Webbs Classic Motorbikes

2 7 . 0 9 . 1 5

C L A S S I C M O T O R B I K E S

Chris Allsop [email protected]

+64 9 524 6804

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+64 9 524 6804

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23-25 Falcon Street Parnell, Auckland 1052

PO Box 99251, Newmarket Auckland 1149, New Zealand

+64 9 524 6804 www.webbs.co.nz

COVER IMAGE Lot 26 Vincent Black Shadow

$90,000 - $110,000

B I K E S A T W E B B ’ S

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I N T R O D U C T I O N

Webb’s are excited to hold our annual Classic Motorbikes auction. We have a premium selection of classic motorbikes from several

collectors which have made their way to our new Parnell saleroom. One very special event to be held on 27 September at 11am.

The selection of motorbikes date from 1914 to 2004 and exhibit unique features and provenance which set them apart from the

masses. Each have pedigree or heritage making them international collector-class motorbikes that warrant interest from all serious

collectors and enthusiasts. Some of the highlights in the sale include a 1979 Ducati 900SS NCR, 1959 Manx Norton, 1950 Vincent Black

Shadow, a 1955 BSA Goldstar and a rare 1975 Augusta 750 Sport.

Some points of interest, the 1914 Baby Triumph we have for sale was the first womens market bike developed – lady collectors your pedalling days

may be over! The 1974 Benelli Sei is the first ever 6 cylinder motorbike. Meanwhile, the Gold Star in the BSA Goldstar originated from a lapel pin awarded to a rider by the British Motorcylce Racing Club, risking life and

limb achieving an average lap speed of 100mph plus! As can be seen each of these motorbikes have their own special history unique to each motorbike.

We encourage you to view the motorbikes on display from 18 September to 26 September. Condition reports provided on

request. The sale offers a one-off opportunity to purchase a piece of motorcyling history. Fuel your passion for the ride, call in and find

your next motorbike at Webb’s Classic Motorbikes auction.

value your collection

Specialist valuers of fine art, antiques and collectables, books and historical documents,

artefacts, wine and household goods.

A dedicated and experienced team of in-house experts use daily market research and an extensive database of international sales records to ensure a prompt, accurate,

competitively priced and confidential valuation service. Home or site visits, both

locally and internationally, can be arranged by appointment.

Contact Antonia Milsom 09 524 6804, [email protected],

23-25 Falcon Street, Parnell

WEBB’S PROVIDE COMPREHENSIVE VALUATION SERVICES FOR:

• Insurance • Market • Post-Loss

• Family Estate Division • Relationship Property Division • Financial Reporting

Judy Millar Untitled Achieved $7,500

Viewing

Friday 18 September 9.00am – 5.00pm

Saturday 19 September 10.00am – 4.00pm

Sunday 20 September 10.00am – 4.00pm

Monday 21 September 9.00am - 5.00pm

Tuesday 22 September 9.00am – 5.00pm

Wednesday 23 September 9.00am – 5.00pm

Thursday 24 September 9.00am – 5.00pm

Friday 25 September 9.00am – 5.00pm

Saturday 26 September 10.00am – 4.00pm

AuctionSunday 27 September, 11.00AM

Buyer’s PremiumA buyer's premium of 17.5% will be charged on all items in this sale.

GST (15%) is payable on the buyer's premium only.

V I E W I N G T I M E S

SUNDAY 27 SEPTEMBER 2015, 11.00AM

C L A S S I C M O T O R B I K E S

VIEWING FROM

Thursday 18 September

12 WEBB’S CLASSIC MOTORBIKES

Year 1984Make Honda CBX 750FEngine No AC17E-2005181Odometer 76,994kmCondition Very GoodDocuments NZ Registered and Warranted, MR 12A

$2,500 - $4,500

The release of the 130mph CBX marked the end of 15 years of CB750/4 production in all of its iterations. Honda were the first to launch an inline 750/4 back in 1969. It used a SOHC, eight valve engine and generated 67bhp. As a comparison of how technology evolved, the CBX750 featured a DOHC, 16 valve engine and produced 91bhp. The CBX differed in that top end of the motor employed hydraulic tappets, (Harley-Davidson had used them for decades) but this was unique on a Japanese production motorcycle at the time. The advantage in servicing was not having to set 16 valve clearances! Honda then added thin-stemmed lightweight valves making for quicker pickup. Further clever weight saving measures and design are in evidence everywhere on the engine. The width was reduced by placing the big alternator behind the cylinders instead of on the crank end. The height was reduced by making the sump shallower and using frame tubes as oil carriers, which increased the total oil capacity. Engine performance is smooth and has excellent tractability. The CBX made good low down power, helped by some low gearing. The mid-range was a bit flat and and then the acceleration became more noticeable above 8,000rpm. In fact the bike is so smooth and quiet at speed, that Honda fit a rev limiter at 10,800rpm. This example is a daily rider and would be great fun for summer.

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WEBB’S CLASSIC MOTORBIKES 13

Year 1974Make Maico 400 GPEngine No U403801Frame No 387720Odometer N/ACondition Very GoodDocuments Bill of Sale, California Certfiicate of Title, NZ Customs Import Entry

$6,000 - 8,000

Maicowerk A.G. was founded in 1926, originally assembling two-stroke motors. After World War II, the West German motorcycle manufacturer began producing its own two-stroke engines and complete motorcycles. In later years, the company established a well-earned reputation for its purpose-built Motocross and Enduro machines which, for the time, were highly competitive and well designed. Maico’s highly successful racing models took on well-funded competitors and achieved several top-three finishes in both World and US Championship motocross competitions. U.S. publication Motocross Action Magazine called the Maico 490 Mega the greatest open class motocross bike of all time. The 1974/75 400cc GP is one of the most sought-after vintage MX and twin-shock motorcycles to this day. This particular example was reputedly brought back from Germany by a US marine in the late 1970s. It was a factory test ‘mule’ bike for various modifications that led to the short production run of 1974. Frame, and especially swing-arm, modifications show consistent factory weld patterns. The bike does not show signs of racing and is not a wheelsmith conversion. This iconic piece of MX history was last running 2 years ago.

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Year 1971Make BSA B50 MX 500Engine No B44 2406Frame No N/AOdometer N/ACondition ExcellentDocuments NZ Tax Invoice

$8,000 - $12,000

The last of the line in BSA MX (motorcross) line of bikes due to BSA’ demise, the B50MX combined the learning and success of the B44 Victor with the punchier 500c engine. More powerful and sleeker than its predecessors, it was one of the most successful BSA MX designs of all. The B-50 was one serious looking machine, with a polished alloy tank; alloy motor, conicle hubs and a big 500cc mill to complete the package. Betor or Metal Profile forks were fitted to the front, but unfortunately the rear end was propped up with Girlings that lasted about an hour under the rigors of MX. The 500MX was distilled down to the basics, with no unused brackets or other stuff from the trail version being incorporated in the B-50’s design. A clean machine, this example was running up until 2 years ago.

3


Year 1965Make Rickman Triumph Metisse 500 Street Licensed ScramblerEngine No TT06-H66734Frame No B-1101065Odometer N/ACondition ExcellentDocuments Purchase Invoice

$12,000 - $16,000

British brothers Don & Derek Rickman were motocross champions and innovators. Their excellent-handling Metisse frames outshone the factory efforts and were made for a wide variety of four-stroke singles and twins. In 1964 they entered into an agreement with Bultaco. The Spanish company would supply two-stroke engines for the Rickmans to install in their own frames for U.K. sale, and Rickman allowed Bultaco to build licensed versions of the frames. This bike is one of the rare 1965 Spanish Metisse models, originally powered by a 250cc Bultaco single, but expertly retrofitted after 1969 with a 500cc Triumph twin that looks perfectly at home in the so-called Petite Metisse chassis. In 2006, the engine was overhauled and had a cosmetic touch-up. It rolls on Dunlop trials tires and was last run 3 years ago.

4


Year 1967Make BSA B44 Victor GP Moto-CrosserEngine No B44R 2407Frame No B44 1830Odometer N/ACondition Very GoodDocuments California Certificate of Title

$16,000 - $25,000

This is one of three bikes that started as a batch of parts from what remained when the BSA factory competition shop shut down. Two of the most important people involved in their original builds were BSA’s competition manager, Brian Martin and frame builder, Eric Cheney. Both were involved with the rebuilding but sadly, both died before the project finished. To replace the heavyweight Gold Star scrambler, BSA switched to the lightweight B40 street model in late 1961. Having been modified for competition use, the B40 and its successors were developed so well that Jeff Smith was able to win the 500cc World Moto-Cross Championship for BSA in 1964 and 1965. The B40 started as a 350cc iron-barrel street bike and ended up as a full 500cc with liner-less alloy cylinder barrel and chromed bore. Works bikes were in a constant process of changing specifications searching for reduced weight, increased power, and improved rider preferences. The factory riders during this time included Jeff Smith, Vic Eastwood, John Banks, Dave Nicoll, Keith Hickman, Jerry Scott, Arthur Lampkin, John Burton and others. It is not possible to determine which rider rode which bike on which occasion, records being scant. Bob Achterberg spent more than three years patiently engineering and building the bikes from the stock of ex-BSA factory parts. Many parts have little or no resemblance to production B44 Victor items, and Bill Hauff built the parts that did not exist. For example, compare the sand-cast, ‘pear-shaped’ ’heads and cylinders on this bike with the standard ‘square-finned’, die-cast versions. Please note that this bike example has the production type Victor GP moto-cross frame (not titanium frame). There are many titanium and magnesium parts as evidence of the factory’s weight saving. The front brake backing plate has an adjustable pivot point, and the top fork triple clamp is cast in aluminium and the bottom one has been lightened. The brake drums, backing plates, and the rear sprocket are also lightened. The fork sliders are made of magnesium, the clutch, brake levers, and throttle are lightweight. Note also there is no kickstart lever. If you stalled, then you lost the race. This example has not been started since purchased.

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Year 1968Make Ex British Trophy Team Cheney-Triumph 500 ISDTEngine No T 100SS H20991Frame No MK2 T6Odometer N/ACondition Very GoodDocuments Purchase Invoice, Nevada Dept of Taxation Affidavit

$14,000 - $19,000

The International Six Days Trial (ISDT) was given great importance by European manufacturers. Until the mid-1960s machines were often ‘street-legal’ moto crossers, or carefully modified stock highway models with knobbly tires; inevitably, the ISDT results had a significant impact on sales. Selection for a national team was highly coveted, as was the winning of an individual gold medal. Various nations dominated the prestigious Trophy and Vase Team awards; Britain until 1953, after which their heavy 500/650cc machines were outpaced by Czechoslovakia and East Germany on 2-strokes. By the late sixties the financially stressed British bike industry was no longer able to supply bikes. They therefore turned to the brilliant Eric Cheney, whose BSA and Triumph-powered motocross machines were winning at the international level. Eric built a handful of dealer-sponsored ISDT Cheney-Triumphs, some riders preferred these to the factory-supplied machines used previously! Cheney chose the best equipment for his own chassis utilising the Triumph 5TA motor. Together with tapered conical hubs, Ceriani type forks, larger alloy fuel tank, – with lights and muffler added – this was a highly competitive bike. This particular ex-ISDT machine didn’t last the first day of racing with the 1968 British Trophy Team. Purchased by the vendor from a respected British dirt shop in 1969, it is in authentic condition, subsequently receiving a 1982 restoration by Danny Macias, (former BSA/Triumph race chief). A pedigreed machine with historic provenance, its not been run in at least 4 years.

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Year 1914Make Baby Triumph 225Engine No 264 5Frame No 256328Odometer N/ACondition ExcellentDocuments NZ Registered (on hold) and Warranted, MR 12A

$7,000 - $10,000

Known as the 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 correct example formerly from the Phil Bedard Collection.

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Year 1921Make Triumph SD 550Engine No F3414DRXFrame No 314086Odometer N/ACondition ExcellentDocuments None

$10,000 - $14,000

Like many of the motorcycle companies that burst onto the scene at the turn of the 20th century, Triumph had its roots in the bicycle industry known as the New Triumph Co. Ltd. Triumph’ first motorcycle was the No. 1 and it was built from cannibalized parts made by other manufacturers. In 1907 the company built its first all-Triumph designed motorcycle, sold under the Triumph brand and the secondary brand-name of the “Gloria.” These were produced at the Triumph Coventry Works under the supervision of designer and plant manager Charles Hathaway. Triumph supplied motorcycles for the military in WW1 and when the war finished, co-founder Maurice Schulte retired from the company, and was replaced by colonel Claude V. Holbrook, who was head of motorcycle procurement for the British military during WWI. Shortly thereafter the Triumph’s 550cc Model SD was created. The Model SD was in production from 1920 through to 1930, alongside a range of similar 500cc and 550cc models. The SD introduced the revolutionary shock-absorbing clutch assembly and chain-driven three-speed gearbox known as the Spring Drive and also replaced the final belt-drive with a chain. The engine for the SD was known as the Riccy as it was designed by Ricardo Consulting Engineers in Shoreham by the Sea, England. The Triumph SD engine was a single-cylinder, with four pushrod-driven overhead valves. It is well equipped with a Lucas acetylene headlamp, acetylene generator, rear lamp, leather tool panniers, luggage carrier and comfortable Brooks style saddle. This particular machine has been restored to a high degree of detail and has subsequently acquired a great patina. Art or machine, you decide, it’s a great work either way.

8


Year 1958Make Parilla 125 SportEngine No 870975Frame No 870975Odometer 0.5kCondition Very GoodDocuments Purchase Invoice

$4,000 - $7,000

Named after Giovanni Parrilla, he built his first motorcycle in 1946, for some reason dropping one of his surname’s ‘r’ to call the machine a Parilla. The first Parilla motorcycle - a 250cc overhead-camshaft single-cylinder racer - was the work of engineer Giuseppe Salmaggi, who already had the Gilera Saturno to his credit. The Milan-based firm went on to build a range of lightweight machines using two-stroke and four-stroke engines. Production of road and race (corse) models began in 1947 and in 1954 the company introduced the high-camshaft model for which it is best remembered. In 1962 Giovanni sold the company to a holding company, which eventually ceased in a recession in Italy in 1967. This example is a dealer’s leftover stock, and has never been registered or used and is presented in ‘like new’ condition. There are no documents with this lot and its not been started in at least 3 years.

9


Year 1956Make Triumph 5T Speed TwinEngine No ST74014Frame No 74014Odometer 29,561mlsCondition Very GoodDocuments Bill of Sale, NZ Biosecurity Clearance

$8,000 - $12,000

The Speed Twin 5T was made by Triumph at their Coventry and later Meriden factories in a production run from 1938-1940 and then 1947-1966. The break in production due to German bombing of Coventry in 1940 wiping out the factory while manufacturing military spec 5T’s. With a 500cc OHV vertical twin in a lightweight frame, this became the standard by which all other British marques based their 500cc twin lines. After the war it was the success of the T5 upon which Triumph recovered and it the T5 was gradually improved over its production run with enhanced telescopic suspension in 1946 and the then controversial Lucas alternator and battery coil system in 1953! This example is running but requires a new battery.

10


Year 1955Make BSA Goldstar 500Engine No DB34GS617Frame No CB 32 4081Odometer 17,49mlsCondition ExcellentDocuments Documented history, NZTA MR12A

$16,000 - $21,000

In 1937 Wal Handley came out of retirement to ride a furious three-lap race for BSA at the bone-shaking Brooklands race track. This was unusual in itself, however BSA had taken no involvement in road racing since the disastrous 1921 Senior TT when all the machines entered failed to finish! Winning the race, with a fastest lap of 107.5mph, Wal earned himself the infamous Gold Star, awarded for being a jolly good chap for risking life and limb by achieving laps in excess of 100mph whilst dressed in riding jodhpurs, goggles and a well knitted scarf. From 1938 to 1962, the 500cc alloy Gold Star engine was created to give the nod to Handley’s fine, albeit life-threatening and record-setting sensibilities. Built from individually selected parts, each engine was bench tested, a labour-intensive practice that was to remain intact throughout Gold Star’s life. The machine was an instant ‘good-looker’ and was the privateer’s ride of choice. The year 1953 saw the introduction of the BB series (BB32 - 350cc/BB34 - 500cc) with a new duplex cradle frame and swinging arm rear suspension delivering even better handling for high-speed road racing. These were followed in 1954 by the CB series, with engine changes aimed primarily at the road racer. Success was achieved in the Clubman’s TT and this cycle of engine redesign and consequent success was repeated the following year with the DB series, the Senior TT being won by Eddie Dow. In 1956, further modifications were made to the cylinder head, and these were designated as the DBD34 range. Perhaps the ultimate Gold Star, it was available in both Clubmans and Scrambles trim for £277. With a top speed of 110mph, the Gold Star has quickly become a byword for a thumping, stripped-down, tall-geared beast for the streets, which demanded to be ridden hard and fast. Like many of the DBD road racers, this example has been dropped at speed at some stage in its long and precarious life, resulting in the frame being replaced. A statement from the BSA owners’ club states the 1970s restoration is outstanding and this is a very fine example of a 1955-56 BSA Gold Star motorcycle. Last started 1 year ago.

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Year 1959Make Matchless G12 650Engine No G12 X 1090Frame No N/AOdometer 544mlsCondition Very GoodDocuments NZ Registered and Warranted

$5,000 - $8,000

Like most other motorcycle makers post-war, the London-based AMC concern sought to counter the success of the superb Triumph Speed Twin parallel-twin which had astonished the industry in 1937. Matchless’ G9 500 had arrived quickly in 1949, in the midst of the then post war restrictions on the motor industry, and had developed into a torquey and reliable 650, the G12 by 1958. Developed to capture the potentially lucrative US market, the last G12 was produced in 1966. The Matchless G12 was one of the last motorcycles under the Matchless name and was also produced as the AJS Model 31 by the same company. Designed by Phil Walker of AMC (holding company for Matchless and AJS, and later Norton) he knew that it had to be a 650 cc but wanted to use as many parts from the Model 11 as possible. The cylinders could not be bored out further so the stroke was lengthened from 72.8 to 79.3 mm, increasing the capacity to 646 cc. This meant developing a new crankshaft and chaincase, which also allowed the opportunity to add a Lucas alternator. With a top speed of 95mph and average fuel mileage of 55mpg, the G12 was an appealing bike. The G12 was later developed into the G12 CSR, which was a faster smoother version. This particular example is an immaculately restored G12 with café racer seat and handlebars. It has been run in the last 12 months.

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Year 1940Make MSS Velocette 495Engine No MSS 4555Frame No KDD 6753Odometer 26,925mlsCondition ExcellentDocuments NZ Registered (on hold) and Warranted, MR 12A

$13,000 - $18,000

Velocette were often seen as one of the ‘high class’ marques of classic bike; something a cut above the ubiquitous parallel twin and more refined than your average single-cylinder slogger. Yet that very reputation discouraged some riders, who felt a touch daunted by the idea of an overhead cam KSS or a 45 horsepower Thruxton. Those bikes didn’t come cheap and their reputations implied they weren’t easy to live with. The 499cc MSS was a completely different kettle of fish. It had a pleasant and practical sporting single, relatively comfortable suspension and a broad spread of torque, making the MSS a relaxed ride over longer distances. It was in essence a sports tourer. The MSS initially arrived in the mid-1930s as the third in Velocette’ range of OHV high-cam, short pushrod singles. They started with a 250cc MOV, followed by the 350 MAC. The MSS was the next progression with an 81mm bigger bore giving a 495cc long-stroke motor. This engine was fitted into a heavyweight frame developed from the racing machines, with a rigid rear end and Webb-type girder forks. The result was something of a lumbering beast; elegant to look at and very long legged but not rapid in acceleration, they often had a sidecar attached. So Velocette’ MSS was an easy starting, tractable and good natured all-rounder which weighed in a 385lb, was capable of cruising at 70mph with shorts bursts of speed up to a little over 80. Although Velocette were never a mass manufacturer, the MSS stayed in production from 1935 until 1968. Buyers started tuning the MSS for speed, the factory responded by producing the sports version the Venom. It’s also interesting to note that Burt Munro raced a modified 1936 Velocette MSS. Race preparation included making special pistons, changing the frame and increasing engine capacity to 650 cc. His top speed record on this motorcycle was 138 mph (222 km/h) with a 1/4 mile time of 12.31 seconds! This example on in immaculate original condition, rare 1940 model.

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Year 1976Make BMW R90SEngine No 4990752Frame No 7AT01H3WX15990752Odometer 57,365mlsCondition Very GoodDocuments NZ Registered and Warranted, MR 12A

$12,000 - $18,000

The BMW R90S was manufactured by BMW from 1973 to 1976. BMW needed to change the image of their brand and to do this they commissioned designer Hans Muth to oversee the R90S, which became the flagship of the boxer engined range. The R90S had unique two-tone paintwork, a bikini fairing and a new tail, and combined with good performance the R90S changed BMWs’ image and has become an iconic piece of 1970’ engineering. The 67 bhp R90S had a top speed of 124 mph , ran a quarter mile in around 13.5 seconds and accelerated from 0 to 62 mph in 4.8 seconds, which is still quick even by today’s standards. The R90S weighs 215 kg and has a five-speed gearbox with a shaft drive. The first R90S models had two-tone “Smoke Black/Silver” paintwork, and then later models went nuts with two-tone “Daytona Orange”. The R90S had a redesigned seat, with a small “ducktail” fairing which housed an under seat tool tray and some storage space for say some wet weather clothing. The R90S came with accessories such as a full toolkit, a hand pump, a first-aid kit and even a small hand towel with an embroidered BMW logo! From 1973 to 1976, 17,455 R90S models were sold. In 1977 the R90S was succeeded by the R100S, so these iconic 1970’ superbikes are rare, serviceable, and becoming highly collectable. This example has had a fresh service and is ready to go for summer.

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Year 2004Make Deus Grievous Angel 400Engine No H313E011944Frame No RH01J011923Odometer 886kmCondition ExcellentDocuments NZ Registered and Warranted, MR 12A

$16,000 - $20,000

Known as ‘Grievous Angel’, the example offered here is the work of Deus Ex Machina, a company founded in Sydney, Australia by Dare Jennings, originator of ‘Mambo’ brand surfing equipment. Following the sale of Mambo, Jennings developed Deus as a centre of motorcycle customising in Australia and has since opened branches in California, USA and Milan, Italy. The company was one of the first to reinterpret the ‘street tracker’ or ‘bobber’ style in the modern idiom, based on the 1960s, minimalist style known as a “cafe racer”, named such because bikes like this first grew to popularity in England where they were raced on the street from cafe to cafe. The look has since taken off worldwide, and BBC Television’s ‘Top Gear’ co-presenter, James May personally imported one the same as this SR400 from Deus’ New Zealand 2010. This example has mostly been kept on indoor display but has been run regularly and the battery kept on charge. Fresh registration and in great running order, it’s good to go.

15


Year 1978Make Harley Davidson XLCR 1000Engine No N/AFrame No 7F25091H8Odometer 15mlsCondition ExcellentDocuments Bill of Sale, NZ Customs Delivery Order, NZ Biosecurity Clearance

$18,000 - $27,000

Willie D Davidson’ vision for a café racer came to reality with the XLCR. Built from 1977 to 1979, only 3133 of these were built in any colour you wanted, so long as it was Black, lots of Black! Based loosely on the Sportster, with plenty of custom touches and uprated disc brakes, it was the XLCR’ great looks and image rather than its outright performance which set it apart. If its rarity, coolness, and plenty of noise you are after, then this is your ride. This example is running and has keys.

16


Year 1969Make Honda CB 750 SandcastEngine No CB750E-1001220Frame No CB750-1001006Odometer 13,497mlsCondition Very GoodDocuments Bill of Sale, California Certfiicate of Title, Original Sales Invoice

$27,000 - $35,000

The Honda CB 750, named in Discovery Channels Greatest Motorbikes ever, exhibited in the The Art of the Motorcycle exhibition at the Guggenheim, and in the UK National Motor Museum. The CB established the transverse, overhead cam, inline 4 as the dominant sports bike layout. It was designed for the US market after much research by Soichiro Honda with US dealers, and it sold worldwide, 400,000 all up from 1969 through to 2003 in its various K,F and A iterations. When the CB was released it was the first bike to have a SOHC layout and a front disc brake, this provided a significant advantage over its competitors. It was well designed, reliable, had low vibration, and was rider friendly with electric start and kill switches. The sandcast is the first iteration of the CB, thought to have had the engine cases, head, and barrel made in sandcast dies to enable Honda’ production team to beat Kawasaki to the market. Around 7400 of these are believed to have been produced. A must have for the serious collector, this example is running and has keys.

17


Year 1974Make Moto Guzzi V7 Sport 750Engine No VK 30974Frame No VK12116Odometer 40,622kmCondition ExcellentDocuments Vehicle Registration Holland

$20,000 - $28,000

With the death of Giorgio Parodi in 1955 followed by Carlo Guzzi’s death in 1964, great changes were afoot at Moto Guzzi. The company was bought by SEIMN and the emphasis of production was directed more towards larger sporting machines rather than the lightweight machines for which the marque had previously been noted. Designer Carcano introduced the 90° twin and it was this engine design, in 703cc form which was fitted in the new V7 model introduced in 1967. In 1971 the 750cc V7 Special was announced followed soon after by the V7 Sport which was highly acclaimed and set Moto Guzzi on a firm financial footing prior to the integration with De Tomaso. (yes the car guy of Pantera fame) The Moto Guzzi V7 was their first café racer, it was based on the standard V7 but was lighter and handled better. Utilising the air cooled longitudinally mounted V twin and shaft drive, the V7 formed the DNA for future models including the Le Mans. In essence this was what established Moto Guzzi as a manufacturer of high class sporting superbikes. With 70bhp it was described in 1972 by the editor of Motorcycle Mechanics as ‘a BMW with a little bit extra’ and ‘the most expensive Superbike in Britain’. Around 4000 of this fine machine were built, this one is in running condition and has keys.

18


Year 1974Make Benelli 750 SEIEngine No N/AFrame No 5373Odometer 25,937kmCondition ExcellentDocuments Purchase Invoice, NZ Customs Delivery Order, NZ Biosecurity Clearance, Automobile Club Italy Certification

$18,000 - $25,000

The first six cylinder production motorcycle, the 750 SEI was the result of Alejandro De Tomaso (yes the sports car De Tomaso again) having just bought the Benelli company and wanting them to build a flagship bike. The inline 6 made 71 bhp at 9000 rpm and delivered this bike to 126 mph. Sounding similar to a V12 Ferrari from its 6 mufflers, the SEI’ 750cc 6 cylinder motor was based on the Honda CB 500 Four but with an extra 2 cylinders. It handled surprisingly well for its size, and was styled with angular rather than rounded bodywork designed by Carozzeria Ghia, which was to set a popular new trend in motorcycle design for the future. This example is running and has keys.

19


Year 1979Make Ducati 900SS NCR F1Engine No N/AFrame No DM750SSM118710MOdometer N/ACondition ExcellentDocuments Purchase Invoice, NZ Customs Delivery Order, NZ Biosecurity Clearance, Bill of Sale

$85,000 - $110,000

In 1978, Mike Hailwood came out of retirement to ride a Ducati to victory in the F1 race during the Isle of Man TT week. This is one of the most important victories in Ducati history and established their race credibility, upon which they have grown their brand. The bike was built by race shop ncr across the road from Ducati’s production plant. It is thought that 20 of these were built with the round case engines. In 1979, Ducati’s new square case engine began to be used in these hand-built production racers. This enabled them to run in both more restrictive production-based events as well as in the TT F1 class. The example was consigned in 1980 to Scuderia Romana to compete in the Italian TT F1 class. It was then thought to have been leased to a French team to participate in the Bol d’Or 24 hours. It does have the external oil dip stick fitted to endurance engines only, so it is likely that it competed in some endurance races. The bike was then sold to a Count in Rome who was to enter it in TT F1 competition. Unfortunately, the FIM dropped the class and the bike was effectively obsolete. It passed to Adrian Altinier and had a new career racing in an Austrian championship. After its racing days were over in the late ‘80s, it passed through a string of collectors in Italy. This bike has the uniqie NCR one piece fairing, Marzocchi race forks, magnesium Campagnolo has wheels and Brembo brakes. The engine has lightened and balanced internals, high compression pistons, Dell’orto carburetors and lightening. While owned by Superbike team owner, Stefano Rumi, the bike underwent a makeover that was intended to maintain it. Revolutionary in that it works independently of a battery and the faster it spins the more voltage it put out, well fitted to a rare . This example is in almost completely original condition, and it also has a continuous history. Not started in at least 4 years.

20

Year 1971Make Norton Commando 750 Production RacerEngine No 145102Frame No 145102Odometer N/ACondition ExcellentDocuments NZ Customs and NZ Biosecurity Clearances, delivery letter and Specification document from Norton Villiers Ltd Chairman P D Moore

$35,000 - $45,000

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, genuine factory-built device, and could well be considered the ultimate British vertical twin for the following reasons. 1. Only Norton, of all the British bike manufacturers, attempted to come to grips with

the inherent vibration of a big OHV vertical twin, and thus only Norton’s Isolastic-framed Commando, designed by Bob Trigg and launched in 1968, can be said to have dragged the venerable old vertical twin into the 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 be taken very seriously as a racing machine.

4. They were hand built by Peter Inchley’s famous “Long Shop” race department team (home to a B-17 bomber wing of the Eighth Air Force, WWII).

5. To turn the street bike rolling-chassis that got delivered from the Andover factory to the Long Shop into a Production Racer, Inchley and development engineer factory racer Peter Williams used an old school run-it-and-see development program fine-tuning the original Wally Wyatt project racer of 1969 considerably.

6. The few bikes that emerged from the Long Shop (estimates vary from less than 100 to less than 120) proved the worth of the machine, because in 1971, ‘72 and most of ‘73, they virtually owned their class in England and Europe. Only the arrival of the Kawasaki Z-l and Honda CB750K put them on their trailers.

7. It’s yellow and not red. This is an immaculate example of this iconic machine. Its not been run in at least 5 years.

21


Year 1959Make Manx Norton 500 Racer - ex Buddy ParriotEngine No 112Frame No 11M 97253Odometer NACondition ExcellentDocuments Purchase Invoice, NZ Customs Delivery Order, NZ Biosecurity Clearance

$60,000 - $80,000

The 350 and 500cc Featherbed-framed Manx Norton was available in quantities over a 10-year period, arguably becoming the most iconic over-the-counter racing motorcycle of all time. Norton produced about 100 hand built examples every year, usually just in time for Isle of Man TT practice, where they provided most of the entries, scooping a host of trophies in both Junior and Senior events. Norton introduced upgrades each season and until norton withdrew their “works” machines, regularly featured in the following year’s production updates. The last Manx was released around 1962, and the Featherbed chassis continued on sale for many years, being traditionally acknowledged as the finest handling frame you could buy. Ridden by Buddy Parriot, a former AFM/ACA Champion has a fine race predigree. It was the subject of reffering to previous sales litature a comprehensive strip and rebuild by Tony Murphy [Petersen journalist, and previous lap record holder at Willow Springs]. It is believed that he took especial care to ensure that the cam timing, porting, and carburetion remained intact, such unique work having originally been undertaken by the legendary, Clarence Czysz, who maintained the bike throughout its racing tenure. Now in only its ownership it is widely believed Buddy himself was the sole rider of this machine on which he finished 6th in the 1964 Daylona US Grand Prix, therefore becoming the first American to gain FIM World Championship points! During a rebuild new components, including crankcases, from such quality specialists as Molnar, McIntosh, and Summerfield. Speical note should be made with regard to its trick Fontana front hub, the 5-speed Schaftleitner gear cluster, which runs through a new belt drive clutch assembly. Other points of detail are the engine has an OE connecting rod, R & M big end, Hepolite piston, and hairpin valve springs. The magneto is an original Lucas rotating type. Revolutionary in that works independently of a battery and the faster it spins the more voltage it puts out, overall suited to a race machine. This is a piece of US race history, its not been run in at least 4 years.

22


Year 1960Make Ducati 200 MXEngine No E151270Frame No E151270Odometer NACondition ExcellentDocuments Bill of Sale, Idaho Certificate of Title, NZ Customs Import Entry

$25,000 - 35,000

One of the rarest and most desirable Ducati singles produced, very few of these were constructed and were built to special order in 1959 and 1960 according to Ducati single afficionado Mick Walker. A must for any serious collector of Ducati’s, this example has not been started in at least 5 years.

23


Year 1975Make MV Agusta 750SEngine No 214-0589Frame No NAOdometer 37,266kmCondition Very GoodDocuments Import paperwork being located

$90,000 - $100,000

The name of MV Agusta became popular in 1948 when Franco Bertoni won the Italian Grand Prix. By that time MV Agusta adopted the commercial slogan: “Racing experience at the service of mass production”. The manufacturer started a domination in all class in 1956. They won the 125 cc, 250 cc and 500 cc class in 1956, 1958, 1959 and 1960. MV Agusta won 270 Grand Prix motorcycle races, with legendary riders such as Agostini, Hailwood, Read, Ubbiali, Hocking and Surtees. On its US website MV Agusta says of that period “Dressed in red and silver, these invincible ‘record machines’ took the hearts of all fans sensitive to the esoteric charm of the inline four-cylinder. An engine endowed with an extraordinary force largely underlined by the four megaphone-like exhausts, responsible for an unforgettable and terrifying roar. Distinguishing features that could not remain an exclusive heritage of the fortunate witnesses of that unforgettable era, needed to testify also in the future”. It was against this backdrop of invincibility that MV Agusta’s first road-going four, the 600cc tourer appeared in 1965. The public then demanded something more exciting from the World Champions, and they duly obliged in 1969, upping capacity to 743cc and increasing the power to 69bhp by fitting a quartet of Dell’Orto carburettors to the 750GT. Equipped with shaft rather than chain final drive, the 750 sport arguably was more of a tourer than a sports bike. Not that many people got to find out for themselves, for the MV was handmade in limited numbers and priced accordingly.

24


Year 1974Make Ducati 750 SportEngine No 757096 DM750Frame No OS757167 GM9595Odometer 21,906kmCondition ExcellentDocuments Australian Motorcycle Certification Compliance Plate, NZ Registration History, Last live registered in NZ 2010, Rego on hold

$70,000 - $85,000

What a great colour and what a classy look. New Zealand new and in unrestored remarkable condition, this is a fine example of this iconic and attractive Ducati. Fitted with twin Brembo’ up front, it was last run 2 years ago, unfortunately it does not have keys. A desirably bike for all Ducatis collectors, this is a rare opportunity to secure a yellow sport.

25


Year 1950Make Vincent Black ShadowEngine No F10AB/1B/10192Odometer 23,033mlsCondition ExcellentDocuments 1979 DVLA Vehicle Registration

$90,000 - $110,000

Born of post WW2 rationing of materials and tools, and not a hope of competing with manufacturers who had supplied military motorcycles in the 350 and 500cc classes, Vincent HRD Company progressed the design of the series B Rapide to create the Black Shadow. The series B Rapide had been the fastest thing you could buy, and with the Black Shadow, things were going to get faster. The Black Shadow took advantage of the V twin 1000cc configuration, and applied light weight aluminium to reduce sprung weight, a shortened wheelbase, and the weight shifted forward to sharpen up the handling. The engine was relatively lowly tuned at 6.8:1 compression and produced 45bhp from the 50 degree V twin. This was to allow for the poor fuel quality post WW2, however the engineering enabled the engine, chain, clutch, and gearbox to later cope with up to 100bhp. Performance as standard was 80, 104, and 112 mph in the upper 3 of 4 ratios and so it became “the worlds fastest standard motor-cycle”! Combined with advanced front “girdaulic’ suspension and a hydraulic damper at the rear, these were very advanced machines for their time and have been referred to as the first superbike. A fantastic example of an iconic machine its not been run since being purchased and does not have keys.

26


Year 1912Make Triumph Sidecar BasketEngine No NAFrame No NAOdometer NACondition NewDocuments None

$600 - $900

Rare as hens teeth and essential for your restoration, or maybe convert this into a very stylish lounger - you be the judge.27


Year 1963Make Ducati 250cc RacerEngine No NAFrame No NAOdometer NACondition ExcellentDocuments None

$9,000 - $12,000

28 Bought from the estate of an ex Ducati dealer in the USA, and stored for 12 years, this bike has had a full restoration and upgrades where required, including an engine build by Ian Gowanloch, Australia’ premier Ducati retsoration and tuning specialist before he retired to his parts farm - http:/www.ducatinewstoday.com/2011/11/ian-gowanlochs-ducati-farm/ Ready for a summer of historic class racing, this 63 Ducati racer is an immaculate and classy bike. It would also look good in the lounge or reception as an art work in its own right.


Year 1969Make Bultaco TSS 360Engine No NAFrame No NAOdometer NACondition ExcellentDocuments None

$75,000 - $85,000

Ridden to 5th place at the notorious Nurburgring long track - 27km’s of it - this bike was also raced in Grand Prix races and the rider and bike finished 2nd in the 1970 World Championship class with 62 points. An FIM medal will go with this bike. In the 1990’s the bike was updated with and alloy fuel tank, Ignitek ignition, self generation advance / retard function, a new 4 transfer cylinder and cylinder head with modern internal shape. Also fitted was a Wisco piston and a 44mm Mikuni round slide carburettor. The bike runs on methanol, the needle jet and main jets will be supplied to convert to run on race fuel if required. The engine has been dyno tested and runs 66hp at the rear wheel at 9,000rpm. The bike has fully adjustable rear shocks and Ohlins steering damper, Cereani front forks, and new top and bottom yokes to the front forks so it turns more like a modern bike. The bike also has front disk brakes, master cylinder, and caliper, plus a new crankshaft from a Frontera, new 6 speed gearbox and clutch from Nova in the UK. The bike has been professionally painted and will be supplied with a range of front and rear sprockets. Not for the faint hearted this one! Here is some of the race history, 25 May 1969 - 6th place in the 500cc class at Skofia Loka Yugoslavia, 15 June 1969 - 1st place in the 500cc class at Zisterdorf Austria, 26 July 1969 - 2nd place in the 500cc class at Kavina Yugoslavia, 10 August 1969 - 1st in the 500cc class at Budapest Hungary, 31 August 1969 - 4th in the 500cc class at Alicante Spain, and the 5th place at the West German Grand Prix - World Championship on 3 May 1970.

29


Year 1968Make Bultaco TSS 250 6 speed production racerEngine No NAFrame No NAOdometer NACondition ExcellentDocuments None

$30,000 - $40,000

Purchased from a New Zealander who brought the bike back fron Australia in pieces, it has been completely stripped down and rebuilt with anything requiring rectifying being done. Frame painted and alloy polished, the bike was started and tested. Please note, there is a fairing which will come with this bike.

30


Year 1968Make Bultaco 125 6 speed works racerEngine No NAFrame No NAOdometer NACondition ExcellentDocuments None

$60,000 - $70,000

This bike has an amazing race history, across 20 races it finished no less than 8th place and finished in 3rd place in the 1968 World Championship 125cc class. It has been completely stripped, checked and repaired where ncessary, then repainted. It has been upgraded with electronic ignition, 200 mm Odani front brake, with 2 leading shoes. It comes with the 3rd place FIM medal.

31

Year 1965Make Bultaco TSS 250 6 speed Ramon Torras works racerEngine No NAFrame No NAOdometer NACondition ExcellentDocuments None

$50,000 - $60,000

Ex Ramon Torras works bike, this bike was sold by Senor Bulto to Barry Smith who was a Derbi works rider. Barry then took the bike back to Australia with him, from where it was purchased and brought across to New Zealand. The bike was then completely stripped and anything which required fixing was done. It has been painted and the alloy polished, has been fitted with a 35mm SSI Dell Orto carburettor, 200mm Oldani leading 2 shoe front brake. It has a Smiths rev counter, has been started and tested, and there is a fairing which will come with the bike.

32


Year 1962Make Bultaco TSS 250 works racerEngine No NAFrame No NAOdometer NACondition ExcellentDocuments None

$60,000 - $70,000

With a great race history in 1963 /64, this bike was updated for competitive racing in the 1990’s, and it’s well and truly been to the doctor. In the 1990’s it had the following modifications, resulting in lap record 250cc class times at Phillip Island and never beaten in its 250cc class and often winning in the 350cc class! Performance enhancements include, alloy fuel tank, larger diameter swingarm, works lightweight rear shocks, front fork stanchions with internal damping, 230mm Oldani 2 shoe leading brakes, new crankshaft (machine fabricated with 22mm crankpin, Yamaha TZ conrod, and a balance factor of 60%). Also fitted with a new TT industries 6 speed gearbox, Wisco piston, Ignitek self generating ignition with advance / retard, and modern expansion chamber and muffler. The cylinder is is cast with 4 modern transfer ports and the head has a modern interior shape. Its topped off with a 42mm Dell Orto SSI carburettor and float. Rear wheel hp is 55 with 31lbs of torque at 10,000rpm. It has a Smiths rev counter and runs on Methanol, but can be re jetted to run on race fuel. You’ll need to take your brave pills for this one!

33


Year 1965Make Bultaco TSS 250 6 speed racerEngine No NAFrame No NAOdometer NACondition ExcellentDocuments None

$27,000 - $35,000

Brought back from Europe in the mid 60’s its been stripped and rebuilt, rectified where ncessary. It hasn’t been used in anger in 40 years, but its been started and tested. Note it comes with a fairing.34


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 as a bid than the sum nominated by the auctioneer. A bid may be withdrawn before the auctioneer declares that bidding on a lot is closed.

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 Webb’s will apply a buyer’s premium which is charged in addition to the hammer price (unless otherwise stated) together with GST on the premium, which combined sum shall be the total purchase price. The rate of Buyers Premium is published in each catalogue online in conjunction with the catalogue. Please note that there will be a minimum Buyers’ Premium of 17.5%.

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, in clear funds, 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 within 5 working days of completion of the sale. 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. Webb’s has used its skills and experience to ensure the genuineness or authenticity of each lot but, as it is impossible to provide conclusive proof of genuineness or authenticity for most items, buyers should proceed upon their own judgement. Buyers shall be deemed to have inspected the lots or to have made enquiries to their complete satisfaction prior to sale and by the act of bidding shall be deemed to be satisfied with the lots in all respects.

7. WEBB’S ACT AS AGENTS. They have full discretion to conduct all aspects of the sale and to withdraw any lot from the sale without giving any reason.

8. COLLECTION. Purchases are to be taken away at the buyer’s expense immediately after the sale once payment in full has been made. If this is not done, Webb’s will not be responsible if the lot is lost stolen damaged or destroyed. Any payment by cheque will not be considered paid until the payment has cleared. 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 Antiquities Act 1975 or the Arms Act 1958 cannot take possession of that item until they have shown to Webb’s a license under the appropriate Act.

10. FAILURE TO MAKE PAYMENT. If a purchaser fails either to pay for or take away any lot Webb’s shall without further notice to the purchaser at its absolute discretion and without prejudice to any other rights or remedies it may have be entitled to exercise one or more of the following rights or remedies:

a. To issue proceeding against the purchaser for damages for breach of contract. b. To rescind the sale of that or any other lot sold to the purchaser at the same or any other auction. c. To resell the lot by public or private sale. Any deficiency resulting from such resale, after giving credit to the purchaser for any part payment together with all costs incurred in connection with the lot, shall be paid to Webb’s by the purchaser. Any surplus over the proceeds of sale shall belong to the seller and in this condition the expression “proceeds of sale” shall have the same meaning in relation to a sale by private treaty as it has in relation to a sale by auction. d. To store the lot whether at Webb’s own premises or elsewhere at the sole expense of the purchaser and to release the lot only after the purchase price has been paid in full plus the accrued cost of removal storage and all other costs connected to the lot. e. To charge interest on the purchase price at a rate 2% above Webb’s bankers’ then current rate for commercial overdraft facilities to the extent that the price or any part of it remains unpaid for more than seven days from the date of the sale. f. To retain possession of that or any other lot purchased by the purchaser at that or any other auction and to release the same only after payment of money due. g. To apply the proceeds of sale of any lot then or subsequently due to the purchaser towards settlement of money due to Webb’s or it’s vendor. Webb’s shall be entitled to a possessory lien on any property of the purchaser for any purpose while any money remains unpaid under this contract. h. To apply any payment made by the purchaser to Webb’s towards any money owing to Webb’s in respect of anything whatsoever irrespective of any directive given in respect of or restriction placed upon such payment by the purchaser whether expressed or implied. i. Title and right of disposal of the goods shall not pass to the purchaser until payment has been made in full by cleared funds. Where any lot purchased in held by Webb’s pending i. clearance of funds by the purchaser or ii. completion of payment after receipt of a deposit the lot will be held by Webb’s as bailee for the vendor risk and title passing to the purchaser immediately upon notification of clearance of funds or upon completion of purchase. In the event that a lot is lost, stolen, damaged or destroyed before title is transferred to the purchaser, the purchaser shall be entitled to a refund of all monies paid to Webb’s in respect of that lot but shall not be entitled to any compensation for any consequent losses howsoever arising.

11. BIDDERS DEEMED PRINCIPALS. All bidders shall be held personally and solely liable for all obligations arising from any bid including both telephone and absentee bids. Any person wishing to bid as agent for a third party must obtain written authority to do so from Webb’s prior to bidding.

12. SUBJECT BIDS. Where the highest bid is below the reserve and the auctioneer declares a sale to be “subject to vendor’s consent” or words to that effect the highest bid remains binding upon the bidder until the vendor accepts or rejects it. If the bid is accepted there is a contractual obligation upon the bidder to pay for the lot. However a bid may be withdrawn by the highest bidder at any time before the vendor accepts the bid. Once accepted by the vendor a contract has been formed.

13. SALES POST AUCTION OR BY PRIVATE TREATY. The above conditions shall apply to all buyers of goods from Webb’s irrespective of the circumstances under which the sale is negotiated.

CONDITIONS OF SALE FOR BUYERS


Webbs Classic Motorbikes

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