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

1982 Hesketh 992cc VampireRegistration no. CPU 225XFrame no. 213Engine no. 0083Brainchild of wealthy aristocrat and Formula 1 team owner Alexander, Lord Hesketh, the Hesketh V1000 promised to be an all-new British superbike in the Vincent mould. The proposed design had all the right ingredients: 1,000cc 8-valve Weslake v-twin engine, nickel-plated Reynolds 531 frame, Brembo brakes and Astralite wheels; if only they'd got Rod Quaife to design the gearbox... Rushed into production before it was ready, the V1000 was panned by the critics - the gearbox in particular - and when the receivers pulled the plug in 1982 only 170 had been made. The sole derivative of the original V1000 was the even rarer Vampire, a super tourer equipped with fairing designed by John Mockett. Following the original company's demise, small-scale production was restarted later by successor-company Hesleydon Ltd at the Hesketh family seat at Easton Neston where, over the years, development engineer Mick Broom managed to eradicate virtually all the V1000s shortcomings. The current owner describes the machine's condition as good throughout, though with some inevitable age-related cosmetic deterioration. The Vampire last ran in 2019 and should require only minimal re-commissioning before returning to the road. Accompanying paperwork consists of a V5C Registration Certificate; MoT (expired April 2017); and the original Hesketh warranty document.For further information on this lot please visit Bonhams.com

1973 Bultaco 326cc Sherpa T M92 Trials MotorcycleRegistration no. JKH 681 LFrame no. B92-00976Engine no. M92-00976•Complete rebuild using genuine Bultaco parts•'Best Off Road Machine' Cardiff Show 2019•'Best Trials Machine' Stafford Show October 2019•Not ridden in competition since restoration•Speedo reading 339 reflects use since rebuildFrancisco Xavier Bulto quit employment at the Spanish Montesa factory in 1958, upon hearing that they were withdrawing from road racing. He founded the Bultaco company in Barcelona and rapidly brought his 125cc two-stroke singles to market, entering two Sherpa N models in the 1962 international Six Days Trial, where they won Gold medals for no marks lost. Nephew Oriol Bulto entered the same model in the 1963 Scottish Six Days event and retired with electrical problems, but not before British top rider Sammy Miller had shown interest and taken the offered ride. It was a seed wisely sewn. In 1964 Miller learned that the parent BSA company would not be supporting him on his much-modified 500cc Ariel HT in competition, a poor reward for the effort and skill devoted to keeping the marque name in the news. Sammy then travelled to Spain to meet Francisco Bulto and to consider developing a lightweight machine from the company's Sherpa N. After twelve days of graft, the result was the 250cc Sherpa T, weighing less than 100kg (220lbs) and would require less effort to tackle whatever section of the British landscape it faced. The disappearance of heavy four-stroke singles from the winning circles in trials proved the point, Miller winning the Scottish Six Days Trial on the new machine in 1964, followed by multiple British and European championship titles. It was natural that other Spanish makers followed suit as they saw the market succcess of Bultaco and the traditional British big single fell out of favour. The 1965 success is significant in that it triggered the formation of the Pre 65 class of trials that enjoys so much support today. This outstanding example of the early 326cc Bultaco development, introduced in 1972, came to the vendor as a rolling frame and engine unit with matching numbers. Over the course of 18 months of internet searching and long hours in the workshop, new parts were sourced from British and Spanish specialists to produce this award winning example of a landmark off-road competition machine. Winning the Best Trials Machine at the 2019 Stafford Classic MotorCycle Show was a tribute to the skill and time given to the restoration, while the greatest compliment came from Sammy Miller himself, who examined the machine at the show and declared it 'One of the best I've seen.'For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1960 Norton 596cc Dominator 99 Café RacerRegistration no. SFH 99LFrame no. R14 86635Engine no. 86635 R14Norton's 500cc twin found a new home in the racing singles' 'Featherbed' duplex frame in November 1951. The newcomer - titled 'Dominator 88' - was the first production Norton roadster to feature the lightweight, race-proven chassis. Updated annually, by the decade's end the Dominator had received an alloy cylinder head, full-width hubs, welded rear sub-frame, alternator electrics, coil ignition and - for 1960 - the narrower 'Slimline' Featherbed frame among countless other improvements. Introduced for 1956, the 596cc Dominator 99 was outwardly identical to the 88. Endowed with greater power and higher gearing enabling it to top the magic 'ton', the 99 nevertheless retained all the excellent handling and steering characteristics associated with the Featherbed chassis. One of the Rockers' favourites, the 99 remained essentially unchanged - apart from gaining alternator/coil-ignition electrics for 1958 - until dropped in 1962. Reregistered in 1973 (hence the 'L' plate), the Dominator 99 we offer has been reconfigured as a Manx-style café racer. Noteworthy features include twin Amal Concentric carburettors, alloy wheel rims, TLS front brake, central oil tank, 'Goldie' silencers, and a large-capacity Manx-type fuel tank. Offered for restoration and sold strictly as viewed, the machine comes with an old-style V5 document and an expired MoT (1973). Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1949 BSA 350cc B32Registration no. AEU 239Frame no. ZB31S 15412Engine no. ZB32 513This plunger-suspended B32 has belonged to the vendor's family since the mid-1950s. In 1962 the BSA was taken off the road by the vendor's uncle and stored in the garage at his home. The vendor's enthusiasm for motorcycles began when he was allowed to play on the machine as a boy. The BSA passed to the vendor in 1974 and remained in storage until 2000 when it was restored by an elderly mechanic who had kept a large quantity of original spares. The machine remained in storage, unused (the owner was working abroad) until the end of 2020. We are advised that the machine has been started and seems to run well, albeit with some smoke at first. Although the BSA is of great sentimental value to him, the vendor now realises that he is unlikely ever to find time to enjoy the machine and believes it needs to go to a new owner. Accompanying documentation includes an old-style logbook; BSA OC dating certificate; old-style V5; and current V5C, the later mistakenly recording the frame number as 'ZB31 515412'. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1958 AJS 348cc Model 16MCS ScramblerRegistration no. RSF 103Frame no. 8310CEngine no. 58/16MCS 1989Following Royal Enfield's lead, AMC introduced a swinging-arm frame on its 'heavyweight' single-cylinder roadsters for 1949, initially for export only, models so-equipped being suffixed 'S'. The production scramblers also received the new frame that the works team had enjoyed since 1948; the trials models, though, kept the rigid back end. The scrambles engine went all-alloy for 1950 and subsequently received different cams and larger valves before being redesigned with short-stroke dimensions for 1955. A new duplex frame appeared for 1960 and there were further engine improvements. AMC continued to develop its four-stroke scramblers to the end of production in 1969, but by then the days of such heavyweight machines were at an end. Last taxed in November 1978, this AJS 16MCS will require re-commissioning at the very least, or possibly more extensive restoration, before returning to the road. The machine would respond well to detailing, and the engine turns over. Accompanying documentation consists of an old-style V5; a photocopy RF.60; an expired MoT (1979); and a hand-written 1984 receipt for the motorcycle. It should be noted that although the machine comes with the aforementioned V5 registration document, the registration 'RSF 103' is not recorded in the HPI/DVLA database. Accordingly, prospective purchasers must satisfy themselves with regard to the validity of the vehicle's registration number prior to bidding. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1947 Douglas 348cc T35 De LuxeRegistration no. EAV 615Frame no. 1753Engine no. 1815The Bristol-based Douglas Foundry took up motorcycle production in 1907 with a machine powered by a horizontally-opposed, twin-cylinder engine, and the company would keep faith with this layout until it ceased motorcycle production in 1957. Fore-and-aft installation made for a slim machine with a low centre of gravity, and the design's virtues were soon demonstrated in competition, 2¾hp Douglas machines taking 1st, 2nd and 4th places in the 1912 Junior TT in the Isle of Man.Douglas commenced post-war production in 1947 with, naturally enough, a flat twin, though unlike the vast majority of previous models the T35 mounted its engine across the frame. The former was of unit construction, while the latter displayed even greater innovation with its swinging arm rear suspension controlled by torsion bars, and leading-link Radiadraulic front fork. Its advanced running gear endowed the Douglas with excellent handling and steering characteristics, while the willing engine, although not as quick as some 350s, could propel the 'Duggie' at up to 70mph and return 60-plus miles per gallon. The T35 was produced for little more than one season before being superseded by the updated MkIII. First registered in Scotland ('AV' is an Aberdeenshire mark), this T35 was purchased by the vendor at Bonhams' Stafford auction in April 2007 (Lot 445). The machine was restored in 2010: the gearbox being rebuilt; the magneto overhauled; the clutch relined; the wheels rebuilt with new chromed rims and stainless spokes; the seat re-covered; and a new prop stand, crash bars, luggage rack, exhaust pipe and 'waffle box' silencer fitted. Last run earlier this year and described by the private vendor as in generally excellent condition, with good engine, the machine is offered with an old-style logbook; instruction manual; parts catalogue; sundry restoration invoices; assorted MoTs and tax discs; and a V5C document, the latter incorrectly recording the frame number. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1989 Yamaha FZR600Registration no. F650 FHAFrame no. 3HE-002228Engine no. unable to accessBy the end of the 1980s, the Supersport 600 class had become established as one of the most important market sectors. Yamaha's first effort, the FZ600, had always lagged behind the opposition in terms of both specification and performance, but that all changed in 1989 when the Iwata factory released the FZR600. The latter embodied the design ethos of Yamaha's larger sports bikes, featuring an engine canted forwards and a Deltabox beam frame that looked aluminium by was in fact painted steel (as was the swinging arm). Eminently restorable, this early (3HE) example was acquired for the collection in 2012 and currently displays a total of 40,557 miles on the odometer. Last MoT'd in 2012/2013, the machine has some non-standard features (exhaust can, rear indicators) while the fairing is damaged. Offered with a V5C.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1961 Matchless 498cc G9 ProjectRegistration no. 95 EOKFrame no. A81083Engine no. 61/G9 52921Announced in 1948, the Matchless G9 and equivalent AJS Model 20, while following the established pattern of British parallel twins, were unusual in having a third, central, crankshaft main bearing. The new 498cc engine was housed in the sprung frame recently introduced on the heavyweight singles. Progressively developed, the motor underwent a number of capacity increases, finally arriving at 646cc in 1958 with the launch of the AJS Model 31 and Matchless G12. Like those of its major rivals, AMC's original '500' would remain the sweetest of the many alternatives. Production of the 498cc models ceased in 1961 and that of the 650s in 1966. Well finished, stylish and deservedly popular, the AMC twins were much missed after their demise and continue to enjoy an enthusiastic following to this day.Acquired by the lady vendor's late husband in 2009, this G9 is reportedly in fair condition, although it should be noted that it has not been run for at least the last four years. The right-hand silencer has been removed, as has the Amal Concentric carburettor, and both items are included in the sale. The toolbox cover is missing. Offered for restoration and sold strictly as viewed, the machine comes with an old-style V5C document and a DVLA Keeper Details document listing previous owners. For further information on this lot please visit Bonhams.com

1956 Velocette 192cc LE MkIIRegistration no. XNK 636Frame no. 23188Engine no. 200/20531 (see text)Launched in 1948, as the 'motorcycle for everyman', the Velocette LE addressed the criticisms most often levelled at motorcycles - that they were noisy, dirty and needed special clothing to ride - achieving impressive levels of silence, comfort and practicality. Sadly, for the LE, its arrival coincided with the start of the scooter boom; asked to compete against Italian style, Velo's ugly duckling never stood a chance, even after the sidevalve flat twin's performance had been boosted by a capacity increase from 149 to 192cc in 1950 with the introduction of the MkII. It was however, a big success with police forces - for whom its attributes were more important than its appearance - gaining the sobriquet 'Noddy Bike' as a result. This Velocette LE was bought at auction in 2015 and restored between 2016 and 2019. Works carried out include rebuilding the crankshaft with new big- and small-end bearings; relining the clutch; re-magnetising the flywheel generator; and fitting Minimag electronic ignition and a new battery. In addition, the machine was repainted; the chrome renewed; and the seat re-covered. Last run earlier this year, the machine is offered with a V5C document; spare parts list; workshop manual; Mimimag ignition manual; some old MoTs and tax discs; and some receipts relating to its restoration. It should be noted that the engine is not original to the frame.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1928 BSA 493cc Overhead-valve Twin-port 'Sloper'Registration no. DS 9564Frame no. RD723244 and P7358 (see text)Engine no. P12698Introduced in 1910, the first series-production motorcycle to feature BSA's distinctive green and cream tank colours was a 499cc (3½hp) sidevalve single. Well engineered and equally well made, that first BSA proved an enormous success and effectively established the company's reputation as a maker of high quality motorcycles. Introduced for the 1927 season, the influential 'Sloper' started a trend which saw many of BSA's competitors adopt inclined motors. The Sloper featured a trend-setting saddle tank that afforded a low seating position, while models with the 493cc overhead-valve engine came with twin-port cylinder heads. The Sloper range remained essentially Vintage in character until its demise in 1935, by which time the line-up had shrunk to just two 595cc models: one overhead-valve, the other sidevalve. A 1929 model first registered in December 1928, this overhead-valve Sloper was purchased by the vendor's late father in 1995 and subsequently restored. Kept in a dry heated garage, the BSA was last used in 2012 and is presented in very good condition throughout. Re-commissioning and the customary safety checks will be required before returning it to the road. The machine is offered with a quantity of expired MoTs; an old V5; and a current V5C document. It should be noted that this motorcycle has been stamped with two frame numbers: 'P7358' and the non-factory 'RD723224', the latter being that recorded on the V5C. For further information on this lot please visit Bonhams.com

1938 Triumph 350cc Tiger 80Registration no. FWL 824Frame no. F1630Engine no. 7-T80 2044Just as he had done at Ariel in the 1920s, Val Page transformed his employer's ageing range on his arrival at Triumph as Chief Designer in 1932. The new line-up comprised overhead-valve and sidevalve singles in capacities ranging from 250cc to 500cc, plus the range-topping 650cc 6/1 sidecar tug. Endowed with distinctive timing-gear covers - a feature Page would employ later at BSA - the engines were simple yet robust in construction and amenable to a fair degree of tuning in the case of the overhead-valve units. Edward Turner's arrival at Triumph in 1936 resulted in extensive improvements to the range. A brilliant stylist, Turner transformed Page's overhead-valve singles by adopting sports specification engines, high level exhausts, chromed fuel tanks, and a new name: Tiger. Frames, forks, engines, and gearboxes were all improved for 1937. Today, Turner's Tigers are widely recognised as the most stylish sports roadsters of the period and thus are highly sought after. This Tiger 80 was purchased by the vendor's late brother in 1996 and subsequently fully restored. Kept in a dry heated garage, the Triumph was last used in 2011 and is presented in very good condition throughout. Re-commissioning and the customary safety checks will be required before returning it to the road. The machine is offered with the 1996 purchase receipt; previous registration records; a quantity of expired MoTs; an old V5; and old/current V5C documents. For further information on this lot please visit Bonhams.com

1954 Triumph 498cc Speed TwinRegistration no. RYC 63Frame no. 48852Engine no. 5T 48852Although Edward Turner's Speed Twin caused a sensation when it appeared at the 1937 Motorcycle Show, few of its admirers can have guessed how influential the design would prove to be; indeed, Triumph's newcomer established a formula that would be adopted by all of Britain's major motorcycle manufacturers in the succeeding decade. And whereas previous vertical twins had suffered from excess bulk, Turner's was lighter and narrower across the crankcase than the contemporary single-cylinder Tiger 90, and from certain angles looked just like a twin-port single. Performance proved exemplary for a road-going 500, better than 100mph being attainable under favourable conditions. The example offered here dates from 1953, by which time the Speed Twin had been upgraded with a stronger 8-stud cylinder barrel (replacing the original 6-stud) and Triumph's own telescopic front fork. This particular machine also has the Edward Turner-designed optional 'Sprung Hub', which endowed the rigid frame with a measure of rear suspension movement. 'RYC 63' was purchased by the vendor's late brother in 2006 and restored by Sammy Miller between 2009 and 2013. Kept in a dry heated garage, the Triumph was last used in 2014 and is presented in very good condition throughout. Re-commissioning and the customary safety checks will be required before returning it to the road. The machine is offered with the 2006 purchase receipt; sundry bills; and a current V5C document. For further information on this lot please visit Bonhams.com

1953 Triumph 498cc Tiger 100Registration no. PYA 169Frame no. 38064Engine no. T100 38064The Tiger 100 sports version of Edward Turner's trend-setting Speed Twin reappeared in 1946 with telescopic forks in place of the original girders, and separate dynamo and magneto instead of the pre-war magdyno. Produced almost unchanged for the next three years, the Tiger gained Triumph's distinctive headlamp nacelle in 1949 when the range was restyled. An alloy cylinder head and barrel were adopted for 1951, while a swinging-arm frame and 8'-diameter front brake were fitted from 1954 onwards. Triumphs of the Edward Turner era are among the most stylish of post-war British motorcycles, and the Tiger 100 with its handsome all-alloy engine is one of the most charismatic and sought after of them all. This particular machine has the Edward Turner-designed optional 'Sprung Hub', which endowed the rigid frame with a measure of rear suspension movement. 'PYA 169' was purchased by the current (second) owner in 1991 and subsequently fully restored. Kept in a dry garage, the Triumph was last used in 2015 and is presented in excellent condition throughout. Re-commissioning and the customary safety checks will be required before returning it to the road. The machine is offered with a quantity of expired MoTs; copies of previous registration documents; and old/current V5Cs.For further information on this lot please visit Bonhams.com

1956 Panther 594cc Model 100Registration no. XAO 257Frame no. 29272Engine no. 56MS59APhelon & Moore (P&M) was founded in Cleckheaton, South Yorkshire in 1904. The firm was renowned for its fondness for engines with inclined cylinders, the latter featuring on its new 500cc overhead-valve model of 1923. This was P&M's first 'Panther', and the name would later be extended to the entire range. Post-WW2, Panther added medium-weight 250/350cc models with vertical engines to the range, but its largest models retained the inclined engine that had been around since the dawn of time and served as the frame's downtube. A range of Villiers-powered lightweights and a scooter were added in the late 1950s, these and the old long-stroke singles being the only types on offer after 1961. In 1959 an enlarged (to 645cc) Model 120 joined the 594cc Model 100 and the former would be the sole Panther four-stroke in the range after 1963. This Panther 100 was enjoyed by a previous owner for 40-plus years before passing to a new custodian who kept it for less than a year before selling it to the current vendor. The vendor describes the machine as in good condition, with a very good engine, recently re-bored. Last run earlier in the year, this characterful Panther is offered with a V5C registration Certificate.For further information on this lot please visit Bonhams.com

1958 BSA 646cc A10Registration no. not registeredFrame no. FA7 3766Engine no. DA10 2359A new '650' twin joined BSA's 500cc A7 model in 1949, the latter's engine being revised along the lines of the new design at the same time. The existing parallel twin architecture was retained for the new A10, with 360-degree crankshaft and single camshaft at the rear of the cylinder block, as was the four-speed gearbox bolted directly to the crankcase in a form of semi-unitary construction. Like the A7, the A10 was available initially with either a rigid frame or plunger rear suspension. Named 'Golden Flash', the new 650 was strikingly finished in pale beige metallic. Ever since the model's introduction enthusiasts have commonly referred to the touring A10 as the 'Golden Flash', even when it was finished in alternative colour schemes.This pristine A10 is offered for sale fresh from a 'ground upwards' restoration and has not been run since the rebuild's completion. We are advised that refurbishment carried out included a re-bore and new pistons; reground crankshaft with undersized timing-side bush; new wiring loom; rebuilt dynamo with new armature; new electrical switches, etc. It is also worthwhile noting that the original Dunlop wheel rims have been retained. All fluids should be checked before any attempt is made to start the machine. NOVA will have been completed by time of sale. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1967 Royal Enfield 249cc Turbo Twin SportsRegistration no. TTU 49DFrame no. 087F1967Engine no. to be advisedThe Villiers 2T/4T proprietary engine enabled a host of manufacturers to offer a twin-cylinder two-stroke model in the all-important learner market during the 1960s. Royal Enfield's offering used the later 4T engine, which featured a more angular top end incorporating cylinders with four transfer ports (the 2T had only two) and ported pistons. Enfield fitted the Villiers twin into the lightweight Crusader frame, while the cycle parts were those of the Clipper model. Introduced in November 1963, the original Turbo Twin was replaced in 1964 by the restyled and better-looking Turbo Twin Sports, which featured a chromium-plated fuel tank and mudguards. In this form the model remaining in production until late in 1966. This Turbo Twin Sports was purchased new by the lady vendor's late father in 1966 and has always been kept in storage under cover when not in use. The vendor advises us that the machine last ran in May 2021 and that it is in pristine condition having been maintained by her father: a mechanic who used to maintain John Williams' machines at the Isle of Mann TT when he rode for Texaco Heron Suzuki. Everything is reported as original except one footrest rubber and the mirrors, while the mudguards have been re-chromed. Accompanying documentation consists of an old-style buff logbook and an old-style V5.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1976 Honda CB200Registration no. NDF 258PFrame no. CB200-1042624Engine no. CB200E-1044936Introduced in 1973, the Honda CB200 sports roadster superseded the old CB175 and came with a tubular spine frame, twin carburettors, a five-speed gearbox, and either a drum or disc front brake. Back in 1974, Bike magazine found theirs a little slower than both the Yamaha RD200 and Suzuki GT185, though considerably more economical. 'It might not be the fastest thing around,' remarked Britain's No.1 motorcycling magazine, 'but somehow it looks and feels more like a real motorcycle than its two-stroke counterparts. It's a little bike with a big heart'. Physically smaller and lighter than Honda's contemporary 250, it must have seemed the ideal mount for lady riders and gents small in stature. Purchased new in 1976 from Peter Hammond Motorcycles of Cirencester (sales receipt on file), this CB200 has had only one owner from new and currently displays a total of 22,826 miles on the odometer. The machine was last taxed to the end of April 1989 and is offered for restoration (the engine turns over). Accompanying documentation consists of an old-style V5; expired MoT (1989); HPI check; and a 1976 owner's manual and vehicle service booklet. Sold strictly as viewed, the machine is offered with a spare fuel tank.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1981 Suzuki GSX250Registration no. not registeredFrame no. GS25X-510152Engine no. GS25X-127360Suzuki updated its four-stroke range to four-valves-per-cylinder 'GSX' specification in 1980. To boost mid-range torque, a presumed deficiency of four-valve designs, Suzuki came up with a novel 'Twin Swirl Combustion Chamber' (TSCC) which featured small valves, a central ridge and squish bands front and rear. The method of valve actuation and adjustment changed too, the GSX range adopting forked rockers and screw adjusters instead of the GS's inverted bucket tappets. Moving further away from its two-stoke origins, Suzuki abandoned the preceding GS models' built-up roller-bearing crankshaft in favour of a more conventional forged item with plain bearings. The GSX's cycle parts were state-of-the-art, if conventional, comprising a tubular steel frame, telescopic forks, twin-shock rear suspension, alloy wheels and triple-disc braking on the larger models. There are no documents with this GSX250, which displays a believed-genuine total of only 389.5 miles on the odometer (see file).Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Number '43' of 50 produced 2018 Norton Commando 961 Café Racer 50th AnniversaryRegistration no. FJ18 AYFFrame no. SAYCMC01JY001401Engine no. 0027501Few motorcycle makers (outside Italy) have had as troubled a history as Norton, which over the last 40 years has undergone periodic revivals, all ultimately failures. Offered here is an example of one of the many limited edition models based on the Commando 961; specifically, it was released in 2018 to celebrate the 50th anniversary of the original Norton Commando, introduced in 1968. As such, it is one of the final models introduced prior to Norton's implosion under Stuart Garner's stewardship in January 2020 and subsequent purchase by the Indian TVS Motor Company. Number '43' of the 50 produced, this machine has covered a mere c.37 miles since Stuart Garner handed it over to the vendor at the Donington Park factory (see photograph on file). Run weekly and described by the vendor as '100%' throughout, the machine comes complete with its full accessory kit and a V5C document.For further information on this lot please visit Bonhams.com

1974/2021 Norton 750cc Commando Production RacerRegistration no. not registeredFrame no. noneEngine no. noneThis ultimate Commando Production Racer was finished earlier this year by renowned marque specialist and former factory engineer/racer, Norman White. The machine incorporates a 1974 production frame that Norman modified to works specification by raising and off-setting the engine mounts and fitting cotter-pin strengthening to the Isolastic mounts. The wheels were built with 18' rims to give maximum choice of race rubber, and the front has Norman's twin disc brakes. The rear hub has been modified to accept Manx Norton sprockets, allowing the gearing to be changed for each circuit. Built around five years ago and originally run in a Seeley frame, the engine is based on the 1974 short-stroke works unit, with a special crankshaft and con-rods; strengthened crankcases; Steve Maney cylinder barrels; race pistons; PW3 race cam; optical race ignition system; and cylinder heads flowed to full race specification. The engine breathes via a pair of 34mm Amal smoothbore carburettors and is fitted with a large diameter high-rise race exhaust. The transmission features a five-speed gearbox with modern selection system, belt primary drive, and a diaphragm clutch. All the bodywork is from the original factory moulds held by Norman White. The engine has only a minimal mileage on its bores so is barely run-in, and the machine is described by the vendor as 'like new' throughout. It last ran in April 2021. During the build, the vendor decided to retire from racing, so the machine is now surplus to requirements.For further information on this lot please visit Bonhams.com

Number '8' of only 500 built 2019 CCM 600cc Spitfire BobberRegistration no. MX69 FXEFrame no. SMZHC60CP19A00619Engine no. CCM201 808066•One owner from new•Circa 900 miles from new•Factory fitted accessories/upgradesFormerly a specialist manufacturer of mainly moto-cross machinery, CCM in more recent times has reinvented itself as supplier of bespoke limited-edition motorcycles aimed at the 'hipster/custom' market. The Spitfire Bobber offered here is one such. A member of the currently nine-strong Spitfire family, its looks recall those of the cut-down 'bobber' bikes that first emerged in North America in the 1930s and 1940s. In CCM's own words: 'These were stripped back minimalist machines with all accessories removed, a 'chopped' rear and a lowered seat height making for a more compact, lighter motorcycle. It was a logical choice then to launch our own version of the Bobber, taking its underpinnings from the lean and lithe Spitfire, a bike as stripped back as a modern road legal bike can be.'The Spitfire range is powered by a 600cc water-cooled four-stroke single boasting twin overhead camshafts and fuel injection, whose 55-horsepower maximum is transmitted to the ground via a six-speed gearbox. This compact engine/transmission unit slots into a TIG-welded steel trellis frame equipped with Marzocchi USD forks and a YSS rear suspension unit, but perhaps the Bobber's most striking feature is its floating tractor-style saddle. Only 500 individually numbered Bobbers will be made, the example offered here being the eighth in the series. Number eight is considered to be a lucky number in Chinese and other Asian cultures. Sold new to the current owner in December 2019, it has covered only some 900 miles from new and is presented in commensurately good condition. Factory fitted accessories/upgrades include a second front disc brake; updated stand; Stage 1 modified ECU and battery; and billet reservoir caps. The machine also comes with a battery charger and CCM bike cover. The foregoing added around £1,000 to the circa £10,000 base price (see sales order on file). The Billet optional extras were included gratis as a goodwill gesture by CCM to compensate the owner for a delay in delivery, so there is no invoice for those (refer to the CCM web site for full price list of extras). It is understood that the two-year warranty is transferable to the next owner. Last ridden in May 2021, the machine has been used regularly, mostly for local trips, and at other times has been garaged beneath its CCM cover. The last service and warranty work was carried out in March 2020. The machine comes with a V5C registration document and its original leather wallet containing the owner's manual and service book.For further information on this lot please visit Bonhams.com

1934 Matchless 592cc Silver Hawk ProjectRegistration no. JO 1972 (see text)Frame no. 714Engine no. B684•Rare 1930s four-cylinder motorcycle•Present ownership since 1984•In this condition when purchasedReviewing the v-four Silver Hawk at its launch in the autumn of 1930, Motor Cycling stated that this exciting overhead-camshaft model was 'designed primarily to give really high speed, and to give this speed with silence and the added safety of a spring frame'. The early 1930s was a period of severe economic depression, yet the 1931 Motorcycle Show at Olympia in London witnessed the launch of not one but two four-cylinder models aimed at the very top of the market. The ultimate fates of the two newcomers would turn out to be very different however; Ariel's offering – the Square Four – would enjoy a lengthy production life lasting into the 1950s, whereas the rival Matchless Silver Hawk would be gone within four years. Matchless had introduced another vee-engined model, the twin-cylinder Silver Arrow, the previous year, and the Silver Hawk's design shared many of the 'Arrow's features, most notably the narrow-included angle of the cylinders: 26 degrees. Displacing a total of 592cc, the cylinders were contained within one casting and topped by a single 'head, just like the Arrow's, but the Hawk was intended to be a luxury sports-tourer and so enjoyed the advantages conferred by overhead-camshaft valve gear. Drive to the upstairs cam was by shaft and bevel gears, and there was no denying that the v-four Silver Hawk's was one impressive looking motor. The frame and cycle parts followed Silver Arrow lines, incorporating cantilever rear suspension broadly similar to that adopted later by Vincent-HRD. Expensive to make and introduced at the wrong time, the Silver Arrow failed to sell despite its mouth-watering specification and was quietly dropped in 1935. This challenging Silver Hawk project comes with an old-style logbook from 1947 listing the owner at that time as one John McNulty. The present owner purchased the machine from Mr McNulty's daughter in 1984 together with two Triumphs: a Tina and a Tigress. The engine was already removed when purchased. The registration 'JO 1972' is not listed in the HPI database; accordingly, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. Sold strictly as viewed.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1928 AJS 495cc K10 with Swinging-arm ConversionRegistration no. TK 649 (see text)Frame no. to be advisedEngine no. 10/120056•Rare Vintage-era overhead-camshaft sports model•Present ownership since 1990•Offered for restorationOriginally manufacturers of proprietary engines, the Stevens brothers of Wolverhampton introduced the first AJS motorcycle in 1911. Those first AJS machines were sidevalve-engined lightweights offered with belt-drive transmission or optional all-chain drive with a two-speed countershaft gearbox. This latter feature enabled them to put up a good showing in the Isle of Man TT's new Junior Class, an event AJS would later dominate. Eric Williams scored the marque's maiden Junior TT victory in 1914, and the first post-war Junior event saw the new overhead-valve AJS in commanding form. Indeed, so good was the newcomer that Howard Davies rode it to a unique double victory the following year, winning both the Junior and Senior TTs. In 1927 AJS's works 350cc racers appeared with a new overhead-camshaft engine. The camshaft was chain driven, its distinctive cast alloy case extending forwards to the front-mounted magneto. A catalogued model from 1928, the 'cammy' AJS was built in 350 and 500cc capacities initially, dry-sump lubrication being an unusual feature of the engines, which were carried in open diamond frames. A 250cc version followed, Jimmy Guthrie winning the Lightweight TT on one in 1930. Produced for only four seasons, the AJS overhead-camshaft racers were casualties of the Matchless take-over in 1931. Purchased at a UK auction in February 1990 (invoice on file), this AJS K10 project comes with an old-style continuation logbook (1949) and a (part) old-style V5 document. However, it cannot be ascertained whether or not these documents relate to this motorcycle as the frame number has been obscured by the swinging-arm conversion. In any case, the registration 'TK 649' is not listed in the HPI database; accordingly, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. Overhead-camshaft racing motorcycles of the Vintage period are rare, which makes this challenging AJS K10 project an exciting prospect for the dedicated motorcycle restorer. Sold strictly as viewed.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1912 Douglas 2¾hpRegistration no. CR 6885 (see text)Frame no. 5269Engine no. 5567The Bristol-based Douglas Foundry took up motorcycle production in 1907 with a machine powered by a horizontally-opposed, twin-cylinder engine, and the company would keep faith with this layout until it ceased motorcycle production in 1957. Fore-and-aft installation made for a slim machine with a low centre of gravity, and the design's virtues were soon demonstrated in competition, 2¾hp Douglas machines taking 1st, 2nd and 4th places in the 1912 Junior TT in the Isle of Man. Douglas were quick to realise the advantages of the countershaft gearbox, its three-speed entries gaining the Team Prize in the 1914 Six Days Trial, a conspicuous success that resulted in the firm obtaining a wartime contract for the supply of military machines.This Douglas 2¾hp was restored by Doug Streeting in the 1970s. The Douglas took part in the Pioneer Run eight times and was then sold to the present owner who has completed the Pioneer Run 25 times on it, never failing to finish. The machine has not been used since 2011. Accompanying documentation includes photographs of the Douglas on the Pioneer Run; its Pioneer Certificate (no. 522); and two old MoTs. Assorted pennants and finisher's medals plus programmes and badges are included in the sale together with a spare engine (number '18021.116'). The registration 'CR 6885' is not listed in the HPI database; accordingly, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1936 BSA 249cc B2 ProjectRegistration no. FO 3086 (see text)Frame no. 4641Engine no. B2 2447During the 1930s BSA concentrated on producing a range of dependable, well-made, competitively priced motorcycles. In the decade's early years, the firm offered two B-Series machines in the 250 class: one sidevalve, the other overhead-valve. Both featured engines having vertical cylinders and magneto ignition carried in conventional cycle parts with rigid frames and girder front forks. The gearbox was a three-speed unit with hand 'change. A higher specification 'Blue Star' model was an addition for 1933, a full electrical system, originally an optional extra, became standard equipment for 1934. De Luxe versions came with the four-speed gearbox and a choice of foot or hand change. Production of the popular B-Series 250s continued to the decade's end when the range was superseded by the new C-Series quarter-litre models: the C10 and C11. Purchased in May 1981 (receipt on file), this incomplete BSA B2 is offered for restoration and sold strictly as viewed. The machine comes with an old-style buff logbook (issued 1956) and an old-style V5, both of which confirm matching numbers. The registration 'FO 3086' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. A spare engine, number 'HB26 368', is included in the sale. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Steam-powered Motorcycle with engine by Pearson & CoxRegistration no. not registeredEngine no. 1893This fascinating steam-powered 'special' was featured in the Croydon Advertiser newspaper when it was purchased by Vic Lane, owner of Normand Mobike of Bromley, circa 1979 (press cutting on file). The associated article states that the machine had been discovered by a scrap merchant buying from a factory in the Derby area; Vic Lane bought it from him for £1,000. Photographs on file show the machine raising steam and being ridden at Normand Motobike's premises. The article states, erroneously, that the engine dates from 1902, whereas most sources date Pearson & Cox's steam motorcycles as of circa 1912-1914 manufacture. Formerly apprentices at the General Engine & Boiler Company, Henry Pearson and Percy Cox set up shop in Shortlands, near Bromley, Kent and in 1908 introduced their first steam-powered automobile the following year. According to the Beaulieu Encyclopaedia of the Automobile 'production was only on a made-to-order basis and probably no more than 20 cars were made'. How many motorcycles were completed is anybody's guess, but it cannot have been very many. The company ceased trading circa 1917. This steam-powered 'special' is believed to have been built by a group of Derby apprentices; when is not known, but judging from the front end it must have been after WW2. Sold strictly as viewed.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1914 Wall Auto-Wheel & Gentleman's Vindec CycleRegistration no. AHJ 656A (see text)Frame no. Y20746Engine no. 8920Motorised attachments for bicycles were first popularised in the Continent but even before The Great War there were one or two British examples, perhaps the best known being the Wall Auto-Wheel. The latter was the work of A W Wall, of Guildford, who offered a proper motorcycle of his own design during 1903/1904, which was later marketed under the 'Roc' name and produced in Birmingham. Wall's prototype Auto-Wheel appeared around 1909 and the first production version in 1912. Powered by a 118cc four-stroke engine, the Wall Auto-Wheel was mounted in its own tubular frame, compete with fuel tank, and fitted alongside the bicycle's rear wheel, endowing the machine with a top speed of around 15mph on the flat ('light pedal assistance' was required to cope with ascents). Output totalled some 1,750 units in 1913 and 10,000 in 1914, 5,000 of which were produced by BSA, production continuing into the mid-1920s. Wall's advertisements listed HRH Prince George of Battenberg and HRH Prince Henry of Russia as satisfied customers.Belonging to the vendor for at least the last 30 years, this example is attached to a gentleman's Vindec cycle and comes with an old-style V5 registration document; photocopy manufacture's brochure; and VMCC dating letter (for the engine). Its prior history is not known. The machine is offered for restoration and sold strictly as viewed. There is no registration document present but the registration 'AHJ 656A' is listed in the HPI database. Nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1961 BSA 172cc Bantam D7 ProjectRegistration no. 6433 MM (see text)Frame no. illegible due to rustEngine no. ED7B 20516The introduction of the first 172cc Bantam - the D5 - for 1958 marked a number of important developments, the most important being a stronger big-end bearing and improved lubrication. A raised compression ratio and larger carburettor increased maximum power to 7.4bhp and the top speed to 59mph. Introduced for 1959, successor D7 model featured the 172cc engine while boasting a new frame, hydraulically damped front fork, bigger brakes and upswept handlebars. Offered for restoration and sold strictly as viewed, this Bantam project comes with a V5 with matching engine number, but we cannot verify that the frame number matches. The registration '6433 MM' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1952 Ariel 499cc KH500 FieldmasterRegistration no. not registeredFrame no. SE384Engine no. TE723Designed by Val Page, Ariel's KH 500cc twin was produced between 1948 and 1957, starting out as the Red Hunter, becoming the Huntmaster and then the Fieldmaster, these revisions reflecting its change in role from sports roadster to tourer. At the time of its launch Ariel's new twin seemed to have a bright future. With a top speed of around 90mph, the KH was as fast as a BSA A7 or Triumph Speed Twin, and a real eye-catcher with its red-and-chrome fuel tank. A sister model, the slightly less-powerful KG Deluxe, was available in black. Although Page's design was similar in layout to that of Edward Turner's Triumph Speed Twin, using the same 63x80mm bore/stroke dimensions, it differed greatly in detail, particularly in the bottom-end arrangements. Like Triumph, the Ariel employed separate camshafts but with the pushrods at the four 'corners' of the barrel, enabling cooling air to flow unobstructed between the cylinders. A duplex chain drove the camshafts, while the transmission featured Ariel's familiar dry clutch and Burman gearbox. The KH's cycle parts had much in common with the singles': a rigid frame was standard, with Ariel's Anstey-designed rear suspension optional. The design of the tele-forks was shared with parent company, BSA. There are no documents with this Ariel Twin, which appears to be an older restoration.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

2002 Bimota 1,074cc SB6-RRegistration no. YP02 FNDFrame no. ZESSB6000VR000417Engine no. U712-101385The last word in 1990s Italian superbike exotica, the Bimota SB6 used one of Japan's finest engines, that of the Suzuki GSX-R1100, which was installed in the Rimini firm's trademark 'Straight Connection Technology' aluminium beam frame. Modified by Bimota using their own camshafts and under-seat exhaust system, the 'Gixxer' motor produced a claimed 156bhp, around 11 horsepower more than the GSX-R1100. Complementing this were some of the finest cycle parts available, including Paioli 46mm cartridge forks, fully adjustable Öhlins shock, Brembo brakes, 17' magnesium wheels and plentiful carbon fibre. At 473lbs (wet), the SB6 weighed around 60lbs less than the contemporary GSX-R1100W and its handling was in a different league altogether. Its top speed of around 175mph also bettered the Gixxer's. Including the later SB6-R model, 1,744 SB6s had been sold by the time production ceased, making it one of the most successful Bimotas ever despite a 1998 UK asking price of £17,460. Representing a rare opportunity to acquire one of the most coveted limited-edition superbikes of recent times, the SB6-R we offer was purchased for the collection in February 2008 (receipt on file) and is offered with an old-style V5C document. The machine comes complete with its original workshop manual; owner's manual; instruction manual; alarm instructions; and a dynamometer printout (133.3bhp).For further information on this lot please visit Bonhams.com

1968 Clark 49cc Scamp MopedRegistration no. FJK 934G (see text)Frame no. to be advisedEngine no. B12002The short-lived bicycle-based Scamp moped was manufactured by A N Clark (Engineers) Ltd of the Isle of Wight. It was powered by a 49cc two-stroke engine incorporated into the rear wheel, an arrangement favoured by various manufacturers, including Honda, over the years. A legal dispute concerning the rights to the engine design did not do the Scamp project any favours, and production ceased after an estimated 3,000-4,000 had been made. This rare survivor was supplied by Jempsons Ltd of Eastbourne and retains its original paintwork. There is no registration document with this machine, which is sold strictly as viewed. The registration 'FJK 934G' is not listed in the HPI database; accordingly, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1980 Seeley-Honda TL200 Trials ProjectRegistration no. 65 FUR (see text)Frame no. SHT-1055Engine no. RS200TE-1066Colin Seeley's connections with Honda UK and the successful sale of road-going replica's of Phil Read's TT-winning machine resulted in the Seeley-Honda trials bike's creation in 1979. Offered for restoration and sold strictly was viewed, this Seeley-Honda was used by the vendor as a member of the 'Mottingham Marauders', who won the Team award at the 'Press and Trade Barons' trial held at Brands Hatch in November 1989 (see MCN press cutting on file). The machine is offered with an old-style V5 document recording extended versions of the frame/engine numbers listed above (too many zeroes). The registration '65 FUR' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1980 Honda 748cc CB750FRegistration no. JMT 467WFrame no. JHMRC042118026Engine no. RC04E2117657After the iconic Honda SOHC 750 had taken the motorcycling world by storm, its replacement was a radical restyle, with a double overhead camshaft motor. Introduced in 1979, the new machine, also known as the KZ, featured twin front discs, Comstar wheels, and an extra 10 bhp over the SOHC K model. Acquired by the vendor in 2007, in need of cosmetic attention and some re-commissioning, 'JMT 467W' was treated to new paintwork, courtesy of Dream Machine (invoice on file), and a mechanical overhaul in January 2015 by RTR Motorcycles costing £1253.34 (invoice on file). He used the bike occasionally during 2015 but, due to work pressures, it has not been used since. It will, therefore, require some re-commissioning and minimal safety checks prior to use by the new owner. Documentation comprises a current V5C, an old V5C, the aforementioned invoices, an expired MoT, and sundry papers.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1974 Honda CB750K2Registration no. RVW 124MFrame no. CB750-2089976Engine no. CB750E-2733442Fifty-plus years on, it is hard to imagine the impact the Honda CB750 had on the motorcycling world when it was unveiled to a stunned public at the 1968 Tokyo Show. True, there had been plenty of four-cylinder motorcycles before, but these had been built in relatively small numbers and aimed at the wealthy few. Here for the first time was a mass-produced four within the financial reach of the average enthusiast, and one whose specification - overhead camshaft, disc front brake, five-speed gearbox, electric starter, etc - made the opposition look obsolete overnight. A trend-setting design of immense significance and one of the truly great classic motorcycles, the CB750 is highly sought after today by collectors. This Honda CB750K2 had already been fully restored when it was purchased by the current owner in 2019 (there are documents on file dating from the previous ownership detailing parts fitted, etc). Last run in May 2021, the machine is described by the private vendor as in excellent condition in every respect, benefiting from a recent service and new battery. Sadly, lack of secure storage has forced its sale. Accompanying paperwork consists of a V5C Registration Certificate and sundry restoration bills.For further information on this lot please visit Bonhams.com

1972 Suzuki GT750JRegistration no. TSX 478KFrame no. GT750-31098Engine no. GT750-38059Launched at the Tokyo show in 1971, Suzuki's new GT750 flagship was, as its name suggests, more Gran Turismo than outright sports bike. First of a family of Suzuki two-stroke triples, the newcomer retained the cylinder dimensions of the existing T500 air-cooled twin, but with the added refinements of water-cooling and an electric starter. Top speed was around 115mph, but more important was the effortless cruising capability. Modifications were not long in coming, the GT750K gaining twin front disc brakes (replacing the original double-sided drum) for 1973. Believed a relatively recent restoration, this GT750J was acquired by the vendor one year ago and ridden on half a dozen occasions last summer before being placed in dry storage in September 2020. Sold to make room for an expanding collection of classic BMWs, the machine is offered with a V5C document. The vendor advises us that the engine would benefit from a service.For further information on this lot please visit Bonhams.com

1989 Honda VFR750R Type RC30Registration no. G420 JKYFrame no. RC30-2100025Engine no. RC30E-2100057•Original UK-delivered example•Present ownership since 2011•20,045 miles recorded•Well looked-after and used sparinglyOne of the modern era's few immediately collectible classics, the Honda VFR750R - better known as the 'RC30' - was created for just one reason: to win the World Superbike Championship, a feat it achieved in the nascent series' first two seasons of 1988 and '89. And while American Fred Merkel was bringing Honda its first two WSB crowns, Britain's Carl Fogarty used an RC30 to win the TT F1 World Championship in 1988 and '89, and the equivalent FIM Cup in 1990. No mere short circuit scratcher, the RC30 and its derivatives proved durable enough to win a hat-full of Endurance Classics too. That this latter requirement was also part of the design brief may be determined from the fact that a quick-release front fork and single-sided swinging arm - essential for speedy wheel changes - were part of an unrivalled specification that included a twin-spar alloy beam frame, 16-valve V4 engine with gear-driven cams, close-ratio six-speed gearbox and four-pot front brake callipers. Indeed, so good was the basic RC30 that well prepared privately entered examples were often able to give the works entries a run for their money. All of which did not come cheap: at the time of its launch in 1988 an RC30 cost £8,499, getting on for double the cost of other super-sports 750s. Despite the passage of time and progress of motorcycle technology, the RC30 remains a match for the latest generation of sports bikes but possesses an exclusivity that none of them can approach. 'No other bike from the late-Eighties is lusted after like the RC30,' reckoned Bike magazine, and few would disagree. Delivered new in the UK, this particular RC30 has been owned by the current vendor since 2011 and has recorded only 20,045 miles. The Honda has been kept in a purpose-built workshop together with the other classics in the vendor's collection and has been ridden on only a couple of occasions since acquisition, the last in 2015. Well looked-after, the machine has been dry stored since its last outing with the fuel system and carburettors drained and should require only minimal re-commissioning before returning to the road. Accompanying paperwork consists of old/current V5/V5C registration documents. A very nice example.For further information on this lot please visit Bonhams.com

1985 Suzuki GSX-R750FRegistration no. B250 DVVFrame no. GR71A-100683Engine no. R705-102585Suzuki rewrote the 750-class rulebook when it launched the GSX-R750 back in 1985. The 'Gixxer's development had been heavily influenced by lessons learned from the works TT F1 and Endurance racers of the late 1970s and early 1980s; lighter than a 600 and as powerful as a 1000, it made all other super-sports 750s seem flabby and slow. One of the modern era's few instant classics and until recently the sole surviving Japanese 750cc sports bike, the GSX-R750 has been a huge commercial success for Suzuki and enjoys cult status today. Now more than 30 years old, many early GSX-Rs have suffered at the hands of successive owners, a state of affairs that has resulted in original examples of the first version, such as that offered here, becoming increasingly sought after by collectors. Displaying a total of 44,954 miles on the odometer, this early GSX-R750 was sold new by Heron Suzuki GB and comes with the original bill of sale. The vendor describes the machine as in good condition throughout, benefiting from new front brake pistons; ultrasonically cleaned carburettors; and repainted top fairing. Although started earlier this year, the Suzuki has not been used for some 9-10 years and will require re-commissioning before further use. Representing a rare opportunity to acquire a fine example of Suzuki's iconic 'Gixxer', the machine comes with a handbook; two keys; and a V5C document.For further information on this lot please visit Bonhams.com

1999 Yamaha 998cc YZF-R1Registration no. T251 OBVFrame no. JYARN011000010507Engine no. N501E0017956For the R1, Yamaha redesigned the 5 valves per cylinder Genesis engine used in predecessors from the FZ750 to the YZF1000R. By rearranging the gearbox layout, the engine was made more compact, thus aiding modifications to the frame geometry. They used a modification of the Deltabox frame, and upside-down forks. Early examples were fitted with carburettors, before later versions were equipped with fuel injection.An early example, such as 'T251 OBV', could be considered the purest form of the model, and one can only imagine that clean, original, low mileage, examples such as this, will only increase in value in the years to come. This R1 was purchased new by the late owner, and was used on a regular, but limited, basis. To attend occasional track days, he purchased a spare set of wheels, shod with track tyres, and these are included with the bike, along with a track fairing, petrol tank and seat unit. Showing a believed-correct 7923 miles on the odometer at consignment, it was last started towards the end of 2019, although it has been kept on a battery tender, and should only need light recommissioning before use with a new owner. Documentation comprises a current V5C, original purchase invoice, service booklet, quantity of expired MoTs, assorted invoices and miscellaneous papers.For further information on this lot please visit Bonhams.com

1948 Vincent-HRD 998cc Series-B RapideRegistration no. ACH 862Frame no. R2460 Rear Frame no. R2460Engine no. F10AB/1/461 Crankcase Mating no. E66/E66•Matching frame and engine numbers•Present family ownership since 1980•Believed last used in 1988The outbreak of WW2 in 1939 brought production of all Vincent's Series A models to a halt, and when production resumed at the war's end it was with the all-new Series B. Its rear suspension aside, the 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, which 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 Series B Rapide 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 to the Blacknells dealership in Derby in January 1948. Despite not conforming to the '1900' rule, this machine's frame and engine number pairing is correct. It is believed that the Vincent had already been restored when the late owner purchased it at a UK auction in 1980 (see correspondence on file). His daughter remembers being collected from school on the bike and recalls that her father loved owning it and polishing it. Indeed, so proud of it was he that he would bring the Rapide into the front garden to clean, so it was on public view. How also loved the sound it made. The machine carries a tax disc that expired in 1988 and the most recent MoT dates from that year, suggesting that the machine has not been used for over 30 years. Last run in April 2021, it will require re-commissioning or possibly more extensive restoration before returning to the road. Additional documentation includes sundry bills, mainly for parts; an old-style buff logbook (issued 1962); and a V5C Registration Certificate. For further information on this lot please visit Bonhams.com

2000 Harley-Davidson XL883C Sportster CustomRegistration no. X202 KNPFrame no. 1HD4CJM19YK143609Engine no. CJMY143609In 1982 Harley-Davidson introduced a new welded frame, replacing the traditional lugged type in use hitherto, and then the following year saw the introduction of two new Sportsters: the XLX and XR-1000, the former being a more affordable base model intended to attract new customers. In 1986 Harley-Davidson's new all-alloy Evolution engine became available in the ever-popular Sportster, the model having recently been up-graded with Harley's diaphragm clutch, alternator electrics and a five-speed gearbox. The new Sportster was initially offered in 883cc and 1,100cc sizes, the latter being opened out to 1,200cc for 1988. The machine offered here is an example of the XL883C Sportster Custom, a new introduction for 1999, which featured forward controls and a 21' wire-spoked front wheel. The Sportster was acquired for the collection in November 2006, which is when it was last taxed for the road. The machine is offered with sundry bills; old/current V5C documents; two expired MoTs; and a factory owner's manual.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1987 Yamaha FZ750 GenesisRegistration no. not registeredFrame no. 2MG 007283Engine no. 2MG 007283Yamaha's FZ750 was one of most advanced sports bikes yet seen when it arrived in 1985, though strictly speaking most of the FZ's cutting-edge technology was to be found in the engine. A five-valves-per-cylinder design that would later be applied to all of Yamaha's larger sports models, it represented the first time such an engine had featured in a production motorcycle. This example was purchased from Padgett's of Batley as new-old-stock and has been stored in the vendor's workshop ever since, hence it only has 2.7 miles on the odometer. The vendor no longer has the original purchase receipt but no one else has owned the FZ in its 34 years of existence. It has never had fuel in it and never been run, while the battery has never been connected. It is exactly as it was when purchased and in mint condition, complete with the original tool kit, passenger strap, and service booklet.For further information on this lot please visit Bonhams.com

c.1950 Motoconfort Twin-engined MotorcycleRegistration no. not registeredFrame no. 549580Engine no. 704710 and 533248A French firm once independent, Motoconfort was a subsidiary of the much larger Motobécane concern from 1930 onwards. Although simple, moped-style 'BMA' machines were immensely popular in inter-war France, many riders wanted lightweight motorcycles capable of more than purely local journeys, and Motoconfort was happy to oblige. In its early days Motoconfort used proprietary engines, including those of the British firms J A Prestwich (JAP) and Blackburne, and from 1930 onwards those of its parent company, Motobécane. Unfortunately, nothing is known of the origins of this almost certainly unique twin-engined Motoconfort, which is powered by two overhead-valve singles, linked together by chain. There are no documents with this Lot.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1930 Motoconfort 308ccRegistration no. BS 9879Frame no. 190281Engine no. 190279This charming Vintage-era two-stroke lightweight was manufactured by Motoconfort, a French firm once independent but from 1930 a subsidiary of the much larger Motobécane concern. Although simple, moped-style 'BMA' machines were immensely popular in inter-war France, many riders wanted lightweight motorcycles capable of more than purely local journeys. Motoconfort used proprietary engines, including those of the British firms J A Prestwich (JAP) and Blackburne, but the machine offered here has a single-cylinder two-stroke engine, on the timing cover of which is a plaque bearing the legend: 'Moteur Motoconfort Licence Motobécane'. Acquired for the collection in January 2010, the machine appears to be an older restoration and is presented in nice condition. Accompanying documentation consists of old/current V5C Registration Certificates and two MoTs (most recent expired June 2010).Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1931 Coventry Eagle 196cc ProjectRegistration no. not registered (see text)Frame no. to be advisedEngine no. XZ2194Originally a bicycle manufacturer, Coventry Eagle built a diverse range of machines using proprietary engines, mainly those of J A Prestwich, from 1901 to 1939. A landmark development for the company was the introduction in 1927 of a two-stroke lightweight featuring a novel pressed-steel frame, and this method of construction spread to larger models the following year. Although Coventry Eagle manufactured its own small-capacity two-stroke engines, the majority of its 'strokers' used Villiers power, like the example offered here. Last taxed in December 1956, the machine was acquired for the collection in September 2014 and is offered for restoration. Accompanying documentation consists of the purchase receipt and a (part) old-style logbook from the 1930s. It should be noted that the registration 'GK 8484' is not recorded in the HPI database and thus is no longer associated with this motorcycle.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1963 Flandria 50cc Sports MopedRegistration no. not registeredFrame no. to be advisedEngine no. 199030The Flandria marque was founded by the A. Claeys Flandria group in Zedelgem, Belgium in the late 1950s, joining the Claeys family's diverse range of manufacturing enterprises, the first of which had been established as far back as the early 1800s. Flandria was once one of Belgium's largest motorcycle manufacturers, concentrating on the production of mopeds and lightweights, many of which were powered by their own 50cc two-stroke engines. They also built bicycles and are best remembered today as fielding one of the most successful cycle racing teams in history, winning 70 Classics, two Grand Tours, and two World Championships during the 1960s and 1970s. Very Italianate in appearance, the stylish machine offered here should be a relatively straightforward restoration, appearing to be substantially complete. There are no documents with this Lot.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1961 Ariel 247cc LeaderRegistration no. 844 VVXFrame no. T29780/BEngine no. T29780/BThe Ariel Leader and its sports derivative, the Arrow, sought to combine the virtues of speed and agility with those of cleanliness and convenience. Launched in 1958 and powered by an all-new 247cc air-cooled two-stroke twin with unit gearbox, the Leader also broke with British tradition in its frame and suspension, employing a stiff, fabricated-steel beam instead of tubes, and a trailing-link front fork. This example was purchased from Bonhams' sale of the Geeson Brothers Motorcycle Museum Collection, Peterborough in March 2003 (Lot 171). It was stated that the machine had formerly belonged to the celebrated motorcycle racer and record breaker, George Brown, whose name is forever associated with that of the Vincent factory. Restored during the Geeson family's lengthy ownership, the machine is offered with an old-style continuation logbook and a V5C.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1962 Ariel 247cc LeaderRegistration no. not registered (see text)Frame no. T23527Engine no. T23527Designed by Val Page and his team, the Ariel Leader and its sports derivative, the Arrow, sought to combine the virtues of speed and agility with those of cleanliness and convenience. Launched in 1958 and powered by an all-new 247cc air-cooled two-stroke twin with unit gearbox, the Leader also broke with British tradition in its frame and suspension design, employing a stiff, fabricated-steel beam instead of tubes, and a trailing-link front fork. Detachable panels enclosing the engine and most of the rear wheel extended forwards to meet leg-shields and screen while the rear chain was fully enclosed. This example comes with sundry bills; restoration photographs; photocopy workshop manual and other technical literature; its original logbook (part of): and an old-style V5. It should be noted that according to the HPI database the registration '48 EPX' has lapsed and is no longer associated with this motorcycle.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

2008 Hyosung GV650 AquilaRegistration no. MX57 EKEFrame no. KM4VP51A171105993Engine no. GV650-108669Always wanted a Harley-Davidson V-Rod but can't afford one? Then the V-Rod-lookalike Hyosung Aquila is the machine for you. The Aquila is manufactured by the Korean Hyosung Corporation, which is active in various manufacturing and construction industries. It is powered by a 647cc 90-degree v-twin engine, apparently inspired by that of the Suzuki SV650. MCN reckoned the GV650 Aquila 'an oddball Korean concoction whose extreme Dan Dare styling is surprisingly more than matched by its consummate ability, specification and value – for a cruiser at least. Look past the... Star Trek styling and there's a decent SV-style engine, quality cycle parts and effective, real world performance – and not much to rival (it). Last taxed in 2011, this GV650 Aquila comes with a V5C Registration Certificate in the last registered keeper's name.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1938 Triumph 498cc Speed TwinRegistration no. FAT 363Frame no. TH.7394Engine no. 8-5T 14588Although Edward Turner's Triumph Speed Twin caused a sensation when it appeared at the 1937 Motorcycle Show, few of its admirers can have guessed how influential the design would prove to be. True, there had been vertical twins before; indeed, Turner's predecessor at Triumph - Val Page - had designed one a few years previously, but Triumph's newcomer established a formula that would be adopted by all of Britain's major motorcycle manufacturers in the succeeding decade. Light, narrow and from certain angles looking just like a twin-port single, it was just what the conservatively minded motorcycling public wanted, and the Speed Twin would prove enormously successful. Performance was exemplary for a road-going 500, around 85mph being attainable by the Speed Twin while the Tiger 100 sports version was even faster, being capable of touching 100mph in road trim and exceeding it with the silencer end-caps removed. When production resumed in 1946, the Speed Twin reappeared with telescopic forks in place of the original girders, and separate dynamo and magneto instead of the pre-war version's magdyno. This apparently well-restored Triumph Speed Twin is offered with a V5C document in the previous keeper's name. It should be noted that the frame and engine numbers are transposed on the V5C. For further information on this lot please visit Bonhams.com

1974 Triumph 750cc T150V TridentRegistration no. RVA 317MFrame no. T150V KJ05849Engine no. T150V KJ05849Launched in the UK in 1969, the BSA-Triumph 750cc triples were based on the existing Triumph 500cc twin-cylinder engine, being in essence a 'Tiger-and-a-half'. Differences between the Triumph Trident and BSA Rocket 3 were more than just cosmetic: the two models used different frames and in BSA guise the motor featured an inclined cylinder block. Only the Trident survived the group's collapse in 1972, continuing as the five-speed T150V and later the T160 (using the inclined engine). Although ultimately upstaged in the showroom by Japanese rivals, the Triples did more than enough on the racetrack to ensure their place in motorcycling history. Dick Mann's BSA won at Daytona in 1971 and John Cooper, also BSA-mounted, at Mallory Park's Race of the Year, vanquishing the hitherto unbeatable combination of Giacomo Agostini and MV. Percy Tait and Ray Pickrell had won the 24-hour Bol d'Or endurance race the preceding week on another Triple, and Cooper wrapped up a memorable international season with victory in the 250-mile race at Ontario in October. As a production racer the Triple was equally dominant, as the number of important victories achieved (most notably by the works Triumph 'Slippery Sam') is eloquent testimony. This mildly customised T150V was purchased for the collection in April 2004 and comes with an old-style V5C document. A total of 23,091 miles is displayed on the odometer.For further information on this lot please visit Bonhams.com

Property of a deceased's estate Norton Manx 500cc Replica by Bernie AllenRegistration no. WSL 697Frame no. R11M 86383Engine no. BRA 11M15Today the Manx Norton's popularity in classic racing remains undiminished, with original examples racing alongside replicas of differing specification produced by specialist manufacturers worldwide. In the 1990s, accomplished Norton expert Bernie Allen produced replicas of late (1961 specification) Manx Nortons to order at a price that was then in the region of £24,000. Doug Hele, Norton's renowned race engineer, said of the Allen bikes: 'They are better than when we made them.' The choice of 1961 is significant, as by then the Manx had reached the zenith of its development and there were few changes between '61 and the end of series production in 1962. Purchased by its late owner in 2010 and always kept on display in the billiards room, this road-registered Manx replica has never been started or used since acquisition. The Manx is believed to have been assembled around 1993/1994, while the frame is thought to be an original Norton item, identified by its stamping as dating from 1960. The engine number suggests it is a 500cc unit, while other noteworthy features include the later double-sided front brake; belt primary drive; an Amal GP2 carburettor; and a Smiths speedometer. Currently SORN'd, the machine will require re-commissioning at the very least, or possibly more extensive restoration, before returning to the road (the engine turns over with compression and the gears engage). Offered with SORN paperwork and a V5C document.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1999 BMW R1100SRegistration no. T597 ERXFrame no. WB10422A2XZA84821Engine no. 50986729Introduced in 1998, the R1100S sports roadster was BMW's most powerful 'Boxer' model, with a maximum output of 98bhp, and also the first to feature a six-speed gearbox. Somewhat unusually, the fuel-injected eight-valve engine retained air-cooled cylinders but had oil-cooled heads, the latter's valves operated via short pushrods by chain-driven camshafts. On the chassis side, the R1100S used the engine as a stressed member and featured BMW's well-established Telelever front suspension, a Paralever single-sided swinging arm and, of course, shaft final drive. Other noteworthy features included a generously sized cockpit fairing and the then fashionable under-seat exhausts. Bought in 2012 and used regularly, this example displays a total of 35,238 miles on the odometer and was last MoT'd in 2013. Currently SORN'd, the machine will require re-commissioning at the very least before returning to the road. The comprehensive history file's contents include a quantity of expired MoTs and tax discs; the 2012 purchase receipt; sundry invoices; SORN paperwork; a V5C Registration Certificate; and a BMW service/repair DVD.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1997 Moto Guzzi 1,000cc Daytona RSRegistration no. R192 MFXFrame no. KL 111207Engine no. KL 011206Offered here is an example of the Daytona RS, which featured improvements over the original Daytona in almost every aspect when it arrived in 1996. Even by Moto Guzzi standards very few were made, the split over two years of production being 113 (1996) and 195 (1997). Supplied new in the UK by Three Cross Motorcycles Ltd, this Italian rarity was purchased from them by the late owner in 1999 and is believed to have last been on the road in 2012. A total of 30,123 kilometres is displayed on the odometer and the machine appears in generally good original condition. Re-commissioning will be required before returning it to the road. Documents include the 1999 purchase receipt; owner's handbook; service booklet (stamped 1997, 1998, 1999); Moto Guzzi wallet and brochure; SORN paperwork; sundry bills; old MoTs (most recent expired 2006); and old/current V5/V5Cs.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1999 Moto Guzzi 1100 Sport CorsaRegistration no. T833 SFBFrame no. KF 112732Engine no. KF 013398Although the most advanced model in Moto Guzzi's range, the eight-valve Daytona had not proved a runaway success, while demand for the long-in-the-tooth Le Mans Mark V was still holding up. Guzzi's solution was to put the 'old' four-valve motor, suitably up-rated, in a modified version of the Daytona's chassis, and re-style the result to create the cheaper 1100S. Development proceeded via the improved 1100 Sport Injection, which borrowed heavily from the Daytona RS to the last-of-the-line 1100 Sport Corsa of 1998, only 200 of which were made. Number '85' of the 200, this ultra-rare 1100 Sport Corsa was delivered new in Italy and comes with its original warranty/service booklet. Acquired in November 2004, the machine has been used regularly and currently displays a total of 24,456 kilometres on the odometer. Re-commissioning will be required before returning it to the road. Documents include expired MoTs (most recent 2014); SORN paperwork; Datatag registration; and a V5C. One for the collectors.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1981 Laverda 981cc Jota '120'Registration no. AGT 772WFrame no. LAV1000/3CL 8469Engine no. 1000 8469Blessed with one of the most evocative names in motorcycling history, the Jota was the bike that really put Laverda on the map. Its direct progenitor was the tuned version of the Italian firm's 3C triple - the 3C(E) - developed for production racing by the UK importer, Slater Brothers. The production Jota was both more highly tuned and quicker, its 140mph top speed making it the world's fastest road-going production motorcycle at the time of its launch for 1976. It was also pretty handy on the racetrack, winning the UK's Avon championship in 1976 and 1978 in the hands of Pete Davies. Few major changes were made to the Jota prior to 1982 when a heavily revised version was introduced, complete with a 120-degree crankshaft that made for a more even firing order. This Jota '120' was purchased by its late owner in 2005 (bill of sale on file). An older restoration, the machine displays a total of 35,216 kilometres on the odometer and appears in nice condition. Last MoT'd in 2007, it will require re-commissioning before returning to the road. The history file contains correspondence; photocopies of marque-related literature; technical notes and diagrams; SORN paperwork; pre-restoration photographs; sundry invoices; expired MoTs; original handbook and workshop manual; a V5C; and a Laverda Owners Club 'Highly Commended' rosette from 2006. Currently detached the Jota also includes the front headlight fairing.For further information on this lot please visit Bonhams.com

1983 Benelli 499cc QuattroRegistration no. not registeredFrame no. 1983Engine no. 002006Revitalised after its takeover in 1971 by Argentine industrialist Alejandro de Tomaso, Benelli launched a range of new six- and four-cylinder sports bikes. First of these Honda-inspired machines was the 500 Quattro of 1974, which despite its Oriental-looking power unit was thoroughly Italian in all other respects, boasting a rigid cradle frame, powerful Grimeca drum brakes and alloy wheel rims. The front drum had been replaced by Brembo discs and the model name changed to '504 Sport' by the time Bike magazine got its hands on one in 1979. 'Riding the Sport is a trip,' enthused Britain's No. 1 motorcycling journal. 'In common with most of its Italian compadres, the Benelli delivers handling that is parsecs ahead of the dominant Japanese motorcycles.' The fact that importers Agrati Sales sold so few in the UK was entirely down to the price: at £1,636 the Benelli was a massive 33% more expensive than Kawasaki's Z500!This 500 Quattro was bought from the United States Benelli importer by a dealer for display purposes and kept in their showroom in Indiana for many years. The machine was imported into the UK in 2018 and is described by the vendor as 'like new' in all respects. Indeed, the odometer reading is a mere 17 kilometres. Offered with duties paid and a NOVA acknowledgement.For further information on this lot please visit Bonhams.com

1969 Kawasaki 250cc A1 SamuraiRegistration no. to be advisedFrame no. A1 12728Engine no. A1E 14277Most enthusiasts will tell you that Kawasaki's reputation for producing exciting high-performance motorcycles began with the fire-breathing Mach III 500cc triple, yet before the latter's arrival Kawasaki offered two other class-leading sports motorcycles: the 250cc A1 Samurai and 350cc A7 Avenger. Introduced first, in May 1966, the former was an air-cooled two-stroke twin which, somewhat unusually for the type, employed disc valve induction. A five-speed gear cluster was contained with the horizontally split crankcases and there was 'Injectolube' pumped lubrication, while the generator was mounted behind the cylinders, a position dictated by the side-mounted carburettors. The cycle parts though, were entirely conventional, consisting of a duplex-loop frame with twin-leading-shoe front brake. The result was an undeniably handsome sports roadster with a claimed 31bhp maximum and a top speed of 103mph, phenomenal figures for a 250 of the day. Apart from an increase in bore size, and commensurate increase in maximum power (to 42bhp), the 350cc Avenger was virtually identical. The Samurai was built from 1966 to 1971, though relatively few were imported into the UK, and today this early classic Kawasaki is highly sought after by collectors. Sold new in the USA, this Samurai is described by the vendor as a good original example that will require re-commissioning. Its mechanical condition unknown, the machine comes with duties paid; a VJMC dating certificate; and a V5C document.For further information on this lot please visit Bonhams.com

1986 Suzuki RB50 (GSX-R50) Gag MinibikeRegistration no. to be advisedFrame no. LA41A 108704Engine no. 108745Reflecting the Japanese fondness for all things miniature, and styled like a miniature Grand Prix racer or GSX-R750, this Suzuki Gag Minibike is finished in striking 'Little Racing Pink' livery, one of the four different colour schemes available for this limited edition model. Produced for only a couple of seasons in the mid/late 1980s, the Suzuki Gag featured an aluminium beam frame, front disc brake, 'Full Floater' rear suspension, alloy wheels, a racing seat and a fairing, while the engine was a single-cylinder air-cooled four-stroke unit of 50cc capacity. Maximum power was 5.2bhp and the Gag weighed a mere 64kg (141lb). The gearbox was a four-speeder. Production lasted for barely two years. Popular with the racing fraternity as a paddock bike and much loved by children, the Gag packs a lot of fun into its compact dimensions. This ultra-rare Gag is a very original example in the rarest of the four colour schemes on offer. Imported from Japan to the UK in May 2020, it displays a believed correct total of only 365 kilometres on the odometer and is described by the vendor as in generally very good condition, having last run in May 2021. This charming little machine is offered with NOVA acknowledgement and a V5C Registration Certificate.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1980 Yamaha QA50 PockeRegistration no. to be advisedFrame no. 4U1-011428Engine no. unstampedMiniature motorcycles have gone by a variety of names over the years: monkey bike, mini-bike, mini-moto, and pocket bike being just a few of them. Introduced in 1960, Honda's 'Monkey Bike' is by far the best known, though small-wheeled recreational mini-bikes had been around since the 1950s and the military Welbike (civilian Corgi) dated back to WW2. Dating from 1980, this Yamaha QA50 Pocke pocket-bike is powered by a 49cc single-cylinder two-stroke engine producing a maximum of 3bhp and driving via a four-speed transmission. The Pocke is a little over 4' long, weighs 114lb, and rolls on 6' diameter wheels. The model lives on today as an electric commuter. Imported from Japan in May 2021, this example is described by the vendor as in fair and original condition for its age, and is presented in running condition. The machine is offered with NOVA acknowledgement and a V5C document.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1937/1933 Norton 490cc International Model 30 Racing MotorcycleRegistration no. not registeredFrame no. 30 70530Engine no. 54617Norton 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 kickstart-equipped gearbox. By the time production halted in 1939 the Inter was being built with 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, an alloy cylinder barrel/head and the new 'laid down' gearbox being adopted at the same time. 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, many of the later machines incorporating Manx components. This Norton Model 30 Inter is believed to consist of a circa 1937 frame and a circa 1933 engine. The machine appears to have been cosmetically restored to racing specification but its mechanical condition is not known. There are no documents with this Lot.For further information on this lot please visit Bonhams.com