1955 Norton Dominator, 499 cc, project. Registration number OJW 984. Frame number, not found. Engine number K122 62340. Norton's 500cc twin found a new home in the racing singles' 'Featherbed' duplex frame in November 1951, having been previewed at the Dutch Grand Prix at Assen and also at the ISDT. Initially for export only, the newcomer - titled 'Dominator 88' - was the first production Norton roadster to feature the lightweight, race-proven chassis, although the road version used arc-welded mild-steel tubing rather than the sif-bronze welded high-tensile Reynolds 531 of the Manx. Shortened Roadholder forks were fitted at the front, while at the rear the swinging arm pivoted on Silentbloc bushes. Updated year by year, the Dominator had received an alloy cylinder head, full-width hubs, welded rear sub-frame, alternator electrics and coil ignition by the decade's end and - for 1960 - the narrower 'slimline' Featherbed frame among countless other improvements. Another machine found at the back of Hull racer Mike Browns shed, this project has Borrani rims front and rear with a 4LS front brake and apparently the original tank. Please note the V5C states the frame number to be 62340. OJW was owned by TT racer Wally Dawson of Hull, in May 1969 before he sold it to Mike in September 1969. Sold with the V5C and VE60.

A black and cream painted wooden sign relating to locomotives entering a turntable, 66 x 80 cm.

Pratt's, a single sided vitreous enamel advertising sign, 77 x 152 cm

Jaeger-LeCoultre Atmos mantle clock: c1960-70, the open 526/5 calibre movement with visible escapement with torsion pendulum, the white enamel chapter ring with Arabic numerals, in a gilt brass case, numbered 388881, 22cm high.

Darren Yeadon (b.1970), a carrara marble sculpture of a lady, c.2005, 135 cm ARR For more information http://weirdstones.com/ The marble is a variety called Bardillio. It is exactly the same as the famous white marble, contains more graphite hence the grey. The marble was sourced from the very same quarry used for Michelangelo's David. Yeadon personally went and searched for stones in the Quarry in Carrara, Tuscany.

Of Beatles interest - a group of four autographs, signed on paper, two faded, 11 x 16 cm.

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.

1998 Aprilla RS 250, 250 cc. Registration number S808 RMJ. Frame number ZD4LDA000WS101075. Engine number 111655. For a company with an impressive racing pedigree, Aprilia were late to the 250cc road bike market. Their beautiful RS250 race bike appeared in GPs in 1991 and won its first world title with Max Biaggi at the end of 1994. With almost perfect timing, Aprilia had announced their roadgoing RS250 before Mr B had washed the champagne out of his goatee. Aprilia did a deal with Suzuki to buy RGV250 engines (3500 in the first year), which they modified and fitted into a chassis designed to be as beautiful as it was functional. To this package they added high-spec adjustable suspension, even higher-spec Brembo brakes and bodywork that looked as close to the racer as they could. It even had a lap timer built into the clocks. Aprilia used the Suzuki engine pretty much as it was in the RGV. They skimmed the head for raised compression, remapped the digital ignition for improved midrange, added an extra solenoid to the two that controlled air/fuel mix in the carbs and used their own exhaust pipes. The RS250 has around ten per cent more power and torque than the standard RGV between 8000-11,000rpm. By the time Aprilia got hold of the V-twin, RGV motor it’d had six years of development, one major upgrade and a ten per cent power increase on the original 1988 version. More importantly, Suzuki changed the design of the powervalves in 1991 to make them much more reliable and continued to work on power delivery and reliability in the meantime. RMJ was first registered by Market Motorcycles and by 2003 was owned by Michael Penrose of Hemel Hempstead who had it serviced at 4,351 KM, MOT's from 2001 at 2,167 miles, 2002 at 2,516, 2004 at 2,737, 205 at 2,871, 2009 at 3,261, 2011 at 6,144 KM (3,817 miles, the odometer can be in either Miles or KM), 2018 at 3,930 and 2019 at 4,055 confirm the very low mileage and occasional use. In 2018 our vendor purchased it from Moto Revolution and has hardly used it. Sold with the V5C, MOT history, original warranty booklet and card, experian check in 2018 two keys and other literature.

1929 Shaw Special, 10.5 hp. Registration number AW 6769. Frame number 3534083 (ABC). Engine number M32171 (Austin). In my time as an auctioneer one occasionally comes something that you are at a loss of how to catalogue, this wonderful creation is one of those times, so I think the best way is to tell a story with a little bit of poetic license. In 1929, engineer, John Shaw of Scarcroft in Leeds, began designing and building his own motorcycle using an ABC motor cycle frame and an Austin Seven motor car engine. One presumes that he either had an old ABC with a broken engine or an Austin with a damaged chassis/body. The ABC was produced by the Sopwith Aircraft Company and designed by Granville Bradshaw, who had developed a 398cc overhead valve flat twin engine during the Great War and placed it in a duplex loop frame with sprung front and rear forks. It was one of the most advanced designs of its time but did not sell well and the company folded in the mid 1920’s. The Austin, being of small size, fitted quite well within the frame and he then designed the shaft drive to power it. There is a photograph on file of the shaft drive being on the right-hand side of the machine, maybe a mark one version, as he soon decided on across the frame with flexible couplings to the rear wheel via a cardan shaft. By late 1929/early 1930 he had decided on the finished article which used the c.1927 Austin Seven and gearbox, mounted at an angle, with twin radiators, (similar to a Scott). With three forward gears and reverse, it used either a hand or lever operated clutch, coupled brakes by hand or foot, electric or foot start, riding on AJS 26” wheels, the rear being detachable. During 1930 and 1931 Shaw then undertook some 8,000 miles of touring on all kinds of roads and tracks in Britain including Park Rash (Kettlewell), Keigthley Gate (Ilkley) and Middle Tongue (Cumbria) which provided information on the performance of the motor bike. By 1931 he was satisfied that his machine was running perfectly and he successfully patented the coupling mechanism with the shaft drive (patent number 393,947, submitted on the 10th December 1931 and granted on the 12th June 1933). In the mid 1930’s he toured the continent with his wife as pillion rider for two or three weeks at a time on several occasions. Interestingly George Bough introduced the Brough Superior Austin Four for the 1931 Olympia Motorcycle Show. It was listed in the 1932 Brough Superior catalogue as the 'Straight Four' but it was commonly known as the Brough Superior Austin Four, or BS4, or '3-wheeled Brough'. The machine is powered by a modified Austin 7 engine and gearbox unit, from which a driveshaft emerges on the centre-line of the motor. Rather than design a new gearbox, George Brough kept the central driveshaft, and use a pair of close-couple rear wheels driven by a central final drive box. This 3-wheeled design was legally considered a motorcycle as the wheel centres were within 24". One wonders if Brough had seen Shaw’s machine? During 1931 The Motor Cycle magazine had four articles on the Shaw Special, August 31st under the title “The Nameless Wonder”, September 3rd, December 10th when Shaw, under the pseudonym Austin Primus, describes its particulars and the 24th December under “An Enthusiast’s Austin-engined Machine”. At some point the engine was bored out by 40 thousanths, possibly to gain more power. John Shaw was an engineer of some repute having also designed and built an aluminium bodied car with the A55 engine and latterly even designed his own house in Scarcroft. He was recruited as works manager to the purpose built factory at Crewe to produce the Merlin aero-engines which powered the Spitfire and Avro planes during WW2. Shaw passed away in 1967 and his wife loaned the machine to the Nostell Priory Museum, where it remained until Sotheby’s sold the Harry Fenby collection that had made up the bulk of the museum in 1980. It was returned to Mrs Shaw who gave it to her nephew in law, our vendor. Unfortunately, the museum had lost its original number plates and substituted others and therefore our vendor applied to the Local Vehicle Licensing Office in Hull in 1983 for a V5 with the correct registration mark and this was provided. As they could not locate a frame number, they issued it a new one and asked for it to be stamped, and this was to be undertaken during restoration. However during the stripping the original number appeared on the headstock when the frame was restored. Unused for many years, he decided in 2010 to have it restored by Chris Woodcock of Norton. The engine was stripped and rebuilt, (when the rebore was discovered) , gearbox and clutch overhauled, a replacement Zenith carburettor was fitted as the original Amal had metal fatigue (included with the sale), frame and metalware was powder coated, radiators overhauled, nickel plated and rechromed where required, speedo, magneto and dynamo reconditioned and the seat recovered (original included). Since the restoration it has been regularly started up but not ridden and he has now decided to part with this wonderful creation, when viewed the engine fired on the first pull of the starter and sounded very quiet and smooth. Sold with the V5C, copy V5, copy of the patent, the original magazine articles, various period photographs, a CD of the restoration work and other paperwork. It is the subject of a magazine article by Classic Bike.

Thomas Gammage & Sons, late James McCabe, London - an 18ct gold half hunter keyless wind pocket watch, London 1931, the two part white enamel dial with black Roman numerals and subsidiary seconds dial, the movement signed Thos. Gammage & Son, St. Michaels Alley, Cornhill, , numbered 44,869, from the late Jas McCabe, Royal Exchange, London, diameter 48 mm.