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Webb's Warbirds & Wheels Catalogue. March 2014
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WARBIRDS & WHEELS
18 Manukau Rd NewmarketPO Box 99251 Auckland, New ZealandPh: 09 524 6804 Fax: 09 524 [email protected]
SUNDAY 30 MARCH 1:00 PM WANAKA NEW ZEALAND
S Y D N E Y B A L I L O S A N G E L E S M I L A N
WEBBS_ad Mar2014.indd 1 7/03/2014 10:44 am
IMPORTANT PAINTINGS & CONTEMPORARY ART
ON VIEWBID NOW ONLINE
Contact Sophie Coupland E: [email protected] P: 09 529 5603webbs.co.nz
Charles Ninow E: [email protected] P: 09 529 5601
27 MARCH 2014
Lot 15 Dale Frank, It was a sort of dismal day… Estimate $50,000 - $70,000
FINE JEWELLERY & WATCHES
Saturday 29 March 2014, 11:00amBID NOW ONLINE
Contact Zora Bell BoydE: [email protected]: 09 529 5606webbs.co.nz
Anna [email protected] 529 5606
Webb’s Fine & Rare Wine department holds an established position as one of New Zealand’s leading sources of cellared quality vintage wines. Alongside New Zealand wines by top producers such as Te Mata, Dry River and Felton Road, each sale offers a selection of wines from the ‘Old World’ including French wines from the Burgundy, Champagne and Bordeaux regions. Fine Wine auctions are held every 6-8 weeks & offer local buyers the opportunity to purchase some of the world’s finest & rarest wines.
FINE & RARE WINECONTACT SIMON [email protected]/09 524 6804webbs.co.nz
FINE JEWELLERY & WATCHES
MONDAY 24 MARCH 2014BID NOW ONLINE
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FOREWORDThe 20th century was defined, in many ways, by the irrepressible partnership that sprang to life between man and machine. In fact, to be in partnership with a machine, to extend the power of the body through the employment of technology, is an intrinsic part of being modern. Technology that enabled one to accelerate beyond the glacial progress of evolution was a measure of progress and, applying this to the automobile, the motorcycle and the aircraft produced some of the most remarkable and creative industrial outputs. This catalogue offers the opportunity to consider some of the most beautiful and forceful results of 20th-century combustion-inspired design. It should be remembered, also, that all of the works in this catalogue were conceived of through the recognition and extension of the designs and physical theories of those who had gone before. In many cases, the creators simply had a drafting plate, 2B pencils and a very good understanding of mathematics. Add to this a wonderful sense of ‘now’ and you have machines that are both timeless in their quality and defined by a period. It is safe to say that none of the machines on offer could be built today – the craftsmanship no longer exists while corporate regulations and insurance industry demands have created a sector driven by compliance. Hop into any of the vehicles in the catalogue and you will not be harassed by a beeping
big brother telling you to put your seat belt on! What you will experience is a great sense of design purpose. Also, you will be offered a machine that amplifies the environment through which you are travelling, as opposed to effectively extinguishing it, as modern vehicles attempt to do. These machines were reliant on the physical experience of the driver, rider or pilot, and the partnership of the physical and the mechanical was integral in the designs. It is this aspect of 20th-century design that underscores the deeply pleasing and legitimate influence all the designers, industrialists, dreamers, test drivers and adventurous consumers of the day had on a century of combustion technology.
Lot 36 may very well be one of the most well-achieved works of art-deco industrial design and its refined flow of beauty and strength combine in a manner that stretches across the 1920s to the late 1930s. The Packard Victoria is, without doubt, a rare and powerful mix of horsepower and design. However, you can see the same level of precision in both form and function in the 1938 Triumph 5H – when comparing the level of detail and finish, it is clear that each sector had its leaders in aesthetic finish. The same conclusion can be drawn about Lot 22 the 1949 Ford F1, which changed the meaning of utility – but, again, when looking at the design, it is clear that function was asked to accommodate form with
the F1 offering an aesthetic outcome that is very satisfying with its ‘no bones’ attitude. The F1 is as much about what has been omitted as it is about what has been included. Lot 28 reminds one that a creative force can rest across many decades with the 1986 Ferrari being the last product that Enzo had his eye across – and it shows. The Tiger Moth (Lot 27) is of particular interest as it was owned by the late Ross Duncan (pictured right) who participated in the early Warbirds over Wanaka events. It is a beautiful example and a nod to all of us who understand the importance of minimal viable flying experiences and the romantic role the flying custodian.
The catalogue documents a handful of extremely well-cared-for pieces of transport technology and design, from the 1902 Norton onwards. Each has its own charisma and purposefulness, and each has been maintained and enjoyed by a line of good folk who continue to understand the intrinsic value of a thing well made. Thank you to all of you who continue to be very 20th century about the 21st century, especially the crew at the Warbirds & Wheels museum.
Neil CampbellCEO, Webb’s
1PM SUNDAY 30 MARCHWANAKA AIRPORT 11 LLOYD DUNN AVENUE WANAKA, NZ
THE AUCTION AND VIEWING IS TO BE HELD AT
IMPORTANT NOTE: A buyer’s premium of 12.5% will be charged on all lots in this catalogue. GST is payable on the buyer’s 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. Webb’s is pleased to provide intending buyers with condition reports on any lots.
DAILY VIEWING: FROM THE 27TH MARCH 9:00AM - 5:00PM
OTHERWISE BY APPOINTMENT CONTACT NEIL CAMPBELL M: 021 875 966 E: [email protected]
BID LIVE ONLINE
EASTER RACERS – BROOKLANDS, UKSilver Gelatin Fibre Photograph. Topical Press/Getty Limited Ed. 1/300. 500 x 600.NZ$350 - NZ$450
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‘STARTING OFF’ AT THE ISLE OF MAN TT RACE: 17TH JUNE 1931Silver Gelatin Fibre Photograph (© Fox Photos/Getty Images) Limited Ed. 1/300. 710 x 620. (pictured left) NZ$350 - NZ$450
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3 MG AT BROOKLANDS, UK. MAY 1931Original enamelled tin sign from Silver Gelatin Fibre Photograph. Photographer: S R Graiger, © Getty Images Limited Ed. 1/300. 340 x 400.NZ$150 - NZ$300
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RUSSIAN RACING CAR ON THE TRACK AT MINSK, RUSSIA, 1958.Silver Gelatin Fibre Photograph. Getty Images Limited Ed. 1/300. 500 x 600.NZ$350 - NZ$450
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5 ‘IN THE PITS’ WITH THE MERCEDES MECHANICS AT THE FRENCH GRAND PRIX IN RHEIMS, 17th JULY 1954 Silver Gelatin Fibre Photograph © Picture Post (1954) “first race of the Mercedes – a ruthless” Limited Ed. 1/300. 560 x 720 NZ$350 - NZ$450
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6 ARGENTINIAN DRIVER JUAN FANGIO (1911-1995) HAS A DRINK AFTER WINNING THE BRITISH GRAND PRIX AT SILVERSTONESilver Gelatin Fibre Photograph. Bert Hardy Photographer: ©Getty Images/Picture Post Limited Ed. 1/300. 500 x 600 NZ$350 - NZ$450
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“BENTLEY BODYWORK“ DURING PRACTICE FOR THE LES MANS 24 HOUR RACE, FRANCE400 x 600.NZ$350 - NZ$450
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15 “VALENTINO ROSSI” ON HIS HONDA MOTORCYCLE AT THE GRAND PRIX, 17TH MAY2001 Circuit De Catalunya, Barcelona, Spain. ©Getty Images/Picture. 400 x 600 NZ$350 - NZ$450
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7 “RACING PUSH START”, SILVERSTONE, UK. 1st JULY 1956Silver Gelatin Fibre Photograph. Bert Hardy Photographer: ©Getty Images/Picture Post Limited Ed. 1/300. 500 x 600NZ$350 - NZ$450
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8 “WOMAN RACER” BROOKLANDS, 5th MAY 1931Silver Gelatin Fibre Photograph. Getty Images Limited Ed. 1/300. 470 x 420NZ$350 - NZ$450
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9 “BROOKLANDS RACING” OPENING MEETING, 21st MARCH 1930Silver Gelatin Fibre Photograph. Fox Photos/Getty Limited Ed. 1/300. 500 x 600.NZ$350 - NZ$450
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10 “INDIANAPOLIS RACE” 1910Silver Gelatin Fibre Photograph (© P. Thompson/Getty Images) Limited Edition 2/300. 830 x 660. (pictured right)NZ$450 - NZ$650
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11 “LANCHESTER RACER”Silver Gelatin Fibre Photograph. Topical Press/Getty Limited Ed. 1/300. 500 x 600.NZ$350 - NZ$450
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12 A PHOTOGRAPH OF H.R.H. PRINCE OF WALES , THE KING WHO NEVER WAS, ON TOUR IN AUCKLAND, MAY 1920400 x 600.NZ$400 - NZ$600
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16 MASSIMILIANO BIAGGI FROM ITALY AT THE MADRID, SPAIN GRAND PRIX 14 JUNE 1998.©Getty Images/Picture. 400 x 600 NZ$350 - NZ$450
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17 VINTAGE KENTUCKY STRAIGHT BOURBON WHISKEY – SPARK PLUGL
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19 1942 HARLEY DAVIDSON WLACRATE FRESH MOTORNZ$8,000 - NZ$10,000
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20 US AIR FORCE FLASH TRAINING PROJECTOR WITH 820 SLIDESNZ$800 - NZ$1,200
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221949 Ford F1 Bonus Pick UpOriginal milage; 66,000
NZ$30,000 - NZ$40,000
Black Grace
A rare example of an iconic piece of 20th century industrial design. New Zealand new in 1948, this F1 Bonus Pick Up is one of the first to have been dispatched by the factory as it sports an end of line 59A engine – which in some people’s minds proved to be a superior motor compared to the 8BA which tended to crack casings. In fine working order, the 1949 F1 comes with the original F1 ownership paper and its first warrant of fitness slip circa 1948/9. On the basis of the mileages recorded at each change of ownership it would appear that the mileage on the odometer, 66,000 miles is all it has travelled since new...an extraordinarily low figure for a 1948 vehicle. This vehicle is presented in extremely original condition with the only obvious change being the fitment of 600R16 radial tyres (originally being fitted with 600x16 Cross plies) It has been in the current ownership for approximately the last 17 years.
Ford’s involvement in WWII had accelerated
fundamental engineering principles in terms of front line durability. By 1948 the domestic demand for utilitarian transport was peaking as a new wave of economic activity headed into the prosperous 1950s. In many ways the Ford F series encapsulated this transition.
Ford’s legendary F-Series began in January of 1948, with eight levels of trucks: F-1 for half-ton pickup, F-2 for three-quarter ton, up to the F-7 and F-8 heavy-duty trucks. Base engine was a 226-cid flathead six-cylinder producing 95-horsepower. Optional was Ford’s infamous flathead V8, displacing 239-cid and making 100-horsepower. A floor-shifted three-speed transmission was standard on the half-ton trucks, with a four-speed standard on bigger trucks, and optional on the half-tons.
Aside from the drivetrain and 114” wheelbase, Ford’s new ‘Bonus-Built’ trucks were completely different from the car-based trucks that they
replaced. All-new front sheet metal featured integrated headlights, a one-piece windshield increased visibility, and the cabs were now wider, longer, and taller. Increased interior dimensions started with a seven-inch stretch in cab width, and by positioning the door hinges three inches farther forward, easier entry was obtained. The steering wheel was more horizontal and mounted closer to the driver, and a three-person bench seat moved back and forward on roller bearings. To help isolate frame flex, rubber mounts were used between cab and frame. The F1 models also had a 6-1/2 foot cargo box with an all-steel floor, giving 45-cubic-feet of load space. On the back of all trucks was a single-side taillight. In 1949 the F-series trucks received only minor cosmetic improvements such as the five chrome grille-bars being offered in silver and the wheel rims painted-black painted to match the body color.
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True Chief
This particular machine represents the pinnacle of pre-war Big Chief design. Considered by many to be superior to the later models because of its comparatively lightweight design and more refined centre of gravity, the 1967 Chief has a rider-characteristic unique to its period of design. Superior manufacturing philosophies and refined design, positions the ’36 as one of the most collectable of the now-iconic Big Chiefs.
This machine has undergone a full mechanical rebuild by legendary US-based Bob Starks (www.
starklite.com), whose family has been working with Indian motorcycles since 1918. Over this period of time, the Stark family has earned a reputation for having an extremely strong understanding of the design philosophy imbedded within Indian motorcycles. The 1967 Indian Chief is certainly a design masterpiece and, having been rebuilt by Bob Stark, this example is quite literally new and improved.
In many ways, the ’36 was the bike that instilled the Indian Chief deep into the heart of 20th-
century popular culture. Reflecting this was the fact that more units were sold of the ’36 Indian Chief than were sold of the Harley-Davidson equivalent; this underscored the fact that the Chief was considered to be the best large-capacity machine of the day (of course, this opinion shifted if you were a Harley fan).
1936 Indian Chief
NZ$60,000 - NZ$70,000
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The Survivor
With a factory gate price of US$3650, the Eight five-seater sedan had been the company’s top-seller for years. Offering high manufacturing principals and superior design philosophies, the Packard Standard Eight was considered a fine choice of automobile for the aspiring professional. This car is also rare for the fact that it has managed to survive without having undergone restoration of any kind. It also comes with rare factory options. Sporting an honest patina this particular Packard is in the system with registration on hold.
All numbers correct.
Wheelbase 3416mm
Length 4974mm
Width 1826mm
Height 1810mm
Fuel Tank Capacity 94.7 litres
Engine Type naturally aspirated petrol
Cylinders Straight 8
Capacity 5.2 litre (319.154 cu in)
side valve (SV) 2 valves per cylinder
Compression Ratio 4.85:1
Gearbox 4 speed manual
Maximum Power output
100 bhp) (75 kW)
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1931 Packard Victoria Coupe Original unrestored
NZ$40,000 - NZ$50,000
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Model: Brabham BT16 1965 (As raced by Denny Hulme in the 1965 European Championship)
Chassis: F2-10-65
Engine: Ford Cosworth SCA Rebuilt inc new pistons etc. New ceramic coated exhaust system.
Transmission: Hewland 5 speed Completely rebuilt
Wheels: New Magnesium
Other details: On board electric fire system, new belts. This car has been perfectly restored with a great attention to detail and no expense spared. It has completed 4 races (short) at Hampton Downs (New Zealand) during the 2013 Festival of motor racing (race winner) and 4 runs at the 2013 Leadfoot Festival Hill Climb (New Zealand) since restoration.
As raced by Denny Hulme in the 1965 European Championship against the likes of Graham Hill, Jim Clark and Dan Gurney.
Just a few results from 1965: • Spring Trophy, Oulton Park 1st • Reims Q 9th • Crystal Palace, engine • Sweden 2nd • Brands Hatch 2nd • Oulton Park Gold Cup • Fastest lap Q-Pole • France 3rd (85 lap race)
Past owners: • Denny Hulme: 1965-1966 • Lewis Kerr: 1966-1980 • John Millett: (UK) 1981-2006 • Grant Clearwater: 2006-current
References for the car and restoration are available upon request.
251965 Formula 2 Racing Car
NZ$160,000 - NZ$180,000
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261902 Norton Energette
NZ$125,000 - NZ$150,000
In the Beginning...
Despite some early landmarks in its development, Norton Motorcycles lack a rigid pedigree that can be traced back to a single idea or machine. Instead, the company evolved at a time when bicycle manufacture naturally blended with fledging petroleum-based technologies. It should also be remembered that, at the turn of the century, much of the activity was experimental with one-offs being created by hand. Very little information is actually known about the exact specifications of this period of machine. However, what is known suggests that Norton’s first foray into powered bicycles involved collaboration with Charles R Garard, who imported Clement clip-on engines from Flanders to install in bicycle frames to sell as Clement-Garards. James Norton was known to have an arrangement with Garard to assemble and service these popular Clement-Garard machines. In July 1902, they were still advertising themselves as the ‘Garard Company’s Expert’. However, later that year they placed a small advert in Motor Cycling magazine announcing their Energette incorporating the Clement-Garard ‘improved’ motor. It is generally accepted that the Norton machine was very similar to the Clement-Garard and, essentially, to many other machines of the day except that it had a longer wheelbase, a design feature much favoured by Pa Norton in his later machines and which gave rise to the nickname ‘ferrets’. It is unlikely that many of these machines were
created, and those that were would have been custom built to the customers’ specifications. Of those that are known, one exists in the Sammy Miller Museum. Another is known to exist in Holland and one other is at the London Motorcycle Museum. All are subtly different; however, each sports the long frame which, for many, defines the transition from motorised bicycle to the motorcycle proper.
The machine’s recent history starts in 1945 when Russell Miell saw the bike while collecting scrap metal for the war effort; it was hanging in the roof of a workshop in Kingsland. Some 15 years later, the machine came to Russell in return for a good deed. As Russell undertook the task of bringing the machine back, he found the word ‘Norton’ stamped in small characters on the pedal crank casing. The chassis number 289 was also located. Although the machine was basically complete when first obtained, Mr Miell had to remake some parts such as the fork stem and the extra control levers, using the two bronze examples that were with the bike as patterns. The original tyres, which were still on the machine when restoration began, were white beaded-edge rubber that could not be replaced so 26” x 2” x 1 3/4” tyres on modern rims are presented. The behind-seat petrol tank is marked ‘Essence’, which betrays its French origin, and was originally nickel plated like many other parts of the bike including the cylinder barrels. The 198cc Clement was widely
considered to be the best clip-on motor of its day incorporating an overhead exhaust valve and an automatic inlet valve which was sucked open, allowing the fresh fuel mixture to be vacuumed into the cylinder from the spray carburettor as the piston fell on its idle stroke. The complexity of the machine should not be underestimated. With four levers required to control the performance of the engine – air, spark, fuel and timing – the pilot of the day required a certain amount of intrepid concentration. A number of articles have been written on this landmark machine, which marks the beginning of one of the most successful and notorious motorcycle marques of the 20th century – Norton. It should also be said that some discussion remains about the actual configuration of this machine and its relationship to the Clement-Garard machines that were being supported by Norton during the same period. What is certain is that, by late 1903, Norton was using mostly Peugeot (www.cybermotorcycle.com/euro/wikig/Peugeot.html) engines and, by 1905, Clement-Garard had ceased production. Norton’s intimate and early association with Clement-Garard is obvious in the overall design and quality of the construction and, in many senses, the machine is both a Norton and a Clements-Garard; it is this that makes the birth of the veteran era so fascinating.
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27De-Havilland DH82A Tiger MothType: DH82ASerial No: DHNZ-133 Registration: ZK-CYCRNZAF No: 1453
NZ$90,000 - NZ$120,000
From the Collection of the late Ross Duncan
Exterior: All-over Red. Pristine condition.Interior: 2 cockpit standard configuration in pristine condition. Dual controls.Airframe: 1,402 hours logged as total time since complete rebuild and restoration in 1969.Completely covered in Ceconite Jan 1998.Engine: Gypsy Major MK-1. TBO: 1500 hoursSerial No: 82484Total Time Run: 1153 hoursTime Since Overhaul: 422 hoursTime Remaining to TBO: 1078 hoursLast Overhauled: Oct. 1984. Motor Holdings Aviation LtdInstalled nil Hours Since Overhaul: 1989Propeller: Invincible 5220/P/26Serial No.: IA 8127Avionies: 1. Becker 3200 VHF COM
Accessories: • Auxiliary 10 gal/45 ltr fuel tank• Stainless steel flying wires
• Canopy cover• New fabric Ceconite
Maintenance: Aircraft will be supplied with fresh 100 hour, Annual Inspection and fresh Annual Review of Airworthiness on sale. New 406 mhz ELT to be installed. All AD’s and SB’s complied at time of sale & delivery.
Remarks: From the collection of Ross Duncan. Always hangared. Aircraft in pristine condition throughout. Inspection at Ardmore Airport. Empty Weight: 1266 lbs.
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1986 Ferrari 328 Quattro Value Fuel Injected transverse V8Original Mileage: 23,987Engine No. 703 Chassis: ZFFWA-19000006257
NZ$110,000 - NZ$120,000
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Factory Direct
This immaculate example arrived factory direct in 1986 and was transacted at $200,000 on the eve of the stock market crash. Safe to say, both the owner and the car survived the crash in excellent style. Since then, the 328QVI has remained with the original connoisseur, travelling only 23,000 miles since new. Being offered with all of its factory-dispatch materials including the leather tool roll and dust rag, this vehicle is an emerging classic.
The model name 328 refers to the cylinder capacity (3.2 litres) and the number of cylinders (8). GTB stands for Gran Turismo Berlinetta, the coupe version of this mid-engine, two seat sports car. The cylinders are in a 90 degree angle. According to the manufacturer, the power is 270 hp, maximum torque 304 Nm, top speed 265 km/h and the car pulls up to a hundred in 6.4 seconds.
Production actually started 1986 and when it stopped in 1989, only 1,344 had been built, very few of these were RHD. The Ferrari 328 is one of the most reliable models and was the last Ferrari designed under Enzo Ferrari.
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291937 OK SupremeEngine No. H3172 Frame: A03
NZ$60,000 - NZ$70,000
Everything is A OK
Arguably one of the best looking machines of its era, the OK Supreme embodied a highly refined design philosophy that was 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 1920’s. 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 founders of OK Supreme. This fine example has been meticulously restored by Hughie Hancox, one of the world’s most knowledgeable and experienced restorers of fine motorcycling engineering.
Provenance: from the John Howard museum collection.
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301953 Ariel Square Four MKII 1000ccEngine No. XJ796 Chassis: 7A80G041197735350
NZ$18,000 - NZ$22,000
Proper British
This iconic Ariel MKII was acquired by the current owner in 1967 and it was the sheer size of the powerplant that originally attracted him. Previously owned by Len Perry, the machine was restored by Ken McIntosh (of McIntosh Racing Developments) in 1997 and has travelled fewer than 550 miles since.
The Square Four 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 four-pipe exhaust outlet. In this form, it delivered on Edward Turner’s original ambitions of creating the ultimate touring machine of the day with a powerplant 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 Turner’s vision that started with a sketch on the back of a cigarette pack some 25 years earlier to deliver “ultimate reliability and performance with minimum attentions”.
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311934 Alvis Speed 20 SB Four-seat Sports Tourer Engine Number: 12496Chassis Number:12046 Car Number: 17246Original Registration: FB4667Three custodians since newOne of only 21 built Approximately 12 thought to be in existence
NZ$220,000 - NZ$270,000
A Modern Bench Mark
The Speed 20 was the first post-vintage design from Alvis that extended Britain’s reputation as the home of refined, high-performance and sophisticated design aesthetics. The 1935 model offered a larger powerplant (2,762cc) that was housed by a more aggressive geometry with a longer and lower chassis. Modifications were also made to the complex steering gear and the provisioning of independent front suspension which offered exceptionally steady and light
steering action. The Speed 20 was well known for its relatively quiet powerplant and imposing Lucas P100 lamps, which added to the square-jawed aesthetic of this classic British design. It should be noted, too, that the SC Twin was provisioned with electric fuel pumps. With modern handling measures and a top speed of +140kph, the Speed 20 SC was one of the more technologically advanced British cars of its day and remains a highly desirable collectable motor for the
post modern speedster. The Speed 20 SC is a benchmark of British automotive history.
“‘When cornering, it is not only free from rolling – the low build sees to that – but the layout is such that it clings to the intended path at quite unexpected speeds, and when centrifugal force does eventually produce a skid it is of the rear wheels only and easily controlled,”’ observed MotorSport’s tester in 1935.
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321941 180 Packard All Weather Cabriolet
NZ$175,000 - NZ$225,000
Made to Order
This one-off design by Rollson was ordered by E Parmalee Prentice of Pocantico Hills, New York, the son-in-law of John D Rockefeller. Mr Prentice would acquire a custom motor vehicle every year as a gift to his wife Alta Rockefeller. As on all of the cars commissioned by Prentice, no manufacturer’s badging was permitted, as is the case with this immaculate 180 Senior. The Rockefellers and Prentices could afford any car in the world but they usually chose Packards.
While this Rollson model was in the Packard catalogue from 1938 to 1942, this is the only example produced in 1941 – on the eve of America’s entry into the theatre of war. It is Serial number 2001 of a set of numbers starting with 2001. This 4,075-pound car, riding on a 138-inch wheelbase, is powered by a 356 cubic-inch inline-eight producing 160 horsepower. New, this car sold for $4,695, while a Packard standard four-door sedan sold for $1,076. It was the first automobile to have power windows, which are hydraulic. It should be noted that Packard offered over 100 factory options.
This beautiful automobile found its way into the prestigious Harrah’s auto museum (Nevada, USA) and the Managing Director of the Rockefeller auto museum in Arkansas recalls that they had Alta’s all-weather Cabriolet from 1963 until it went to Harrah’s in the ’70s, and that the family had owned the car from 1941 until Alta’s death in 1962. He remembered that it had the initials ‘ARP’ on the door and that the hubcaps had covers on them to hide the Packard name because Mr Prentice did not want to advertise the car they preferred; this reflects the provenance of this particular automobile.
Having recently completed a three-year restoration, Alta Rockefeller Prentice’s 180 Packard All-weather Cabriolet remains a celebration of 20th-century optimism and luxury design.
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33YAK-52
NZ$120,000 - NZ$170,000
Flying High
ARA completed in March 2014. Fully Licensed and Certified for Adventure Aviation part 115. Currently the only fully certified Yak 52 able to operate for hire and reward in New Zealand. Present owner open to a lease back relationship. Full engineers report available upon request.
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341942 Harley Davidson WLA
NZ$18,000 - NZ$22,000
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351924 Bentley 3 LitreEngine No. 908 Chassis No: 891
NZ$350,000 - NZ$450,000
The Formidable Three Litre
The weekend of 14/15th June 1924, saw the second running of the Le Mans 24 Hour race, organised by the Automobile Club de l’Ouest. When inaugurated the previous year, W.O.Bentley had proclaimed it “mad” and yet he supported Duff and Clement that year, who were the sole British entry in their Bentley 3-litre, achieving a creditable 4th place. For the 1924 race, Duff and Clement campaigned a 3-litre Speed Model Bentley, roaring to Bentley’s first of many victories in that race at an average speed of 53.78mph and stealing valuable newspaper headlines for WO’s infant company. Little wonder that this success, following on from successes in the Isle of Man Tourist Trophy, Brooklands Double Twelve Records and a worthy showing in the Indianapolis 500 Race
in 1922, made the 3-litre Bentley the car to have in 1924. The Speed Model of that year featured a high compression engine, four wheel brakes, twin S.U. ‘Sloper’ carburettors and the A-type close ratio gearbox, all assembled on a chassis one foot shorter than the Standard Model.
This wonderful example, complete with original chassis and engine numbers, was sold factory direct to Mr D Kantken in 1924. Offering a full history, the Bentley arrived in New Zealand in 1935 where it has remained. Brian Goodman restored the machine in 1965. Over the years, all replacement parts have been red label where possible. Please make contact for a complete report on this rare opportunity to acquire one of the major beats in British automobile history.
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361937 Packard Victoria Convertible
NZ$250,000 - NZ$350,000
The Ultimate Ride
“Ask the Man who Owns One” was the slogan of this Detroit-built luxury automobile manufacturer. Such was the persuasiveness of the Packard experience.
The Packard Victoria was produced from 1933 to 1939. It is considered by many to be one of the finest automobiles produced by Packard and one of the most significant creations of the classic car era. The long and flowing front hood houses a 320 cubic-inch side-valve Straight Eight engine that remains refined, powerful, smooth, and quiet by modern standards. Delivering 130 horsepower. Independent coil spring front suspension, live rear axle with semi-elliptic leaf springs, and four-wheel power-assisted hydraulic drum brakes ensured a quality ride. Labour intensity and quality defined the Packard Victoria. Entry-level examples were the cost of a very reasonable house. In many ways, the Packard Victoria represents the pinnacle of the American automobile sector. Celebrating a modern age full of promise and strength, Packard Victoria is one of the great works of 20th century design.
This remarkable example is finished to an extremely high standard. In full running order, a detailed condition report is available on request.
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371965 Triumph TR6SR
Correct numbers 52 miles only since Bill Hoard restoration
NZ$25,000 - NZ$35,000
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381942 Indian 741B
NZ$15,000 - NZ$20,000
The Warhorse
The Indian model 741 was a military motorcycle built for use in World War II. The 741 used Indian’s conventional V-twin. The 741 featured a 30.5ci flathead V-twin based on the civilian Thirty-fifty model. Less powerful than Harley’s 45ci WLA, the 741 was used mainly by couriers and scouts, as what it lacked in performance it made up for in durability.
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391918 Harley Davidson
Model J
NZ$22,000 - NZ$28,000
Real Steel
The Model J was, and still 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 a wildly unsuspecting public. The sheer weight of the bottom end delivers tons of torque at low speed which made them ideal for sidecar set ups. It is a little known fact that by 1918, 70% of all Harleys sold were side car outfits. Extremely reliable and economical, the heart of the Model J was shaped by the demands of WW1. And with this, the essence of Harley Davidson’s enduring appeals was crystalized by the fundamentally correct design of the Model J. For many, the Model J is the Zambesi River of V-twin design – the source of all others. Soon to be celebrating its 100th birthday this fine example is rare and in good running order.
Specifications: 987.7 cc, air-cooled 45 degree F-head V-twin, three-speed transmission with foot operated clutch pedal and tank side shift lever, right side foot operated rear drum brake. Wheelbase: 59.5”. All numbers correct.
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401942 Willys Jeep
NZ$18,000 - NZ$22,000
Nothing More Nothing Less
Immaculately presented, the Willys epitomises how far the utility vehicle market has lost its way in today’s indulgent urban setting. As the ultimate workhorse, the Willys Jeep was designed as a minimal, viable piece of survival kit – nothing more, nothing less.
Before World War I, Willys-Overland ranked second only to Ford in total production numbers. Even in the early 1920s, the company, founded by John North Willys, occupied sixth place in industry sales, moving as high as third in 1928 with help from its low-priced Whippet model. Move ahead to 1942, and the company turned to the production of military ‘general purpose’ or ‘jeep’ vehicles, as they would become known. Essentially, this type of machine was designed by competitor American Bantam but Willys would produce far more of the ‘jeep’ vehicles than the designing firm ever did. Later, the jeep would become synonymous with Willys. Following the war, Willys was first to introduce an all-steel station wagon in 1946 followed by the Roadster or Jeepster ‘phaeton’ in 1948. Both were styled by legendary industrial designer Brooks Stevens. This is one of the best-presented Willys in New Zealand.
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1954 MG TF1250 Roadster
Personalized regn plate, 1250TF. Engine number is XPAGTF36118. Body number HDC266366
NZ$35,000 - NZ$45,000
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The Modern Classic
Succeeded by the MGA, the MG TF1250 was the last of the true ‘T’ line models offering the traditionally-styled framed body, separate wings, and sweeping running boards. Originally designed for the young modern the TF1250 ws produced in relatively small numbers. However its sports focus and classical design lines have ensured its relevance in todays setting. Its handling characteristics are lively and refreshing.
Mechanically, the new TF model, introduced in October 1953, was TD-based, with the same XPAG 1,250cc engine, but with valve and carburetor improvements. A taller standard final drive ratio was also better suited to American highways (and the planes of Canterbury). While TD production had reached nearly 30,000, the comparatively short TF 1250 run came to just 6,200. As a modern classic the MG T1250 is a timely reminder that 20th century design was firmly focussed on the essence of velocity and style.
The early history of the car is not known, however, it was registered in name of John S Bates c/o Officers Mess, RNZAF Base, Whenuapai in October 1982.
It was then acquired by the current owner in August 1991, who carried out a meticulous “ground up “ restoration which took 5 years to complete. Photos are available to confirm the extent of this work. The car was back on the road in 1997 and relocated to Wanaka where the owners have retired.
This beautiful example has enjoyed an intelligent restoration and has been well maintained ever since. Used sparingly since restoration was completed, and always garaged, it offers factory correct numbers. This is a very desirable example of the classic TF1250. A full condition report is available on request.
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421941 Harvard / T6 Texan
NZ$170,000 - NZ$190,000
Bird of Prey
The genesis of the Harvard begins with a 1934 contract for a primary trainer to meet a USAAC requirement. This aircraft was produced in several variants, with several powerplants ranging from 400 to 600hp. In 1937, the addition of retractable undercarriage, a P&W R-1340 powerplant and some other refinements to the airframe produced a recognisable Harvard. In the following years, development continued with the replacement of fabric with metal, and other refinements. More than 15,000 were eventually built in the US or under license in Australia, Canada, Japan, the Netherlands and Sweden. They were and remain highly capable aircraft.
The RNZAF operated 202 Harvards (NZ901-1102) of various marks (NZ901-1005 Mk.II, NZ1006-1057, NZ1070 MkIIa, NZ1100-1102 MkIIb, and NZ1058-1069 NZ1071-1099 MkIII) delivered in the period from 1941 to 1944. Some of these were contracted by the RNZAF, while others were issued as part of the Empire Air Training scheme. The aircraft has been used in training, communication and FAC roles. 53 aircrafts were lost through various causes during WWII. The majority of the Harvards were put into storage in 1945, and many were sold for scrap in 1958-59.
Five Harvards remain with the RNZAF.
Nearly 50 ex-RNZAF Harvards are now in private hands in New Zealand and overseas. Approximately 12 are airworthy in New Zealand.
This Harvard ZK-XSA is an ex-South African Airforce aircraft (7660) imported in 1996. Assembled at Aerotech at Ardmore, and now based at Queenstown, this aircraft was built in 1941 as a Mk.III (41-16269), but has subsequently been modified to T-6G standard. Harvard /T6 Texan is fully Licensed and Certified for Adventure Aviation. The present owner is open to a lease-back relationship. Full engineers report is available upon request.
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431947 Triumph 499cc Tiger T100
NZ$14,000 - NZ$18,000
Easy Tiger
The Tiger 100 sports version of Edward Turner’s trend-setting Speed Twin was launched in 1938. It reappeared in 1946/7 with telescopic forks in place of the original girders, and separate dynamo and magneto instead of the pre-war version’s magdyno.
Guaranteed to reach 100mph, the Triumph Tiger T100 was a true ride-to-work, race-ready performer capable of giving the best of the competition a run for its money – and was ridden by more than a handful of policemen. This is an exceptional example of Edward Turner’s game-changing masterpiece and such machines are becoming harder to find.
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441966 Ford MustangFirst generation (1964–1966) Chassis: 7A86GOF0794174593
NZ$28,000 - NZ$38,000
Defining a Generation
Ford’s Mustang was a machine designed for the people. The baby boomers were on their way and it was clear by the custom scene that the new kids did not want to drive what their folks were driving. Enter arguably one of the most recognisable pieces of 20th-century design – the Ford Mustang: aka the ‘pony car’. For one reason or another, the Mustang struck a deep cultural chord in the American psyche.
Nothing could stop the Mustang (especially not its four-wheel drum brakes) and, with Ford furiously
adding production capacity for the pony car at plants around the country, the company sold an amazing 126,538 of them during that abbreviated 1964 model year.
Incredibly, the ’66 was even more popular, with Ford selling 607,568 of them — 499,751 coupes, 35,698 2+2s and 72,119 convertibles. That’s still the highest number of Mustangs ever sold during a single model year.
Originally imported in 1994, this is a highly originally example; it even still has its smog pump which was generally the first thing to go. Acquired by its current custodian in August 1994, it was comprehensively restored and has been maintained respectfully as a factory dispatch example of the American classic and has only travelled approx 16500 miles (26400kms) since that restoration.
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451950 Indian Roadmaster 1300
NZ$55,000 - NZ$65,000
Leader of the Pack
With its massive skirted fenders, locomotive-like torque, and nearly “last-of-the-breed” heritage, the 1950 Indian Roadmaster is surely one of the most collectible of Indians.
Indian suspended production of the v-twin Chief in 1949, concentrating its resources on developing a new range of motorcycles to compete with the British machines that were taking an increasing share of the domestic market. When its new products failed to live up to expectation, Indian re-introduced the Chief in 1950. Its engine had been ‘stroked’ to 80cu in (1,300cc) and produced 40bhp. A telescopic front fork were an innovation, but the Chief
Roadmaster was expensive for the post-war period and in many ways was too heavily linked to the memory of the pre-war days.
Evolving over three decades, it was the Chief more than any other Indian motorcycle design that inspired in future generations the merits and quality of the best of yesterday’s machines. Handsomely finished, the classic Roadmaster will provide comfortable touring for the discerning Indian enthusiast.
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461938 Harley Davidson Knuckle Head EL
NZ$55,000 - NZ$65,000
Knuckle Up
The ’38 EL Knuckle inspired a generation and is considered by many as the most collectable production bike of its period. This example has been restored by American expert, Fred Lange, who is recognised as one of the old-school leaders in the preservation of heritage American iron. There is currently a four-year waiting list to secure a Fred Lange machine direct from his bench. This example is in excellent condition.
Without question one of the most handsome and readily recognisable motorcycle power units of all time, the Harley-Davidson 61ci overhead-valve V-twin – known as the ‘Knucklehead’ after its distinctively shaped rocker boxes – arrived powering a stylish all-new motorcycle. A twin-loop frame was deemed necessary to handle the 61’s increased power (37bhp in ‘E’ and 40bhp in high-compression ‘EL’ forms) while the front suspension, too, was beefed up, the forks switching to oval tubing in place of the previous forged I-beams. The Knucklehead was a slow success for Harley. The company sold only 152 of them in 1936, out of a planned production run of 1,600, and only 127 in 1937. However, the Milwaukee factory quickly set about establishing the EL’s performance credentials, with Joe Petrali setting a new speed record of 136mph at Daytona Beach in March of that year. Then, in April 1937, Fred Ham, a Pasadena motorcycle police
officer took his own, carefully broken-in Model E to Muroc Dry Lake (now known as Edwards Air Force Base). He outlined a five-mile circle with flags and flare-pots for round-the-clock riding. Stopping only for fuel, oil and fruit juice, and to change a broken rear chain in the 20th hour, Ham completed 1,825 miles, averaging 76.02mph. He set 43 new speed and distance records for himself and Harley-Davidson’s Model E, single-handedly founded the legend of the Knuckleheads.
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471938 Triumph 5H DeluxeEngine No: 8-5H8166Chassis No: TH3494Original Plate: 7.037Original Mileage: 11,123New Zealand NewFrom the collection of Hugh Anderson – GP World Champion
NZ$22,000 - NZ$28,000
Proper British Metal
Comes with original manual and tool roll (complete) also offers a very rare in-built ‘trouble light’. Factory dispatch correct.
Extremely rare example of one of the definitive pre-war British machines. Considered a super bike of their time, the 5H epitomizes all that was great about the English motorcycle scene offering fistfuls of power within a highly refined geometry and benchmark aesthetics.
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Top Shelf
The 1942 Lincoln Continental was in production for only a few months due to the outbreak of World War Two, which resulted in a shutdown of the U.S. auto industry.
Recognized by the Museum of Modern Art as one of eight automotive ‘works of art’ and by Time magazine as one of the top ten best-designed industrial works of all time, the Lincoln Continental underscores a golden age of combustion technology and aesthetic industrial design.
The brainchild of Edsel Ford, Ford’s chief stylist, Bob Gregorie was asked to design and execute a car that would match the current hallmarks of continental design philosophy – aka exclusive, luxurious and hand-crafted.
Achieving this, the Lincoln Continental gained a strong following by the rich and famous. Offering a unique mix of austere design and opulent configuration, the Continental was a direct nod to America’s largely undeclared aristocratic aspirations of the day. The 1942 Lincoln Continental is perhaps the rarest of the line given that it underwent a significant redesign becoming an even more opulent, larger, longer and wider car than its 1940-41 predecessors. This was underscored by the front end extending in both style and chrome form. As production was cut short in 1942, only 200 Lincoln Continental Coupe were produced, making it one of the most collectable cars in its class. This particular example offers an intriguing provenance.
1942 Lincoln Continential Coupe DeluxeType: CT4A Registration: ZK-LJH RAAF No: A19-042
NZ$80,000 - NZ$100,000
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491908 MinervaEngine No. 12980Brown and Barlow carburetorFrame No 151378Magneto Bosch type 12
NZ$25,000 - NZ$35,000
One of a Kind
A number of Minerva’s were built in Australia, from the engine, and other accessories that were sent out from the factory. As a result no two Minerva’s looked the same.
However, Minerva were innovative in offering 1/4 elliptic sprung forks for the roads of the times and providing a rear block brake as the only stopper. Fuel tanks came in a variety of shapes and this one is the ‘square edge’ tank. It also offers the Brown
and Barlow carburetor, which was an improvement for the hot Aussie summers.
The Minerva is believed to have started life in the Balmain area of Sydney, Australia, where it was housed in a wood shed for many years until 1974. The engineer that restored the Minerva over thirty years ago, rode it a few times but since then she has been in a private museum. A close inspection of all fittings, reveals that the nuts and bolts are
virtually as they were when the Minerva was built, and shows very little signs of use. The A link belt is supple, and the engine turns over nicely. There is a technique to starting a 105 year old, as the current custodian will show the lucky new caretaker.
The Minerva may be viewed at Dunolly 3472 Victoria Australia.
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501967 Triumph Trophy TR6
NZ$14,000 - NZ$18,000
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511949 BSA Goldstar Engine No. ZB32GS 163Frame No. ZB 32 S. 194 1949 BSA 348cc B32 Competition Model Frame
NZ$15,000 - NZ$18,000
True Grit
The BSA Gold Star is a motorcycle that was made by BSA from 1938–1963. They were 350 cc and 500 cc single-cylinder four-stroke production motorcycles known for being amongst the fastest bikes of the 1940s and 50s. Being hand built and with many optional performance modifications available, each motorcycle came from the factory with documented dynamometer test results, allowing the new owner to see the horsepower produced.
In 1937, Wal Handley lapped the Brooklands
circuit at over 100 mph (160 km/h) on a BSA Empire Star, and was awarded one of the traditional Gold Star pins for the feat. That inspired BSA to produce the BSA Gold Star. The first Gold Star was an M24 model. It had an alloy 496 cc engine, an Electron alloy gearbox, and a light tube frame devoid of sidecar attachment lugs. This model continued up to the start of World War II.
After the war, the all-alloy 348 cc B32 Gold Star was released, with a very large list of optional components. Once ordered, the bike was
assembled by hand, and the engine bench tested. They were 20 lb (9.1 kg) lighter than the comparable cast iron barrel and head B series single. They were highly successful in the 350 class from 1949 to 1956. They could be specified in tourer, trials, scrambles, racing or Clubmans trim. The YB is taken from the beginning of the engine number – YB is 1948, ZB is 1949.
Offered in extremely good order, the B32 has enjoyed lounge room storage for the last 20 years.
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521924 Rickenbacker RoadsterCar Number: C 165226 Cylinder Side Valve 3574 CC (218 Cu/in) 4 Wheel brakes (a first). Stewart Vacuum system Original factory gearbox (Warner gear company in Muncie Indiana, Model T64J-1A) Electrics: American Bosch Rickenbacker factory fitted diff (12013-2855-D51-10s-c21) Stromberg carburetor - Model O-2 Purchased new straight from the US factory; right hand drive
NZ$60,000 - NZ$80,000
NZ New
Edward Vernon Rickenbacker was an American fighter ace in World War I, and a Medal of Honor recipient. With 26 aerial victories, he was America’s most successful fighter ace in the war. In the 1920s, Eddie became involved in the motor sector as a director of the ambitious Rickenbacker car company. Aimed at the top end of the car market they manufactured relatively small volumes between 1922 and 1927.
Harland Garbutt of Oxford, Canterbury, New Zealand purchased it new from the Chicago factory
as a right hand drive vehicle in 1924. Original registration plate number issued in New Zealand: NZ44275. On 4 June 1926, it was sold to John Easterbrook of Prebbleton, where it remained until 1957. It was then bought by Keith Parker of Lyttelton on 1 October of that year. On 9 March 1962, it was purchased by Robert Sarchett of Christchurch. It remained in the Sarchett family, changing ownership to Robert’s father Harry on 28 June 1966, before reverting back to Robert’s ownership on 18 February 1977. During Harry’s
ownership of the vehicle, it was brush-painted and some repair work was carried out on the body and engine.
The current owner is Ted Aitken of Harewood, Christchurch, who purchased it on 30 May 1988. The original leather seats (stuffed with horse-hair) are still fitted to the car, as well as the original dashboard and wiring. Some points of interest to note are the 117” wheel base, and its actual horse power of 58.
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Leader of the Pack
Developed for the American market, Triumph’s Tiger 110 was the forerunner of the Bonneville. Continuing to define all that was good about English parallel twins, the 649 cc OHV motor made it the fastest Triumph you could buy.
First built in 1953 and introduced as a 1954 model, the originally cast iron cylinder block and head soon were replaced with a light alloy cylinder head with special airways to improve cooling and
austenitic iron valve seat inserts. The external oil feed pipes were also replaced with internal oilways via the pushrod tubes.
The Triumph Tiger 100 was named because it was capable of 100 mph (160 km/h), so it was an obvious marketing idea to call the new bike the Tiger 110. This example offers an extremely high standard of finish and is an excellent example of one of Triumph’s most influential designs.
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1957 Triumph Tiger T110
NZ$20,000 - NZ$24,000
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Trophy Bird
International Six Days Trial successes in the late 1940s prompted Triumph to adopt the ‘Trophy’ name for their off-road-styled twins, at first for the 500cc TR5 and then for the 650cc TR6, introduced in 1956. The bigger Trophy retained its sporting character but became more of a roadster as time passed, ending up, in effect, as a single-carburettor T120 Bonneville, whose specification in all other respects it closely followed. More tractable than the Bonnie and more economical too, the Trophy gave little away in terms of outright performance.
1960 Triumph TR6
NZ$18,000 - NZ$22,000
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551960 Triumph Bonneville T120 649cc
NZ$25,000 - NZ$35,000
The Classic
Period correct and highly presented, Triumph’s Bonneville satisfied the demand of the riders of the day for style as well as substance. Recently imported and prepared for sale, this machine is in good running order.
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CT4A Airforce TrainerType: CT4A Registration: ZK-LJH RAAF No: A19-042
NZ$85,000 - NZ$95,000
First Flight
Exterior: RAAF Orange and white. Very tidy condition.
Interior: 2 standard seats with full Dual controls and instrumentation.
Rear jump seat fitted...max pax weight 70Kgs.
Airframe: 5800 hours since new..
Engine: Continental IO-360
The engine is currently running “on condition”
Propeller: Hartzell BHC-C2YF-1BF?F7663
Avionies: 1. Collins VHF20 Radio 2. Narco AT150 Transponder 3. King KDF 805 ADF
Accessories: Ground tow bar
Maintenance: Annual expires 5 August 2014, ARA due 6 June 2015
Remarks: One lady owner for the last 14 years.
Always hangared since arrival in NZ in 2000.
Inspection at Wanaka.
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571953 AJS model 20 “Springtwin” 500cc
NZ$8,000 - NZ$12,000
Model 20
Complete ground-up restoration with no expense spared, concours condition. New Zealand new sold by Sadlers in Wellington. Matching engine and frame numbers & certified by the UK Owners Club from factory records. Bike is listed on the VCC register. Engine fully reconditioned, new British chrome wheel rims with stainless steel spokes, new Avon tyres, rebuilt Dynamo, Magneto & Carburettor. Halogen headlight. Current WOF and Rego: great touring bike. Present owner last 30 years.
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581931 Sunbeam Model 90
NZ$15,000 - NZ$25,000
Black Speed
The best years of Sunbeam were in their early history. The company built a tremendous reputation for quality and finish, which eventually led to its downfall. First manufacturing bikes in 1912, Sunbeam produced machines to win. And win they did, securing more Senior TT wins than did any other marque (pre-1930). However, by 1928, Sunbeam was part of the ICI combine and did not add very much to group profits; in came the accountants and much of the tradition and quality had to go. More parts were bought in and the quality slowly began to evaporate. The exception was the Model 90 of 493cc, which was still based on the 1929 TT winning machine and had an enthusiastic following. Sunbeam first introduced overhead-valve singles during the 1923 race season. The 493cc Model 90 was originally listed as a competition model only, and so was not equipped with kick-start or other road-going material. This extremely rare Model 90 TT replica was hand built by the factory in exactly the same manner as were the machines that Sunbeam raced on the Isle of Man. With the exception of
Webb front forks and an oil filter on the left-hand side, the 1931 Model 90 is identical to the 1929 TT winner. Offering original equipment, rear set footrests and no facility for a battery box, this was a pure race machine. The current owner has operated the Model 90 for over 40 years, first competing in the 1970 International V & V rally from Sydney to Melbourne. Since then, the machine has been regularly raced and rallied. Legend also has it that the machine was placed third in the Isle of Man TT in 1933 (probably the Amateur TT), now the Manx GP. It is also believed that the bike was timed electrically at 105mph on the beach at Waikanae,
New Zealand, in the late 1940s. Over the years, the machine, like all real race machines, has had its fair share of modifications and dices with death. Consequently, this Model 90 is offered with a constant mesh gearbox whose gears have been recut to give the same close ratios as did the original box (available with the machine). It is also known that, prior to this, the second owner Keith McMillian installed a Burman gearbox to replace the failure-prone sliding pinion design. This accounts for some frame modification. Overall, this is an extremely rare race machine with excellent New Zealand provenance that is well known to the racing fraternity.
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Recognized as the last real ‘Bonnie’
The 1970 model was the ultimate example of everything that the Bonneville had become. It was beautiful and fast and, according to Cycle Guide, “the most commonly seen and most-sought after piece of merchandise by teenagers…The Bonneville has a great deal of personality. The more you ride it, the more you like it.” Journalist, Peter Egan described the 1970 Triumphs as a cultural icon “…as much a part of the American scene as James Dean, ’51 Merc’s and Lucky Strikes.” Triumphs continued to win in all forms
of competition from Ascot’s half mile to Malcolm Uphill’s Isle of Man Production TT win on a Bonneville the year before.
In 1970 new crankcase halves and engine breathing improved oil tightness. Front engine mounting plates were changed to bolt on units to facilitate easy engine changes and the concentric carburetors were improved once again. Triumph also toned down the bright colors of the late sixties to an elegant burgundy (Astral Red) and
silver scalloped tank. Fenders were painted to match. Throughout the Sixties Bonnevilles were the motorcycle to have. Their excellent road manners, easy starting and attractive styling made them one of the most successful motorcycles ever made. 1970 Triumphs are the last to incorporate a separate oil tank and are considered the last real Bonne and are highly sought after by both riders and collectors. This Bonneville is described as a highly correct Bill Hoard restoration offering very low milage.
1970 Triumph Bonneville T120R 650cc
NZ$18,000 - NZ$24,000
601953 CHEVROLET BEL AIR 2 door Coupe SportsEngine No. L4853751 Chassis No: 7AT02R0GX13013391Reg No.I.1953.IMileage 74,703
NZ$40,000 - NZ$60,000
Post War
Sold new on 11 February 1953, to Mrs Emma Rottensperger of Pittsburgh, PA. This car was highly equipped for the day. Besides the rare 2-Door Hardtop body style, Mrs Rottensperger added power-glide transmission, power steering (an expensive rare addition for the early ‘50s) AM push-button radio, two tone paint, luggage lamp, oil filter, turn signals, back up lamps, and automatic transmission fluid heater. Total price was $2,608-70, no trades, no financing (ie. cash buyer).
After 40 odd years, the car was sold to Mr. Mastin Snr of North Carolina, with 73k miles on the clock. Mr. Mastin did a frame-off restoration to occupy his retirement years. His parents had owned the same model Belair. He finished it in the period correct colours of Target Red & Indian Ivory. Upon his death, the car was willed to his son, who sold it in late 2012. It was then imported to New Zealand.
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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 Webb’s will apply a buyer’s premium of 15% of the hammer price (unless otherwise stated) together with GST on such premium, which combined sum shall be the total purchase price.
5. PAYMENT. Payment for all items purchased is due on the day of sale immediately following completion of the sale.
If full payment cannot be made on the day of sale a deposit of 10% of the total sum due must be made on the day of sale and the balance must be paid within 5 working days.
Payment is by cash, bank (cashiers) cheque or Eftpos. Personal and private bank cheques will be accepted but must be cleared before delivery of goods will be given. Credit cards are not accepted.
6. LOTS SOLD AS VIEWED. All lots are sold as viewed and with all errors to description faults and imperfections whether visible or not. Neither Webb’s nor its vendor are responsible for errors of description or for the genuineness or authenticity of any lot or for any fault or defect in it and make no warranty whatever. Buyers proceed upon their own judgement.
Buyers shall be deemed to have inspected the lots or to have made enquiries to their complete satisfaction prior to sale and by the act of bidding shall be deemed to be satisfied with the lots in all respects.
7. WEBB’S ACT AS AGENTS. They have full discretion to conduct all aspects of the sale and to withdraw any lot from the sale without giving any reason.
8. COLLECTION. Purchases are to be taken away at the buyer’s expense immediately after the sale except where a cheque remains uncleared. If this is not done Webb’s will not be responsible if the lot is lost stolen damaged or destroyed.
Any items not collected within seven days of the auction may be subject to a storage and insurance fee. A receipted invoice must be produced prior to delivery of any lot.
9. LICENCES. Buyers who purchase an item which falls within the provisions of the Protected Objects Act 1975 or the Arms Act 1958 cannot take possession of that item until they have shown to Webb’s a license under the appropriate Act.
10. FAILURE TO MAKE PAYMENT. If a purchaser fails either to pay for or take away any lot Webb’s shall without further notice to the purchaser at its absolute discretion and without prejudice to any other rights or remedies it may have be entitled to exercise one or more of the following rights or remedies:
a. To issue proceeding against the purchaser for damages for breach of contract.
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 any thing whatsoever irrespective of any directive given in respect of or restriction placed upon such payment by the purchaser whether expressed or implied.
i. Title and right of disposal of the goods shall not pass to the purchaser until payment has been made in full by cleared funds. Where any lot purchased in held by Webb’s pending i. clearance of funds by the purchaser or ii. completion of payment after receipt of a deposit the lot will be held by Webb’s as bailee for the vendor risk and title passing to the purchaser immediately upon notification of clearance of funds or upon completion of purchase. In the event that a lot is lost stolen damaged or destroyed before title is transferred to the purchaser the purchaser shall be entitled to a refund of all monies paid to Webb’s in respect of that lot but shall not be entitled to any compensation for any consequent losses howsoever arising.
11. BIDDERS DEEMED PRINCIPALS. All bidders shall be held personally and solely liable for all obligations arising from any bid including both telephone”and absentee bids”. Any person wishing to bid as agent for a third party must obtain written authority to do so from Webb’s prior to bidding.
12.”SUBJECT BIDS”
Where the highest bid is below the reserve and the auctioneer declares a sale to be “subject to vendor’s consent” or words to that effect the highest bid remains binding upon the bidder until the vendor accepts or rejects it. If the bid is accepted there is a contractual obligation upon the bidder to pay for the lot.
13. SALES POST AUCTION OR BY PRIVATE TREATY
The above conditions shall apply to all buyers of goods from Webb’s irrespective of the circumstances under which the sale is negotiated.
CONDITIONS OF SALE FOR BUYERS
Front Cover: Lot 36Front inside cover: Lot 47Back Inside cover: Lot 44Back Cover: Lot 47
WH
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ND
WA
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S30 M
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2014
