THE MOTORCYCLE AUCTION
For further information regarding the auction please contact the following
MOTORCYCLE AUCTION : Antony Gullick 0415 284 620
SIGNIFICANT PARTS and MEMORABILIA AUCTION
VL Phill 0427 407 398 or Keith Levy at MANSHED AUCTIONS
0499 099 906
1957 Harley Davidson Panhead
The first bike up for auction at the Bulli Antique Motorcycle weekend on the 28th and 29th of august is this lovely 1957 Panhead Harley Davidson. This 1957 Harley-Davidson FL Panhead is a rare and extremely collectible model from the last year rigid frames appeared on the Big Twins. As a development of the EL Knucklehead, by 1957, the FLH Panhead had its “bugs” worked out and all the improvements the factory made to that model had been incorporated. In many ways, these last-year machines are the best of the breed and the best to buy for riding. The FL Panhead was introduced in 1948 with springer forks and a rigid frame, and it gained telescopic Hydra-Glide forks a year later. Eight years after that, the 1957 Panhead was the last to feature a rigid frame before the introduction of the Duo-Glide in 1958. While the Duo-Glide brought Harley-Davidson into the modern era, it was significantly heavier than the Hydra-Glide it replaced—60 pounds heavier, in fact. While the rigid frame was technically inferior, the saddle was sprung on the vertical seat tube and was very comfortable for extended riding, even over rough surfaces. This bike is ready to ride away and rally.
Price guide A$20-25,000
1983 Honda GL650 Silverwing Interstate
1983 Honda GL650 Silverwing Interstate.
Rare if not unique in Australia, I imported this bike from the USA in June 2014. It had 9184 miles on the odometer and was in original unmolested condition with all its factory accessories. It has now done 15800 miles and remains in the same condition. Below is a potted history of the bike and the reason I chased one down in the USA and brought it to Australia.
The Bike: When it was new, the 1983 Honda GL650 Silverwing seemed like a sure-bet winner for Honda. The basically identical GL500 had been successful for several years prior and before the GL, there had been the CX – the first of the series to use the transverse “twisted” 80 degree pushrod V-twin, which was (being a Honda) a better-engineered, better-built and more potent loose copy of Moto Guzzi’s engine of similar layout.
The GL650 was significantly updated. The “650” CC engine was completely re-engineered to handle the 22% higher power output. The connecting rods, rod bolts and main bearings were all upgraded. Cylinder studs are beefier. A finned, bolt-on oil pan was added to increase total oil capacity to 4.1 quarts. The intake valves in the “650’s” heads are larger.
The cooling system got a thermostatically triggered electric fan. There was also a new maintenance-free automatic cam chain tensioner system.
The GL650 also has a new-design, strengthened transmission with different ratios that help it get slightly better gas mileage than the 500 – despite the extra displacement and additional 14 hp. Larger diameter 37 mm front forks and higher-rate springs, along with steel frame tubes that were bigger and stronger than the ones used for the 500s.
The Ride: The first thing you notice is how light the bike is. It has a curb weight just over 500 pounds, or not much more than a current-year standard without any fairings at all – and hundreds of pounds less than a new Goldwing. It’s an easy bike to “walk” in close confines, such as trying to fit it into a spot in your garage. And it is an easy bike to ride at a fairly aggressive pace, too – if you want to do that. Though you sit high in the saddle, you can still squeeze the tank between your legs, shift your weight down onto the pegs and heel the thing over to fairly aggressive lean angles. The limiting factor here is clearance – which you’ll run out of long before you exceed the bike’s safe limits.
The suspension features air-assist on both ends – with Honda’s Pro Link monotube shock in the back. you can easily tailor this bike’s settings to your size and preferences – all without any tools. The 650 feels strong, both off the line and in the middle ranges with reserves enough to comfortably maintain 75 mph with the tach reading about 5,000 RPM – a bit more than halfway to redline at 9,500.
But it was only produced in one year – blamed at the time on a 45% USA Gov. tariff designed to support Harley Davidson, who had filed for bankruptcy.
The GL650 is a great bike, it has the power – and the legs – to operate as a long-distance tourer. Yet it it also nimble enough (and economical enough) to serve as a commuter, too.
It’s a long-lasting bike. Many are still out there today in the USA and Europe– Parts are plentiful via Ebay, and in Australia it’s a one-off and ultra-rare bike.
Price guide A$4,500-6,500.
1953 Indian Black Hawk
80 cu in
With its massive skirted fenders, locomotive-like torque, and "last-of-the-breed" heritage, the 1953 Chief Black Hawk 80 cubic inch is surely one of the most collectible of Indians.
The now-legendary V-twin Indian Chief motorcycle emerged as Indian’s flagship model after World War II, and the popular design relegated the American company’s four-cylinder and smaller V-twin models to history.
The Indian Chief motorcycle was similar to prewar big Indians; the engine remained a 74-cubic-inch flathead to be changed by a 80-cubic-inch in the final years.
Modern telescopic forks replaced the girder front end in 1950.
For the rear-end plunger-type suspension was used.
These features gave a smoother ride than before, a notable selling feature of the postwar models.
Though Indian had enjoyed a long and rich history, financial problems beset the company in the early 1950s.
Attempts at postwar singles and vertical twins intended to compete with the machines from Europe ultimately proved unsuccessful, and their development had cost the company dearly.
Despite the trouble, the V-twin Chief had seen a fair number of updates during the postwar years.
After 1953, the Chief – and Indian along with it – was relegated to history, leaving Harley-Davidson the sole surviving American motorcycle manufacturer.
This 1953 Indian Black Hawk motorcycle represents both the crowning achievement and the sorrowful end of a company that gave generations of motorcyclists some of their fondest memories.
This 1953 Indian motorcycle, big, heavy, bedecked with bodywork, was the great bike on which a proud American company rode into the sunset.
As one the last Indian motorcycle, the 1953 Black Hawk is among of the most collected bikes from the great American brand.
This 1953 Indian has had a recent engine rebuild (around 1000km's ago). It also comes with some period accessories
Front and rear crash bars
leather saddle bags (in photo)
Buyers guide $45.000-55,000.
1938 Harley Davidson U Model
Announced in August 1929 as a replacement for the much loved two-cam ‘pocket valve’ J-type, the Model U’s progenitor – the Model V – was far from an instant success. More massively built and heavier than its predecessor, the V lacked top end power to such an extent that the first examples were recalled for an extensive engine redesign.
A larger crankcase accommodating heavier flywheels did the trick and, its problems solved, the V-series ‘flat head’ twins went on to win the hearts of Harley-Davidson enthusiasts everywhere. An 80ci (1,300cc) VLH arrived for 1935, joining he existing V and VL (high-compression) 74s.
Revised with the frame, tank and wheels of the 61ci overhead-valve ‘Knucklehead’, plus dry-sump lubrication, the V became the Model U for 1938. Inside the engine there was virtually nothing left unchanged: the crankpin was enlarged, connecting rods strengthened and the flywheels grew in size, while in the interests of rationalizing production, the ’74’s bore size changed to that of the ohv ’61’ and stroke to that of the ’80’. Improved and updated annually into the early 1940s, the old ‘flat head’ U series recommenced production after WW2, finally disappearing from the range at the end of 1948.
This fabulous machine was rebuilt by an ex Harley Davidson head mechanic, all chains, sprockets, brakes, clutch, speedo, tyres etc are new. The motor is an ex police version, stroked and bored out to 1340cc (80 cubic).
Only 600 miles on the rebuilt motor. Some extra chrome and pan head fittings to the bike with blinkers from a pan head also fitted.
This bike is sorted, and ready to ride and rally.
Price guide $42,000-47,000
1960 Harley Davidson Topper. 164 cc Two Stroke.
The Harley Davidson Topper was the only motor scooter that the company produced. Production began around 1960 and ran until 1965. This is believed to be a 1960 model with a 164 cc 3 stroke engine. Something unusual to complement a Harley collection.
Price Guide $4,000 – 4,500.