186062 Preisdatenbank Los(e) gefunden, die Ihrer Suche entsprechen

Offered from the National Motorcycle Museum Collection 1913 Rover 3½hp Standard 3 Speed Motorcycle CombinationRegistration no. AR 4189Frame no. S 40108Engine no. 3994 B•An older restoration•On museum display since the 1980s•Offered with Pioneer CertificateDesigned by James Starley, the Rover safety bicycle represented a breakthrough in bicycle design at the end of the 19th Century. In November 1903 the Rover Cycle Company presented its first motorcycle, an advanced design that featured a well-designed sidevalve engine, spray carburettor, robust diamond-type frame with twin front down-tubes, and excellent quality of finish. It created a lot of interest and more than 1,200 were sold in 1904. Not all of Rover's rivals could match its reliability though, and public confidence in motorcycles waned as a result, causing a downturn in sales. Rather than jeopardise its reputation, Rover stopped motorcycle production entirely, concentrating on its bicycle business and the development of a Rover car. In 1910 the motorcycle's future seemed more assured, and designer John Greenwood (later of Sunbeam fame) was commissioned to draw up a new engine. A 499cc sidevalve rated at 3½hp, the new motor incorporated spring-loaded tappets and positioned its Bosch magneto, driven by a 'silent' inverted-tooth chain, high and dry behind the cylinder. The carburettor was by Brown & Barlow and the forks by Druid. At the end of 1914 a three-speed countershaft gearbox was added, and from then until its production ceased in 1924, few changes were made to the sidevalve single. Before the finish, unitary construction overhead-valve 250cc and 350cc models were introduced, but by this time the company had decided there was more future in car production and the final Rover motorcycles were sold in 1926.This apparently well-restored Veteran Rover is equipped with the Sturmey-Archer three-speed hub gear and is attached to one of the most attractive wickerwork sidecars we have ever seen. Correspondence on file shows that the machine had been offered as a loan to the Museum in 1983 by its then owner, Jefferson Davies, to whom it had been registered in August 1957. Last taxed in July 1970 and on display since the mid/late 1980s, the Rover was licensed to the Museum on 24th September 2008. Noteworthy features include a Miller acetylene headlight; Bosch magneto; Smiths 60mph speedometer; bulb horn; Brooks saddle; AA and RAC member's badges; and Lucas rear lighting. This eye-catching machine is offered with a history file containing an old-style continuation logbook (1947); Pioneer Certificate; V5C registration document; technical/historical literature, etc, etc. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1915 New Hudson 6hp Big Six Motorcycle CombinationRegistration no. AE 6346 (see text)Frame no. 912Engine no. 1268•Rare WWI-era New Hudson•An older restoration•Three-speed countershaft gearboxBirmingham-based New Hudson started out as a bicycle manufacturer in the Victorian era. The company's first powered machine of 1903 used a clip-on Minerva engine, and this was followed by the first proper motorcycle in 1910. The first model powered by an engine of its own make arrived in 1911 and New Hudson made its Isle of Man TT debut that same year. However, major competition success eluded the Birmingham firm until Bert Le Vack took over racing development, becoming the first man to lap Brooklands at over 100mph on a 500cc machine in 1927. Le Vack's mount was powered by a development of New Hudson's own overhead-valve engine that had first appeared at the Isle of Man TT in 1924, and this handsome power unit was also used by the factory team in the 'Island' in 1927, works rider Jimmy Guthrie finishing the Senior race in second place. New Hudson announced a new range for 1931, but the onset of economic depression did little to encourage sales and in 1933 the company, by then manufacturers of Girling automotive components, ceased to build motorcycles. There was a brief return in 1940 with the New Hudson Autocycle, later built by BSA. The magnificent motorcycle combination offered here is a rare example of New Hudson's 770cc Big Six, which was a new introduction for 1913. This example has the three-speed countershaft gearbox, making it one of the more practical 'sidecar tugs' of the day. Other noteworthy features include a Bosch magneto; electric lighting with Lucas control unit; electric horn; AA member's badge; leather-faced panniers; and luggage racks (sidecar's foldable). There is no paperwork with this Lot apart from an HPI check sheet (recording the make as New Holland!). The registration 'AE 6346' is recorded in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1923 Martinsyde 495cc Motorcycle CombinationRegistration no. FE 5211 (see text)Frame no. 221285Engine no. H/221283•Late example of the marque•Extremely rare model•An older restorationThe British firm of Martinsyde was founded in 1908 when Helmuth Paul Martin and George Harris Handasyde went into partnership to build aircraft. By the end of WWI Martinsyde was Britain's third largest aircraft manufacturer, occupying sites at Brooklands and Woking. Faced with a sharp downturn in demand for its products, the firm turned to motorcycle production at the war's end having acquired the rights to an unusual exhaust-over-inlet v-twin engine, designed by Howard Newman, and an AJS three-speed gearbox. Martinsyde made its first public appearance at the 1919 Motorcycle Show at Olympia, displaying a 6hp combination powered by the 678cc version of Newman's engine. Problems caused by unsatisfactory frame components having been overcome, motorcycle production got properly underway early in 1920. The company's first machines were marketed as Martinsyde-Newmans, abbreviated to simply Martinsyde after Newman's departure. 495cc v-twin and 350cc single-cylinder models were added to the range and Martinsydes began to feature in competitions, achieving some notable successes at Brooklands and the Scottish Six Days Trial. In November 1921 Martinsyde rider H H Bowen captured the One-Hour record at Brooklands, covering 77.58 miles on the 24th and 78.13 miles on the 29th of that month. Although of unusual layout, the Martinsyde motor was nothing if not durable, its maker's advertising confidently declaring that 'You cannot tire the Martinsyde engine'. Many years after the factory's closure, Martinsydes were still setting records, their most astonishing achievement of modern times being Neil Bromilow's circumnavigation of Australia, a 9,933-mile marathon that took him 34 days to complete in 1984. Sadly, in 1922 a disastrous fire destroyed the works and Martinsyde went into liquidation, its name and remaining stock being acquired by BAT. The last complete machine was sold in 1923 and few examples - a little over 30 according to the Martinsyde Register - of the 2,000-or-so made survive today. Even rarer than the 680cc twins, this 495cc Martinsyde comes with an old-style buff logbook (issued in 1963) showing that at that time it was licensed as a solo, the change to sidecar being made shortly thereafter. The logbook confirms matching frame and engine numbers. It should be noted that the registration 'FE 5211' has lapsed and is not recorded in the HPI database; accordingly, prospective purchasers should satisfy themselves with regard to this vehicle's registration status prior to bidding. Apparently, an older restoration, the machine is offered with Martinsyde Register correspondence and a photocopied manufacturer's brochure. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding. It should be noted that this machine is recorded as a 680cc model in the Martinsyde Register.For further information on this lot please visit Bonhams.com

1985 Honda VF500FIIRegistration no. B228 RLEFrame no. PC12-4100326Engine no. PC12E-2108867Having blazed the multi-cylinder trail with a succession of across-the-frame, inline fours in the early 1970s, Honda turned to vee-configuration engines towards the decade's end, the first of this new breed - the CX500 v-twin - arriving in 1978. Of more lasting significance though, was the VF750 v-four of 1982: direct progenitor of that superb, long-running all-rounder, the VFR750/800. Smaller VF400 and VF500 v-fours followed, the latter being one of the most desirable and capable middleweight sports bikes of its day and an increasingly collectible 'modern classic' now. Acquired for the collection in August 2016, this now rare VF500FII currently displays a total of 46,366 miles on the odometer. The machine is offered with a V5C Registration Certificate; various photocopied pages of technical literature; and seven MoTs (most recent expired 2003).Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1921 Martinsyde-Newman 680cc Motorcycle CombinationRegistration no. KS 1316Frame no. NO 395Engine no. NO 395•Early example of the marque•Matching frame, engine and gearbox•An older restorationThe British firm of Martinsyde was founded in 1908 when Helmuth Paul Martin and George Harris Handasyde went into partnership to build aircraft. By the end of WWI Martinsyde was Britain's third largest aircraft manufacturer, occupying sites at Brooklands and Woking. Faced with a sharp downturn in demand for its products, the firm turned to motorcycle production at the war's end, having acquired the rights to an exhaust-over-inlet engine, designed by Howard Newman (also associated with Ivy motorcycles) and an AJS three-speed gearbox. Problems caused by unsatisfactory fame components having been overcome, motorcycle production got properly underway in 1919. The company's first machines, powered by Newman's unusual 680cc exhaust-over-inlet v-twin engine, were marketed as Martinsyde-Newmans, abbreviated to simply Martinsyde after Newman's departure. Smaller, single-cylinder models anda 495cc v-twin were added to the range and Martinsydes began to feature in competitions, achieving some successes at Brooklands and the Scottish Six Days Trial. Sadly, a disastrous fire in 1922 destroyed the works and Martinsyde went into liquidation, its name and remaining stock being acquired by BAT. The last complete Martinsyde was sold in 1923 and few examples of the estimated 2,000-or-so machines built survive today.This rare Martinsyde-Newman was acquired by the National Motorcycle Museum in July 2004 via the late Brian Verrall, having previously belonged to one Edward McKnight of Melrose. Noteworthy features include a Cowie speedometer; acetylene lighting; Lucas 'King of the Road' horn; and a tax disc that expired in 1928. Apparently, an older restoration, the machine is offered with an old-style V5C Registration Certificate and an HPI check sheet. It should be noted that the latter records the machine as an insurance write-off; accordingly, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1916 Alldays Allon 548cc Motorcycle CombinationRegistration no. not registeredFrame no. unable to locateEngine no. unable to locate•Rare Birmingham-built motorcycle combination•Twin-cylinder two-stroke engine•An older restoration'A new twin two-stroke of extremely interesting design is being constructed by Messrs Alldays & Onions, the makers of the well-known Allon two-stroke.' – Motor Cycling, 5th October 1915.A firm that could trace its origins as far back as the 17th Century, the Birmingham-based Alldays & Onions Pneumatic Engineering Company built its first automobile in 1898 and its first motorcycle in 1903. Car production ended around 1918 but that of motorcycles continued at the firm's Matchless works in Birmingham until the late 1920s. Early and late types were marketed as Alldays, but from 1915 to 1924 the firm's products were also known as Allons. The bulk of production consisted of the 293cc (2¾hp) Allon two-stroke. Introduced shortly before the outbreak of WWI, the Allon was one of the first British machines to feature a sloping top tube, while post-WWI versions were among the earliest to adopt saddle tanks. Prior to the Allon's introduction, the firm also offered the 'Matchless', a lightweight powered by a 269cc Villiers two-stroke engine; single-gear, direct-drive and two-speed versions were available.This magnificent Alldays Allon motorcycle combination is powered by the company's own 548cc air-cooled twin-cylinder two-stroke engine, which drives via a Sturmey Archer countershaft gearbox with chain primary and belt final drive. 'The new power unit is set across the frame and, although at first sight it might appear that this would add uncomfortably to the width of the machine, in practice it is found that the engine is very little wider than most of those designed for sidecar work,' observed Motor Cycling. Typical of the time, the brakes consist of a dummy belt-rim type at the front and an externally contracting band at the rear. Other noteworthy features of this particular machine include Binks carburettors; P&H acetylene lighting; Cowie speedometer; Lucas 'King of the Road' horn; and a single-seater sidecar of Alldays' own make. An older restoration, the machine is offered with some photocopied in-period literature. There is no registration document with this Lot. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1925 SEAL 980cc Family Motorcycle CombinationRegistration no. MB 9768 (see text)Frame no. 780Engine no. KTC/E 2859 (see text)•Unusual motorcycle/car hybrid•JAP v-twin engine•One of only two known survivors'The first of its kind and still miles ahead. The comforts of a car at the cost of a motorcycle combination.' – Seal Motors Limited.The SEAL (the initials stand for 'Sociable Economical And Light') was produced by Seal Motors Ltd in Hulme, Manchester. Seal's clever idea was to place the combination's controls, including the car-type steering wheel, in the sidecar, the unoccupied motorcycle being used solely to provide motor power and two of the three wheels. The chassis was an integral design rather than the separate bolted-together arrangement of the traditional motorcycle and sidecar combination, and thus a good deal more efficient, while a detachable sheet-steel fairing kept the engine and gearbox free of dirt. Early models had tiller steering and were powered by a 770cc JAP v-twin engine with belt final drive and a Sturmey Archer hub gear, while later models, such as that offered here, featured a 980cc JAP, a three-speed countershaft gearbox and chain final drive. Two-, three- and four-seater versions were made. Capable of accommodating two adults and a couple of small children, the cosy SEAL Family model was certainly sociable and at around 5cwt was light for a four-seater vehicle. Contemporary advertising claimed that the SEAL was the cheapest family model on the road, offering fuel consumption of 50-60 miles per gallon and road tax of £4 per year. 'Who would ride on a saddle exposed to all weather and road mud? No one, only those who do not know the Seal,' declared its proud maker. Unfortunately, the SEAL was not a cheap buy when compared to the opposition, which included 'proper' light cars like the immensely popular Austin Seven Chummy. How many were made is not known.The SEAL offered here is one of only two known to survive and is pictured in The Beaulieu Encyclopedia of the Automobile (Volume 3, page 1429). The machine is offered with an old-style continuation logbook (issued 1946); assorted correspondence; and some photocopied in-period literature. The logbook shows that the vehicle was previously fitted with a different JAP engine (the current engine dates from 1922). It should be noted that the registration 'MB 9768' has lapsed and is not recorded in the HPI database; accordingly, prospective purchasers should satisfy themselves with regard to this vehicle's registration status prior to bidding. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

1936 AJS 982cc Model 2 Motorcycle CombinationRegistration no. CYN 145Frame no. 593Engine no. 36/2A 2097•One owner from 1953 to 2008•An older restoration•Brough Superior SS80 performance at a fraction of the cost Ill-timed diversification that coincided with the post-Wall Street Crash depression would result in the sad demise of A J Stevens Ltd, which had been manufacturing motorcycles of high quality at its Wolverhampton works since 1911. AJS was taken over by Matchless in 1931 and production shifted to the latter's factory in Plumstead, South London where the existing range continued largely unaltered initially. Indeed, the two marques would retain largely separate identities until the outbreak of WW2, although their models became increasingly similar, using the same engines, gearboxes, and other major components. AJS's own 998cc sidevalve v-twin was one of the first models to be dropped, disappearing at the end of the '31 season, and for the next 12 months there was no large-capacity 'sidecar tug' in the range. That changed in July 1932 with the arrival of the new Model 2, which was powered by the engine of the long-established Matchless Model X. This 982cc sidevalve v-twin engine had first appeared in the 'X/2' in 1925 and would remain in production until the outbreak of WW2, being supplied to Brough Superior for use in the SS80 from 1935 onwards. Intended primarily for sidecar duty, the Model 2 became available to 'export' specification during 1933 complete with American-style foot-operated clutch, left-side gear lever, and swept-back handlebars. The Model 2 continued to be available in domestic and export forms until 1939 and was included in the catalogue for 1940. Sadly, this imposing and handsome machine did not reappear after the War's end. Apparently, an older restoration, this AJS Model 2 combination had been owned since 1953 by Mr Reginald Hall of Welling, Kent when it was acquired by the NMM in May 2008. Mr Hall had purchased the AJS from M F Sharland Ltd (Woolwich Motor Cycle Mart) for the princely sum of £22 10s (receipt on file). The accompanying old-style logbook in his name, issued in 1959, shows that 'CYN 145' was licensed as a 'Sidecar Bicycle' at that time. Additional paperwork consists of old insurance documents; some MoTs (most recent expired 2006); and an old-style V5C Registration Certificate. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection c.1904/1905 National 4hp TricarRegistration no. not registeredFrame no. 7441Engine no. 723•Built by one of Britain's most obscure motor manufacturers•MMC engine; two-speed transmission•An older restoration•Ultra-rare survivorIn existence for barely two years - 1904 to circa 1905 – the National Motor Company of Manchester has to be one of Britain's most obscure motor manufacturers; indeed, its entry in The Beaulieu Encyclopedia of the Automobile runs to only 70 words! According to the Encyclopedia, National's sole product, a wheel-steered tricar, was designed by two members of the Manchester Motor Club. It was powered by a 4hp single-cylinder water-cooled engine supplied by MMC, which drove via a two-speed transmission with direct-drive top gear. Seating was tandem in arrangement, with the driver at the rear and positioned higher than his passenger. The front seat could be removed, and a tradesman's van body fitted in its place, and the machine could also be used as a solo. How many of these National tricars were built and how many survive is not known, though it must be very few in either case. A truly wonderful example of Edwardian-era automotive engineering, this magnificent machine is a nicely patinated older restoration, boasting beautiful brass and copper details wherever one looks. Noteworthy features include a 'serpent' bulb horn; Zenith carburettor; 'Rotherham Coventry' fuel tank cap; and Imperial Carriage lighting. There are no documents with this Lot. We would advise the new owner to submit a full dating application to the SMCC and VCC Dating Committees so that the vehicle can be fully researched.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1906 Quadrant 5hp ForecarRegistration no. JSL 479Frame no. 66900Engine no. 1955 and 1966•Rare twin-engined forecar•Acquired for the NMM in January 2000•An older restorationIn the early 1880s, Walter and William Lloyd patented a pedal tricycle steering mechanism, calling their invention 'Quadrant', a name that would later be applied to complete bicycles, tricycles, forecars and motorcycles. Built at Sheepcote Street, Birmingham, the first of the latter appeared in 1901, making Quadrant one of this country's earliest motorcycle manufacturers. Called the 'Autocyclette', the first Quadrant was little more than one of the firm's bicycles with a proprietary Minerva engine attached to the front down-tube. For 1903 the design was revised, the engine, now Quadrant's own, moving to the conventional 'Werner' position within a new loop frame. Early in 1907 the Lloyds split with fellow board member Tom Silver, Walter going his own way to manufacture the LMC while Silver retained the rights to the Quadrant name and designs. After a relatively brief sojourn in Coventry, the firm returned to Birmingham in 1911. A 1,129cc v-twin was added to the range for 1913 but did not last long, the mainstay of Quadrant's production at this time being a 600cc single. Post-WWI, large-capacity singles of 654cc and 780cc continued to be a fixture of the range, to which was added a 490cc model in 1924. An overhead-valve, twin-port version of the latter was new for 1927, but by now Quadrant was in terminal decline and production ceased in 1928. An older restoration, this handsome Quadrant forecar is powered by two single-cylinder air-cooled four-stroke engines with automatic inlet valves and side exhaust valves. The total engine capacity is recorded on the V5 as 902cc, yet one reputable source states that both of this model's engines were of 250cc, with one alone used for solo work and the two together when a passenger was carried. The Quadrant was purchased by the National Motorcycle Museum from the late Brian Verrall in January 2000 and was previously registered as 'AD 824' (a Gloucestershire mark). Verrall's bill of sale is on file and the machine also comes with an old-style V5 registration document and an HPI check sheet. Gloucestershire County Council records show that 'AD 824' was first registered on 4th January 1907 to one Cuthbert Rayner Booth (brass manufacturer) of The Tudor House, Mickleton. Three further owners are listed: Tom Edward Parry of Powick, Worcester (April 1907); Francis Hugh Douglas of Malvern, Worcestershire (April 1908); and R W Dimery of Kingsthorne, Hereford (June 1909). The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1905 Rex 8hp TricarRegistration no. EL 3480Frame no. 10221Engine no. A52•Early tricar from one of Britain's premier makes•Acquired by the NMM in 2001•An older restoration'In 1903 a motorcycle-based tricar was made, becoming more car-like in 1904 when it was called the Rexette. This had a seat for the driver instead of a saddle, a water-cooled single-cylinder engine and a 2-speed gearbox. In 1905 it became even more car-like, with a steering wheel and brakes on all three wheels.' – The Beaulieu Encyclopedia of the Automobile, Volume 3.An innovative marque from the time of its inception in 1899 as a motor manufacturer, Rex demonstrated its first motorcycle in 1900 while continuing to make automobiles and tricars. The Coventry-based firm was soon active in all types of motorcycle competition, including the inaugural 1907 Isle of Man TT where Billy Heaton's sprung-fork Rex finished 2nd in the twin-cylinder class. Prior to that Rex had exploited the valuable publicity that accrued from the popular long-distance events of the day, in particular the famous Lands End to John O'Groats journey between the most southerly and northerly parts of mainland Britain. Brothers Billy and Harold Williamson were in charge of Rex at this time, as managing and sales directors respectively, and it was the latter who in 1904 established a new record for this 880-mile marathon, which in those days involved travel over rough, un-surfaced and often treacherous roads. Riding a 3¼hp (approximately 380cc) Rex, Williamson took 48 hours 36 minutes, which included lengthy stops to repair punctures, beating the existing mark by 2½ hours. Rex continued manufacturing its own power units until the early 1920s, after which proprietary engines became the norm. By this time neighbours Coventry Acme had been taken over and in the next few years the ranges were rationalised, the 'Rex-Acme' name being adopted in 1921. In 1923 the firm signed rising star Walter Handley, a move that would set Rex-Acme on the road to racing success in Grands Prix and at the Isle of Man TT. With some justification the firm incorporated the 'Three Legs of Man' into its tank badge. Handley's 1927 Senior win was to prove Rex-Acme's swansong TT victory, for despite all its racetrack successes the firm became a casualty of the Depression, and although there was a brief revival was gone for good by 1933. Dating from the firm's Edwardian heyday, this 1905 Rexette Tricar is powered by a water-cooled v-twin engine and features Lucas 'King of the Road' lighting. An older restoration, the vehicle was acquired by the NMM in January 2001 and is offered with an old-style V5C document. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

c.1923 Warrick Motor CarrierRegistration no. LW 8899 (see text)Frame no. 1299Engine no. 4 57•Rare commercial motorised tricycle•On museum display for many years•Offered for re-commissioning/restorationThe Warrick Motor Carrier was built by the John Warrick Cycle Company of Reading, Berkshire. Apprenticed to a gunsmith, John Warrick became a successful gun-maker himself before acquiring an agency for T W Pitt's Monarch Carrier, a tradesman's box tricycle. By 1910 Warrick's business was devoted exclusively to the manufacture of trade bicycles and tricycles. When the motorised Auto-Carrier came on the market in 1907, Warrick had no option but to respond to the obvious threat. His first move was to purchase an Auto-Carrier and have it disassembled...The three-wheeled Warrick Motor Carrier delivery van closely followed the design adopted by Auto-Carriers Ltd (later AC Cars) but with detail differences to avoid patent infringement. Like the AC, the Warrick employed a rear-mounted engine (located beneath the driver's seat), a two-speed epicyclic gearbox, chain final drive, and tiller steering. Numerous improvements were made to the design over the next two decades, including better location for the rear wheel; a switch from wood to pressed steel for the chassis frame; and the options of front wheel brakes and a reverse gear. Production ceased in the mid-1920s, though a few were assembled from stocks of existing parts, the last in 1931.This particular Motor Carrier is painted in the green and black livery of the London-based department store Debenhams, who used these Warrick vans in the 1920s. In September 1998, 'LW 8899' was sold at Brooks' auction at the National Motor Museum, Beaulieu (Lot 672). The catalogue description stated that 'We are informed that this Warrick has an air-cooled 723cc single-cylinder engine and the desirable convenience of a reverse gear,' continuing: 'the lengthy period spent in museum storage means that the car will require careful re-commissioning prior to serious use'. Unfortunately, the museum in question was not identified, but more recently it has been suggested that it was in the Isle of Man. It is understood that the purchaser at the Brooks sale was Debenhams, whose recent closure has resulted in the Motor Carrier being offered for sale today. We are further advised that 'LW 8899' was displayed in the Debenhams store in Guildford for many years. As in 1998, the vehicle will require careful re-commissioning, or possibly more extensive restoration, before further use. It is known that the two cooling fans are missing; accordingly, prospective purchasers must satisfy themselves with regard to this vehicle's originality, completeness and correctness prior to bidding. There are no documents with this Lot. The vehicle registration number has since lapsed from the HPI/DVLA database. Accordingly prospective bidders must satisfy themselves as to the VRN validity prior to bidding. For further information on this lot please visit Bonhams.com

1913 Ariel 3½hp SportsRegistration no. ES 1211Frame no. 1847Engine no. 6884A firm with its roots in the cycle industry, Ariel exhibited its first powered two-wheeler in 1901, employing a 211cc, 1½hp Minerva engine. Ariel's own 2¼hp power unit followed in 1903, but the Birmingham firm continued to rely mainly on proprietary engines. Ariel's first v-twin (powered by a 6hp JAP) was built in 1905 to contest the International Auto Cycle Cup Race on the Isle of Man, and a production version was made available for the following season. In 1909 a radical shake-up saw the existing range replaced for the following season by new models powered by White & Poppe's 3½hp (500cc), single cylinder, sidevalve engine. The latter was remarkable for the distance between the valves - 4½' - but despite this peculiarity proved immensely successful, remaining a fixture of the range well into the 1920s, by which time Ariel had taken over its production themselves. This early W&P-powered Ariel was purchased at the Beaulieu Autojumble in 2014 as a part-restored project and subsequently completed, which included having the Sturmey Archer three-speed hub gear overhauled by K Heliwell. The Ariel has taken part in the Pioneer Run every year since completion and is offered with a Pioneer Certificate and a V5C registration document.For further information on this lot please visit Bonhams.com

c.1975 Honda TL125 TrialsRegistration no. not registeredFrame no. TL125-1208218Engine no. TL125E-1208185Honda's long line of successful off-road models commenced in 1972 with the launch of the SL250 trail bike, though the nomenclature soon changed to the more familiar XL250. The XL's single-cylinder four-stroke engine was typically Honda, being an all-alloy, four-valve unit, and this was housed in a robust cradle-type frame. The company's first proper trials machine - the TL125 of 1973 - was constructed along similar lines, and under the guidance of off-road maestro and many-times Trials Champion, Sammy Miller, was developed into a competitive mount for the clubman. Production continued until mid-1978. This example displays a believed genuine total of 1,194 miles on the odometer. It should be noted that the headlight is missing. There are no documents with this Lot.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1914 J.H. 2½hpRegistration no. SV 6901Frame no. 1002Engine no. A4078One of the shortest-lived and most obscure of British motorcycle manufacturers, J.H. was named after its founder, James Howarth, who set up shop in the Mumps district of Oldham in October 1914, shortly after the outbreak of the First World War. Like many similar small-scale manufacturers, Howarth used the readily available Villiers engines, offering an entry-level 269cc two-stroke with direct belt drive, and a 349cc four stroke equipped with a two-speed gear and chain-cum-belt transmission. Larger models powered by JAP and MAG engines were added to the range before J.H. bowed out in 1916 after only two years in existence. The date of first registration recorded in this machine's accompanying old-style V5 logbook is 19th February 1921, this being shortly after the introduction of the Roads Act of 1920, which required local councils to register all vehicles at the time of licensing and to allocate a separate number to each. (Many vehicles, although in existence for several years in some cases, were only registered for the first time after the Act's passing). Roy Bacon's dating letter on file confirms the J.H.'s manufacturing date of 1914. Described by the private vendor as in very good condition throughout, the machine last ran two years ago and will require re-commissioning before returning to the road. A quantity of tax discs (2004-2014), a V5C document, and a history file come with it. For further information on this lot please visit Bonhams.com

1916 Levis 2½hp Model ERegistration no. T 5343Frame no. 4354Engine no. 1716B•Believed West Country ownership from new•Present ownership since 1966•Stored since acquisition•Apparently original and un-restoredManufactured by Butterfield Ltd of Stechford, Birmingham, the Levis motorcycle derived its name for the Latin word for 'light', which was one of the diminutive machine's many virtues. One of the pioneers of the two-stroke motorcycle, the firm commenced manufacture of its 211cc, single-gear lightweight, known as the 'Baby', around 1912. Soon renamed 'Popular', the model was a huge success for the Birmingham marque, remaining in production until 1926. From five models in19in 1915, the range had shrunk to just two in 1916: the Popular and the 'E', the latter powered by a 293cc two-stroke single rated at 2½hp. The 'E' was last catalogued in 1918. The date of first registration recorded in this machine's accompanying old-style green logbook is 24th January 1921, this being shortly after the introduction of the Roads Act of 1920, which required local councils to register all vehicles at the time of licensing and to allocate a separate number to each. (Many vehicles, although in existence for several years in some cases, were only registered for the first time after the Act's passing). In actual fact, 'T 5343' had been first registered on 18th July 1916 to Jack Eddy, The Garage, St Thomas, Exeter (see correspondence from Devon County Council of file). The aforementioned document lists three more owners up to 1919, all in the West Country. There is then a gap in the documented history, which is taken up by the aforementioned logbook issued to the lady vendor's late husband in 1966 (for a time the Levis was registered to his company, Tower Cycles of Newton Abbot). The machine has been stored since its acquisition some 55 years ago.Carrying a tax disc that expired on 31st December 1923, this remarkable Levis lightweight is covered in a thin layer of preservative grease and is believed original and un-restored. Noteworthy features include a Senspray carburettor; EIC magneto; Leckie saddle; Lucas rear lamp; and Lucas 'King of the Road' headlamp and horn. Accompanying paperwork includes an old-style V5C; an expired MoT (1979); and the aforementioned documentation. A wonderful opportunity to acquire one of the earliest Levis motorcycles ever offered for sale on the open market. For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1914 OK Junior 292cc Lightweight ProjectRegistration no. B 8163Frame no. 2275Engine no. 10455This OK Junior belonged to the lady vendor's late father for almost 50 years. The accompanying old-style logbook (issued 1950) records the date of original registration as 22nd January 1921, this being shortly after the introduction of the Roads Act of 1920, which required local councils to register all vehicles at the time of licensing and to allocate a separate number to each. (Many vehicles, although in existence for several years in some cases, were only registered for the first time after the Act's passing). The accompanying Pioneer Certificate records the engine number as 'A1116', while the aforementioned logbook shows that it was replaced with the current unit ('10455') in 1953 while the OK was owned by one Ernest Collin. Additional paperwork consists of old/current V5/V5C documents. The machine is offered as a dismantled restoration project and sold strictly as viewed, its completeness or otherwise being unknown (close inspection advised).Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1937 Matchless 982cc Model X ProjectRegistration no. DXC 475Frame no. 615Engine no. 37/X 5103Founded by the Collier family in Plumstead, South London, Matchless built its first motorcycle in 1902. Matchless offered v-twin sidecar tugs from its earliest days and from 1914 concentrating exclusively on this type of machine. Production of these MAG-engined models resumed after WWI and continued into the 1920s despite the presence of a more modern Matchless-engined rival in the range. Designated 'X/2' on its launch in 1925, this 982cc sidevalve v-twin would remain in production until the outbreak of WW2, its engine being supplied to Brough Superior for use in the SS80 from 1935 onwards. While lesser models came and went, the stately Model X remained a fixture of the range, progressively updated, until 1940. The most significant upgrades along the way were introduced for 1937 when the Model X adopted a shorter frame, restyled fuel tank, and front-mounted magneto. Offered as a dismantled, part-restored project, this Model X belonged to the lady vendor's late father for almost 50 years; sadly, he passed away before he could complete its restoration, which has been professionally undertaken to a high standard. We are advised the engine and gearbox have been rebuilt; and the fuel tank, toolbox, wheels, speedometer, exhaust silences/pipes and handlebars are restored. Accompanying paperwork consists of old/current V5/V5C documents. Prospective purchasers should satisfy themselves with regard to this Lot's completeness or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

1922 Labinal Micromoteur and Griffon Gentleman's BicycleRegistration no. not registeredFrame no. to be advisedEngine no. 4375AAn auxiliary 'clip-on' engine designed for attachment to a bicycle, the Labinal Micromoteur was manufactured in France during the 1920s and may be thought of as the ancestor of the post-war VéloSoleX. Produced with capacities up to 50cc, the Labinal engine was mounted in front of the bicycle's steering head and drove the front wheel via a roller. The example offered here is attached to a Griffon gentleman's bicycle believed to date from circa 1919. The machine was purchased from France by the present owner approximately 10 years ago and has been restored throughout. It was test-ridden post-restoration around 8-9 years ago but has not been used since. Noteworthy features include a Salmson magneto; Cozette carburettor; and an out-of-period Sturmey Archer three-speed coaster hub. There are no documents with this Lot. For further information on this lot please visit Bonhams.com

1925 BSA 349cc Model L Sidevalve ProjectRegistration no. EL 1379Frame no. 2515Engine no. F2390Introduced for 1923, the Model L, as it would come to be known, is noteworthy as BSA's first production motorcycle to have overhead valves. Inspired by the 1.1-litre Hotchkiss v-twin that powered the BSA-Daimler light car, the new engine displaced 349cc. Complementing this new OHV sports model was an otherwise similar sidevalve Model L sharing essentially the same cycle parts. 'To the sporting solo rider who asks for a 'go anywhere' mount, its records in the Scottish Six Days' Trial and the International Trials in Sweden in 1923 stand as recommendation,' stated Pitman's Book of the BSA, reviewing the Model L in its sidevalve incarnation. This incomplete Model L 'barn find' was first registered on 25th March 1925 and comes with an old-style logbook issued in 1963 recording the owner at that time as a Mr A F Evans of Littlehempston, Devon. The lady vendor's late husband acquired the BSA in 2009 from a Mr Leach of Exeter. The machine appears to have resided in the West Country for its entire life and is believed to have been stored for some considerable time. It was acquired as a restoration project, but other commitments and the owner's failing health meant that the rebuild was never started. Accompanying documentation includes two old-style V5Cs and the aforementioned logbook. For further information on this lot please visit Bonhams.com

1926 AJS 498cc Model G8 'Big Port' ProjectRegistration no. YB 4641Frame no. 86150Engine no. 86150After victory in the 1920 Junior TT, and in the Junior and Senior events the following year, the new overhead-valve AJS made its production debut in November 1922. Originally built only as a '350' - latterly known as the 'Big Port' - the ohv AJS became available as a '500' for the first time in 1926. Coded 'G8', the new 3½hp model followed the lines of its successful smaller sibling. The engine combined the latter's 90mm stroke with an 84mm bore, distinguishing itself in the 1926 Isle of Man Senior TT when AJS works rider Jimmy Simpson became the first man to lap at over 70mph. First registered on 4th January 1926, this early example of the rarer, '500' Big Port comes with a continuation buff logbook stamped by Somerset County Council from 1946 onwards. The vendor's father purchased 'YB 4641' at a York auction in August 1947, it is believed for £40. Brought back from the auction and stored in a coach house, the machine has not been touched since then (the engine turns over). It appears to be very original and almost complete, the most obvious omission being the oil pump, while the magneto was found on a nearby shelf and is included in the sale. An exciting project for the 'Vintagent', the machine comes with a current V5C document and is sold strictly as viewed.For further information on this lot please visit Bonhams.com

1925 Humber 348cc SidevalveRegistration no. DN 5664Frame no. 6500Engine no. 6534A new addition to the Humber range for 1923 was a 2¾hp lightweight sports model powered by a single-cylinder sidevalve engine of 75x79mm bore/stroke displacing 348cc. Refined and speedy, the newcomer would form the basis of Humber's future motorcycle range, spawning overhead-valve and, later, overhead-camshaft derivatives. Produced in touring and sports versions, the 2¾hp sidevalve Humber remained in the range until motorcycle production ceased at the end of 1930. This 350 Humber comes with a buff logbook from 1947 recording the owner at that time as Alfred Hunter of Ferryhill, with a County Durham CC stamp. The next owner (in 1965) is William Pollitt of Northallerton, North Yorkshire. There is no further history until the vendor's father purchased the Humber at a local auction in July 1993. It is assumed that the machine had already been restored when acquired. 'DN 5664' is believed not to have been used on the road by the vendor's father but was started regularly and ridden around the grounds of his home. Looking complete and apparently restored to a good standard, the machine should require relatively little by way of re-commissioning (the engine turns over) before being ready for the next owner to enjoy. Accompanying documentation consist of an old V5; the aforementioned buff logbook; and a letter from the Humber Register. A new V5C Registration Certificate has been applied for.For further information on this lot please visit Bonhams.com

c.1928 Rex-Acme 350cc TT SportsRegistration no. not registeredFrame no. 40322Engine no. CP 378•Vintage-era sports roadster from one of Britain's premier makes•Blackburne OHV engine•Restored to concours condition in 2020An innovative marque from the time of its inception in 1899 as a motor manufacturer, Rex demonstrated its first motorcycle in 1900 while continuing to make automobiles and tricars. The Coventry-based firm was soon active in all types of motorcycle competition, including the inaugural 1907 Isle of Man TT where Billy Heaton's sprung-fork Rex finished 2nd in the twin-cylinder class. Prior to that Rex had exploited the valuable publicity that accrued from the popular long-distance events of the day, in particular the famous Land's End to John O'Groats journey between the most southerly and northerly parts of mainland Britain. Brothers Billy and Harold Williamson were in charge of Rex at this time, as managing and sales directors respectively, and it was the latter who in 1904 established a new record for this 880-mile marathon, which in those days involved travel over rough, un-surfaced and often treacherous roads. Riding a 3¼hp (approximately 380cc) Rex, Williamson took 48 hours 36 minutes, which included lengthy stops to repair punctures, beating the existing mark by 2½ hours. Rex continued manufacturing its own power units until the early 1920s, after which proprietary engines became the norm. By this time neighbours Coventry Acme had been taken over and in the next few years the ranges were rationalised, the 'Rex-Acme' name being adopted in 1921. In 1923 the firm signed rising star Walter Handley, a move that would set Rex-Acme on the road to racing success in Grands Prix and at the Isle of Man TT. With some justification the firm incorporated the 'Three Legs of Man' into its tank badge. Handley's 1927 Senior win was to prove Rex-Acme's swansong TT victory, for despite all its racetrack successes the firm became a casualty of the Depression, and although there was a brief revival was gone for good by 1933. This Blackburne-engined Rex-Acme TT Sports was completely restored in 2020 by the current vendor. The machine had had various owners prior to purchase and was largely complete and in sound condition when found. Works undertaken included rebuilding the engine, gearbox and running gear, and nickel plating the brightwork; the result being a machine worthy of exhibition at any Concours d'Élégance. We are advised by the vendor that the Rex starts readily and is a delight to ride; indeed, he last rode it in May of this year. A full photographic record of the restoration, including 'before' and 'after' images, is offered with machine. Footnotes:This Lot is subject to VAT on imported items at 5% on Hammer Price and Buyer's Premium, payable by the Buyer.This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information. Lot to be sold without reserve.This lot is subject to the following lot symbols: ** VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.For further information on this lot please visit Bonhams.com

The property of Ewan Cameron Brough Superior SS100 1,000cc Supercharged Special Re-creationRegistration no. not registeredFrame no. (see text)Engine no. JTOS/O 62502/S•Built as an homage to Noel Pope's Brooklands solo lap record-holding Brough•Correct extended frame•Centric supercharger•JAP 8/80 Racing engine from 1938•Sturmey Archer Super Heavy Weight gearboxThis amazing machine has been built by master craftsman and engineer Ewan Cameron, whose objective was to recreate Noel Pope's Brough Superior that set the outright motorcycle lap record of 124.51mph at Brooklands 82 years ago this very same sale weekend. Incorporating many original Brough parts, this stunning machine is a formidable re-creation: running on 105-octane fuel and lubricated by Castrol R, it delivers the same power, noise and smell as the original did 80 years ago. Brough Superior devotee Ewan Cameron will be familiar to many enthusiasts as proprietor of JAP specialists, Cameron Engineering. Ewan's Brough Superior obsession began when his father Tim Cameron sat him on the fuel tank of his 1926 Brough Superior SSl00 racer: 'My very earliest childhood memory is us shooting off up the road at high speed, with noise and smells that have guided my life ever since.' The Brough was sold but R H Clark's book The Rolls-Royce of Motorcycles remained on the bookshelf, and Ewan kept returning to the section recounting how Noel Pope, riding a supercharged Brough Superior, set the solo motorcycle lap record at Brooklands on 4th July 1939 at an average speed of 124.51mph, a mark that would stand for all time. His dream was developing. In 1987, aged 17, he bought the very first parts for the project: the Brooklands Can silencers. Over the years other period-correct parts were found and fully rebuilt. These included a rare Sturmey Archer 3 speed super heavy weight racing gearbox (originally fitted to another 1928 SS100); Castle forks (repaired and re-tubed by Jake Robbins); and a 1,000cc JAP 8/80 v-twin racing engine that was once fitted to the Trimax Formula 2 racing car built by Spike Rhiando. This 1938 engine is an early version of the ultimate racing JAP, complete with correct early-specification rocker boxes; rebuilt, pressed-up crankshaft; racing con-rods and pistons; BTH magnetos; and a total-loss Pilgrim oil pump. Running on 105-octane race fuel and lubricated by Castrol R oil, the engine is fed by a pre-war Centric 260 vane-type supercharger, taken from the Farley-JAP Shelsley special racing car. The fuel tank is from a 1924/1925 Brough Superior SS80, and all other cycle parts period correct, the rear hub, foot brake and throttle being original Brough. In 2010 a chance conversation brought the remains of an SS100 to Ewan's attention. He was there the next day, pulling out the rusty components from the bottom of the owner's garden. A deal was done and Ewan then proceeded to rebuild the Brough in its current 'Pope Brooklands' form using a new-old-stock headstock obtained from Brough Superior's then owner, Alec Card. Ewan tells us that the completed machine is mechanically perfect, running beautifully, and has been ridden to the pub! The Brough and its new owner are invited to this year's inaugural Kilometre Lance Speedrace in September, which is an event additional to the famous Bernina Gran Turismo in St Moritz. Thousands of hours brought one of the most iconic racing bikes back to life that has ever existed.NB: Although its headstock is stamped '963S', this motorcycle should not be confused with the 1928 Brough Superior SS100 '963', which is recognised by the Brough Club and resides in Argentina. For further information on this lot please visit Bonhams.com

c.1968 Honda CA160 DreamRegistration no. not registeredFrame no. CA160-1002373Engine no. A160E-1002433Honda introduced its first parallel twin - the 250cc C70 - in 1957. Although the crankshaft was of the 360-degree type, the Honda differed from the traditional British twin by virtue of its unitary construction, horizontally split crankcase and chain-driven overhead camshaft. Boasting Honda's favoured pressed-steel frame, the first 125cc twins - the C90 tourer and CB90 sports - appeared in 1958 together with two closely related models, the C95 tourer and CB95 sports, the latter pair featuring over-bored engines displacing 154cc and producing 13.5bhp and 16.5bhp respectively. Further enlarged to 161cc, this engine also powered the very similar CA160 Dream, a typically boxy-looking touring model sold in North America only. Today these early Honda twins are among the most collectible of 1960s Japanese classics. The example offered here displays a total of 4,764 miles on the odometer and appears to be in substantially original condition, ideal for sympathetic restoration. There are no documents with this Lot.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The property of Ewan Cameron c.1953 Phoenix-JAP 497cc Racing MotorcycleRegistration no. not registeredFrame no. TT53Engine no. JORZ/H/75745/1•Built by Ernie Barrett in the early 1950s•Ultra-rare JAP racing engine•Restored and modified by Ewan Cameron'Keen observers came across an unusual machine entered for the Oliver's Mount road race meeting at Scarborough in September when amongst the 500s was an experimental 500cc single cylinder racing JAP engine mounted in the frame of a 'featherbed' Norton. Of 80x99mm dimensions, giving a cubic capacity of 497cc, it had a light alloy cylinder head, an Alfin cylinder barrel and dry sump lubrication. The rider was E. A. Barrett, of South Tottenham.' – Jef Clew, JAP – The End of an Era.The machine offered here is one of a small series of racing motorcycles built in the early 1950s by established Isle of Man TT and short-circuit competitor, E A 'Ernie' Barrett. Ernie lived in Tottenham, North London, not far from the J A Prestwich factory, so the choice of JAP engines for his Phoenix racers was a logical one. Barrett used a frame of his own design and built machines for the 250, 350, and 500cc categories. It is not known how many were produced, but Ernie successfully rode a 250cc version to 12th place in the 1953 Isle of Man Lightweight TT. He also contested the Junior and Senior TTs in 1953 riding Phoenix-JAP machines but failed to finish in either race. Barrett's 500 Phoenix is believed to be the last single-cylinder JAP-engined machine to race in period at the IoM TT. As well as Jeff Clew's book, the Barrett Phoenix is also featured in Motor Cycling magazine's editions of 25th September 1952 and 2nd April 1953; in Excelsior and its Racing Rivals by Paul Ingham; and in the Keig Collection Volume 5. Driving via an AMC gearbox, the engine is inclined forwards in the Featherbed-style chassis, which features an Earles-Type leading-link front fork and swinging-arm rear suspension. The engine number decodes as a 497cc overhead-valve racing unit with dry sump lubrication, dating from 1951. JAP's model year began on 1st September of the preceding year and ended on 31st August, so this engine was built between 1st September 1950 and 31st August 1951. Although not original to the frame, but of the correct type, this engine is of some historical importance: it is stamped 'S.MOSS' to the drive-side crankcase, indicating that it had been supplied to or used by the late Sir Stirling Moss, most likely in a Formula 3 Cooper. Only some five or six of these engines are known to survive worldwide, and Ewan Cameron purchased this one around 25-30 years ago from sprinting legend, Ernie Woods. The frame and the Earles-type front fork came from Sid King, while the engine was only installed five years ago. Ewan restored the Phoenix-JAP himself, making the tank and seat and carrying out other modifications, which included inclining the engine in the frame (the original swinging arm, clutch and Albion gearbox are included in the sale). The project took some ten years to complete and was finished around 18 months ago. For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1930 Scott 596cc Flying Squirrel De Luxe Registration no. 8063 MN (IOM see text)Frame no. 37Engine no. FY3521A•The 1930 Olympia Show machine•Long term enthusiast ownership from 1966 – 2020•1931 model but eligible for the Banbury Run and other vintage events•An eye catching and rare ScottScotts have always been different from more mainstream motorcycles in much the same way as Bugattis in the world of vintage cars – indeed the Scott/Bugatti comparison is one that has been made many times before. From the very beginning in 1908 Scotts have attracted a following bordering on the fanatical. It was at the 1931 Manx Grand Prix that the well-known racer Noel Mavrogordato was advised that he could win quite easily if he rode a Norton. His response was that he knew this, but he would rather lose on a Scott.The factory's 1931 sales brochure relates that the 'new type Flying Squirrel Model for 1931' was developed from the previous year's Sprint Special model. The major change was the adoption of the Sprint's slightly lighter single downtube frame. There were two variants of the new Flyer: the more basic Tourer, and the more highly specified De Luxe which is the model offered here. Amongst the features of the De Luxe were Scott's own 'kite' forks and an Enfield rear wheel with its cush-drive. Both new Flyers featured a new chrome plated petrol tank whose shape mimicked that of the ongoing TT Replica model.A letter dated 23.6.99 from the late John Underhill, then registrar of the Scott Owners Club, is supplied with this machine in which he confirms that the frame and engine number are the original pairing, and that 'It was despatched from the factory to Kitsons London on 5/11/30 and was in fact one of the 1930 show models.'The late owner acquired the Scott in January 1966 and used it as his daily transport for many years. Perhaps he already had a rebuild in mind, and this may have been the reason for consulting John Underhill, but John's letter with its detailed information certainly steered the direction of the restoration. We understand that the work, including an engine rebuild, was carried out about twenty years ago. Specialist tasks were farmed out, but there is no supporting paperwork. The tank work was by Terry Hall, and it was suitably decorated by Alan Templeton. We understand that the Pilgrim pump was modified to drip feed operation for more reliable engine lubrication. This is a known and respected modification.The machine is presently registered in the IOM (8063 MN) and was previously UK registered 'GK 2003'. Sadly GK 2003 has lapsed from the DVLA/HPI databases, therefore UK purchasers will need to re-register the machine for use on UK roads. Documentation includes a Manx registration certificate, an older Manx buff logbook, and a VMCC extract from the works records. Following a period of inactivity recommissioning is recommended. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition.Lot to be sold without reserve.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1931 Ariel 497cc Model 4F 'Square Four'Registration no. MN 7197 (Isle of Man)Frame no. R780Engine no. R692•Delivered new to the Isle of Man•Present ownership since 1973•Offered for re-commissioningDesigned by the legendary Edward Turner, the Ariel Square Four was first shown at Olympia in 1930. Unique at the time of its introduction, the 'Squariel', as it was swiftly dubbed, featured a single block of four cylinders with twin geared-together crankshafts and pistons phased at 180 degrees. The crankcase was split horizontally, unusually for a motorcycle engine of the period, while the vertical valves were operated by a single overhead camshaft. A supercharged example was raced at the Isle of Man TT in 1931 without success, which was hardly surprising as its makers had envisaged the model as more of a luxury tourer than an out-and-out sports machine. Although launched as a '500', the Squariel was soon enlarged to 601cc with an eye on the important sidecar market, this bigger version being made available for the 1932 model year. In 1937 a total redesign saw it re-emerge as the Model 4G, with 995cc overhead-valve engine, making the Squariel an even more enticing prospect for sidecarists. To date, the innovative Ariel Square Four remains unique in motorcycling history; a true 'gentleman's motorcycle, this refined yet characterful machine retains an enthusiastic and loyal following and is highly prized by discerning enthusiasts. First registered in the Isle of Man on 1st April 1931, this early Square Four comes with an old-style IoM continuation logbook (issued 1973) recording only one owner: Juan Andrew Clague of Port St Mary. Mr Clague had purchased the Ariel in 1973 and is believed to be only its second owner. The machine was ridden regularly by Mr Clague prior to his ill health and was displayed on the VMCC's stand at the Stafford Show circa eight years ago. We are advised that the fuel tank was professionally refinished by Terry Hall circa 15 years ago. Offered for re-commissioning, this early Squariel comes with its latest IoM Vehicle Registration Certificate (issued 2009); an original owners guide; and a quantity of photocopied marque-related literature. Lot to be sold without reserve.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

1937 Norton 490cc Model 30 InternationalRegistration no. 169 XUKFrame no. 80556 Forks No. 38754Engine no. 76069•Impeccable example of Norton's sports model•Rare fully matching numbers of engine, frame, gearbox, and forks.•Engine, gearbox and clutch rebuilt by specialist Stuart Rogers•Dating certificates from Norton Owners Club and Roy Bacon•Comprehensive record of restoration work doneThe Arthur Carroll designed overhead camshaft 'International' was the cream of the Norton company's crop from its introduction in 1931, both as a very rapid sports model and its development as a racing machine. The factory team were almost unbeatable in the 500c class in international racing through the 30s, and a glance at any racing photograph from that era will show the close likeness to the road going version until rear suspension arrived on the factory racing machines in 1937. But that single cylinder engine remained a formidable upholder of the British racing reputation until development of supercharged BMW twins and Gilera fours could outpace them as the decade drew to a close and Europe entered into a conflict that stopped racing. This outstanding period correct example of the breed was despatched from Birmingham in June 1937 to Keep Brothers of Capitol, South Africa and remained there until re-imported to the UK in April 2008. Purchased by the vendor in April 2011, it has been the subject of a complete restoration to concours standard, including an engine rebuild by the renowned Stuart Rogers and much other work by him, including an O-ring added to the kickstart shaft to prevent oil leaks that are a characteristic of the model of this period. Comprehensive details of restoration work done and bills in support are part of the accompanying records, along with a copy of the South African registration and dating certificates from both the Norton Owners MCC and author the late Roy Bacon. Searching for and fitting correct period parts such as the Andre damper, an Altette horn and a Dunlop saddle have been part of the vendor's patient development of the motorcycle to its current very high standard.The Norton wears a new silencer, and the original is part of the spares package that comes with the sale, as is the correct Amal TT carburettor while the Concentric type currently in place gives a more flexible performance. This is typical of the vendor's thorough approach that is reflected throughout the machine. It has covered only 500 miles since the work was finished and is ready to serve its new owner well as an exciting road machine, an impressive track day classic specimen or to simply grace a home where such quality and history is appreciated.For further information on this lot please visit Bonhams.com

c.1947 Norton 348cc 'Manx' Competition SpecialRegistration no. not registeredFrame no. 10427Engine no. B10M 11831•Built by the lady vendor's husband in the mid-1960s•Winner of the National Sprint Association's 350cc class Hill Climb Championship trophy in 1968•Offered from long-term storage•Requires re-commissioningDubbed 'Manx Grand Prix' in 1939, what would become the best-known racing motorcycle of all time had become simply 'Manx' when production resumed in 1946. Norton's over-the-counter Manx racers were much the same as their pre-war counterparts, with single-overhead-camshaft engine, 'square' cylinder head finning, upright gearbox and plunger-suspended 'garden gate' frames. Only the presence of the Roadholder telescopic front fork readily distinguished them from the '39 machines. 1949 brought the first significant change in engine specification, the Manx gaining a double-overhead-camshaft cylinder head like that enjoyed by the works bikes for many years, but the major development was the arrival of the Featherbed frame for 1951. The works' adoption of the McCandless-designed duplex-loop swinging-arm chassis the previous year had given the Nortons a new lease of life in Grand Prix racing, and Geoff Duke duly took both the 350 and 500cc world titles in 1951. The cycle parts remained essentially unchanged from then on apart from the adoption of a double-sided, twin-leading-shoe front brake for 1962. Manx engine development though, continued steadily, latterly under Doug Hele's direction, until production ceased at the end of '62, among the most significant design changes being the adoption of 'square' bore and stroke dimensions for 1954 and coarser-pitch bevel teeth in 1957.This handsome Norton competition 'special' was built in the mid-1960s for hill climbs and sprints by the lady vendor's husband, a regular competitor in such events in his native West Country and further afield. It consists of a Norton Model 18 rigid frame dating from June 1947 and a 350cc Manx engine from August of that year, the latter fitted with the later 'double knocker' cylinder head. Other noteworthy features include Morad 19' flanged alloy wheel rims; an Amal 10TT9 carburettor; and a Smiths 8,000rpm tachometer. This motorcycle has obviously been built with great attention to detail and with speed in mind, the result being a most stylish British classic. It was ridden by its owner with some success too, winning the National Sprint Association's 350cc class Hill Climb Championship trophy in 1968 (see copy photographs on file). The machine will require re-commissioning after a period of storage and thus is sold strictly as viewed. There is no paperwork with this Lot. For further information on this lot please visit Bonhams.com

c.1952 Norton 490cc 'International' Competition Special (See Text)Registration no. not registeredFrame no. G44367Engine no. 86720Norton first applied the name 'International' to its overhead-camshaft model in 1932. A 'racer for the road', the top-of-the-range Inter was based on the works machines but could be ordered with refinements such as lights and a kick-start-equipped gearbox. By the time production halted in 1939, the Inter was being built with a four-speed foot-change gearbox and plunger rear suspension, reappearing after the war in similar guise save for the adoption of the hydraulically-damped Roadholder front fork which replaced the pre-war girder. The model received Norton's race-developed Featherbed frame for 1953 together with an alloy cylinder barrel/head and the new 'laid down' gearbox. Expensive to make and challenged by cheaper parallel twins of comparable performance, the Inter ceased to be catalogued after 1955 but could still be obtained to special order until 1958. This handsome Norton was built in the 1970s as a competition 'special' by the lady vendor's husband, a successful sprint and hill climb competitor. It consists of a 'Garden Gate' plunger frame dating from 1952 and a 1960 International Model 30 engine. This motorcycle has obviously been built with great attention to detail and with speed in mind, the result being a most stylish British classic. The machine will require re-commissioning after a period of storage and thus is sold strictly as viewed. There is no paperwork with this Lot. For further information on this lot please visit Bonhams.com

1937 Norton 490cc Model 18Registration no. GME 342Frame no. 81501Engine no. 79065Newly introduced for 1923, Norton's Model 18 overhead-valve sports roadster retained its essentially Vintage characteristics until 1931 when the range was extensively redesigned, dry-sump lubrication and rear-mounted magneto being standardised, the most obvious external alteration in its appearance before then being the 'saddle' tank adopted for 1929. Numerous improvements were made to the engine throughout the 1930s, including enclosure of the valve gear, while Norton's own four-speed foot-change gearbox replaced the old Sturmey Archer in 1935. This Model 18 was acquired by the vendor from the original owner in 1988 and subsequently restored by Brian Kettle between November 1996 and August 1997. Used sparingly and always stored in a dry garage, 'GME 942' is presented in very good condition throughout and is a very useable 'older restoration' machine, having recently benefited from a magneto rewind. Last run in April 2021, the machine is offered with a most substantial history file (inspection recommended), the contents of which include a selection of photographs; instruction manuals; a dating letter; sundry bills; DVLA correspondence; and old/current V5/V5C documents. It also comes with an award for 'Pre-1945 Single – Runner Up', presented by Geoff Duke OBE at the VMCC's Norton Day in June 1998. For further information on this lot please visit Bonhams.com

1934 BSA 500cc Model J34-11Registration no. 231 UXNFrame no. B11-934Engine no. none (see text)•Produced for only three years•One of the rarest and most desirable of 1930s BSAs•Fully restored by Robin James Engineering Services'As I knew I would, I loved it immediately – the sound, the comfort, the look, it's all perfect, making the half-litre BSA V-twin really one of the most delightful machines of the 1930s.' – James Robinson, testing '231 UXN' for The Classic Motorcycle, March 2017.During the 1930s BSA concentrated on producing an extensive and varied range of dependable, well-made and competitively priced motorcycles. The majority of these were singles but for the sidecar market BSA offered the Model G 985cc sidevalve v-twin and, for the more sportingly inclined rider, a smaller overhead-valve v-twin, the 499cc Model J. Somewhat surprisingly, given its complexity, the newcomer had originally been developed for the War Office. Predictably, it was rejected by the latter, which tended to favour sidevalve singles for military use, and appeared for the first time in civilian guise in the 1934 range as the J34-11. Typed J35-12 the following year, it was joined by a 750cc version, the Y13, before ceasing production at the end of 1936 as the J12. Although the '500' had gone, the 750cc v-twin continued until the end of the 1938 season. Produced for only three years, the handsome Model J is today one of the rarest and most highly sought after of all 1930s BSAs. This beautiful four-speed example was completely restored between 2005 and 2016 as close to factory specification as possible, the work being carried out by the highly respected Robin James Engineering Services (see file). Unfortunately, the crankcases were damaged beyond repair and had to be replaced. As luck would have it, RJES already had a timing-side crankcase half from a 750cc Model Y in stock, while a new drive-side crankcase half was cast and machined in house (hence no engine number stamped). Unfortunately, the original cases are not available. Shortly after the restoration's completion, '231 UXN' was tested for The Classic Motorcycle by the magazine's editor, James Robinson (March 2017 edition, copy available). The machine also comes with a V5C document and BSA OC and VMCC dating certificates. For further information on this lot please visit Bonhams.com

1954 Vincent 998cc Series-C Black ShadowRegistration no. OYE 181Frame no. RC12141B Rear Frame no. RC12141BEngine no. F10AB/1B/10241 Crankcase Mating no. D31V/D31V•Matching frame and engine•Present family ownership since the 1970s•In storage and not used since the 1970s•Offered for restorationEver since the Series A's arrival in 1937, the Vincent v-twin has been synonymous with design innovation, engineering excellence and superlative high performance. From Rollie Free's capture of the 'world's fastest production motorcycle' record in 1948 on a tuned Series-B Black Shadow to the final fully enclosed Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features, offering adjustment of brake pedal, footrests, seat height and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries.But above all else it was the v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. This was a time when the average family sedan was barely capable of reaching 70mph, and not until the advent of Jaguar's XK120 was there a production sports car that could live with the thundering v-twins from Stevenage. With a top speed approaching 120mph and bettering it in the Black Shadow's case, the Vincent v-twin was quite simply the fastest road vehicle of its day. The vendor's uncle purchased this Black Shadow in the 1970s and placed it in storage (he already owned a Vincent Comet that he used for everyday transport, see Lot 750). Original and in un-restored condition throughout, the Shadow has not been ridden since the 1970s and has never been started while in the vendor's possession. Frame and engine numbers are matching, and the machine has not been modified. The Vincent's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding. Accompanying documentation consists of a V5C Registration Certificate. Also included in the sale is a quantity of spares to include headlight units; Terry's valve springs; pistons; drive chain; instruction manuals; suspension units x2; exhaust pipes; and ignition coils. For further information on this lot please visit Bonhams.com

c.1976 Honda 49cc Z50J 'Monkey Bike'Registration no. not registeredFrame no. Z50J-1007690Engine no. ST50E-6125426With the launch of the CZ100 in 1960, Honda created the class of machine known as 'monkey bikes', so called because of their diminutive stature. The power unit was the C100 step-thru's reliable four-stroke single. An ultra-short wheelbase, small wheels and a vestigial fuel tank were all features of a machine which, in the case of the folding handlebar version, could be fitted into the boot of a car. An important milestone in Monkey development was reached in 1974 with the launch of the Z50J, which featured front and rear suspension like a 'proper' motorcycle while retaining the overhead-camshaft engine and 8' wheels, first seen on the Z50M and Z50A respectively. Immensely popular as paddock transport the world over, Monkeys are currently much in vogue, with a flourishing owners club in the UK. There are no documents with this Lot.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1953 Vincent 499cc Series-C CometRegistration no. RUA 388Frame no. RC/1/11537/B Rear Frame no. RC/1/11537/BEngine no. F5AB/2A/9637 Crankcase Mating no. 38MM/38MM•Matching frame and engine•Present family ownership since the late 1960s•Not ridden since the late 1970s•Original throughoutUnlike in pre-war days, when the first (Series-A) Vincent-HRD v-twin had been created by - in effect - combining two of the existing singles, post-WW2 Vincent's approach was reversed, with the Series-B twin appearing first, in 1946, and the single-cylinder version in 1948. The latter was offered in two forms initially: Series-B Meteor and Series-C Comet. Apart from its Burman gearbox and 'missing' cylinder, the Comet followed Series-C twin lines, featuring the newly introduced Girdraulic front fork and hydraulic dampers at front and rear, while the Meteor retained the old Brampton girders. The Meteor was soon dropped but the Comet continued in production until 1954, offering the same degree of refinement as its bigger brother, albeit with reduced performance. Even so, the Comet combined a 90mph potential with excellent fuel economy, and was the ideal touring mount for the discerning rider who placed civility of manners and quality of construction above outright performance. An expensive machine to produce, the Comet did not sell as well as its maker had hoped and was dropped when the Series-D range was introduced. This matching numbers (frame and engine) Comet was manufactured in March 1953. The vendor acquired the machine from his uncle, a former technician at the Granada Television studios (now ITV) who rode it to and from work. The Vincent would sometimes be used for shows or photo shoots, and 'RUA 388' comes with a photograph of model Ebbie Haggarty draped across it, taken outside the Granada studios. Back then, Ebbie was linked with George Best, and was pictured on the front page of the Daily Mirror on 13th January 1971 kissing Manchester United's star player (see press cutting on file). Original and in un-restored condition throughout, the Comet has not been ridden since the late 1970s and has never been started while in the vendor's possession. Frame and engine numbers are matching, and the machine has not been modified. The Comet's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding. Accompanying documentation consists of a V5C Registration Certificate; an old-style logbook (issued 1964); and six expired MoTs from the 1970s. Also included in the sale are a headlight and rim; filters x2; Terry's valve springs; drive chain; battery; rider's handbook; and a rear-view mirror.For further information on this lot please visit Bonhams.com

1951 Vincent 998cc Series-C Black ShadowRegistration no. LYY 132Frame no. RC/8637/B (see text) Rear Frame no. RC8637BEngine no. F10AB/1B/6737 Crankcase Mating no. PP65/PP65•Present family ownership for 15 years•Engine rebuilt by Maughan & Son•Electronic ignitionEver since the Series A's arrival in 1937, the Vincent v-twin has been synonymous with design innovation, engineering excellence and superlative high performance. From Rollie Free's capture of the 'world's fastest production motorcycle' record in 1948 on a tuned Series-B Black Shadow to the final fully enclosed Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features, offering adjustment of brake pedal, footrests, seat height and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries.But above all else it was the v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. This was a time when the average family sedan was barely capable of reaching 70mph, and not until the advent of Jaguar's XK120 was there a production sports car that could live with the thundering v-twins from Stevenage. With a top speed approaching 120mph and bettering it in the Black Shadow's case, the Vincent v-twin was quite simply the fastest road vehicle of its day. This Black Shadow has been in the vendor's family's possession for the last 15 years having been purchased in 2006 by his father. A lifelong Vincent enthusiast, the father was confident that his son (a qualified mechanical engineer) would ensure that if the bike needed anything repaired or manufactured this could easily be done. The vendor inherited the Vincent when his father passed away in October 2009. He soon realised that the engine needed attention, so Maughan & Son were entrusted with a full rebuild with no expense spared. The Shadow has been lovingly cared for while in the vendor's family's ownership, the only departure from standard specification being the installation of electronic ignition making it easier to start (original magneto included). Accompanying paperwork includes a copy of the original works order signed in 1951 by Jack Surtees (John Surtees' father); a copy of the factory test rider's report; and a V5C registration document. It should be noted that the upper frame has been replaced and re-stamped with the original number. For further information on this lot please visit Bonhams.com

1947 Vincent-HRD 998cc Series-B Rapide Registration no. HDV 949Frame no. R2242 Rear Frame No. R2016 (see text)Engine no. F10AB/1/243 Crankcase Mating no. C43/C43•Present family ownership since the late 1970s•Original and un-restored•Last used in 2011When Vincent resumed production at the war's end it was with the all-new Series B. Its rear suspension aside, the pre-war Series A Vincent-HRD had been conventional enough: tubular steel frame, girder forks, separate gearbox, etc but with the Series B Messrs Vincent and Irving effectively established the marque's reputation for the defiance of convention in the pursuit of engineering excellence. For a start there was no 'frame' as such, merely a fabricated box attached to the cylinder heads, that served as the oil tank and incorporated the headstock and the attachment point for the rear springs. The gearbox was integral with the engine, and the swinging arm pivoted directly in the engine/gearbox casings, features commonplace today but unusual 60 years ago. Only in his retention of the pre-war Brampton girder fork did Phillip Vincent appear to be lagging behind other manufacturers, almost all of which had switched to telescopics, but this apparent shortcoming would soon be addressed by the introduction of the famous 'Girdraulic' fork.Introduced in 1946, the Vincent-HRD Rapide Series B was immediately the fastest production motorcycle on sale anywhere, with a top speed of 110mph. The basic design clearly had even greater potential though, which would be realised later in the form of the Black Shadow and Black Lightning models. This Series B Rapide was despatched new in September 1947 to J E Green & Co of Newton Abbot and registered in their name as 'HDV 949'. An early example, it has that model's characteristic Brampton girder forks; HRD-embossed timing cover with prominent cast-in oil ways; and imposing 8' Miller headlamp similar to that used on Series A Vincents. This machine also features the all-black brakes, confirming that it was built prior to the introduction of the spun-aluminium water excluding rings. 'HDV 949' has been in the same family's possession since the late 1970s and is presented in original and un-restored condition. We are advised by the vendor that the last work was carried out in 2008/2009 when the magneto was refurbished; the Amal carburettors overhauled; and a new clutch plate/springs and new throttle cable fitted. Last used in 2011, the Rapide has not been started recently but the engine has been turned over regularly. Accompanying documentation consists of original and continuation old-style buff logbooks; a current V5C Registration Certificate; and a VOC Dating Certificate. (It should be noted that the rear frame, although of the correct Series B type, is not original to this machine.)For further information on this lot please visit Bonhams.com

1967 Velocette 499cc Venom ThruxtonRegistration no. JOE 906EFrame no. RS19208Engine no. VMT 506•Motorcycle engineer owner•Cylinder head overhauled and dynamo reconditioned recently'Prestige machine of the pushrod range was the Venom Thruxton 500. It incorporated all the accumulated experience gained in the years the Venom Clubman has been raced in long-distance events, plus the development of the 12 and 24-hour record breaker.' – C E A 'Titch' Allen, The Velocette Saga.Production race successes, notably in the Thruxton 500 Mile event prompted Veloce Ltd to adopt that name for their newly introduced top-of-the-range sports roadster in 1964. Based on the existing Venom, the Thruxton featured a tuned engine with revised big-valve cylinder head, Amal GP carburettor, clip-on handlebars, rear-set footrests and a twin-leading-shoe front brake as standard equipment. Although the Thruxton took its name from the eponymous Hampshire racing circuit, arguably its finest hour came in 1967 when Manxman Neil Kelly won the '500' class in the Isle of Man TT's Production race, newly introduced for that year. Although much admired by the café racing fraternity, the Thruxton's necessarily high price limited its appeal to a select handful of wealthy connoisseurs. It is thought that as few as 1,100 were made by the factory (with a further 55-60 assembled from parts by main dealers) and today the Thruxton is one of the most sought after of post-war Velocettes.Factory records show that this Thruxton was despatched from Hall Green on 28th February 1967, bound for the Colmore Depot dealership in Birmingham, and sold new to a Mr T A Needham. Formerly belonging to the noted Velocette collector, Ken Gardiner, the machine was purchased by the vendor from a deceased's estate in 2019. The current vendor is a renowned and highly capable motorcycle engineer, during whose ownership the frame has been powder coated, the cylinder head overhauled by KTT Services, and dynamo reconditioned (bills on file). The Velo was last ridden in 2012 but has been started recently and should require only minimal re-commissioning before returning to the road. Accompanying paperwork includes an old-style continuation logbook (1972), Thruxton Register dating letter, and old/current V5C documents. For further information on this lot please visit Bonhams.com

1954 AJS 349cc 7R Racing MotorcycleFrame no. not visibleEngine no. ANDERSON AJS 1•Purchased new by AJS works rider Rod Coleman for his brother Bob•Acquired by previous owner Colin Grant in 1990 and used only for the annual Isle of Man TT Parade Lap•Formerly part of the National Motorcycle Museum CollectionBuilt from 1948 to 1963, Associated Motor Cycles' AJS 7R - known as the 'Boy Racer' - was one of the most successful over-the-counter racing motorcycles of all time. Almost all Britain's road-race stars of the 1950s and 1960s rode a 7R at some stage of their careers, and the model remains a major force in classic racing today. Although a new design by Phil Walker, the 7R with its chain-driven overhead-camshaft was very reminiscent of the AJS 'cammy' singles of pre-war days. While - initially - not as powerful as the Velocette KTT and Junior Manx Norton, the 7R's robust and simple construction endeared it to the privateer responsible for his own maintenance. While the duplex loop frame and Teledraulic front fork remained essentially unchanged throughout production, the engine underwent almost continuous revision: the valve angle being progressively narrowed, the crankshaft made stronger and, in 1956, engine dimensions changed from the original long-stroke 74x81mm to the 'squarer' 75.5x78mm that permitted a higher rev limit. AMC's own gearbox replaced the previous Burman in 1958, while engine development continued almost to the end of production, by which time the 7R was putting out around 41bhp. According to correspondence on file, the 7R offered here was purchased new by AJS works rider Rod Coleman for his brother Bob to ride. It later passed to another New Zealander, John Anderson, who was a regular podium finisher in NZ national events. Anderson entered the Isle of Man TT races in 1957 and 1958, riding a 7R in the Junior events and a Norton in the Senior, with a best result of 6th in the 1958 Senior race. However, it is not known if this 7R was the one used by him in the Isle of Man. Previous owner Colin Grant acquired the AJS in 1990 and used it only for the annual Isle of Man TT Parade lap. He sold the 7R to the National Motorcycle Museum in June 2004 (receipt on file). The current vendor purchased the AJS at Bonhams' Winter Motorcycle Sale in December 2020 when the NMM sold some of its reserve collection. He intended to keep the 7R on display in his new house; unfortunately, his wife had other ideas and so it is reluctantly offered for sale. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

c.1933 Rudge 500cc Speedway Racing MotorcycleFrame no. noneEngine no. D6•Believed one of approximately 12 built•Ultra-rare engine type•Believed used by the Southampton Speedway Team•Present ownership for more than 60 yearsDirt track (speedway) racing arrived in the UK in 1928 from Australia, the first make of motorcycle to achieve dominance on the cinders being Douglas. The latter was soon deposed and for a while it was the lighter and more compact Rudge that ruled the roost before the arrival of the ubiquitous 'Speedway JAP' set the pattern for the next 30 years. Equipped with the 1927 works-type engine, Rudge's first speedway prototype was assembled in June 1928 and the model entered production the following month. At first the frame was fitted with bracing struts to prevent flex, though these would soon be abandoned. The speedway engine was redesigned for 1930 and new front forks adopted on the dirt-tracker, which continued to be highly successful; indeed, in 1931 Rudge's advertising was able to claim that the most successful speedway competitors rode Rudges. Production of the Rudge speedway model ceased in 1933, though they continued in use for a number of years, sometimes fitted with JAP engines. Before then the factory had completed a small number (in 'Don't Trudge it, Rudge it', Bryan Reynolds says approximately 12) of what would have been the next production speedway iron. This new machine retained the existing cycle parts but featured an entirely new engine. According to Reynolds: 'The cylinder head retained the four semi-radial valves, but the bottom end was totally new. A very much lighter cylinder barrel was fitted, with fairly small fins. This was retained by six through-bolts, which screwed directly from the head into the crankcase. The flywheels had been reduced to 7in in diameter, and the engine had a compression ratio of 10 to 1, producing 40bhp at 6000 revs.' Despite the machine having shown itself to be competitive, there was no money available to continue its development. This ultra-rare Rudge is believed to be one of 10 built for the Southampton Speedway Team in the early 1930s. It has a braced, nickel-plated frame and is fitted with one of the aforementioned special Rudge speedway engines (it is believed only 20 of these were built, all with numbers prefixed 'D'). The machine was acquired by the Rudge-enthusiast vendor from one of the Poole Pirates Speedway Team's mechanics at some time during the 1950s as an engine and frame project. It was subsequently reassembled using correct parts to replace any that were missing. Not used for many years, it will require re-commissioning to bring it back to running condition. There are no documents with this Lot. For further information on this lot please visit Bonhams.com

c.1931/1932 Rudge 500cc 'Demon' Speedway Racing MotorcycleFrame no. 3918Engine no. TT145Dirt track (speedway) racing arrived in the UK in 1928 from Australia, the first make of motorcycle to achieve dominance on the cinders being Douglas. The latter was soon deposed and for a while it was the lighter and more compact Rudge that ruled the roost, before the arrival of the ubiquitous 'Speedway JAP' set the pattern for the next 30 years. Equipped with the 1927 works-type engine, Rudge's first speedway prototype was assembled in June 1928 and the model entered production the following month. The speedway engine was redesigned for 1930 and new front forks adopted on the dirt-tracker, which continued to be highly successful in the hands of riders such as 'Golden Helmet' winners Jim Kempster of Wimbledon and Jack Parker of Brighton. Indeed, in 1931 Rudge's advertising was able to claim that the most successful speedway competitors rode Rudges. Production of the Rudge speedway model ceased in 1933, though they continued in use for a number of years, sometimes fitted with JAP engines. This speedway Rudge was acquired by the Rudge-enthusiast vendor at some time during the 1950s. The machine last ran many years ago and since then has been kept in storage. Re-commissioning will be required to bring it back to running condition. There are no documents with this Lot. For further information on this lot please visit Bonhams.com

1936 Rudge 499cc SpecialRegistration no. JT 4918Frame no. 55928Engine no. 5005The full potential of Rudge's four-valves-per-cylinder design – introduced in 1924 - was slow to emerge but in 1928 Graham Walker's works 500 became the first motorcycle to win a road race - the Ulster Grand Prix - at an average speed in excess of 80mph, a feat which led to the introduction of the legendary 'Ulster' model. A variety of valve arrangements was tried across a range of 250, 350 and 500cc models, and by the mid-1930s had stabilised: the 500 Special employing a parallel layout and the Ulster a parallel/semi-radial combination. It should be noted that despite its name the Special was the touring 500, the Ulster being the sports version. Landmark developments included the enclosure of the valve-gear for 1937 and the switching of the gearchange lever from the left-hand to the right-hand side of the gearbox. A compact machine with a willing engine and powerful linked brakes, the 500 Special is a delight to ride and copes easily with present-day traffic conditions. Supplied by Huxhams of Bournemouth, this particular Rudge Special was acquired in the 1950s and ridden throughout that decade. Unused for many years, it is an older restoration that has acquired a nice patina of age. Re-commissioning and the customary safety checks will be required before returning the Rudge to the road. Accompanying documentation consists of an old-style continuation logbook (issued 1975) and a V5C document. For further information on this lot please visit Bonhams.com

1965 Velocette 499cc ThruxtonRegistration no. KGC 722DFrame no. RS18811Engine no. VMT353•Two owners from new•Present ownership since 2000•Fully restored in 2004/2005•Numerous upgrades•Concours conditionThis superb Thruxton had had only one owner prior to its purchase by the vendor in May 2000. The first owner kept numerous receipts for items purchased over the years from various Velocette agents dating back to 1973. There are receipts from 1982/1983 relating to a refurbishment that he undertook himself: paintwork and various engine parts, kick-start rubber, head gasket, valve cotters, etc. When acquired in 2000, the following upgrades had already been done: taper-roller steering head bearings; bonded clutch plates; reversed gear lever and cam plate (originals included in sale); roller-type clutch thrust bearing; multi-link gear change internals (smoother gear changes); and a 12-volt conversion.In 2004/2005 the vendor undertook a 'last-nut-and-bolt' restoration using only the best recognised specialists and suppliers. Works carried out and parts renewed include stainless fasteners throughout; wheels rebuilt with stainless spokes; hubs powder coated; engine stripped, checked and rebuilt with new gaskets; cylinder head overhauled by The Cylinder Head Shop; Saftek bonded clutch plates fitted; stainless swept-back exhaust pipe; show-standard paintwork by Faircharm Restoration; all new cables; new chains; and all chromework re-plated by Marque Restore in Coventry, arguably the best in the business (full details available). The magneto was completely overhauled around five years ago. The lower fairing comes with the machine, but when the vendor replaced the upper fairing, he did not drill it, preferring the half-faired look.'KGC 722D' is authenticated and registered on the Velocette Thruxton Register run by Ray Thurston for the Velocette Owners Club, of which the vendor is a member. The owner has mainly used the bike for a few rallies and the Bob Foster run in 2011 where it was awarded the 'Bob Shield' for best Velocette. The previous owner's last MoT shows just over 24,000 miles in 1986, while the current total is just shy of 27,000 miles. The machine has not been run for approximately five-or-so years but is dry stored and regularly turned over using a rolling road; nevertheless, it will need to be fully re-commissioned before further use. Presented in concours condition, this has to be one of the best Thruxtons currently available. For further information on this lot please visit Bonhams.com

1960 Velocette 499cc VenomRegistration no. YXX 637Frame no. RS14593Engine no. VM4142In the autumn of 1955 engine development pursued as part of the scrambles programme bore fruit in the shape of the high-performance Venom and its 350cc sibling, the Viper, which were launched at that year's Motorcycle Show. The MSS frame and forks were retained for the newcomers, but full-width alloy hubs were adopted to boost braking power and smart chromed mudguards fitted to enhance the models' sporting image. Produced until the end of Velocette production in 1971, the Venom represents the final glorious flowering of the traditional British sports single, and today these supremely well-engineered thoroughbreds are highly sought after. Acquired by the enthusiast vendor in September 2012, this fine example comes with its original logbook showing that the machine was sold new via Pride & Clarke Ltd of Stockwell, London SW9. Also on file are some expired tax discs; a substantial quantity of MoTs dating back to 1990 (most recent expired 30th July 2018); and numerous invoices for parts and services testifying to careful ongoing maintenance, including one for an engine rebuild circa 4,500 miles ago (inspection recommended). Noteworthy features include a KTT Services (Kevin Thurston) belt primary drive conversion; a BTH self-energising magneto; alloy wheel rims; and a new Amal Monobloc carburettor supplied by Burlen. The Venom also comes with a V5C Registration Certificate and a photocopy service manual. For further information on this lot please visit Bonhams.com

c.1998 Honda SRX50 ShadowRegistration no. noneFrame no. JH2AF42B1WK004619Engine no. AF20E-8005287Although looking like a cross between a Harley-Davidson and a Vespa, the SRX50 was never exported to the USA, its distribution being confined to Japan and Europe. Known as the Joker in its home country and the Shadow elsewhere, the SRX50 featured a 49cc case-reed induction two-stroke engine producing a maximum of 4.5bhp, while other specification highlights include an electric starter; CVT (automatic) transmission; and a front disc brake. The Shadow was never officially imported into the UK, those that did make it to this country being 'grey imports'. Believed unused, this Shadow was imported by BAT Motorcycles of Biggin Hill, Kent and comes with DVLA forms V55/5 and V267.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1958 Velocette 500cc VenomRegistration no. YNN 896Frame no. RS10428Engine no. VM1944'YNN 896' has had an unusual history. Registered on 19th March 1958 in Nottingham, the machine evidently had several owners before entering the ownership of Alan Willey in 1982. When he moved to South Africa, he obviously liked the Venom so much, he decided to take the machine with him. When he returned in 2000, he brought it back with him and reclaimed the original UK registration it had carried from new. After repatriation he gave the machine to Clive Repik in 2002, when the Velo had an engine rebuild (see invoices on file). 'YNN 896' was eventually sold to the preceding owner in 2011, before passing to the deceased custodian in 2017. Reference to the history file suggests that the last owner covered approximately 1100 miles during his ownership. An email from the preceding owner suggests that few miles had been covered on the bike since the engine rebuild, and that 'It rides and handles very well, brakes well'. The late owner treated the bike to a new piston and rebore in 2019, along with a number of new parts. The Velo was last running in October 2019 and has been dry-stored since; it will, therefore, require light re-commissioning and basic safety checks prior to returning to the road with a new owner. Documentation comprises a current V5C, an old V5C, a copy old V5, an original RF60 continuation green log book dated 1966, a South African registration document, two service manuals, old MoTs, a dating letter confirming original engine and frame from factory records, invoices, and sundry papers. The machine is presently on SORN.For further information on this lot please visit Bonhams.com

1959 BSA 496cc Gold Star Special Registration no. SRV 610Frame no. FB31 2880Engine no. BB34 GS 96 (see text)The vendor, a world authority on BSA M24s, bought this Goldie Special in 2008. It was then dismantled and rebuilt in café racer trim. He reports that it is light, quick, and fun to ride, and that it has been used mainly as a track/parade bike. The major components are a 1959 BSA B31 frame, c.1953 believed BSA BB34GS crankcases (the engine no. is not original), RRT2 gearbox, 1939 BSA M24 crankshaft, barrel, head, & rocker box, 18' alloy rims, modern BTH electronic magneto, 10TT9 carb, 4-gallon Lyta petrol tank, single racing seat. It is road legal without lights, and is accompanied by a V5C, old style logbook, and various bills. Offered for sale only because of the vendor's ongoing health problems, light recommissioning is recommended following a period of inactivity. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition.For further information on this lot please visit Bonhams.com

1971 BSA 740cc Rocket 3 MARK II 5-speed Registration no. HUK 107JFrame no. PE00256A75RVEngine no. PE00256A75RVThis BSA Rocket 3 is one of only 200 built with a five-speed gearbox. The vendor, a time served BSA enthusiast and the long-term owner of another earlier Rocket 3, acquired this one in April 2014 following its restoration in 2012-13. He rates the frame, cycle parts, engine, and transmission as 'excellent'. It is believed to have been re-imported from the USA in 2012 and was first registered in the UK in November 2013. In the vendor's own words: 'Early in 1971 BSA set about building a batch of 200 Mk.2 Rocket 3s with 5-speed gearboxes for production racing homologation reasons. For the first batch of these, they used some surplus 4-speed A75R engines built and stamped in November 1970, which were converted to 5-speed with gear clusters made by Quaife. These carry the PE dating letters before the number, followed by A75R, to which they added a V to indicate the 5-speed gearbox. My bike is PE00256A75RV, and the frames were stamped to match the engine. The next batches of 5-speed engines were stamped when built, and these had the dating letters for when they were built, followed by A75V suffix without the R.' The Rocket 3 is offered for sale only because of the vendor's ongoing health problems. It has seen little use since 2018 and following this period of inactivity light recommissioning is recommended. Documents include a V5C, MOT certificates, and a few recent invoices. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition.For further information on this lot please visit Bonhams.com

1961 Velocette 499cc VenomRegistration no. WAS 764Frame no. RS16292Engine no. VM 5549To ride a good example of Velocette's 500cc 'Venom' is to experience the essence of British engineering knowledge translated onto two wheels. The strength of the enthusiasm for this iconic single cylinder machine is reflected in the strength of the Owners' Club and the prices good examples can command. This fine specimen was built in the same year that a factory prepared Venom averaged over 100mph for 24 hours at Montlhery, the first 500cc machine to do so and a record that still stands unequalled. It was purchased by the vendor in 2004, a well known member of the Owners Club whose restoration of a 1936 KTS proved to be a prize winner. This particular machine has been given careful attention and maintenance; 'Tidied up a bit' as the man himself very modestly puts it. It comes with the French built Alton electric start, which incorporates an alternator and with it a conversion of the electrical system to 12 volts, with an obvious bonus in terms of lighting. At some time in its life the machine has been fitted with another engine, for reasons not recorded in its history. It has been recently fitted with a new barrel and piston, since when it has covered only an estimated 25 miles. It will therefore require appropriate running-in when it returns to use. The proceeds from the sale of this machine will be donated to motorcycle charities.For further information on this lot please visit Bonhams.com

1960 Velocette 499cc VenomRegistration no. 54 KKK (see text)Frame no. RS16170Engine no. VM3983This very original Velocette Venom has belonged to the vendor for about fifty years. It has been dry stored since the carburettor was stolen around 1973. Missing items include said carburettor, a battery, and the mounting hardware for the fibreglass side covers. The vendor reports that the engine is not seized, the brakes are free, and that it is in structurally sound condition despite some surface rust and poor brightwork. Some serious recommissioning will obviously be required. There is no registration document with this Lot and the Vehicle Registration Number no longer appears on the HPI/DVLA databases. Accordingly, prospective bidders must satisfy themselves as to the validity of the Vehicle Registration Number prior to bidding. An old green continuation logbook is supplied. The recorded mileage is 55,652. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1952 Triumph 499cc TrophyRegistration no. OTA 129Frame no. 32897Engine no. TR5 32897From 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. Originally dispatched to P H Sharam Ltd, Torquay, on the 17th September 1952, this matching-numbers Trophy has been owned since 1999 by the current vendor, who advises us that it was restored in 1995/1997 and is in good condition throughout. The Triumph last ran in 2020 but will be in running condition again by time of sale. Offered with a spare sprung hub, accompanying paperwork includes a Triumph Owners MCC dating certificate, sundry restoration bills, and a V5C Registration Certificate.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1960 Triumph 649cc TR6 TrophyRegistration no. 361 XUBFrame no. D1272Engine no. TR6 D1272This pre-unit TR6 Trophy was purchased by the late owner on 18th June 2019 from a Mr McAllister (purchase receipt on file). Sadly, the late owner never got the chance to ride the machine and it has been garaged since purchase. A family friend last started the machine approximately six months ago; however, it has not been ridden any distance and will therefore require re-commissioning to a greater or lesser extent before further use (the engine turns over with compression). The V5C Registration Certificate lists a first UK registration date of 1st March 2007, which is presumably around when the machine was re-imported/repatriated to the UK (presumably by Mr McAllister). The late owner's widow knows nothing of the machine's history or the restoration, which may have been completed prior to being re-imported in 2007. Six MoT certificates on file show the recorded mileage rising from 1 mile in February 2007 to 4,855 in May 2012. Further MoT history online shows that another certificate was issued on 11th August 2017 at 5,224 miles (the current odometer reading is 5,472 miles). Additional documentation consists of a VMCC frame/engine number dating statement.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1959 Triumph 649cc Tiger T110Registration no. TWV 274Frame no. 027614Engine no. T110 027614This Tiger 110 was purchased by the late owner on 14th December 2017 from a close family friend (Brian Walker). Brian had purchased the Triumph from a Mr MacAllister on 1st August 2014 and described it as needing 'finishing off' at that time. Brian then proceeded to complete the restoration, the engine being rebuilt by Spike Olman. Apart from the owners listed on the accompanying old-style continuation logbook (issued 1964) nothing is known of the Triumph's early history. The late owner's widow knows nothing about the machine or the restoration. A family friend last started the machine approximately six months ago; however, it has not been ridden any distance and will therefore require re-commissioning to a greater or lesser extent before further use (the engine turns over with compression). The Tiger is fitted with 'Travelling Marshal' type swept handlebars (a nice feature) and a Lucas competition magneto. There is some pitting to the paintwork and we are advised that the battery will need replacing. Additional documentation consists of an expired MoT (issued 1986), a current V5C Registration Certificate, and some Tri-Supply receipts dated 2010.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1961 Triumph 349cc 3TARegistration no. 757 BAXFrame no. not visibleEngine no. 3TA H23318Triumph re-entered the 350 class in 1957 with the introduction of the Twenty One. Its arrival ushered in Triumph's unitary construction era, which saw the engine and gearbox, previously separate components, combined within a single structure, albeit one that retained a vertically split crankcase assembly. Readily distinguishable by its Shell Blue metallic finish and 'bathtub' rear enclosure - a feature later applied to Triumph's larger models - the newcomer was renamed '3TA' in September 1958. With just 18.5bhp on tap, Triumph's smallest twin lacked the urgent acceleration of its larger brethren, but nevertheless was a capable tourer good for around 80mph while delivering excellent fuel economy. 'One of the swiftest standard British-made 350cc roadsters tested by Motor Cycling, the Triumph Twenty One combines an untiring zest for high-speed cruising with safe handling and a remarkably economical fuel consumption,' reported the 'Green 'Un'. Currently displaying a total of 49,765 miles on the odometer, the 3TA presented here is offered for restoration and sold strictly as viewed. The seat and bathtub rear enclosure are loosely attached, and the engine turns over. Accompanying documentation consists of an old-style continuation logbook (issued 1969) and an old-style V5 (issued October 1983). The machine is recorded in the HPI database. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1997 Triumph 885cc AdventurerRegistration no. P49 GJFFrame no. SMTTC399JMT042472Engine no. J042917John Bloor's resurrection of Triumph and its transformation into a thriving global brand is one of the more unlikely manufacturing success stories of modern times. Unveiled at the Cologne Show in the autumn of 1990, the range consisted of three- and four-cylinder models named after iconic Triumphs of the past: Daytona, Trophy, and Trident. In 1994 the range was expanded by the addition of another model reviving a famous name from the company's past: the Thunderbird, the classic 'retro' styling of which was big hit in the USA. Several Thunderbird variants were produced, Triumph Sport, Legend, and Adventurer, the latter being styled along cruiser lines. Now, a quarter of a century later, these early Hinckley Triumphs are becoming increasingly collectible. This Adventurer was acquired for the collection in January 2004 and currently displays a total of 2,981 miles on the odometer. Last taxed in 2001, the machine is offered with an old-style V5C document and two expired MoTs.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1960 Triumph 649cc TR6 TrophyRegistration no. 961 XUXFrame no. D6492Engine no. TR6 D6492This matching-numbers TR6 Trophy was built in June 1960 and exported to the USA, returning in 2009 as a rolling chassis 'basket case'. The Triumph was then restored by the current owner over a period of 15 months with no expense spared. His efforts were duly rewarded in August 2010 when the Trophy was judged 'Best Classic' at a local show. In October of that year the Triumph was loaned as an exhibit to the London Motorcycle Museum where it remained until October 2016. In the meantime, the Trophy had finished runner up at the Salon Privé Concours at Syon Park in September 2013. Removed from the Museum and re-commissioned, the Triumph received the 'Best Bike' award at the Hanworth Classic Show in June 2017 and was then laid up on static display at the owner's home. The machine was re-commissioned again in April 2021 and the engine run, with everything found to be working. Described by the vendor as in excellent condition, and standard apart from a high-level exhaust system, this concours-winning Trophy comes with a substantial history file, the contents of which include restoration photographs; a dating letter; the Salon Privé rosette and certificate; and a logbook detailing all works done since 2009 (perusal recommended). For further information on this lot please visit Bonhams.com

1974 Triumph 740cc T160 TridentRegistration no. not registeredFrame no. T160 XK00102Engine no. T160 XK00102•The second production T160 completed•Despatched new to the USA•Offered for restorationOf BSA-Triumph's two flagship three-cylinder models, only the Triumph Trident survived the Group's collapse in 1972, continuing as the five-speed T150V and later the heavily revised and restyled T160 (using the inclined engine of the deleted BSA Rocket III, suitably altered to appear more Triumph-like). The important production race victories achieved (most notably by the works Triumph 'Slippery Sam') testify eloquently to how effective a high-speed road-burner a well-fettled triple can be, and indeed, the T160's improved cycle parts reflected lessons learned from production racing. Other important advances included an electric starter, rear disc brake and left-side gear change. Fewer than 7,500 T160s were made between November 1974 and December 1976 when the Small Heath factory closed, and this last-of-the-line triple can only become increasingly collectible. Today these BSA-Triumph triples enjoy an enthusiastic following worldwide and are supported by a first rate owners' club - the T&R3OC - and numerous recognised specialists. The machine offered here, 'XK00102', is the second production T160 completed. Five engines were built on 12th November 1974, the first day of production: '101', '052', '102', '103' and '104', with machine '052' being classed as a pre-production prototype. Following completion, '102' was despatched to the USA on 27th February 1975. Of these first five T160s, '101' still exists (last heard of in Norway); '052' was used for publicity purposes and is believed to have been destroyed; and '103' and '104' are unaccounted for. The vendor purchased '102' in Canada in early 2021 in need of restoration. The Trident is virtually complete and appears original and un-restored. The vendor advises the engine turns over with compression and all gears select. Nevertheless, prospective purchasers should satisfy themselves with regard to the machine's completeness and condition prior to bidding. The Triumph is currently unregistered but comes with a NOVA acknowledgement letter enabling it to be registered in the UK should the successful purchaser so desire. Offered with a Triumph Owners MCC dating certificate, '102' represents a wonderful opportunity to own an important piece of Triumph history. For further information on this lot please visit Bonhams.com

Formerly the property of the late Keith Emerson 1973 Norton Commando 850 RoadsterRegistration no. YND 594MFrame no. 304746Engine no. 304746•The second of two Commandos owned by Keith Emerson•Bought second-hand from Elite Motors, Tooting•Alton electric starter fittedThe machine offered here is the second of two Norton Commandos owned by the late Keith Emerson, keyboard maestro with legendary rock bands The Nice and Emerson, Lake & Palmer. Keith had bought his first Commando – a new 750 Roadster – from Elite Motors in Tooting, South London and used it to commute from his Sussex home to the recording studios in London. When that Commando was stolen, he went back to Elite Motors for its replacement: the 850 Roadster offered here. By this time Norton had gone bust and the Commando was no longer in production, so Keith had to be content with a low-mileage second-hand one. The final Commando model was the electric-start Mark III, and in 2012 Keith had his earlier example updated with an electric starter, albeit it a modern Alton unit vastly superior to the feeble NVT original (see bill on file). No alterations to existing parts are needed to fit the Alton starter, so the modification can easily be reversed. In 2012 Keith and his Commando featured in a Classic Bike Guide article written by Phillip Tooth, and a photograph taken for that article showing Keith on the bike is included in the sale. The machine also comes with a V5C document. Keith Emerson died in 2016 and the Commando is offered for sale by the family; last run in April 2021, it will require re-commissioning before further use.For further information on this lot please visit Bonhams.com

1973 Triumph 740cc T150 TridentRegistration no. not UK registeredFrame no. GH05804Engine no. T150T EE00980 (re-stamped)First registered on 29th July 1974, this Triumph Trident was purchased by the vendor in 1982 in Milan, Italy. When purchased the machine had already been fitted with a 1972 four-speed engine and was in café racer guise complete with a 3-into-1 exhaust. In the late 1980s the owner decided to transform the Trident into a more comfortable mount, fitting a stock seat, a Menani flat handlebar, and Menani footrests. Other noteworthy features include Boyer electronic ignition; Marzocchi front forks; Scarab twin front disc brakes; Borrani alloy wheel rims; and an upswept 'Ray Gun' exhaust system. We are advised by the vendor that the engine has been overhauled by Roberto Pasqualotto, who was trained by renowned marque specialist the late Les Williams (see recent bill on file). The vendor describes the condition of the engine as 'excellent' and that of the frame and cycle parts as 'acceptable', saying of the Triumph: 'It is very fast and impressively stable on the road.' The machine comes with an alternative pair of silencers, a pair of clip-on handlebars, and a solo seat moulding, and is offered with Italian registration papers.Footnotes:This Lot is subject to VAT on imported items at 5% on Hammer Price and Buyer's Premium, payable by the Buyer.This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N If purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com