force of the late 1970s and for that deserves the
recognition it gets as one of the most successful
race-bike designs of its period. Suzuki built
a glorious and completely berserk machine
which was and remains complex, consistent and
influential the XR14 Mark I and which, with
very few being created, is a true modern classic.
1975
Triumph T160
ENG. T160BK02079
FRAME. T160BK02079
MILEAGE. 360
$22,000 - $28,000
THE MINTA
With fewer than 360 genuine miles on the clock
and 100% factory correct, this has to be one of
the cleanest Tridents available in Australasia.
Returning to Triumphs signature design lines, the
T160 added the aggressive sloping cylinder line
(via the deleted BSA Rocket III) in the final year
of Triumph production. The T160c was produced
in one of Triumphs more troublesome years
and was overshadowed by the newly elected
British Industry Minister Eric Varleys recall of
a loan of four million pounds in July 1975 and
the subsequent refusal to renew the export

credits of the Norton Villiers Triumph company.
These events threw Triumph into receivership
and caused mass redundancies. The T160c is
a timely reminder that bad decisions are made
through good times and bad. The quality and
sophistication of the T160c has outlived both
Mr Varleys 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 that Triumph, having risen from the ashes,
returned to the philosophy of the triple for the
contemporary rider.
lot
93
83
lot
94
1975
Triumph T160
ENG. T160XK00557
FRAME. T160XK00557
MILEAGE. 3
$28,000 - $34,000
THE MINTERISTS MINTA
This example has only 3 genuine miles on the

clock and being 100% factory correct, is one
of the cleanest and most original Tridents
available in the world. Delivering iconic creamy
acceleration the T160 made good Triumph
traditions at a time when much of the world had
seemingly turned their back on one of the great
industrial movements of the twentieth century.
84
1975
TRIUMPH T150
ENG. T150VHJ43541
FRAME. T150VHJ43541
MILEAGE. 2,917
$9,000 - $13,000
WORK HORSE
Triumph T 150 V Trident 750

Engine type: In-line three, four-stroke
Power: 60.00 HP (43.8 kW)) @ 7250 RPM
Top speed: 194.0 km/h (120.5 mph)
Compression: 8.3:1
General Comment: The patina reflects the fact
that this machine is an authentic barn find complete with dead mouse in right hand muffler
(refer to image above.) The overall condition is
complete and period correct. The original paint
work is nicely faded. A great start point for a light
restoration or simply commission the fluids and
running gear and get riding a period classic.
lot
95
85
lot
96
1976
Lotus Elite
MILEAGE. 98,290
$7,000 - $9,000
Although retaining the Lotus philosophies of

lightweight construction and sporting engines,
the company did demonstrate a completely new
line of cars in 1976 with the introduction of the
Elite. Putting aside its fabulous overall aesthetic,
the Elite was powered by an in-line, dual
overhead cam, four-cylinder, 1,973cc engine, with
155bhp at 6,500rpm, that linked into a five-speed
86
manual gearbox; the Elite was a well-heeled

machine capable of more than 200kph Front coil
springs and A-arms, rear coil springs and trailing
arms ensured reasonable handling. Front and rear
discs ensured good stopping power. Regarding
general performance, the Elite is notable in that
the stock curb weight is not much over 907kg.
Once the motor reaches its power band, both
acceleration and handling are impressive. In

recent years, the engine has had new rings,
and big bearings and clutch plates have been
replaced. Gearbox bearings and synchro cones
have also been replaced. This vehicle comes with
a factory workshop manual.
1977
Triumph Silver Jubilee
ENG. T140VCP81559
FRAME. T140VCP81559
MILEAGE. 30
$20,000 - $25,000
ROYALLY COOL
In celebration of the Queens Silver Jubilee in

1977, Triumph released a special edition based
on the standard 750 T140. A silver finish with redand-blue lining was used and was complemented
by a royal-blue saddle with red beading. The
primary drive and timing covers were chrome
plated and the wheel-rim centres were painted
and lined in the traditional manner. The result was

a very British machine which quickly established
itself as a collectors item. Only 2,400 examples
were built. The previous owner of this machine
acquired it brand new in 1977 rode it down the
road to his near by home where he subsequently
parked it in his living room for 25 years. The
current custodian acquired it from England and

has subsequently add some 20 miles to the clock
when the weather and inclination happened to
suit. Built for the English market with its low slung
geometry and modern tank lines this machine has
done only 30 miles since new.
lot
97
87
lot
98
1978
HONDA CBX 1000
ENG. CB1-20008908
FRAME. CB1-20008908
MILEAGE. 62,284KM
$14,000 - $18,000
88
THE MOTHERSHIP
1978: John Rowles was voted New Zealands top

vocalist and Hello Sailor our best band. The
first-ever Cellular Mobile Phone was introduced
in Illinois and Space Invaders appeared in arcades
launching a craze for computer video games aka
Spacies. Sweden was the first country in the world
to recognise the effect of aerosol sprays on the
ozone layer and banned their sale. The serial killer
David Berkowitz, Son of Sam, was convicted of
murder after terrorising New York for 12 months.
1978 was also a great year for muscle bikes
with the introduction of the CBX 1000 which,
among other things, dispelled any concerns
the public may have had about the motorcycle
industry succumbing the environmental paranoia
of the day. Fast, stable and advanced, the CBX
was Hondas hairy-chested mothership capable
of catapulting you and whoever was mad
enough to jump on the back of the spacious aftquarter, across to the wrong side of 210kph. This
immaculate example celebrates the pinnacle of
naked muscle bike design. Fresh rebuild with new
old stock where required.
1980
Ducati SD900
ENG. 940 425 DM860
FRAME. DM900SD950683
MILEAGE. 80,818
$8,000 - $12,000
lot
99
89
lot
100
1979
Ducati
Mike Hailwood Replica
ENG: 089 770 DM860
FRAME. DM860SS 900115
MILEAGE. 25,008
$18,000 - $25,000
90
1982
HONDA CX650
Turbo
FRAME. RC-162000393
MILEAGE. 6,970
$6,500 - $8,500
This bike, a statement of Hondas engineering

expertise and technical clout arrived in its day
with great fanfare but was a poor seller: gone
from the market within a year. Part of its problem
was the fact that the turbo performed actually
like a turbo-charge-bull. And that fairing that
looks like overkill well its not. At peak boost,
the turbo provides approximately 19psi of overpressure; this nearly doubles the power output
of the engine when on full boost. The machine
is capable of superb acceleration; however, the
rider suffers somewhat from an abrupt and large
step in power when transitioning from off-boost
to on-boost. Essentially it was a scary bike for
your average Honda rider. With this, it was quickly

discontinued and followed by a succession of
mundane and, at times, heinous offspring such
as the CX500 Custom that really did give the
Chopper a bad name. Today, the CX650 Turbo,
capable of +225kph, is a rare and somewhat
overlooked classic.
lot
101
91
lot
102
1983
Triumph TSX
ENG. SCMO31877
FRAME. SCMO31877
MILEAGE. 10
$18,000 - $22,000
92
FRESH STOCK
This is a brand-new example of the now-famous

TSX 750 of which only 371 were produced (100 for
the US, 200 for the UK and 71 for the rest of the
world). Essentially a restyled Triumph Bonneville,
the TSX was distinguished by its lowered chassis
and 16-inch-diameter 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, the TSX was a well-supplied piece of kit for
the day and one that now captures a unique and
defiant period of Triumph history.
1987
Honda
VF1000R
Eng. SC16E 2104001
FRAME. HMXSC162100880X
MILEAGE. 87, 425
$8,000 - $12,000
When pondering which motorcycles will be
considered classic examples of the 1980s period,
it is not difficult to rely, with some relief, on
the VF100R series. With smaller displacement
versions of Hondas innovative V4 engine that
combustion chamber and squish area was

designed to give optimum higher combustion
speed and boost power. The innovative oneway clutch, developed in racing, uses a unique
mechanism that greatly smooths shifting, reduces
back load and improves performance. In keeping
with the ultimate sports image of the VF1000R,
it has the ultimate suspension combination and
handling, even under the most spirited riding, is
impeccable. Braking is in the capable hands of
dual-floating front discs with dual-piston callipers
and a single ventilated rear, all with sintered pads.
Other features such as the endurance
racer-style twin headlights,
adjustable clutch and front
brake levers, full carbonfibre racing fairing and
solo seat cowl made
the R very desirable.
Its strap-line was
Exploring the
Outer Limits and
the VF100R didnt
explore them, it
created them.
This is a great
example of a true
modern classic.
lot
103
dominated sports-riding worldwide at the time,

and a racing offshoot winning race after race,
experienced riders were demanding more and
more. The birth of the Honda VF1000R was
almost a foregone conclusion. Much of the quality
workmanship and engineering that went into
the production of Hondas flagship performance
bike really had not been seen before in mass
production, making this one truly unique machine
in its day.
The power comes from this compact, liquidcooled 90-degree V4 engine sporting accurate,
gear-driven double-overhead camshafts and
packing a thunderous +125hp. Usually seen only
on high-performance racing machines, the
gear-driven camshafts run quietly and greatly
reduce power loss. Offering unprecedented
combustion efficiency, a 10.5:1 compression
ratio is employed and, to overcome enginedamaging detonation, a special
93
The New Zealand Classic Motorcycle Racing Register Presents:
The 2011 Classic TT
Labour Weekend October 22nd & 23rd 2011

See New Zealands best Classic and Post Classic motorcycle racing action!
Hampton Downs Motorsport Park.
1 hour south of Auckland. Racing starts 10am. Adults $15.00 per day Children under 12 free.
Visit www.nzcmrr.com or www.hamptondowns.com for more information.
MNZ Permit Number 13261.
94
CONDITIONSof 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 Webbs will apply a buyers 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 Webbs 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. Webbs 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 buyers expense immediately after
the sale except where a cheque remains uncleared. If this is not done Webbs 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 Webbs a license under the appropriate Act.
10. Failure to make Payment. If a purchaser fails either to pay for or take away any lot
Webbs 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 Webbs 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 Webbs 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 Webbs 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 Webbs or its vendor. Webbs 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 Webbs towards any money owing to
Webbs 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 Webbs
pending i. clearance of funds by the purchaser or ii. completion of payment after receipt
of a deposit the lot will be held by Webbs 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 Webbs 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 telephoneand absentee bids. Any
person wishing to bid as agent for a third party must obtain written authority to do so from
Webbs prior to bidding.
12.Subject Bids
Where the highest bid is below the reserve and the auctioneer declares a sale to be
subject to vendors 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 Webbs irrespective of the
circumstances under which the sale is negotiated.
Bidding Slip
For absentee bidders on lots in THE CLASSIC MOTORCYCLEs & CARS OF THE DAY sale - OCTOBER 19 2011
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 Classic Motorcycles and Cars of the Day 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 Webbs 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 Webbs 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 Webbs 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. Bank details are as follows: Peter Webb Galleries Ltd 030104 0448184 03. Swift code for international payments is WPACNZ2W. Please record sale and buyer
number in payment.
* Webbs 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
97
lot
98
lot

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1

CLASSIC motorcycles AND CARS OF THE DAY

WEDNESDAY 19 OCTOBER 6:30 PM

CLASSIC motorcycles AND CARS OF THE DAY

ThE auction and viewing

If a woman is strong enough and enjoys the

CLASSIC motorcycles AND CARS OF THE DAY

Webbs is pleased to announce

CLASSIC motorcycles AND CARS OF THE DAY

The Rocket the sexiest

take one for a test drive

CLASSIC motorcycles AND CARS OF THE DAY

POST MODERN MOTORCYCLISM DEUS.COM.AU AUSTRALIA, BALI, VENICE (CA)

This sale will feature fine New Zealand

CLASSIC motorcycles AND CARS OF THE DAY

CLASSIC motorcycles AND CARS OF THE DAY

Tin Toy Cycle

Tin Toy Cycle

US Dispatch Rider by Britains

Two Dispatch Riders

Two Dicing Speedway Riders

Original pressed tin toy

Rare and original pressed tin

Tin Toy Cycle

Tin Toy Cycle

pressed tin toy depicting early

Tin Toy Cycle

Speed Twin by Britains Ltd (with

Two Speed Twin riders

Chopper by Britains Ltd (no box);

London Exeter London

brushed stainless steel case.

Speed Judging Bronze

Coated titanium case, carbon

CLASSIC motorcycles AND CARS OF THE DAY - MEMORABILIA

In the beginning, there was darkness in the

Triton Motor Oil Sign

State Motor Oil

CLASSIC motorcycles AND CARS OF THE DAY - MEMORABILIA

Original enamelled tin sign

Motor Oil Sign

Crown Gasoline Sign

Original enamelled tin sign

State Oil Sign

Motor Oil Sign and

Sinclair Motor Oil One

Original enamelled tin sign

Motor Spirit One

CLASSIC motorcycles AND CARS OF THE DAY - MEMORABILIA

Sign and Castrol

H.180mm, W.345mm each

Gillette Tires Signs

This is certainly one of the first Pioneer

560-mile Sydney-to-Melbourne race Minerva

history and reflects the intrepidity of Thomas

CLASSIC motorcycles AND CARS OF THE DAY

The rapid rise and fall of backstreet workshops

stores. Gamage went on to become the official

guard of honour made up of members of his

George W Hands began manufacturing bicycles

his brother decided to repair the machine.

CLASSIC motorcycles AND CARS OF THE DAY