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

Offered from the National Motorcycle Museum Collection 1951 Triumph 649cc 6T ThunderbirdRegistration no. JUK 186Frame no. 15758NAEngine no. 6T 15758NAAlways a step ahead of their rivals, Triumph followed up the trend-setting Speed Twin 500 of pre-war days by being first in the field with a 650cc parallel twin. Announced in September 1949, the 650 Thunderbird was Triumph's response to demands for more power emanating from American racers and British sidecarists alike. A spectacular launch stunt saw three Thunderbirds lap the banked Montlhéry circuit in France at over 90mph for 500 miles, after which they each achieved a flying lap of 100mph-plus and were ridden back to the Meriden factory, a quite outstanding achievement. A 1952 model first registered in December 1951, this sprung hub-equipped example was purchased for the Museum in November 2003 and restored by them, as commemorated by the attached silver plaque. 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. Offered with an old-style V5C document.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

Offered from the National Motorcycle Museum Collection 1975 Triumph 741cc Legend No. 058Registration no. KHP 662NFrame no. T160 CK02898Engine no. T160 CK02898When NVT collapsed, race-shop foreman Les Williams set up a business specialising in BSA-Triumph triples and built a number of replicas of the famous racer, 'Slippery Sam'. Les also developed the ultimate street triple: the T160-based Legend café racer, which first appeared in the early 1980s. Hand built, the Legend was produced in limited numbers into the early 1990s; it is estimated that only 60 were made and today this ultra-rare 'classic superbike' is highly sought after. Displaying a total of 4,183 miles on the odometer, this example has an engraved plaque on the top yoke stating that it was built by L P Williams for Stan Trowell. Acquired for the Museum in October 2003, the Legend comes with old/current V5C/V5 documents, both incorrectly recording the frame/engine number prefix as 'C4' rather than 'CK'. 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.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

Offered from the National Motorcycle Museum Collection 1968 Triumph 740cc T150 TridentRegistration no. not registeredFrame no. T150T 121Engine no. T150T 121 (see text)Essentially a 'Tiger-and-a-half', the Triumph and BSA 750cc Triples were launched in 1968. BSA-Triumph had learned a lot about engine development from racing the 500cc twins, and the Triples were the most powerful machines in their class. Today they enjoy an enthusiastic following worldwide and are supported by numerous recognised specialists and a first rate owners' club, the TR3OC. Dating from the first season of production and believed restored, this T150 Trident was re-imported from California in 1990 and purchased by the Museum in July 2003. Currently displaying a total of only 4.9 miles on the odometer, the machine is offered with the 1990 and 2003 purchase receipts and form C&E 386. It should be noted that the background engraving to the engine number boss is missing, suggesting that the number has been re-stamped. Furthermore, 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.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

Offered from the National Motorcycle Museum Collection, 7 recorded miles from new 1979 Triumph 744cc T140E BonnevilleRegistration no. not registeredFrame no. T140E DA20937Engine no. T140E DA20937The final phase of Triumph twin development began in 1972 with the first appearance of the enlarged-to-750cc version of the Bonneville; the increase in bore size necessitating a new crankcase to accommodate the wider barrel. Other improvements included a new ten-stud cylinder head, triplex primary chain, stronger transmission, and a disc front brake, while a five-speed gearbox, introduced on the preceding 650 Bonneville, was standard equipment. The T140 remained for many years the UK's top-selling 750 and was voted Motor Cycle News 'Machine of the Year' in 1979. We are advised by the vendor that this Bonneville is a 'new old 'stock' example with only 7 miles recorded (original 'DOT' labels are present). Accompanying paperwork consists of the 2004 purchase receipt and form V55/3 listing the supplying dealer as Terry Hobbs Motorcycles. 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.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

Offered from the National Motorcycle Museum Collection 1984 Triumph 744cc Trident T150V 'Rob North' ReplicaRegistration no. KHB 240P (see text)Frame no. ME00117Engine no. T150V NK45136Inspired by the BSA-Triumph works racers of the early 1970s, this superb road-legal special was built by expert restorer Eric Parr (hence the E.D.P. initials) in 1983-1984 and won the 'Classic Bike of the Year' award at the 1984 International Classic Bike Show. It later featured in Classic Bike magazine (December 1984 issue), appearing on the front cover (copy available). The frame is the legendary Rob North type used by the factory's all-conquering triples in 1971; it was obtained new from Miles Engineering, who made nearly 500 such frames. A box-section swinging arm allows a wide rear tyre to be fitted, while twin 10' front discs provide powerful braking. The engine is from a late five-speed Trident T150V. Other noteworthy features include a 3-into-1 exhaust with megaphone silencer; Akront alloy wheel rims; and a works replica 'letterbox' fairing complete with oil cooler. Twin headlamps are fitted in the style of a 1970s endurance racer, and the rear lamp is neatly incorporated into the seat which, like the aluminium oil tank, replicates factory short-circuit items. The stickers all relate to products actually used. With 120mph-plus performance available, the addition of rear-view mirrors is understandable. 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. There is no registration document with this Lot.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

Offered from the National Motorcycle Museum Collection, 14 miles displayed on the odometer 1957 Triumph 500cc TRWRegistration no. not registeredFrame no. 25894NAEngine no. TRW25894 NADeveloped in the immediate post-WW2 years to fulfil British Government contracts for a new military motorcycle, the TRW followed the overall lines of Triumph's trend-setting parallel twins but with the simpler and more easily maintained side valves rather then the civilian models' overhead valves. In keeping with the military's requirements for robustness and simplicity, the TRW retained a rigid frame while featuring Triumph's telescopic front fork as used by many models across the range. The vendor advises us that this TRW, originally despatched to Canada, is a new-old-stock example that was still in its crate when purchased in the 1980s. A total of only 14 miles is displayed on the odometer and the 'CAUTION ENGINE NOT RUN IN' sticker is still on the speedo! 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. Offered without documents.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

Offered from the National Motorcycle Museum Collection 1996 Triumph Daytona 1200Registration no. P567 GRBFrame no. SMTTC354CRV045509Engine no. none visibleTriumph's resurrection and transformation into a thriving global brand is one of the more unlikely manufacturing success stories of modern times. Unveiled 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. Acquired from its first owner in 2016, this Daytona 1200 has been restored by the Museum and currently displays a total of 14,361 miles on the odometer. The machine comes complete with numberplate (detached); V5C document; expired MoT (issued April 2017 at 13,181 miles); and its original wallet containing the owner's manual and service booklet (last stamped in April 2002 at 5,743 miles). 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.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

Offered from the National Motorcycle Museum Collection 1959 Triumph 249cc TigressRegistration no. YWK 217Frame no. 4022Engine no. W4255Latecomers to the scooter market, BSA introduced its first 'proper' scooter in October 1958. Launched under the BSA and Triumph banners as the 'Sunbeam' and 'Tigress' respectively, both could be had with either a 175cc Bantam-based single-cylinder two-stroke engine or a new 249cc twin-cylinder four-stroke unit. Pressed steel bodywork of conventional appearance was wrapped around a duplex loop frame. For the 249cc version, comfortable cruising at 55mph and an average fuel consumption of around 80mpg were reported by contemporary road-testers. Apparently restored, this twin-cylinder Tigress was purchased 'as is' by the Museum in July 2010. Accompanying documentation consists of an old-style V5C, an expired tax disc (1967), and a Vintage Motor Scooter Club dating 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.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

Offered from the National Motorcycle Museum Collection 1928 Sunbeam 493cc T.T. Model 90 Racing MotorcycleFrame no. E1134Engine no. L1211•Believed to incorporate a works frame•Formerly part of the Anthony Blight Collection•Restored by the National Motorcycle MuseumIn 1928 Sunbeam produced what was arguably their finest ever racer: the 'Bullnose 90', so called on account of its fuel tank's round¬ed nose. Four machines were taken to the Isle of Man that year for the Senior TT race with an international team of riders: Francesco Franconi (Swiss), Luigi Arcangeli (Italian), Arthur 'Digger' Simcock (Australian) and Charlie Dodson (English). The race was run in atrociously wet weather, which suited Dodson, who was well known for his remarkable ability in such conditions. Nevertheless, he crashed at Kepple Gate while leading the race, allowing Rudge-mounted Graham Walker to take the lead. Dodson remounted and continued, only to be brought down a second time by the loose rear stand. Back in the saddle once more, he eventually passed the Rudge ahead of him, which failed 10 miles from the finish. Franconi finished 7th and Arcangeli 15th, which was good enough to secure Sunbeam the Team Prize. 1928 was the last time that a flat-tank motorcycle won the Senior TT. This particular Model 90 was purchased by Ivan Rhodes in 1998 on behalf of the National Motorcycle Museum and is believed to incorporate a works frame. Reputedly the machine had been used extensively by one G D Dunlop for sand and path racing. It was then acquired by Iliffe & Sons, publishers of The Motor Cycle, and formed the basis of instruction and advice on machine overhaul written by the editor at the time, the late Arthur Bourne. Subsequently the machine belonged to the well-known Sunbeam enthusiast, the late Anthony Blight, and before that it had been owned by the famous Scottish tuner/entrant, Joe Potts - best remembered as Bob McIntyre's sponsor in the 1950s and '60s. The Sunbeam has been restored by the Museum, as commemorated on the attached silver plaque. It should be noted that the engine is not original to the frame and that the crankcases are from a single-port Model 9. Accompanying documentation includes the 1998 purchase receipt and correspondence; a continuation logbook in Joe Potts' name (1970); and a V5C Registration Certificate. It should be noted that the V5C still records the number of the previous engine ('N2092'). 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.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

Offered from the National Motorcycle Museum Collection 1928 Sunbeam 493cc T.T. Model 90 Racing MotorcycleRegistration no. OX 5193Frame no. E1015Engine no. N2017•One owner from 1983 to 2002•Belonging to the National Motorcycle Museum since 2002•Restored by the NMMThis T.T. Model 90 comes with an old-style continuation logbook (issued 1949) recording two owners: R Shelton and Peter Woodward, the second of whom acquired the machine in November 1983 and is listed as previous keeper on the accompanying V5C document. Writing in the Marston Sunbeam OC magazine of summer 2017, Peter Woodward says: 'The Sunbeam showroom at 194 Broad Street, Birmingham displayed the bike for sale in June 1928; an unknown gentleman used it to race at Pendine Sands during the summer and he returned the bike to the showroom for resale afterwards. '... the CT close-ratio gearbox, without kick-start or components; the kick-start hole in the gearbox was blanked off with a genuine plug, this was slightly domed and plated in nickel. The Binks three-jet carburettor for performance and the WM2 21' front wheel are how it left the factory ready for racing at Pendine.'The second owner, Mr Bate, was employed as works managers at R T Shelley, the engineering company that bailed out Norton Motorcycles when it became bankrupt. The third owner, Mr Shelton, worked at the Sunbeam Elms factory as a fitter, where they serviced and overhauled customers' bikes. He rode the Model 90 during the war years, and one night he ran into a bomb crater in the dark, which seriously damaged the frame.'The Model 90 was then stored in a bedroom for many years until eventually the house was condemned and the Sunbeam offered for sale at a Phillips auction in London, where Peter Woodward bought it. Peter then restored the machine to his usual exemplary standard, fitting a kick-start-equipped BT gearbox for convenience, and in December 2002 sold it to the National Motorcycle Museum. The Sunbeam has since been restored by the National Motorcycle Museum, as commemorated by the attached silver plaque. Accompanying documentation consists of a V5C Registration certificate and the aforementioned continuation logbook. The Classic Motor Cycle's editor James Robinson wrote a lengthy article for the magazine's January 2018 edition about his experiences riding 'OX 5193' (copy article available). James much enjoyed the Sunbeam: 'Thing is, one really doesn't want much more performance, as it's already so quick compared to (almost) anything from its period, plus most motorcycles 30 years newer. Cruising at 55-60mph is absolutely effortless...' A carburettor in need of adjustment/tuning was the only niggle of note. The machine's present mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.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

Offered from the National Motorcycle Museum Collection c.1933 Vincent-HRD 499cc Model PRegistration no. not UK registeredFrame no. D705Engine no. 9005•Rare Rudge Python-engined Vincent-HRD•Initially assembled from parts circa 1973•Cosmetically restored by Ian Savage and the National Motorcycle Museum•Non-runner for display purposes onlyThe Vincent-HRD marque originated in 1928 when Philip C Vincent acquired the name, jigs, tools and patterns of the recently liquidated HRD Company. ('HRD' stood for Howard Raymond Davies, the Isle of Man TT winner who had founded the firm in 1924). Like Davies before him, Vincent relied on proprietary engines until increasing dissatisfaction with suppliers led to the creation of Vincent's own in 1934. One of the firm's suppliers was Rudge, whose proprietary engines were sold under the 'Python' brand name. According to document on file, written by the VOC's Ian Savage, its restorer, this Python-engined Vincent-HRD was built from parts by the late George Maple of Douglas, Isle of Man circa 1973 using a Vincent-HRD rear frame and swinging arm bearing bracket set from a Model P with frame number 'D705', dating from 1933. The other major components are a Series-A frame with no visible number; Series-B Brampton forks; and a Burman gearbox from a JAP-engined Vincent Model J of similar period. The engine, number '9005', appears to be a mixture of Rudge parts from the Ulster and Special models dating from 1933/34. The period 1933-1934 marked a transition in the specification of Vincent-HRD machines. From single brakes to twin brakes; to rod operated rear brakes; Terry to Dunlop saddles, etc. As the rear frame is of the earlier (cable-operated) pattern, the machine has been built to this period. The rest of the cycle parts are a mixture of pre-and post-war Vincent 'A' or 'B' items. Since acquisition the machine has benefited from further restoration by the NMM, as commemorated by the attached silver plaque.It should be noted that this motorcycle has been prepared for display purposes only and no attempt should be made to start it, as many of the engine's internal components are badly worn. The engine has been greased and oiled during assembly but not filled with oil, while the gearbox and cycle parts are greased as necessary. Accordingly, prospective purchasers must satisfy themselves with regard to this motorcycle's condition, completeness, correctness, or otherwise prior to bidding. The machine is offered with correspondence; the aforementioned document (perusal recommended); and an old (1972) Isle of Man logbook.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

Offered from the National Motorcycle Museum Collection 1954 Vincent 499cc Comet Series CRegistration no. UVK 711 (see text)Frame no. RC/1/12412 Rear frame no. RC/1/12412Engine no. F5AB/2A/10512 Crankcase mating no. PP4Vincent's first single-cylinder model of the post-war era appeared in 1948. The newcomer was offered in two forms initially: Series-B Meteor and Series-C Comet, both of 500cc. 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 example comes with its original logbook, an expired MoT (1974), and a DoT letter dated 1984 linking the registration number 'UVK 711' to the machine; however that registration is not listed in either the HPI or DVLA database and thus the machine must be viewed as unregistered. 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.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

Offered from the National Motorcycle Museum Collection 1961 Velocette 499cc VenomRegistration no. 233 DYHFrame no. RS174424Engine no. VM5516Engine development pursued as part of Velocette's scrambles programme bore fruit in 1956 in the shape of the high-performance Venom and its 350cc sibling, the Viper. 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 in its various guises represents the final glorious flowering of the traditional British sports single. Boasting some 'sports' features: large fuel tank, rear-set footrests, and a swept-back exhaust pipe, this beautiful Venom had already been restored to an apparently high standard when purchased by the Museum in October 2004. The purchase receipt is on file and the Venom also comes with old/current V5C documents. 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.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

Offered from the National Motorcycle Museum Collection1936 Brough Superior 982cc SS100Registration no. VD 6582Frame no. M1/1661Engine no. BS/X 1001•Delivered new to Edinburgh•Matching frame and engine•Earliest numbered engine in a production modelLegendary superbike of motorcycling's between-the-wars 'Golden Age,' Brough Superior - 'The Rolls-Royce of Motorcycles' - was synonymous with high performance, engineering excellence and quality of finish. That such a formidable reputation was forged by a motorcycle constructed almost entirely from bought-in components says much for the publicity skills of George Brough. But if ever a machine was more than the sum of its parts, it was the Brough Superior. W E Brough's machines had been innovative and well engineered, and his son's continued the family tradition but with an added ingredient - style. The very first Brough Superior MkI of 1919 featured a saddle tank - an innovation not adopted by the rest of the British industry until 1928 - and the latter's broad-nosed, wedge-profiled outline would be a hallmark of the Nottingham-built machines from then on. Always the perfectionist, Brough bought only the best available components for his bikes, reasoning that if the product was right, a lofty price tag would be no handicap. And in the 'Roaring Twenties' there were sufficient wealthy connoisseurs around to prove him right. Introduced in 1922, the JAP-powered SS80 achieved instant fame when a racing version ridden by George became the first sidevalve-engined machine to lap Brooklands at over 100mph. With the new SS80's performance threatening to put the overhead-valve MkI in the shade, it was decided to completely redesign the latter. The result was the legendary SS100. First shown to the public in 1924, the SS100 employed an entirely new 980cc JAP v-twin engine. A frame of duplex cradle type was devised for the newcomer, which soon after its launch became available with the distinctive, Harley-Davidson-influenced, Castle front fork patented by George Brough and Harold 'Oily' Karslake. And just in case prospective customers had any doubts about the SS100's performance, each machine came with a written guarantee that it had been timed at over 100mph for a quarter of a mile - a staggering achievement at a time when very few road vehicles of any sort were capable of reaching three-figure speeds. With this level of performance available in road trim, it was only to be expected that the SS100 would make an impact on the race track, particularly the ultra-fast Brooklands oval, and the exploits of Brough Superior riders - among them Le Vack, Temple, Baragwanath, Fernihough, and Pope - did much to burnish the marque's image. When Brooklands closed forever at the outbreak of WW2, Noel Pope's Brough Superior held both the sidecar and solo lap records, the latter at an average speed of 124.51mph.Brough entered the 1930s with an entirely JAP-powered range and then, after a brief absence, the SS80 reappeared in 1935 as the SS80 Special, this time with an engine built by Associated Motor Cycles. The following year the SS100 adopted an overhead-valve version of the AMC power unit, and the two models continued to use the Plumstead-made engines until production ceased in 1939. Brough Superior Club records show that this particular SS100, frame number '1042', left the factory with the following special features:Foot gear controlSeparate oil tank c/w filter and C&S capBattery on engine pin bracketDetachable carrier – not fittedSmall type curved top pannier bagsNon-valanced rear split guard – WasdellWasdell front guard – with flapAlum oil bath front chain caseTop & bottom rear chain coversAmal handlebar fittings – R & LH internal twist gripsLHS brake pedalPillion footrestsPropstandDual silencer & fishtailsAll of which serves to emphasise the essentially bespoke nature of the Brough Superior. Records show that this particular SS100, frame number 'M1/1661', was despatched to Rossleigh Ltd in Edinburgh, who were Brough Superior agents for much of Scotland. It has the lowest engine number ('1001') of all the AMC-powered production SS100s (the prototype's engine was '1000') but is actually the seventh of this model despatched from the Nottingham factory. Rossleigh's sales manager Jimmy Watson later recalled selling the Brough to first owner James Shaw of Blantyre, Lanarkshire.Issued in 1960, an old-style logbook on file records the owner at that time as Hubert Don of Newport, West Calder, followed by Jimmy Watson's firm Watson Bros (Aidrie) Ltd in 1963. There is a (copy) photograph on file depicting Jimmy Watson with the Brough. 'VD 6582' was next owner (from 1964) by William Proctor of Accrington, Lancashire followed by John Proctor at the same address. In 1974 the machine passed to L Potter of Newbury and since 1979 has belonged to the National Motorcycle Museum, where it was restored to 'show' specification. Following its lengthy period of museum display, re-commissioning and the usual safety checks are advised before returning the Brough to the road. The machine is offered with a copy of its Works Record Card and a V5C document.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

Offered from the National Motorcycle Museum Collection c.1931 OEC-JAP 600ccRegistration no. not registeredFrame no. DS.RS 30253Engine no. UCZ/F 54286/SBest remembered for its curious 'duplex' steering gear and Claude Temple's record-breaking exploits on the mighty OEC-Temple-Anzani, the Osborn Engineering Company commenced motorcycle manufacture in 1914. The Gosport-based firm began by making motorcycles under contract to Blackburne before marketing its own machines me from 1920. As well as the patented duplex steering, introduced in 1927, the firm offered rear springing from 1929. An option at first, this looked like a 'plunger' arrangement but in fact used a pivoted fork. By the late 1930s rear springing was standard and the duplex steering optional. JAP and Matchless engines were used towards the middle of the decade, then AJS engines from early 1937 onwards. A model only made for two years, this rare sidevalve OEC-JAP was purchased 'as is' and is offered without documents. 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. 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

Offered from the National Motorcycle Museum Collection 1904 Ariel 334cc (see text)Registration no. A 5785Frame no. unable to locateEngine no. 17600Something of a mystery, this early Peugeot-engined motorcycle was first registered on 24th August 1927 as a Peugeot (see old-style logbook on file). It was registered under 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.) On a second logbook (issued 1954) 'Peugeot' has been crossed out and replaced with 'Ariel'. As far as we have been able to discover, Ariel never used Peugeot engines, while by 1904 (this machine's claimed date of manufacture) they were using their own engines (see copy period literature on file). The two Pioneer Certificates on file both record 'A 5785' as a 1904 Ariel. Documentation on file shows that this motorcycle was professionally restored circa 1990-1992 by Robin James, whose detailed notes are essential reading for prospective purchasers. Its owner at that time was Ronald Skerman of Surrey, who had registered the machine in March 1953. The National Motorcycle Museum purchased 'A 5785' from Mr Paul Tillion in February 2004. Additional documentation consists of an old-style V5C document and a quantity of MoT certificates (most recent expired June 2004). 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.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

Offered from the National Motorcycle Museum Collection c.1934 Morgan MX2 Super Sports RoadsterRegistration no. OSU 688Frame no. D927 (see text)Engine no. MX2/517•Ultimate v-twin Morgan •Purchased by the Museum in 1989•Restored by The Light Car and Cyclecar Restoration Co of Birmingham•Believed unused since restorationIts superior power-to-weight ratio enabled H F S Morgan's humble, three-wheeled cyclecar to outperform many a larger-engined four-wheeler, and its maker was not slow to capitalise on his creation's competition potential. A Gold Medal in the 1911 London-Exeter-London Reliability Trial with Morgan himself driving was followed by victory in the inaugural cyclecar race at Brooklands the following year, Harry Martin taking the chequered flag three minutes ahead of the field. Racetrack successes led directly to road-going spin-off in the form of the Grand Prix model, introduced for 1914. The first Aero sports model, inspired by the Grand Prix, followed immediately after WWI. Subsequent technological developments included the fitting of front brakes, operated by hand lever, from 1924 and the adoption of a new chassis - the M-type - on the new Super Sports model in 1928. This new chassis was some 2½' lower than its predecessor and undoubtedly helped Morgans trounce the opposition at the New Cyclecar Club's meeting at Brooklands later that year. In 1931 a conventional three-speeds-plus-reverse gearbox was introduced, the old two-speed transmission disappearing soon after. A more refined model ¬- the F4, with 8hp Ford Model Y four-cylinder power unit – appeared in 1934, later forming the basis of the first four-wheeled Morgan.From the mid-1930s onwards, Morgan three-wheelers, like George Brough's superlative motorcycles, were fitted with Matchless v-twin engines in preference to those from JAP, and for the three-wheeler enthusiast for whom high performance remained top priority, the Matchless-powered Super Sports was the model of choice. This Matchless-engined Morgan Super Sports was purchased by the Museum from Brian Verrall in April 1989 and comes with a copy of the purchase receipt. The machine has been restored by The Light Car and Cyclecar Restoration Co of Birmingham (see dashboard plaque) and is believed unused since restoration. It should be noted that the chassis number has been taken from the aforementioned receipt and accompanying V5C document. The Morgan's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.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

Offered from the National Motorcycle Museum Collection 1932 BSA 8.9hp Scout SportsRegistration no. GY 8261Frame no. 3770 (see text)Engine no. SH3903When BSA resumed post-hostilities car production in 1921 it was with a 10hp light car powered by a 1,075cc overhead-valve v-twin engine made by Hotchkiss. The model sold well, only disappearing in 1925 when rivals Morris bought Hotchkiss, though BSA later acquired rights to the engine for use in its front-wheel-drive Scout three-wheeler. As built in modified, long-stroke form by BSA, the engine displaced 1,021cc. Family and Sports models were on offer, and the v-twin engine was also used for a four-wheeled equivalent, albeit in much smaller numbers. It is estimated that some 5,200 twin-cylinder FWD three-wheelers had been made by the time production ceased in 1936. First registered on 11th August 1932, this BSA Scout had already been restored by The Light Car and Cyclecar Restoration Co of Birmingham when it was acquired by the Museum in 1996 (see restorer's attached plaque). It is believed that the car has covered only 1 mile since restoration. It should be noted that the chassis number has been taken from the accompanying old-style logbook and V5C document. Additional documentation includes two expired MoTs, copy purchase receipt, and operating/specification notes. A hood and side screens are included. The car's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.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

Offered from the National Motorcycle Museum Collection 1921 Douglas 10.5hp TourerRegistration no. MA 571Frame no. 322 (see text)Engine no. 322•Believed to be the sole surviving Douglas car•Previously owned by Lt Col 'Tiny' Ayres•Restored prior to acquisition by the Museum•Ideal for participation in the VCC's 'Creepy Crawly Run'The vehicle offered here is believed to be the sole surviving Douglas car. The Bristol firm's first interest in four-wheeled vehicles was sparked by the upsurge in popularity of cyclecars: small, relatively crude, lightweight two-seaters often powered by motorcycle engines. Douglas's first effort emerged just before WWI and made use of the water-cooled, horizontally opposed, twin-cylinder engine that Douglas was manufacturing for the Williamson motorcycle. Rated at 8hp, the engine was mounted transversely in the chassis and drove the rear wheels via an integral three-speed gearbox and shaft drive, making the Douglas a relatively advanced cyclecar for the period. A 'V'-shaped radiator was a prominent feature, and the Douglas carried a streamlined open two-seater body with convertible hood. A selling price of £100 had been the target, but when production commenced this had risen to £160 (£175 with C.A.V. electric lighting). Plans to increase cyclecar output were thwarted by the outbreak of war.When civilian production recommenced in 1919 the Douglas car emerged with several changes, the most significant of which was the adoption of a new 1,224cc engine, broadly similar in specification to the Williamson unit rated at 10.5hp, which was equipped with a self-starter. The patented A.F.S. suspension system was adopted at the rear, necessitating changes to the channel-section chassis. The Douglas was now priced at £450 (rolling chassis) plus £50-75 depending on the type of body ordered, of which there were three: 2/3-seater; dickey seat; and a four-seater. Tested by The Light Car and Cycle Car magazine, a 10.5hp Douglas acquitted itself well on a demandingly hilly course around Box Hill on the South Downs. Maximum speed was around 40mph. Unfortunately for Douglas, their quality product was unable to compete with rival motor manufacturers in the cut-throat cyclecar market and production ceased in 1922. 'MA 571' previously belonged to the late Lt Col Anthony John 'Tiny' Ayers, a stalwart and former Chairman of the Sunbeam Motor Cycle Club and organiser of the Pioneer Run from 1982 to 1997. Already restored to its present condition when purchased by the Museum in 2004, the Douglas would be ideal for participation in the VCC's 'Creepy Crawly Run' and other such events. The car is offered with a V5C document recording the chassis number as '322'; however, the number had not been located at time of cataloguing. The car's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.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

Offered from the National Motorcycle Museum Collection 1930 AJS 8.9hp Dickey Seat Tourer Registration no. GK 6513Frame no. A553Engine no. none visible (see text)•High quality Vintage-era light car•Rare survivor•An older restoration•Matching numbers (see text)Although best known as a maker of high quality motorcycles, A J Stevens & Co (AJS) also manufactured wireless sets, commercial vehicles, and motor cars at its Wolverhampton factories. The firm's first foray into motor manufacturing was as the supplier of coachwork (via its Hayward Motor Bodies subsidiary) for the locally produced Clyno Nine light car. When Clyno collapsed in February 1929, the Nine's designer A J Booth was recruited to design AJS's own light car, which was announced in December of that year. Laid out along lines similar to the defunct Clyno's, the AJS Nine employed a simple yet sturdy cross-braced chassis, which was suspended on friction-damped semi-elliptic springs. Supplied by Coventry Climax, the engine was a four-cylinder 1,018cc sidevalve that produced 24bhp and was rated at 8.92hp for taxation purposes. Power reached the rear wheels via a three-speed gearbox. Sales of the AJS Nine commenced in August 1930.In his definitive history of the marque, AJS of Wolverhampton, Stephen Mills says this about the Nine: 'On the road the little AJS more than measured up to expectations. Finger light steering inherited from the Clyno, combined with remarkable, low speed flexibility made it a delight to drive. Under favourable conditions the 'Nine' could be driven at mile-a-minute gait, while a maximum speed of 40mph in second gear ensured brisk hill climbing ability. With powerful brakes, capable of stopping the car in 38 feet from 30mph and a fuel consumption of 38mpg, the car won much praise from the motoring press.'Despite its manifest virtues the AJS Nine was too expensive; production ceased when the company went into liquidation in October 1931, by which time AJS had switched to making its own copy of the Climax engine. Some 3,000 cars had been produced but it was not quite the end of the Nine's story, the rights being acquired by Willys-Overland-Crossley, which continued production in Stockport for another year or so.Purchased 'as is' by the Museum, 'GK 6513' was first registered on 31st December 1930, the last day of the 'Vintage' era, and is believed to have covered only 5 miles since restoration. The manufacturer's VIN plate records the chassis/engine number as 'A553', while below that plate is another bearing the legend: 'The Light Car & Cyclecar Restoration Co, Birmingham No. 317'. Accompanying documentation consists of an old-style continuation logbook and a V5C document. The car's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.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

Offered from the National Motorcycle Museum Collection 1935 Excelsior 250cc Manxman Works Racing MotorcycleRegistration no. not registeredFrame no. M.E.T.T. 3Engine no. BBAR 102•One of eight or nine works machines built for the 1935 Isle of Man TT•Possibly ridden by Manliffe Barrington at the 1935 TT•Formerly part of the Norman Webb and Autokraft collectionsAlthough it had proved fast enough to win the 1933 Lightweight TT in Syd Gleave's hands, Excelsior's complex twin-cam, radial four-valve Mechanical Marvel proved something of a disappointment thereafter, and at the end of the 1934 season the Tyseley firm opted for a simpler design - the Manxman. Like the Marvel, the Manxman's Ike Hatch-designed engine was built by Blackburne, though increasing friction with its engine supplier forced Excelsior to take over production early in 1936, with further developments masterminded by Melbournian, Alan Bruce, the company's Technical Manager.A single-overhead-camshaft, two-valve design, the Manxman was built in 250, 350 and 500cc capacities. Although it never won a TT, the Manxman enjoyed considerable success in international racing and the Manx Grand Prix, Denis Parkinson winning the MGP Lightweight race three times consecutively between 1936 and 1938. Sadly, the Manxman did not resume production after WW2 and today is one of the most sought after of all post-Vintage thoroughbred motorcycles. The works Manxman offered here is one of eight or nine built for the 1935 Isle of Man TT. The riders were Manliffe Barrington (entered by Handley), Charlie Manders (works entry), Horton (entered by Alan Bruce), Cook, Cornfield, Smith, Loth, and De Ortueta from Spain. Notes left by Alan Bruce suggest that 'TT3' might have been Manliffe Barrington's machine at the '35 Lightweight TT, a race the Irish star failed to finish. Its original twin-plug engine ('BBAR EX308') was replaced in April 1936, after which the machine seems to have been used at Donington Park and thereafter as a works 'hack' or development bike. Some time later the Manxman went to Ireland, where it was raced, and in 1960 was purchased there by Norman Webb, who had bought the remains of the Excelsior race-shop in the 1950s. The machine had no engine so Norman fitted a 1936 engine ('BBAR 102'), which was assembled using the correct racing parts. An old-style continuation logbook on file (issued 1957) shows that 'BBAR 102' was in frame number 'R333' at that time. Engine number 'BBAR 102' is known to have been used on two sets of crankcases, perhaps three, and for two different machines, while the drive side crankcase is un-stamped, possibly indicating that it is a replacement. This Manxman is one of 13 Excelsiors, many of them works machines, purchased by the National Motorcycle Museum in February 1994 from Brian Angliss's Autokraft Collection. 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. 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

Offered from the National Motorcycle Museum Collection 2003 FWD Seeley 499cc G50 Mk3 ReplicaRegistration no. not registeredFrame no. none visibleEngine no. FW/25 G50/25W•Built by Fred Walmsley Developments•Ridden by Glen English as part of his 2003 World Championship-winning campaign••Many-times British sidecar champion Colin Seeley bought Associated Motor Cycles' racing department when the company went into receivership in 1966. The previous year he had constructed the first Seeley racing frame to house a Matchless G50 engine, and the AMC purchase enabled him to produce complete Seeley G50 and 7R machines. With their improved frames, the ageing four-stroke singles enjoyed renewed competitiveness, Dave Croxford winning the British 500 Championship on a Seeley G50 in 1968 and '69. The Seeley frame progressed from the duplex cradle Mk1 to the similar but lighter Mk2, before the down-tubes were abandoned with the Mk3, the headstock and swinging arm pivot of which were linked solely by tubes running diagonally above the engine. The Mk4 introduced towards the end of 1970 featured a revised tubing layout and continued in production until 1973. Production of Seeley frames was later licensed to Roger Titchmarsh and there have been countless unauthorised copies made over the years. The 500cc historic racing series run by the International Classic Association (InCA) was granted FIM World Championship status for 2003. Glen English won the title, scoring most of his championship points on this Seeley-G50 replica built by Fred Walmsley Developments. Although outwardly similar to the original Matchless G50 engine used in Seeley machines from 1966 to 1969, this replica unit is modified for enhanced performance and reliability.The cylinder bore is 5mm larger than standard at 95mm and the stroke is reduced from 78mm to 70.46mm. As a result, peak power is at 8,500rpm rather than 7,200rpm. FWD claim a phenomenal 63 brake horsepower. A super-strong titanium connecting rod is used to withstand the increase stress involved. Carburetion is by a Gardner flat-slide instrument, while an electronic CDI ignition unit replaces the original magneto. A toothed rubber belt transmits power to a close-ratio Mick Hemmings gearbox with six-speed internals. Thus, equipped the FWD Seeeley-G50 weighs 238lb (108kg) and has a top speed, depending on gearing, of 150mph. English started the 2003 season on the ex-Barry Sheene FWD Manx Norton but contested several title rounds on the Seeley-G50. The machine's very first track outing in Austria saw him win one race and finish 2nd in the other. Further victories were scored in Holland and at Donington Park's British MotoGP round. English found the Seeley more agile on twisty circuits than the Norton and went on to win the 2004 UK 500cc Classic Championship, breaking the class lap record at every circuit be raced on. 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. 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

Offered from the National Motorcycle Museum Collection1954 AJS 349cc 7R Racing MotorcycleRegistration no. not registeredFrame no. to be advisedEngine no. ANDERSON AJS 1Built 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. 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 is 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 Museum in June 2004 (receipt on file). 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.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

Offered from the National Motorcycle Museum Collection c.1933 Rudge 499cc TT Replica Racing MotorcycleRegistration no. not registeredFrame no. unable to locateEngine no. S45The full potential of Rudge's four-valves-per-cylinder design 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' sports model. Early engines deployed parallel valves in a pent-roof combustion chamber, then in 1930 a trio of 350s appeared at the Isle of Man with radially-disposed valves, the new arrangement demonstrating its superiority when the Rudges finished 1,2,3 in the Junior TT. The next move was to produce a 'head for the 500 featuring parallel inlet valves and radial exhausts, and this semi-radial arrangement debuted on the works bikes for 1931. Chief advantage of the semi-radial valve gear was its reduced complication, but although the works 500s proved every bit as fast as before, they were beset by handling problems. Altered weight distribution caused by re-positioning the magneto behind the cylinder was diagnosed as the culprit, and the mag was promptly moved back to its original position. The TT Replica went from parallel valves in 1931 to radial in 1932 and then, finally, to the semi-radial arrangement for 1933, the last year of this model's production. Semi-radial valves were adopted for the 500cc Ulster for '33, and Rudge's top-of-the-range model would keep this arrangement until production ceased in 1939. This Rudge TT Replica was purchased from Paul Ingham in December 2006 and comes with related correspondence and the purchase receipt. 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.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

Offered from the National Motorcycle Museum Collection 1969 Triumph 750cc Trident Drag BikeRegistration no. not registeredFrame no. none foundEngine no. not stamped•Built in the USA by Bud Hare•Set a new class record of 169.33mph in 1969 at the Bonneville Salt Flats•Ridden by Jeff GoughThe unique Triumph Trident-powered drag bike offered here was built in the USA by Racing Service Center (owners Harry Seevers and Bud Hare) with funding from Triumph of America. Built to compete in the up-to-750cc APS-AF Class (Altered frame, Partial Streamlining, Altered Fuel (methanol), this machine set a new class record of 169.331mph in 1969 at the Bonneville Salt Flats ridden by Jeff Gough. Its creator was Bud Hare from Southern California, the legendary motorcycle tuner and drag racer credited with being the first man to build a twin-engined drag bike – the Triumph-powered 'Dübble Bübble' – in 1953. The three-cylinder Trident engine is mounted well back in the special hard-tail frame, no doubt to improve traction, while it is easy to understand why hub-centre steering was chosen in preference to a flex-prone telescopic fork. Fuel is pumped from tanks mounted low down in front of the engine; electronic ignition fires two plugs per cylinder; and large Japanese Mikuni carburettors replace the standard British Amal instruments. The Triumph was kept in California by owner Bud Hare and came near to being scrapped when he died in 1985. His widow decided to get rid of the bike and only the fact that the scrap man was a motorcycle enthusiast saved it from the crusher. He told a motorcycle-dealer friend, who bought the bike and preserved it. 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. There are no documents with this Lot.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

Offered from the National Motorcycle Museum Collection, Ex-Works, Craig Jones, 2003 Isle of Man TT 2003 Triumph ValMoto 599cc Supersport Racing MotorcycleRegistration no. not registeredFrame no. 070103Engine no. TVM14In 2003, the first Triumph factory team for 30 years burst upon the UK road racing scene and secured an historic Isle of Man TT victory. Triumph had launched the TT600 Daytona, a lighter and faster version of its original TT600, for 2003. To promote the Daytona in the ultra-competitive 600cc market, the company contested the UK Supersport championship, signing rising-star teenager Craig Jones and veteran Jim Moodie. The race programme was entrusted to the experienced ValMoto team, run by Jack Valentine and Steve Mellor. The Daytonas faced stiff opposition on short circuits but Jones gained his first podium finish in 2003's final Supersport round at Donington Park. However, the season's peak achievement was at the TT where New Zealander Bruce Anstey won the Junior race, taking Triumph's first TT victory since Slippery Sam's 750cc Production success in 1975. Team-mates Moodie and John McGuinness finished 9th and 10th respectively, securing Triumph the Manufacturers' Award. A winter of work at ValMoto made the Daytona more competitive in the 2004 Supersport series, as demonstrated by Jones' win at Donington Park.One of the three used at the 2003 TT, the Daytona offered here was also used by Craig Jones for short circuit events. The Triumph was purchased from ValMoto in 2005 and comes with its purchase receipt. 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.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

Offered from the National Motorcycle Museum Collection 1965 Greeves 246cc Silverstone RESRegistration no. not registeredFrame no. 24RCS 155Engine no. to be advisedGreeves' first road-racer, the Silverstone, was introduced for the 1963 season following the success of Reg Everett's converted scrambler. The production bike used a modified 24MDS scrambler frame, narrowed at the rear, and was powered by a Villiers 36A engine fitted with Greeves' own cylinder barrel and head. An Amal GP carburettor and expansion chamber exhaust were standard equipment and the motor produced 31bhp at 7,400rpm. Introduced for 1964, the RBS version used a development of Greeves' own Challenger scrambles engine and switched to an Albion five-speed gearbox, though the latter would prove to be somewhat of an Achilles heel until it was replaced on the RDS model by an improved 'cam barrel' design. Built through versions RAS to RES until 1968, the Silverstone provided many an aspiring star with their first taste of road racing, and today remains a popular mount in Classic racing's 250 class. There are no documents 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. 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

Offered from the National Motorcycle Museum Collection1982 Hesketh 992cc Vampire Registration no. WCP 111XFrame no. unable to locateEngine no. 0053•Rare Hesketh variant•An older restoration•Dry stored since 1994Brainchild 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. 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. Mick continued to provide a service to the small but dedicated band of owners of this most exclusive British motor cycle from new premises at Turweston Airfield near Brackley, Northamptonshire. In September 2008, he put the business up for sale, and the Hesketh side of Broom Development Engineering was acquired by Mr Paul Sleeman. The business relocated to the south of England where it was intended to continue the service to Hesketh owners. Some 35 years on, the Hesketh is regarded somewhat differently, and nowadays is considered highly collectible on account of its rarity and status as one of the British motorcycle industry's more fascinating 'might have beens'. And there's no denying that it is one immensely handsome motorcycle. The sole derivative of the original V1000 was the even rarer Vampire - a super tourer equipped with fairing designed by John Mockett. This example was acquired by the Museum at Bonhams' Stafford Sale in October 2004 (Lot 388, purchase receipt on file). The previous owner had acquired the Vampire in 1989, at which time it was in very poor cosmetic and mechanical condition. Subsequently the cycle parts were refinished to concours standard by Raven Paintwork and the engine - '0053', believed the oldest surviving Vampire unit - rebuilt by Mick Broom. At time of purchase the Hesketh had been in dry storage since 1994. Accompanying documentation includes an owner's manual; restoration bills/records; three expired MoTs; and an old-style V5C. 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. 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 Hesketh 1,100cc VortanRegistration no. not registeredFrame no. noneEngine no. none•The sole Vortan made•Offered for sale by Mick Broom•Requires re-commissioning (see text)Brainchild of wealthy aristocrat and Formula 1 team owner Alexander, Lord Hesketh, the Hesketh promised to be an all-new British superbike in the Vincent mould. Prematurely rushed into production, the V1000 was panned by the critics and when the receivers pulled the plug in 1982 only 170 had been made. Successor-company Hesleydon restarted small-scale production at the Hesketh family seat at Easton Neston where, over the years, development engineer Mick Broom managed to eradicate virtually all the V1000's shortcomings. One of Mick's projects was the limited-edition Vortan: an extensively reworked and restyled alternative to the original that was intended to mark the first 10 years of Hesketh production. It was planned that 14 would be built, but the project foundered when only eight deposits were forthcoming. Mick's fresh approach combined the basic architecture of the V1000 original with a different approach to the styling, while the engine was enlarged, and size and weight reduced wherever possible. The Vortan engine retained many of the earlier model's details such as four-valve heads, double overhead cams, electronic ignition, and a five-speed gearbox, while the capacity was increased to 1,100cc with a longer stroke; other changes included a steel crankshaft and different ignition, cams, and cylinder heads. The running gear likewise was comprehensively upgraded, featuring a new stainless steel frame; Marzocchi front fork; Marvic magnesium wheels; Lockheed racing front brakes; Brembo rear brake; and hydraulically damped rising-rate rear suspension with gas spring to achieve a better ride. Offered for sale by Mick Broom, the prototype offered here is the sole Vortan made. Mick advises us that all parts are new and that the machine has never been run. There are internal components missing and Mick is preparing a list of parts and actions required to commission the Vortan as a runner. All the parts have been drawn and manufactured but the passage of time means some will need replacing; accordingly, the machine is sold strictly as viewed and without documents. 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

Property of a deceased's estate c.1974 Norton Commando 850Registration no. not registeredFrame no. 850 109557Engine no. 314448Launched in 1967, the Commando featured an ingenious, vibration-beating 'Isolastic' frame that enabled Norton Villiers to prolong the life of their ageing parallel twin. The Commando used the preceding Featherbed-framed Atlas model's 750cc engine and AMC gearbox, and was an instant hit with the motorcycling public, being voted Motor Cycle News 'Machine of the Year' for five consecutive years. Introduced in 1973, the 850 (actually 829cc) featured a larger-bore, through-bolted cylinder block, stronger gearbox casting, and an all-metal clutch among a host of other, more minor improvements. Formerly a Military Police mount, this Commando 850 is an ex-MoD machine that was registered '38 AX 97' while in military service. Currently displaying a total of 15,642 miles on the odometer, the machine is offered for restoration and sold strictly as viewed (the engine turns over). Offered with 1986 MOD Certificate of Transfer and Release Note – Ex Government Vehicle and correspondence.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

Property of a deceased's estate 1984 Norton 588cc Interpol ProjectRegistration no. not registeredFrame no. 3091Engine no. 3091After a lengthy development programme commenced in the 1970s by NVT, Norton's Wankel rotary-engined roadster debuted in 1982 as the police-specification Interpol, though it would be 1987 before the motorcycling public got to sample the rotary's excellent handling and smooth almost vibration-free engine in the form of the un-faired civilian Classic. One of approximately 350 Interpols produced, this example is an ex-MoD Military Police machine formerly registered '98 KB 88' while in military service. The front brake callipers are seized and have been detached, and thus the machine is offered for restoration and sold strictly as viewed. Alternatively, it would make an excellent basis for a replica of the works John Player and Duckhams-sponsored race bikes of the late 1980s/early 1990s. Offered with a 1988 MOD sales invoice; an MOD Form 654 'Application For Disposal of a Cast Vehicle'; and an MOD Certificate of Transfer – Ex Government Vehicle' form.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

Property of a deceased's estate 1984 Norton 588cc Interpol ProjectRegistration no. A268 VUVFrame no. 3093Engine no. SX0118 (see text)After a lengthy development programme commenced in the 1970s by NVT, Norton's Wankel rotary-engined roadster debuted in 1982 as the police-specification Interpol, though it would be 1987 before the motorcycling public got to sample the rotary's excellent handling and smooth almost vibration-free engine in the form of the un-faired civilian Classic. One of approximately 350 Interpols produced, this example is an ex-MoD Military Police machine formerly registered '98KB90' while in military service. There is evidence of crash damage to the fairing, believed to have been sustained during the 1988 'Monte Carlo or Bust' rally, thus the machine is offered for restoration and sold strictly as viewed. Offered with an old type V5 recording an old engine number of 0003093, a substantial quantity of bills (mostly dated 1987 following repairs), a quantity of expired MOT's and Norton Motors Limited correspondence.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

Property of a deceased's estate 1984 Norton 588cc Interpol ProjectRegistration no. not registeredFrame no. 3096Engine no. 3096After a lengthy development programme commenced in the 1970s by NVT, Norton's Wankel rotary-engined roadster debuted in 1982 as the police-specification Interpol, though it would be 1987 before the motorcycling public got to sample the rotary's excellent handling and smooth almost vibration-free engine in the form of the un-faired civilian Classic. Previously registered '98 KB 94' while in military service, and still carrying its RAF Police rear light, this Norton Interpol was purchased from Shoreham Car Auctions in 1986. The receipt is on file and the machine also comes with copies of its MoD sale/release paperwork and 1989 MoT certificate. It should be noted that the machine does not engage gear and that its mechanical condition is unknown; accordingly, it is offered for restoration and sold strictly as viewed.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

Property of a deceased's estate 1979 Triumph 744cc TR7V Tiger 750Registration no. not registeredFrame no. none visibleEngine no. TR7RV AA17396The final phase of Triumph twin development began in 1972 with the first appearance of the enlarged-to-750cc version of the Bonneville, the increase in bore size necessitating a new crankcase. Other improvements included a ten-stud cylinder head, triplex primary chain, stronger transmission and disc front brake. A five-speed gearbox was standard equipment on the newcomer, which was also offered in single-carburettor configuration as the 'Tiger 750'. Carrying the remnants of a 'Royal Marines' sticker to the fairing, this Tiger 750 is an ex-MoD Military Police machine formerly registered 'CO RN 55' while in military service. Currently displaying a total of 16,935 miles on the odometer, the machine is offered for restoration and sold strictly as viewed (the engine turns over with compression). Offered with 1987 Bristol & West Motor Auction Limited receipt and invoice, and MOD Form 666 'Certificate of Transfer – Ex Government Vehicle' 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

Property of a deceased's estate 1978 Triumph 744cc TR7V Tiger 750Registration no. not registeredFrame no. none visibleEngine no. TR7RV DX07072The final phase of Triumph twin development began in 1972 with the first appearance of the enlarged-to-750cc version of the Bonneville, the increase in bore size necessitating a new crankcase. Other improvements included a ten-stud cylinder head, triplex primary chain, stronger transmission, and disc front brake. A five-speed gearbox was standard equipment on the newcomer, which was also offered in single-carburettor configuration as the 'Tiger 750'. Easier to keep in tune than the twin-carburettor Bonnie, the Tiger gave little, if anything, away in actual on-the-road performance and was more economical too. Formerly a Military Police mount, this Tiger 750 is an ex-MoD machine that was registered '39 AX 20' while in military service. Currently displaying a total of 14,150 miles on the odometer, the Tiger is offered for restoration and sold strictly as viewed (the engine turns over but with little compression). Offered with 1987 Bristol & West Motor Auction Limited receipt and invoice, an expired 1988 test certificate, and MOD Form 666 'Certificate of Transfer – Ex Government Vehicle'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

1987 Honda GL1200 Gold Wing AspencadeRegistration no. D320 APKFrame no. SC14-6300227Engine no. SC14E-2718968'Motorcycle or sci-fi fantasy?' was how Bike magazine greeted the arrival of Honda's GL1000 Gold Wing super tourer back in 1976. Fantastic it may have been, but more than 40 years after its introduction the 'Wing is still going strong and enjoys a cult following worldwide. As owners began to fit more and more accessories, engine capacity was increased first to 1,100cc and then to 1,200cc to cope with the increasing demands for more power. This Gold Wing is an example of the top-of-the-range Aspencade, a model incorporating just about every conceivable 'extra' as standard. 'D320 APK' has had only two owners from new and has been registered to the vendor since May 2005. The machine has been dry-stored since it was last used in 2008 and started regularly until last year. Offered for re-commissioning, this classic Aspencade is offered with expired MoTs, SORN paperwork, and old/current V5C documents.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

1958 Velocette 350cc ViperRegistration no. 827 DFCFrame no. RS10645Engine no. VR1649'One's outstanding impression is of the exceptional flexibility and smoothness of the engine – it seems almost incredible that so much docile punch should be the product of no more than one cylinder and an 8.5:1 compression ratio,' enthused Motor Cycling about its test Viper, summarising characteristics that will be familiar to anyone who has ever ridden one of Hall Green's delightful high-camshaft singles. Engine development pursued as part of the scrambles programme bore fruit in 1956 in the shape of the high-performance 500cc Venom and its 350cc sibling, the Viper. 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. The Viper ceased production in 1968, two years before the Hall Green factory closed forever. An older restoration purchased from a Mr Turner in Waterlooville, Hampshire in 1998, this Viper appears to be an honest machine and sounds very nice when running, though we are advised that the magneto pinion/taper may have worn and requires attention. The engine was rebuilt by Martin Arscott in 1993, while other noteworthy features include a Mikuni carburettor; 12-volt electrics; and a Roo (roll-on, roll-off) centre stand, the latter a vast improvement over the standard item. Currently taxed, the machine is offered with an old-style buff logbook and V5/V5C documents.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

1952/51 BSA 349cc Gold StarRegistration no. NUO 976Frame no. ZB32S 4453Engine no. ZB32 GS 3238Post-WW2, the Gold Star did not return to BSA's range until 1949. First displayed at the Earls Court Show in 1948, the ZB32 Goldie boasted the telescopic front fork first introduced on BSA's larger models for 1946 and came equipped with a new alloy cylinder barrel and 'head. For 1950 a 500cc version – the ZB34 – was added to the range and this larger Goldie was the first to switch to the new die-cast top-end, with separate rocker box, in 1951. The 350 followed suit in 1952 and the pair continued as the 'BB' Gold Stars after the new swinging arm frame was introduced in 1953. Apparently built up from parts, this ZB Goldie features a 1951 engine in a 1952 Clubman's model frame. Other noteworthy features include a B31/33/34 four-spring clutch; a twin-leading-shoe front brake; and a two-way damping conversion to the front fork. The machine was purchased 7/8 years ago in Bexley Heath, Kent and was last taxed in October 2020. Works carried out include a gearbox rebuild by SRM (£878 in 2018); new oil pump and drive; cylinder re-sleeved back to standard; new valves and guides (fitted by Ron Lewis); and new taper-roller steering head bearings (2020). It should be noted that there is a charging fault, although the dynamo has been checked and found to be OK. Accompanying paperwork consists of sundry bills and a V5C document.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

1964 Velocette 192cc LE MkIIIRegistration no. DGU 697BFrame no. 6698/3Engine no. 6698/34Launched 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. This LE is an example of the MkIII which was introduced for 1959, its principal improvement being a four-speed, foot-change gearbox with kick-starter. In addition, the speedometer, ammeter and light switch were moved from the leg shield to the headlamp shell. 'DGU 697B' was supplied to Oxfordshire Constabulary via Kings of Oxford and Leytons (see Dennis Frost letters on file). Owned for 30 years and currently taxed, the LE sounds good when running and is presented in 'oily rag' condition. The private vendor advises us that the oil has been changed every 500 miles and that the following components have been replaced: top gear on the gearbox main shaft and lay shaft; gearbox bearings and oil seals; and piston rings and valves. Although the aforementioned works were carried out circa 30 years ago, the machine is said never to have smoked since. Velo-8M electronic ignition was fitted in 2020. Accompanying paperwork includes expired MoTs; a V5C Registration Certificate; and invoices for a new exhaust and silencers (stainless).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

1983 Moto Morini 500 Sei-VRegistration no. XGX 365YFrame no. 500-W 05601Engine no. 05601Before the introduction of its v-twin roadsters, Morini's reputation had rested on its highly successful double-overhead-cam single-cylinder racers. An entirely different approach was adopted for the v-twins: each cylinder's two valves were pushrod-operated by a single camshaft while the combustion chambers were located in the piston crowns. Enhanced by a six-speed gearbox, this superb motor's performance belied its lack of capacity, endowing the lightweight, nimble-footed Morini '3½' (350cc) with a top speed of around 100mph. A '500' (actually 478.6cc) version was announced in 1975 with production commencing a couple of years later in five-speed form, a six-speed version superseding it for 1982. The 500's top speed was only marginally superior to the 3½'s, the biggest gain from the larger engine being greater flexibility. This Sei-V (six-speed) model was purchased new from Roger Hollingshead Motorcycles by the current owner and has covered 48,028 miles from new. The original bill of sale is on file and the machine also comes with its original handbook; parts book and maintenance book; Mikuni carburettor instructions; V5/V5C documents; and all bills, MoTs, and tax discs dating back to its purchase. Sounding great when running, and taxed/MoT'd to July 2021, 'XGX 365Y' has been maintained regardless of cost and was last serviced in July 2019. The seat has been re-covered and the starter motor rebuilt, while other noteworthy features include Nonfango panniers, an Armour stainless exhaust system, and the original tool kit.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

1954 AJS 347cc 18S/16S Registration no. 415 XVJ (see text)Frame no. A16060Engine no. 54/16MS 21121This AJS was constructed by a time served AMC man using a 1954 AJS 18S frame purchased at a Newark autojumble, and a 1954 16MS engine which was already in the vendor's possession. Other parts were taken from his stock or purchased as required. The engine is described as rebuilt and not run in (last run in 2017). The electrics have been upgraded to 12 volt, while the forks are the 1¼' diameter type introduced in 1955. A full width front hub is fitted along with off road footrests and alloy mudguards. It has not been used on the road and will require the usual tweaking to make it a rewarding ride. Accompanied by a V5C, owners club dating certificate, & DVLA correspondence dated 02.01.20 confirming the new age related registration. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition.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

1960 BSA 646cc A10 ProjectRegistration no. 819 AUL (see text)Frame no. GA7 11118Engine no. DA10 12979Introduced in 1949, BSA's rugged 650cc twin had undergone considerable development by the end of the succeeding decade. On the cycle parts front, the introduction of a swinging-arm frame in 1954 had resulted in the original bolt-up gearbox's replacement by a conventional separate item, while the engine had benefited from numerous improvements including an increase in compression ratio for 1958 and the standardisation of the sports models' high-lift camshaft for 1959. This BSA A10 has been partially dismantled, the owner's intention being to build a flat track-style machine. Offered for restoration and sold strictly as viewed, it comes with an old-style continuation logbook (issued 1976). The registration '819 AUL' is listed in the HPI database; nevertheless, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding.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

1951 BMW 494cc R51/2 ProjectRegistration no. MGO 552Frame no. 520660Engine no. 520660This BMW R51/2 was purchased by the lady vendor's father approximately 35-40 years ago as a dismantled project and has remained as such. The Lot consists of an R51/2 frame; crankcase with cylinders; cylinder head; gearbox; driveshaft; and final drive unit. There are also headstock and fork parts; exhaust pipes and silencers; front and rear wheel parts; front and rear mudguards; a fuel tank; control levers; a Pagusa seat; and some electrical components including a dynamo. The frame and engine numbers match and correspond to those on the accompanying V5C document. Also included in the Lot are two BMW R51/3 engine crankcases: one with a crankshaft, cylinders, cylinder heads, and valve covers; the other with only driveshaft parts and valve covers. There is also a gearbox, driveshaft, and a final drive unit, plus a selection of suspension components, tinware, and springs. A challenging but potentially most rewarding project for the BMW enthusiast.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

1962 Matchless 348cc G3 Mercury Registration no. LAS 211 (see text)Frame no. A82307Engine no. G3 41755In the current ownership since 2004, this 1962 Matchless G3 has been much loved and extremely reliable. The accompanying AJS & Matchless Owners Club dating certificate confirms that this is an all matching numbers example. The engine, a new more powerful short-stroke unit for 1962, has recently been treated to a major overhaul including valve guides and seats, rebuilt crank, small end, main bearings etc. (a rebore was not required). The tanks, tinware, and mudguards were resprayed around the same time. Accompanied by multiple invoices, a large quantity of MoT certificates from 1985 to 2013, and sundry old tax discs, it acquired its age-related number in 2002 (DVLA correspondence included). When consigning the machine in late February the owner told us that it was run only 'last week'. A change to 12-volt electrics is the only noted modification from standard.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

c.1952 BSA Bantam 123cc D1Registration no. OTB 65 (see text)Frame no. YD1S 75586Engine no. to be advisedMany a now-mature motorcyclist's first two-wheeled experience will have been gained aboard a BSA Bantam. Developed from the pre-war DKW RT125 and announced in 1948, the Bantam became a top seller for BSA, in excess of half a million leaving the Birmingham factory before production ceased in 1971. Originally of 123cc, the engine grew first to 148cc and then to 172cc. Plunger rear suspension became available as an option in 1950, as did battery electrics powered by a 6-volt Lucas alternator, direct lighting having been relied upon hitherto. Believed an older restoration, this plunger-suspended Bantam D1 displays a total of 32 miles on the odometer, which may represent the distance covered since it was rebuilt. There is no registration document with this Lot, but it does come with a photocopy of the last V5C Registration Certificate and an HPI check. The purchaser will have to apply for a new V5C. The machine is offered for re-restoration and sold strictly as viewed.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

Offered from the Collection of Carole Nashc.1961 BSA 247cc C15Registration no. 2383 AW (see text)Frame no. C15 23368Engine no. C15 22641In September 1958 BSA introduced a new '250' that would provide the basis for an entire range of singles in capacities up to 500cc. This newcomer, the C15, featured a compact overhead-valve engine and unitary four-speed gearbox. Alternator electrics and coil ignition were features; early models being distinguished by a distributor-type points housing. The engine/gearbox unit was housed in a conventional cradle frame with bolt-on rear sub-frame. Trials and scrambles versions were offered as the range expanded during the 1960s. This example was purchased as a restoration project from an autojumble many years ago. An HPI check document on file reveals that the registration '2383 AW' has lapsed and so this motorcycle should be treated as unregistered. The machine is offered for restoration and sold strictly as viewed.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

1948 AJS 497cc Model 18Registration no. ESU 875 (see text)Frame no. 28301Engine no. 48/18 6923 BAssociated Motor Cycles announced its post-war range of AJS and Matchless 'heavyweight' singles in June 1945. Coded Model 18 and G80 respectively, the two 500cc models shared the same 93mm stroke as their 350cc brethren, coupled to an 82.5mm bore. Housed in a rigid frame with Teledraulic front fork, the ruggedly built overhead-valve engine drove via a four-speed gearbox. This AJS Model 18 is believed to be an older restoration undertaken by HMP Full Sutton. A total of 1,562 miles is displayed on the odometer, which may be the distance travelled since the rebuild. There is no registration document with this Lot; however, the registration mark is on the HPI database. Accordingly, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding. The machine is offered for re-commissioning/restoration and sold strictly as viewed.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

Offered from the Collection of Carole Nash1914 BSA 4¼hp Model H Motorcycle CombinationRegistration no. E 1262Frame no. 8689Engine no. 8736/14Sold strictly as viewed, this wonderful BSA Model H motorcycle combination 'barn find' was purchased at the Stafford sale in April 1991 (invoice on file) having last been used in 1978. The machine was supplied new on 11th August 1914, exactly one week after Great Britain had declared war on Germany, by Ernest D Newing of Deal, who were district agents for BSA. The first owner was a Mr J Vassey, who was allowed £30 on his old Bradbury and paid the balance of £33 in cash. Unusually, the machine comes with Newing's original sales receipt; a 1916 licence (£1); and an original BSA range brochure stamped on the cover by E D Newing. Accompanying (copy) correspondence from the BSA factory indicates that the machine was owned in 1954 by Mr C Knowles of Canterbury, Kent. After purchase in 1991, the BSA successfully completed the Pioneer Run the following year and was last taxed for the road in February 2007. Offered for restoration, this unusually well documented Veteran BSA motorcycle combination comes with a V5C Registration Certificate and a substantial file of photocopied literature and other historical paperwork. There is no Pioneer Certificate offered with the machine however, the Sunbeam Motor Cycle Club advise a replacement certificate (number '380') can be sought by the successful purchaser following the sale.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

Offered from the Collection of Carole Nashc.1928 Sunbeam 3½hp Model 6 'Longstroke'Registration no. not registeredFrame no. B2094Engine no. J2422The first Sunbeam motorcycle left the Wolverhampton premises of John Marston Ltd, hitherto a manufacturer of finest quality enamelled goods, bicycles and - latterly - cars, in 1912. Like Marston's other products, his motorcycles soon established a reputation for sound construction and exemplary finish. Sunbeam quickly established a reputation for sporting prowess, achieving 2nd place in the 1914 Isle of Man Senior TT and winning the 1920 race. Overhead-valve engines were introduced in the mid-1920s but early successes were achieved with sidevalve-engined machines, most notably the 492cc (3½hp) 'Longstroke', which secured a debut win at the 1921 French Grand Prix ridden by Alec Bennett. In road-going form this remarkable engine remained in production right up until WW2. The Model 6 'Longstroke' had gained drum brakes by the mid-1920s, and in lightweight guise with low handlebars and minimal equipment was known as the 'Speedman's Machine'.Believed an older restoration, although obviously requiring further refurbishment, this Sunbeam 'Longstroke' was purchased in 1994 having belonged to one Cyril Marston of Pudsey since 1984. The frame and engine numbers are correct for 1928 and therefore are possibly matching; however, the frame number does not match that on the V5C and so the machine is offered without documents and sold strictly as viewed.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

Offered from the Collection of Carole Nash1925 Triumph 494cc Model P Motorcycle CombinationRegistration no. WU 3774 (see text)Frame no. 931556Engine no. 228553 CORA landmark machine in the development of the motorcycle in Britain, Triumph's Model P debuted at the 1924 Motor Cycle Show. A no-frills, sidevalve-engined model, the newcomer was priced at £42 17s 6d, at which level it undercut every other 500cc machine then on sale in the UK. The first batch manufactured was not without its faults, but once these had been sorted the Model P was a runaway success. Output from Triumph's Priory Street works was soon running at an astonishing 1,000 machines per week, and the Model P's arrival undoubtedly hastened the demise of many a minor manufacturer. Production continued until the decade's end, by which time the Model P had spawned a number of derivatives – models N, Q and QA - and lost penny-pinching features such as its guide-less valves and bicycle-type front brake. Believed to be an older restoration, this Triumph Model P comes with a detached sidecar, chassis, and wheel: all in need of renovation. There is no registration document with this Lot; however, the registration mark is on the HPI database. Accordingly, prospective purchasers must satisfy themselves with regard to the machine's registration status prior to bidding. Sold strictly as viewed.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

Offered from the Collection of Carole Nash1955 Triumph 499cc TrophyRegistration no. JPN 287Frame no. 64038Engine no. TR5 64038From 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.The matching-numbers Trophy offered here was purchased from Mr Bryan Kemp of East Sussex in June 2011, as evidenced by the sales receipt and correspondence on file. An accompanying document lists details of its restoration and states that the Triumph had been owned (presumably by Mr Kemp) for 30+ years and had had three owners. Not used for some time, the machine will require re-commissioning and the customary safety checks before returning to the road. Offered with a V5C document.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

The ex-works; Ron Langston; 1958 ISDT 1958 Ariel 497cc HT5Registration no. XOB 440Frame no. CRT 582Engine no. CAMB 1714•ISDT Gold Medal winner•An older restoration •Formerly part of the Autokraft CollectionAriel was one of the last British manufacturers to introduce a trials frame with rear suspension, the prototype of what would become the HT5 first appearing at the Scottish Six Days event in 1955 with production proper commencing in September of that year. Little was achieved by the works HT5s in their first season but the arrival of Ron Langston for 1956 brought with it the success Ariel had been seeking, their new signing winning the Cotswold and Greensmith trials. For the next few seasons the HT5 was the class of the field. Arguably the most capable of the 'heavyweight' trials irons, the HT5 disappeared along with the other Ariel four-strokes in 1959 after only 450-or-so had been made, though Sammy Miller's famous and much modified example - 'GOV 132' - would continue winning at the highest level well into the 1960s. Great Britain's entry in the 1958 International Six Days Trial (ISDT) in West Germany included the Ariel HT5 offered here, which was ridden by Ron Langston as part of the Vase A Team. Although the efforts of GB's Trophy and Vase Teams were thwarted by machine failures, there were some notable individual performances, among them Langston's, who finished with no marks lost and a coveted Gold Medal. It must have been close run thing, though, as the Ariel Team's bikes suffered frame cracks at the headstock on the fifth day and only made it to the finish thanks to jury-rigged repairs. All the frames were replaced back at the factory.Previous owner Bob Gardiner purchased this historic ISDT Ariel at Brooks' sale of the Autokraft Collection at the RAF Museum, Hendon in March 1999 (Lot 24, catalogue on file). After many years in obscurity, 'XOB 440' had re-emerged in 1986, appearing in The Classic Motor Cycle's November issue (copy on file). Then owned by Phil Ives, it had been restored by its previous owner and was in one-day trials trim. Ives then set about acquiring the many missing parts necessary to return 'XOB 440' to ISDT specification and, at the time of the article's publication, the machine was not yet finished. It is not known when the project was completed, or the machine acquired by Autokraft. In April 2019 the ex-Langston Ariel was sold at Bonhams' Stafford sale (Lot 311) and shortly thereafter was acquired by the current vendor (purchase receipt on file). As presented here, 'XOB 440' displays many of the features that differentiated the ISDT HT5 from its one-day trials counterpart: dual seat, tyre inflator, paired control cables, and front tyre 'mud claw' among others. It should be noted that the engine number is that of a roadster Red Hunter, possibly indicating an engine or crankcase swap. Accompanying documentation includes hand-written notes, a selection of photographs, photocopied literature, and old/current V5C Registration Certificates.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

1954 Ariel 500cc HT5 TrialsRegistration no. GOV 130Frame no. RT265Engine no. (see text)Crankcase Mating Numbers 273•Significant works motorcycle•Famous 'GOV' Ariel factory registration•Restored conditionThe Ariel HT5's competitive specification had been evolved at the Selly Oak factory by Clive Bennett and Sammy Miller, immediately proving so successful that the works team of Ron Langston, Gordon Blakeway, and Miller (on machines registered 'GOV 130', 'GOV 131' and 'GOV 132' respectively) were soon gaining more than Ariel's usual share of Team Awards and outright wins. It is a well-known fact concerning 'works' trials bikes that the factory competitions departments retained certain registration numbers for many years, swapping them between different machines as and when circumstances required. Such is the case with Ariel's famous 'GOV' numbers, confirmed by an illustration on file showing factory rider Norman Vanhouse on 'GOV 130', but which is clearly an earlier un-sprung machine, similar to those used in the early 1950s by Bob Ray and Stan Holmes, etc. There is also a handful of pictures showing Ron Langston in action on an Ariel, registration 'GOV 130', in 1956 through 1958. This HT5 was acquired by the immediately preceding owner at a Sotheby's Hendon Sale in 1996, since when it has been displayed at the odd reunion event but not ridden competitively. Although much of the machine's post-factory history is unrecorded, it was reputedly discovered by Bill Lawless, former editor of Trials & Motocross News, during the 1980s and, given its age, has undoubtedly received a fair amount of mechanical attention. The current vendor purchased 'GOV 130' as Bonhams' Stafford sale in April 2017 (Lot 184). At that time previous owner Lewis Birt advised us that he had carried out minor works to the machine, possibly including the installation of the alloy rims, following its purchase from Alfred Mansell Maddison in 1993. Dave Langston recalls fabricating and fitting the top rear mudguard mounting, similar to his '350' works machine. It should be noted that the engine number 'HT10' is not visible. The engine is stamped '10' to the barrel and '273' - matching crankcase numbers - and it should also be noted that the current V5C incorrectly records the frame number as 'R1265'. As with all lots in the sale, this lot is sold 'as is/where is' and prospective purchasers must satisfy themselves as to this motorcycle's provenance, condition, age, completeness, and originality prior to bidding. Offered with a history file. 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

Ariel 497cc HT5 'GOV 132' ReplicaRegistration no. not registeredFrame no. none visibleEngine no. TR173•Built by Sammy Miller•Formerly on display at the Sammy Miller Museum•Re-commissioned by Sammy Miller in December 2015'Miller took the HT5 and transformed it into one of the most famous machines ever known in the field of motorcycle competition. Known affectionately by its registration number GOV 132...' – On Two Wheels.Ariel was one of the last British manufacturers to introduce a trials frame with rear suspension, the prototype of what would become the HT5 first appearing at the 1955 Scottish Six Days event with production proper commencing in September of that year. Little was achieved by the works HT5s in their first season but the arrival of Ron Langston for 1956 brought with it the success Ariel had been seeking. For the next few seasons the HT5 was the class of the field. Arguably the most capable of the 'heavyweight' trials irons, the HT5 disappeared along with Ariel's other four-strokes in 1959 after only 450-or-so had been made, though Sammy Miller's famous and much modified example - 'GOV 132' - would continue winning at the highest level well into the 1960s. Sammy began the machine's development by modifying the front fork and yokes, shortening the wheelbase. He then did away with the separate oil tank (henceforth the oil was contained in the frame) and altered the rear sub-frame and suspension mounts. These changes necessitated building an entirely new frame out of Reynolds 531 tubing, which was significantly lighter than the stock component. In addition, everything that could be made out of a lighter-than-standard material was, the result being that 'GOV 132' weighed a mere 225lb, an amazingly low figure for a 500cc four-stroke single. Commenting on 'GOV 132' in his book, Classic British Trials Bikes, off-road historian Don Morley had this to say: 'Vastly increased ground clearance, minimal weight, and nothing on the machine that needn't be there. All part of Miller's trade mark, to be copied though rarely as successfully by every trials manufacturer since.'This replica of 'GOV 132' was built by Sammy Miller for display in his museum in New Milton, Hampshire (the real 'GOV 132' was for many years on loan to the National Motorcycle Museum). Sold by Sammy in 2001 to a Canadian enthusiast, the machine subsequently returned to the UK and in December 2015 was re-commissioned by Sammy for the current vendor (see supporting paperwork and bills on file). A wonderful opportunity to own an accurate 'GOV 132' replica, built by the man himself, Sammy Miller. 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

The ex-Peter Taylor, 1958 SSDT 1956 Royal Enfield 346cc Bullet TrialsRegistration no. 620 YUR (see text)Frame no. G2/38564Engine no. JS13433•Formerly fitted with a works '500' engine•Previously owned by Don Morley•REOC dating letterEnfield revived the Bullet name in 1948 for a sensational new '350' sports bike with swinging-arm rear suspension. After the prototypes' successful debut in the 1948 Colmore Cup trial, won by Bill Lomas, the Bullet went on to achieve its first major international success in the ISDT later in the year. Royal Enfield's success in post-war trials owed much to its being first in the field with swinging-arm rear suspension, but arguably more to the talents of works rider Johnny Brittain, ably aided by the likes of Tom Ellis, Jack Stocker, Stan Holmes, Don Evans and his younger brother Pat. Despite early works successes in one-day trials, the springer Bullet was viewed with suspicion by the off-road community and sales were sluggish. Fortunately, Enfield's policy of supporting foreign teams at the ISDT, and the fact that between 1948 and 1956 the Bullet won no fewer than 26 ISDT gold medals, ensured a healthy stream of orders, from foreign customers at least. Interestingly, in his book Classic British Trials Bikes, off-road historian Don Morley recounts that it was Enfield's practice to debut a works bike in ISDT form and then convert it for one-day trials. Given its pedigree, it is not surprising that the Bullet is a popular mount in today's Pre-'65 trials, with many original roadsters subsequently being converted for off-road competition use.Originally registered as '933 HMD', this Bullet Trials was fitted with a works 500cc engine and ridden by Peter Taylor in the 1958 Scottish Six Days Trial (see email from Don Morley and copy photograph on file). Don goes on to say that Peter Taylor was active mainly in South East of England trials until the coming of the Bultacos and other lightweights rendered the Enfield obsolete. Don bought the machine from Peter Taylor circa 1973 'mainly because of the ultra-rare 'Works' engine'. Don later sold the Bullet to a friend, Bryan Amos, and bought it back several years later (circa 2000) following Bryan's death. The engine currently installed is a '350', as it was when the machine left the factory in March 1956 bound for an unnamed customer in Hounslow (see REOC dating document on file confirming that this is a genuine Bullet Trials). The machine is offered with a blank V5C/2 New Keepers Supplement only, therefore, the successful purchaser will need to apply for a V5C post sale. 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

c.1974 Beamish Suzuki RL250 Trials MotorcycleRegistration no. not registeredFrame no. 101505Engine no. 101505The Beamish Suzuki was first produced in the 1970s by ex-BSA works rider, Graham Beamish, at that time UK agent for Suzuki moto-cross machines. Beamish began by modifying a batch of RL250 trials models at the beginning of the 1974 season, the success of which prompted him to purchase all of the remaining unsold stock of the unpopular RL250 'Exacta'. Although Beamish's modifications had improved the bike, what it really needed was a completely new frame, production of which was entrusted to trials rider and frame builder, Mick Whitlock, who designed one made of lightweight Reynolds 531 tubing, bronze-welded and chromed: the 'Whitehawk'. A staggering 1,200 of this first Beamish Suzuki model were sold. A revised Mk2 version featuring a lighter/stronger frame and a higher proportion of British-made components was introduced for 1976, while a larger-engined RL325 model debuted at the 1978 Earls Court Motorcycle Show. Production of Beamish Suzukis ended in 1981. This very nicely presented Beamish Suzuki has been restored by John and Graham Pantah of GB Classic Motorcycles. There are no documents with this Lot. 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

c.1975 Kawasaki KT250 TrialsRegistration no. not registeredFrame no. KT2-03653Engine no. KT2E-003600Development of the trials motorcycle has been marked by a series of high-profile collaborations between star riders and the sport's major manufacturers, most notably Sammy Miller's association with Bultaco (and later Honda). Miller's successful transformation of the Sherpa into a world-beater prompted rivals Montesa to recruit Don Smith and later Malcolm Rathmell to develop the Cota, while Mick Andrews was signed by Ossa, giving his name to the 'Mick Andrews Replica'. Andrews would move on to Yamaha while Smith too was wooed successfully by the Japanese, transferring his allegiance to Kawasaki in 1972. Formerly with Greeves, Smith certainly had the CV to justify his appointment, having won the European Trials Championship on three occasions (1964, 1967, and 1969). Don built a prototype using a Kawasaki 450cc moto-cross engine, which led in 1975 to the launch of the production KT250, undeniably one of the best-looking trials bikes ever to come out of Japan. Believed to retain its original paintwork, and fitted with new tyres, this KT250 was purchased from David Watson (Plant Sales). The machine is offered with an owner's manual, NOVA declaration, and one ignition key. A total of 1,284 miles is displayed on the odometer. 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

c.1975 Yamaha TY250 TrialsRegistration no. not registeredFrame no. 493-301917Engine no. 493-301917Having come to dominate the spheres of road racing and moto-cross, the major Japanese motorcycle factories turned their attention to the trials world in the early 1970s, recruiting top British riders to assist with machine development, just as the Spanish manufacturers had before them. In Yamaha's case this meant trials superstar Mick Andrews, late of Ossa, who began work on the TY250 in 1973. A conventional, air-cooled, single-cylinder two-stroke equipped with Yamaha's innovative reed-valve induction, the TY250 proved good enough for Andrews to win the Scottish Six Days Trial in 1974, the first victory by a Japanese motorcycle in that arduous event. He won the SSDT again on the TY250 in 1975, and the model and its derivatives went onto establish a formidable reputation in observed trials. Mono-shock rear suspension and a six-speed gearbox were among the innovations tried on the works bikes, both of which later found their way onto production models. There are no documents with this TY250, which is believed to be an older restoration. 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

c.1975 Ossa 244cc MAR Trials MotorcycleRegistration no. not UK registeredFrame no. B231133Engine no. M-231133Founded in 1951, the Spanish firm of Ossa first achieved worldwide recognition when works rider Santiago Herrero came close to winning the 250cc World Championship in 1969. Nevertheless, the off-road market was by far the more important for Ossa, as it was for local rivals Bultaco and Montesa. In a bid to emulate the latter's competition successes, Ossa hired English trials star Mick Andrews in 1967. Then only 23 but already a proven winner, Andrews set about developing Ossa's existing trail bike into a competitive trials mount, a process that culminated in the MAR - Mick Andrews Replica - that carried its creator to consecutive European Trials Championships in 1971 and '72. The MAR put Ossa on the trials map with a vengeance and proved so successful that it remained in production until the late 1970s. We are advised by the current vendor that this particular MAR had been treated to a 'last nut and bolt' restoration by the previous owner in Kent prior to its purchase by him in July 2019. A potentially competitive mount in 'Twin-Shock' trials, this attractive machine would respond well to careful detailing. There are no documents with this Lot.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

c.1971 Bultaco 250cc Sherpa Trials MotorcycleRegistration no. not registered (see text)Frame no. B-4902580Engine no. M-4903320There had been outright victories by lightweights in major events before, but it was the arrival of the Bultaco Sherpa in the mid-1960s that drove the final nail into the coffin of the heavyweight four-strokes in national and international trials. Bultaco's meteoric rise to supremacy would surely have taken much longer had the Spanish manufacturer not had the foresight to recruit the world's greatest trials rider, Sammy Miller, to spearhead development. Bultaco already possessed enormous experience of building competition two-strokes for road racing and moto-cross, and a 250cc single-cylinder 'stroker' was the natural choice for the new Sherpa trials model that made its debut at Earls Court in the autumn of 1964. By Christmas Miller had chalked up his first victory; the rest is history. One of 4,706 manufactured between 1968 and 1971, this Sherpa Trials had already been restored when purchased in 2016 and has been fitted with a replacement engine. Accompanying receipts indicate the restoration was carried out circa 2012 and that CDI electronic ignition has been installed. The machine also comes with the 2016 purchase receipt, a parts list, Haynes workshop manual, and an old numberplate ('WDD 176J') but this registration does not appear on the HPI database. There is no registration document with this Lot. 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