1951 Triumph TR5 Trophy, 499cc. Registration number PPB 916, Frame number 5491 NA. Engine number TR5 1823 NA. From the time of its introduction in 1948 the Triumph Trophy was established as a true all-rounder: a machine that could be ridden to work during the week and then, with extraneous components removed, competed on at weekends in its owner's chosen branch of motorcycle sport. Although catalogued primarily as a trials machine, its true forte was scrambles and the ISDT, events in which the power of the tuneable Triumph twin worked to its advantage and its weight was less of a handicap. The arrival of a new swinging-arm frame for 1955 finally put paid to the Trophy's pretensions as a one-day trials mount, for although the rear suspension enhanced traction and improved the handling, the lengthened wheelbase and increased weight rendered it un-competitive. Nevertheless, the TR5 remained an extremely competent and stylish roadster until the end of production in 1958. PPB 916 is basically a one lady owner machine, purchased by Mrs Gladys Bouttell on the 25th January 1951. Her husband, Arthur, was a regular trialist in the late 1940's through to the 1960's and had many friends in the Triumph Trophy works SSDT/ISDT teams, including Ken Heanes. Gladys would compete in local events but one year also completed every stage of the Welsh Six Day for fun. As a result this machine, Gladys's only transport until blindness stopped her riding in her 80's, had constant upgrades. The engine has standard TR5 cams, 5:1 compression ratio, one piece forged Grand Prix crankshaft, Lucas Police generator, Lucas Wader magneto, as per British Trophy Team and Ken Heanes, platinum points, Bonneville con rods and Dural engine mounts. It runs on Borrani rims, with a Campbell silencer, mounted on the competition side, quick release wheels and cables with modified brake arm and shaved foot pegs. The bike has never been restored and has been roadworthy all of its life, as testified by old MOT's that run from 1969 with a mileage of some 15,000 to 2013 at 67,314 miles. In 1998 it had its head hardened for lead free fuel. There are also many tax discs from 1981 until 2014. In 2004 it passed to her grandson who maintained it but no longer has the space for it. Offered for sale with the V5C, old MOT's and tax discs mentioned, it only needs a new brake light switch and horn to be road legal. This is a rare opportunity to be the next custodian of a period trials machine that has extensive history.

WWI trio, 17-70 Pte. H.G. Atkinson Northumberland Fusiliers (N.E. Railway Pioneers) 1914-15 Star, Victory, and War, together with a 9ct gold mounted photograph locket, Birmingham 1911, presented in a carved oak display case, 21.5 x 18.5 cm, together with The 17th and 32nd (Service) Battalion Northumberland Fusiliers (N.E.R.) (Pioneers) book by L-Col J. Shakespeer, a booklet relating to the formation and training of the Battalion, Atkinson's dog tags, N.F. badges, Princess Mary Christmas 1914 tin, L.N.E.R. badge, and a 1919 note for leave of absence in 1919.

1977 Laverda Jota 180, 981cc. Registration number TTM 240R. Frame number LAV 1000 5512. Engine number 1000 *5512*. Laverda began with the manufacture of farm machinery, diversifying into production of small capacity motorcycles in 1949. Increases in capacity and variations of design (including a scooter) followed over the years. They eventually offered a large-capacity 650cc twin in 1966, which was soon enlarged to 750. In 1969 Laverda exhibited their first three-cylinder machine which was to take until 1972 before being offered to the public as the 3C, later becoming the 3C(E). At the instigation of the British importer, Roger Slater, performance was enhanced by Laverda and the 3C(E) became the Jota. The 180 had the distinction of being the fastest production motorcycle in the world in the late 1970s, at over 140mph. The Jota model ran from 1976 through to 1982 and is powered by a 981cc DOHC air cooled inline triple with a dry weight of 234 kg. Originally fitted with a crankshaft with 180° crankpin phasing and ignition timing on the right hand side of the engine till 1980. Then in 1981 the ignition timing which was by then electronic, was moved to the left side and in 1982 the Jota 120° was released which had the crankpin phasing to 120°. TTM comes with a Slaters confirmation of import into the UK on the 23rd March 1977 and was allocated to Morphy Motorcycles of Tring. It was sold to Charles Jones of Northampton on the 16th of May 1977, our vendor buying it from him in July 2012. There are MOT certificates from 1984 at 6,966 miles, 1988 at 7,564 miles, 1992 at 8,022 miles, 1996 at 8,335 miles, 1998 at 9,218 miles, 1999 at 9,938 miles and the current 23/07/2021 at 10,382 miles. There are various receipts of file for work undertaken and replacement parts. It is rare to find an original Jota that has not been restored but cared for with proven background. When collected from the vendor it fired up with ease and sounded wonderful. Only being sold due to ill health, it comes with the V5C, current MOT, past MOT's and history folder.

1938 Triumph Tiger 100, 500 cc. (see text). Registration number EYV 687. Frame number TH 6362. Engine number 40 T100 29620.

Drink Tizer, the Appetizer, a single sided, vitreous enamel advertising sign, 51 x 75cm.

1947 Gillet 250 Superconfort, 250cc. Registration number not registered. Frame number not found. Engine number 250946. Alongside FN and Saroléa, Gillet was one of Belgium's three main motorcycle manufacturers, all of which were situated near the town of Herstal. FN and Saroléa had been around for 20-or-so years before Desire Gillet and his son Leon founded Société Anonyme des Ateliers Gillet in 1919, adding 'Herstal' to the company name to differentiate it from the French René Gillet concern. The fledgling firm soon established a reputation for original design and sound engineering, which was further enhanced when Robert Sexé rode a two-stroke Gillet-Herstal around the world. In 1946 they introduced the 250cc Superconfort twin along with several other new models, all with telescopic forks. The model ran to 1954. This project was bought by our vendor some 20 years ago at auction and he has now decided that he never will restore it. There is no paperwork with this lot.

1982 Moto Villa Everest 348, 310cc. Registration number GKR 491Y. Frame number FV 348 * 0602 * DGM 18470 0M. Engine number FV 348E 517. Brothers Francesco and Walter Villa began building their own machines in the mid-1960s. Walter raced Villa bikes before his rise to stardom and three consecutive 250-class World Championships for Harley-Davidson between 1974 and '76, to which he added one in the 350 class. Manufactured up to 1988, the firm's lightweight roadsters used proprietary engines, while its successful moto-cross and enduro models used motors of Villa's own design. The Everest 348 was introduced at the 1977 Milan Bike Show ad initially looked very similar to the all conquering Montessa Cota 348. Suspension came from the Spanish firm Betor, the same as the Bultaco Sherpa, the handlebar and rims were Akront and the brakes Grimeca, other parts came from Germany and it was shod with Dunlops. The engine used a 28mm Bing carburettor. GKR, a 1982 example, was entered into the 1983 Scottish Six Day Trial as part of a two bike team, as number 106, ridden by Rob Smith, he received a Second Class award; the other machine, ridden by B. Giles, number 260, retired. They had been imported by Peter (Piero) de Pasquale from Ashford who had been to the factory and bought three off road bikes and then converted two of them for the Scottish by lightening them. He has been in contact with the cataloguer and still has many spares that may be available should the next custodian be interested in competing again. The intention was to set up a dealership with the factory but they went into administration shortly afterwards. Both machines had few competition entries post the SSDT, mainly local events. Peter then sold it to Daniel Lewis, again in Kent in 2005, the following year it went to Alan Gould of Tredegar in Wales and out vendor bought it in 2007, storing it in his dry garage. It was last taxed on the roads in 1983 and the current odometer reading is at 74 miles, one presumes that it was refreshed at this time and fundamentally unused since. Recently recommissioned the next custodian would be advised to complete their own safety checks before entering this historic machine into future events. Sold with the V5C and various paperwork.

All Square Crane by Bryan's Automatic Machine Works, designed in 1927, apparently complete, 190 x 71 x 71cm. The jib and claw of this all-mechanical, wooden-cased crane are manipulated using the hand wound crank and turning handle, offering the player a greater sense of control than the motorized models.

A radio controlled home built motorised pond boat, depicting paddle steamer Lady Jane, 80 cm with controller

A Dunhill tortoiseshell and barley rollagas lighter, c.1980's, box