186049 Preisdatenbank Los(e) gefunden, die Ihrer Suche entsprechen

Property of a deceased's estate 1937 Brough Superior 1,096cc 11-50hpRegistration no. DTO 677Frame no. M8/1823Engine no. LTZ/F 56205/SN•Matching frame and engine•Restored circa 2000 by Dave ClarkLegendary superbike of motorcycling's between-the-wars 'Golden Age', the Brough Superior was synonymous with high performance, engineering excellence and quality of finish. Always the perfectionist, Brough bought only the best available components for his motorcycles, reasoning that if the product was right, a lofty price tag would be no handicap. Launched in 1933, the 1,096cc 11-50 was the largest Brough Superior to enter series production. Powered by a sidevalve v-twin (of unusual 60-degree configuration) supplied exclusively to the Nottingham factory by J A Prestwich, the 11-50 fitted into the Brough price range between the touring SS80 and super-sports SS100 models. The 11-50 was conceived as a long-legged, effortless tourer and could exceed 90mph in solo form or pull a heavy sidecar at up to 75mph; indeed, in the latter role it was one of the finest sidecar mounts of its day. Production lasted until 1939, by which time the 11-50 was the only JAP-powered machine in the Brough Superior range. This 11-50 has the rigid frame and Monarch front fork that characterised the 'standard' offering for sidecar use (Castle forks and rear suspension were options). Although it left the Nottingham factory in solo form, the Brough was later attached to a sidecar (see copy Works Record Card and old-style continuation logbook on file). 'DTO 677' is offered from the estate of a late important UK-based private collector, who bought it at a London auction in December 1994. Prior to his ownership the Brough had belonged to Peter Tacon of Steyning, West Sussex and before him to Mr Sidney Arthur Mason of Norwich, to whom it was registered in January 1959. The history file contains a substantial quantity of bills and correspondence from George Brough Ltd, much of it dating from Mr Mason's ownership, together with photographs, instruction books, photocopied literature, expired MoTs, BS Club newsletters, and a current V5C.Circa 2000 the Brough was comprehensively restored for the late owner by renowned marque specialist Dave Clark (see file for related correspondence and a detailed description of the works carried out). It should be noted that the 'doll's head' gearbox ('SN64349') is a replacement, as is the (unnumbered) fuel tank. Unused for some considerable time, the machine will require recommissioning or restoration to a greater or lesser extent. Accordingly, prospective bidders must satisfy themselves as to the condition and completeness 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

Property of a deceased's estate 1968 Triumph 649cc T120 BonnevilleRegistration no. EMB 72FFrame no. T120 DU83246Engine no. T120 DU83246Triumph's top-of-the-range sports roadster, the Bonneville arrived at what aficionados consider its ultimate specification with the launch of the 1968 model. By this time the frame had been sorted and 12-volt electrics standardised, but welcome improvements included improved forks, independently adjustable ignition points, Amal Concentric carburettors, and a twin-leading-shoe front brake. As featured in Classic Bike magazine ('Best of the Bonnies', June 1989 issue), this '68 Bonneville was restored to original condition for the immediately preceding owners by Coventry-based Clive Humphries in the early 1980s. For the succeeding eight-or-so years it was ridden regularly and shown throughout England, winning numerous concours awards including 'Best Classic Bike' at Stafford. Dry stored since 1994, it was purchased by the late owner at Bonhams' Stafford sale in October 2004 (Lot 385). The tax disc in the holder expired on 30th April 2014 and it is believed that the Triumph has not been ridden since then. On file is a sheet of hand-written notes detailing various cleaning and maintenance tasks undertaken between 2016 and 2018, while additional documentation includes an old-style continuation logbook (issued 1974) and an old-style V5C. An instruction manual and a workshop manual are included in the sale. Unused for several years, the Bonnie will require re-commissioning or possibly more extensive renovation before returning to the road and thus is 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

Property of a deceased's estate; only 7 miles from new 1977 Triumph 744cc T140V 'Silver Jubilee' BonnevilleRegistration no. not registeredFrame no. DP81863JEngine no. T140V DP81863JIn 1977 Triumph introduced a special, limited edition Bonneville to celebrate HM Queen Elizabeth II's Silver Jubilee. This was basically the standard T140V Bonnie enhanced by a red, white, and blue on silver finish, coach-lined cycle parts, and a chromed timing cover and primary chain case. Originally the plan was to manufacture 1,000 units for the UK market, but such was the demand that a further 1,000 were built for North America and another 400 or so for export elsewhere. This example of one of the more collectible of later Bonnevilles has covered a genuine 7 miles only from new. Its late owner purchased the Triumph at a UK auction in May 1996, at which time it was described as having been supplied new to the then vendor, a Triumph dealership that had carefully mothballed it, preserving the machine in 'brand new' condition. Unused since acquisition, the Bonnie will require re-commissioning or possibly more extensive renovation before taking to the road and thus is sold strictly as viewed. It should be noted, there is no key present. Accompanying documentation includes the auction catalogue, assorted correspondence, and a Triumph Owners' MCC dating letter. An owner's handbook and Haynes workshop manual are included in 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

Property of a deceased's estate 1975 Norton Commando 850 InterstateRegistration no. KPN 944PFrame no. 129901Engine no. 320274The late owner (only its third from new according to the accompanying old V5C) purchased this Norton Commando at Brooks' sale at the National Motorcycle Museum in July 1995 (Lot 188A). The Commando had been supplied new by Redhill Motors (Brighton) Ltd to Mr David Oakenford of Surrey, and spent periods of its early life abroad, as evidenced by export paperwork on file. Four expired MoTs on file record the mileage total as rising from 600 in May 1982 to 676 in June 1986; the mileage when purchased from Brooks was 680 and the current total of 841 is believed genuine. The machine comes with its original Worldwide Distributors & Dealers book and service voucher booklet (unstamped); an original rider's manual; an original workshop manual; a Haynes workshop manual; and a history file containing various documents and a current V5C. Also on file is a page of the hand-written notes detailing various cleaning and servicing tasks undertaken in 2018. Unused for some considerable time (the tax disc in the holder expired in December 2002), the machine will require recommissioning or restoration to a greater or lesser extent and is sold strictly as viewed. Accordingly, prospective bidders must satisfy themselves as to the condition and completeness 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

Property of a deceased's estate 1988 Norton 588cc ClassicRegistration no. F805 NVTFrame no. LE091Engine no. LE091Norton's 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 Classic. Conceived as a limited edition model - only 100 examples were made - the Classic is today one of the most collectible of modern Nortons. Number '091' of the 100 built, this Classic was sold new to its late owner on 1st August 1988 and comes with its original plastic wallet containing the original factory log book, owner's manual, and embroidered patch. Additional paperwork consists of the original purchase invoice; various Service Release notifications; old/current V5/V5C documents; and 13 MoTs issued between 1991 and 2004. The tax disc in the (detached) holder expired on 31st July 2005 and it is believed the Classic has not been ridden since then. The current odometer reading is 4,200 miles. Also on file is a page of notes detailing various cleaning and servicing tasks undertaken in 2016 and 2019, including fitting new brake pads; stripping and cleaning the carburettors and fuel tap; and draining the fuel system (it should be noted that the filler cap is seized). Unused for some considerable time, the machine will require recommissioning or restoration to a greater or lesser extent and is sold strictly as viewed. Accordingly, prospective bidders must satisfy themselves as to the condition and completeness 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

Property of a deceased's estate 1982 Suzuki GSX1000S KatanaRegistration no. GMA 100XFrame no. G10X-500066Engine no. GS10X-100372First seen at the 1980 Cologne Show, the GSX1100 Katana was Suzuki's bold effort to produce an uncompromising sports bike in the European mould. The result was a machine that combined straight-line speed with secure handling like no Japanese bike before it. The concept's immediate success confirmed the wisdom of Suzuki's policy of introducing a family of similarly styled machines across just about every capacity class, though some may have wondered why there was a 997cc GSX1000S version as well as one of 1,100cc. In fact, the former was only included to ensure the model's homologation for production racing in the up-to-1,000cc class, and nowadays is considerably rarer than the GSX1100. This rare GSX1000S is offered from the estate of a late important UK-based private collector, who acquired the machine in September 1993 and is only its second registered keeper. Accompanying documentation includes an original owner's manual; copy parts lists; sundry expired MoTs; old V5 and old/current V5C documents; and hand-written riding and maintenance notes for the period 2003-2017 showing very limited usage (the most recent MoT expired in 2006). The Katana has been restored, it is believed some years ago. Unused for some considerable time, the machine will require recommissioning or restoration to a greater or lesser extent and is sold strictly as viewed. Accordingly, prospective bidders must satisfy themselves as to the condition and completeness 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

Property of a deceased's estate 1981 Laverda 981cc Jota '180'Registration no. HAY 80VFrame no. LAV1000-6365Engine no. 1000-6365Blessed with one of the most evocative names in motorcycling history, the Slater Brothers-developed Jota was the bike that really put Laverda on the map. Few major changes were made to the three-cylinder Jota prior to 1982 when a heavily revised version was introduced, complete with a 120-degree crankshaft that made for a more even firing order. One consequence of this was the instant elevation of the original version, which came with a 180-degree 'flat' crank, to iconic 'first-of-the-line' status among collectors. This Jota '180' was purchased by its late owner from Slater Laverda on 5th August 1997 at 23,037 miles (correspondence, MoT certificate, and sales invoice on file). Issued 12 months later, the next MoT certificate records the mileage as 23,221, while the current odometer reading is 23,224 miles. The tax disc in the holder expired on 31st August 1999 and it is believed the Jota has not been ridden since then. On file is a page of hand-written notes detailing various cleaning and servicing tasks undertaken in 2018/2019, while the final entry is dated January 2020. Additional paperwork consists of sundry bills and old/current V5/V5C documents. Unused for some considerable time, the machine will require recommissioning or restoration to a greater or lesser extent and is sold strictly as viewed. Accordingly, prospective bidders must satisfy themselves as to the condition and completeness prior to bidding. A (copy) workshop manual is included in 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

Property of a deceased's estate 1979 Bimota 1,015cc KB1Registration no. KLN 223VFrame no. KB1.00193Engine no. Z1E126081Offered here is an example of Bimota's first design made to house the big Kawasaki four – the KB1 – which was produced from 1977 to 1982. Like most Bimotas of this period, the KB1 used a tubular steel spaceframe and was one of the first machines to feature adjustability of the steering head angle. First registered on 26th October 1979 and one of only a handful in the UK, this KB1 has had three previous keepers and was purchased by the late owner at Brooks' sale at the National Motorcycle Museum in July 1996 (Lot 357). The tax disc in the holder expired on 30th September 2000 and it is believed the Bimota has not been ridden since then. On file is a page of hand-written notes detailing various cleaning and servicing tasks undertaken in 2016/2017, which included ultrasonically cleaning the carburettors; repainting the wheels and exhaust system; de-greasing the engine; and draining the fuel tank and carburettors. Unused for some considerable time, the machine will require recommissioning or restoration to a greater or lesser extent and is sold strictly as viewed. Accordingly, prospective bidders must satisfy themselves as to the condition and completeness prior to bidding. Offered with a current V5C and a history file, this KB1 represents a rare opportunity to acquire an original example of an early Bimota that can only become increasingly collectible. A matching dualseat is included in 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

Property of a deceased's estate 1978 MV Agusta 832cc MonzaRegistration no. XPK 333TFrame no. MV750.2210378Engine no. 221 0315•Exclusive, last-of-the-line, limited edition model•Believed genuine 802 miles from new•Present ownership since 1994The limited edition MV Agusta Monza offered here represents the culmination of the legendary Italian factory's range of four-cylinder superbikes. Developed from its long line of highly successful multi-cylinder racers, MV Agusta's first road-going four - a twin-carburettor, 600cc tourer - appeared in 1965. But the public demanded something more exciting from many-times World Champions MV, and the Gallarate manufacturer duly obliged in 1969, upping capacity to 743cc and further boosting maximum power (to 69bhp) by fitting a quartet of Dell'Orto carburettors to the revised 750GT. Equipped with shaft rather than chain final drive, the latter arguably was more of a tourer than an out-and-out sports bike. Not that many people got to find out for themselves, for the MV was hand made in limited numbers and priced accordingly.Also in the line-up was the more sporting 750S. Its replacement - the 750S America - was introduced for 1976 featuring a motor bored out to 789cc. The next stage of development was the Monza. A stretched (to 832cc) version of the 750S America, the Monza had started life as the 'Boxer' until complaints from Ferrari (whose sports car had prior claim to the name) forced a change. Cast-alloy wheels, triple Brembo disc brakes, and a fairing - all optional on the 750S America - usually came as standard on the Monza. Motor Cycle magazine's John Nutting wrung 144mph out of a Monza, making it the fastest production machine in the world at that time. It was also the most expensive, costing almost twice as much as a comparable Japanese superbike. The Monza, though, would prove to be short-lived and relatively few were made; by 1977 MV's motorcycle division was in administrative receivership and production ceased at the end of the following year.One of the last MVs to leave the Gallarate factory, 'XPK 333T' was first registered on 27th September 1978 and has covered a believed genuine 802 miles from new (not warranted). The MV is offered from the estate of a late important UK-based private collector, who purchased it in July 1994. The 1994 purchase receipt is on file together with a current V5C; copies of previous V5 registration documents; details of previous owners; and a sheet of hand-written notes concerning routine maintenance carried out in 2016/2017. Unused for some considerable time, the machine will require recommissioning or restoration to a greater or lesser extent and is sold strictly as viewed. Accordingly, prospective bidders must satisfy themselves as to the condition and completeness 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

1992 / 2012 'Ducati' Sports Motorcycles 900cc TT944 (see text)Registration no. J269 RNBFrame no. ZDM906SC2-003884Engine no. ZDM904A2C*003834*Hand-built with the blessing of Steve Wynne• Certificate of Authenticity confirming it as no. 1• Road legalWhilst Grands Prix were being taken over by Japanese two-strokes, Ducati had discovered their niche in larger capacity Formula and endurance races. Famously, with Mike Hailwood on board, Steve Wynne's Sports Motorcycles team took the 1978 Formula I Championship. Under Steve Wynne, Sports Motorcycles had graduated from dealers in modern motorcycles, particularly Italian ones, to become sponsors and race preparation specialists during the 1970s. In later years, Steve had utilised the skills of Glyn Robinson, a talented engineer from Yorkshire to solve some of the many problems inherent in motorcycle racing. Among his many skills was that of making race-type frames to house Ducati's wonderful engines. In 2012, Glyn decided to make a complete bike to showcase all the TT1/TT2 products that he, with the blessing and assistance of Steve Wynne, was producing under the Sports Motorcycles banner for use in classic racing.He made the frame from 4130 chrome-moly tubing, the total weight of frame and swinging arm being 11kg. A 900SS engine was obtained, and construction was started. Period Marzocchi magnesium forks were used; the petrol tank was made in alloy; brakes are AP Lockheed billet calipers, with adjustable master cylinder; wheels are 17-inch Dymags. The engine was later completely rebuilt by Paul Klatkiewicz of Ducati Technical Services in Wakefield. The rear cylinder head was reversed, new 41mm Dell'Orto carburettors were fitted, as was a new Spider clutch. A big-bore, free-flow stainless steel exhaust system was tailor-made for the bike. The machine was commissioned by the present owner, who has kept it since completion. A certificate of authenticity, signed by Steve Wynne and Glyn, accompanies the machine, verifying it as number 1. However, soon afterwards, Glyn decided to move his operation to New Zealand to join his mentor Steve Wynne, and whilst the Sports Motorcycles components are still manufactured, no more complete machines have been made.Since delivery, the TT has covered only approximately 58 test miles, and was last started in 2017. The owner now has decided to pass the machine to another enthusiast, as he wishes to pursue other projects. A new owner should only need to fit a battery, carry out light re-commissioning, basic safety checks, and obtain a new MoT before taking to the road. Documentation with the machine comprises a current V5C, two old MoT certificates, the aforementioned Certificate of Authenticity, a bill for the engine rebuild, a scan of a Classic Bike article, and a copy of Practical Sportsbikes magazine featuring this bike. Prospective purchasers should note that the year of the machine listed on the V5C is 1992, this being the year of the donor bike.Footnotes:Please click the link to view the walkaround video of Lot 351: click hereAs 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

1974 Ducati 750 GTRegistration no. SWW 42MFrame no. 754552Engine no. 754490Designed by the legendary Fabio Taglioni, Ducati's first road-going v-twin - the 750 GT - arrived in 1971. Lacking the resources of larger Far Eastern rivals, Ducati had made the most of what it already possessed to create one of the all-time great post-war motorcycles. A 90-degree vee, the engine looked like two of the Bologna firm's bevel-drive overhead-cam singles on a common crankcase (which in essence it was) though the coil valve springs represented a departure from Ducati's traditional hairpins. The 90-degree layout made for exceptional smoothness and a lengthy wheelbase, a handicap more apparent than real that failed to stop the fine-handling Ducatis notching up a succession of wins in Formula 750 events, commencing with Paul Smart's famous victory at Imola in 1972. This superb 750 GT was purchased as a project in 2010 for £6,500 and was then treated to a full 'last nut and bolt' restoration by renowned marque specialists Made in Italy Motorcycles of Stowmarket, Suffolk. Undertaken between 2011 and 2012, the rebuild cost £18,000, with parts sourced from private sellers and specialist suppliers worldwide bringing the overall total to around £27,500. Receipts for most of the work/parts plus some documentary evidence of the additional outlay are on file. The only notified deviations from factory specification are Brembo twin front discs, 750 Sport pistons, and Dyna-S electronic ignition. 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

1978 MV Agusta 789cc America 'Magni'Registration no. YUC 77TFrame no. 2210352Engine no. 2210352•Purchased in 2004•Enthusiastically used on road and track•Serviced and MoT'd regularly up to 2019•New Magni exhausts in 2018Motorcycle race engineers are rarely household names but one exception to this general rule is MV Agusta's legendary Arturo Magni, under whose direction the Italian manufacturer won no fewer than 75 World Championships. In 1949 Count Domenico Agusta had tempted Piero Remor away from Gilera to design MV Agusta's first four-cylinder race engine. Magni followed him in 1950 as chief mechanic and later managed the racing department during MV's Grand Prix 'golden age'. At the height of its powers the Italian team could command the services of the world's finest riders, among them Sandford, Ubbiali, Surtees, Provini, Hailwood, Read, and Agostini.When MV retired from Grand Prix racing in 1976, Magni and his two sons set up their own company in Samarate, producing performance parts for the MV Agusta 750 street bikes, including big-bore kits, special frames and chain-drive conversions. Magni commenced production of motorcycles under his own name in 1980, initially using the Honda CB900 engine, with BMW, Moto Guzzi and Suzuki-engined models following. In the mid-1980s Magni commenced what would turn out to be an immensely fruitful association with Moto Guzzi, using the latter's well-established transverse v-twin engines. Yet despite all his latter-day successes with Moto Guzzi, Arturo Magni's name will forever be linked with that of MV Agusta, whose reputation this great engineer did so much to forge. The first MV model officially to bear his name was the 'Monza Arturo Magni', a stretched (to 832cc) version of the 750S America. Official production of the Magni, together with that of all MV Agusta's other models, ended in February 1979, although Arturo and his sons Carlo and Giovanni continue to create bespoke MVs to special order. First registered in October 1978, this MV Agusta America has been modified using numerous Magni components: tank, seat, exhausts, etc. The machine was purchased in 2004 by the lady vendor's late husband and used on the road and at track events throughout their ownership, being serviced and MoT'd regularly up to 2019. The Magni exhausts were replaced in 2018 with new pipes supplied by the factory, and the machine comes with all its original America parts including the tank, seat, fairing, rear light, indicators, badges, etc. Ridden regularly on the road in 2020 and described by the vendor as in good condition, the machine is offered with a owner's manual and 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

Ex-Arturo Magni 1975 MV Agusta 125 Sport Prototype Registration no. KAU 232NFrame no. 660422Engine no. 21802064•Pre-production prototype for MV's final 125 Sport•Unique aluminium alloy tank made by Primo FilottiHaving commenced motorcycle production in 1945, MV Agusta introduced its first 125cc production roadster - the Gran Turismo - in 1954 with single-cylinder overhead-valve engine, a format MV's 125s would retain until the end of production in 1977/78. Completely redesigned for 1975, emerging as the beautiful 125 Sport, the engine featured an alloy barrel and electronic ignition to produce 14bhp at 8,500rpm, and a top speed of around 75mph. But the machine offered here isn't just any MV Agusta 125 Sport, it is the pre-production prototype used for the sales leaflets and differs in many ways to the production run. The frame is unique, the unique aluminium alloy tank was made by Primo Filotti – who made the factory racers' bodywork - with a Monza cap. The side panels are steel with 4 louvers versus plastic 5 louvers items on production bikes.More unique features were acquired during its remarkable early ownership. The bike was passed to MV race team director Arturo Magni for his youngest son Giovanni to use, registered in Varese in 1975. The bike was fitted with 18' EPM wheels, twin front discs, Brembo rear calliper, Magni competition exhaust pipe, and bored out to what is believed to be 155cc.The bike was owned by Giovanni until 1981 when it was sold to Emiliano Bezzon, later to be Giovanni's brother-in law. The bike was purchased by the vendor in 1987 whilst attending Giovanni's wedding. Looking for a bike for his son to use he spotted the 125 in the Magni factory. Agreeing to the sale, Arturo typed up and signed a statement confirming of the origins of the bike.Once in the UK the Sport was used as daily transport by the vendor's son. When no longer required the bike was renovated to the match its original look on the sales leaflet look, bar the decision to keep the EPM wheels and competition exhaust as an homage to its link to Magni.Since renovation in the early 1990s the bike has remained part of an important collection of Italian motorcycles, featuring in the July 1995 issue of Classic Bike magazine.This bike has a verifiable history over 45 years, very much one of a kind, being not only the original prototype for MV's final 125 Sport, but also possibly the only Magni 125 Sport built. Included in the sale are copies of the sales leaflet, the statement signed by Arturo Magni, receipt of purchase from Emiliano Bezzon, various Italian licence documents showing ownership by Giovanni Magni and Emiliano Bezzon, UK import document, V5 and old MOT certificate.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

1981 Ducati 864cc Mike Hailwood ReplicaRegistration no. SVR 957WFrame no. DM900 SS 901036Engine no. DM860 091611•Imported from South Africa in 2018•19,482 kilometres (circa 12,100 miles) recorded•Generally good original conditionA landmark model that kept Ducati afloat during the 1980s, the Hailwood Replica owes its existence to Mike's legendary Isle of Man TT comeback victory in the 1978 Production Race riding an ex-works NCR bike entered and prepared by Manchester-based Ducati dealer, Sports Motor Cycles. Out of top-flight bike racing for seven years and away from the Island for eleven, Mike took on and beat the might of the Honda works team to win the Formula 1 TT at record speed. Ducati lost little time in capitalising on this outstanding success, launching a road-going replica the following year. Like the race-bike, the MHR was based on the production 900SS, but - inevitably - had much more in common with the latter than the former. Most obvious difference was the full fairing finished in red, green and white, complemented by a glass fibre tank and racing seat. In fact, on the very earliest examples the 'tank' hid a steel fuel reservoir, glass fibre being illegal in the UK for tanks. Mechanical changes were confined to lighter wheels, usually by Campagnolo, and improved Brembo brakes, while the MHR's performance was pretty much the same as that of the 900SS: around 135mph flat-out. Today good original examples like that offered here are among the most sought after of bevel-drive Ducatis. This Ducati Mike Hailwood Replica was imported into the UK from South Africa by Motorcycle Emporium Ltd and first registered in this country on 1st October 2018 (document on file). We are advised by the private vendor that the machine had been delivered to Cape Town and ridden solely by its owner for 15 years before passing to his nephew, seeing very little use (the odometer reading is 19,482 kilometres). The vendor further advises us that the MHR is in generally very good original condition and that it was last run in December 2019, following which the fuel was drained. Accompanying documentation consists of DVLA correspondence, a NOVA notification, an expired MoT (June 2019), a DOC Age Certificate, and a V5C Registration Certificate. 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

1979 Benelli 750 SeiRegistration no. not UK registeredFrame no. BC 5818Engine no. BC 005554Despite a racing heritage second to none, Benelli was in trouble by the late 1960s and fell into the clutches of Argentine industrialist Alejandro De Tomaso in 1971. Under De Tomaso's stewardship the revitalised company was soon grabbing the headlines with a host of new models, none more startling than the 750cc Sei (Six) of 1972, the world's first production six-cylinder motorcycle. The fact that Benelli was able to produce the design so quickly despite lacking previous experience of this type of engine was easily explained: it looked like a Honda CB500 'four' with two extra cylinders, which in effect was just what it was. Even the bore and stroke dimensions were identical to those of the Japanese unit. Production proper began in 1974 but the Benelli was soon overshadowed by Honda's own CBX1000 'six', forcing the Italian company to respond with the 900 Sei in 1980. Un-restored and presented in largely original condition, this 750 Sei last ran in December 2019 and is described by the private vendor as in good condition, running well. It should be noted that front brake master cylinder/lever is incorrect and that the saddle cover is new. The machine is offered with a copy of its original Italian registration 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1983 Ducati 864cc Mike Hailwood ReplicaRegistration no. A159 RWWFrame no. DM900R 984269Engine no. 096509A landmark model that kept Ducati afloat during the 1980s, the Hailwood Replica owes its existence to Mike's legendary Isle of Man TT comeback victory in the 1978 Production Race riding an ex-works NCR machine entered and prepared by Manchester-based Ducati dealer, Sports Motor Cycles. Like the race-bike, the MHR was based on the production 900SS, but - inevitably - had much more in common with the latter than the former. Most obvious difference was the full fairing finished in red, green and white, complemented by a glassfibre tank and racing seat. In fact, on the very earliest examples the 'tank' hid a steel fuel reservoir, glassfibre being illegal in the UK for tanks. Mechanical changes were confined to lighter wheels, usually by Campagnolo, and improved Brembo brakes, while the MHR's performance was pretty much the same as that of the 900SS: around 135mph flat-out. First registered overseas, this example was imported into the UK by the private vendor in 2013 and registered here in 2016. The machine benefits from new fork seals, Avon tyres, regulator/rectifier, and a rewound generator (all fitted in 2020) and is described by the owner as in very good condition throughout. Bills for the aforementioned parts are on file and the machine also comes 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

1981 Laverda 981cc 'Jarama'Registration no. OEL 838WFrame no. 6964Engine no. 6964A rare example of the standard Jarama three-cylinder Laverda that has not been converted to a pseudo Jota, this is an unspoilt example from the Breganze factory that produced some of the finest European sporting and touring machines of the 1970s and 80s. Laverda was internationally known as an agricultural engineering concern, but there was a great enthusiasm for motorcycles in the family and in 1949 Moto Laverda S.A.P. was registered as a separate company. They built small capacity machines at first, with enough performance to take the first five places in the 1951 816 miles Milan-Taranto race. It was a natural move to build bigger machines and the 750 parallel twin was an outstanding series until the 1972 launch of the 981cc triple. Journalist Dave Minton knew the family well and has told of his visit to the works, where he was loaned a 750 SFC twin and rode through the hills above Breganze struggling to keep Massimo Laverda on the new triple in sight. As he put it: 'If they can test ride like that, it's no surprise they build such quick bikes.' This fine example of the breed, with a recorded 29,564 miles, was purchased by the vendor in 2015, having been kept in France for some time, where the previous owner had an established business and used the Jarama as relaxation when work demands allowed. It is unrestored, its condition reflecting the quality that brought such respect to the brand.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

1979 Moto Guzzi 350 GTSRegistration no. not UK registeredFrame no. 13811Engine no. 012880Revitalised following its take-over in 1971 by Argentine industrialist Alejandro De Tomaso, Benelli launched a range of new four- and six-cylinder sports bikes. With the addition of Moto Guzzi to the De Tomaso empire in 1973, some of these were marketed as Moto Guzzis, much to the dismay of the marque's aficionados. The first of these Honda-inspired machines was the Benelli 500 Quattro of 1974, which despite its Oriental-looking power unit was thoroughly Italian in all other respects, boasting a rigid cradle frame, powerful Grimeca drum brakes and alloy wheel rims. In 350cc form this engine powered the basically similar Moto Guzzi 350 GTS. The latter was enlarged to 400cc in 1975, a front disc brake being adopted at the same time, and in 400 GTS form lasted until 1979. Benelli's smallest four, the 231cc Quattro, was also badged as a Moto Guzzi, the '254'.Currently displaying a total of only 11,386 kilometres (approximately 7,000 miles) on the odometer, this rare Moto Guzzi four is presented in generally excellent original condition. Last run five years ago, the machine was purchased by the vendor at Bonhams Stafford sale in October 2015 (Lot 151) since when it has formed part of a private collection. Offered with Netherlands registration papers and Nova declaration.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

1910 Favourite 500ccRegistration no. SV 6442Frame no. 241Engine no. A047•Rare Australian motorcycle•Restored in the UK•Regular Pioneer Run competitor'Favourite' was the marque name of motorcycles manufactured or modified by Bill Smith in Petersburg (later Peterborough), South Australia. It is understood that before the Great War (1914-1918) his motorcycles were known as 'The Burg', their name being changed after 1915 to the more universally appealing 'Favourite' in response to anti-German sentiment. The frame and engine are identical to those of the Abingdon King Dick (Kerry Abingdon) motorcycles built in Tyseley, Birmingham, although this machine has Druid front forks rather than the sliding-spring type favoured by Abingdon King Dick. Smith is known to have used Druid forks on his own machines, and they are most likely to have been fitted to this Favourite following accident damage to the originals. Only a tiny handful of Favourites is known to be in the UK.This particular Favourite was found in Brisbane, Australia by Ken Blake, brought to the UK and restored to its present excellent condition (note the kangaroo mascot on the front numberplate). The machine's date of first UK registration is 19th February 1997. 'SV 6442' was acquired by the current owner in 2008 having previously belonged to Malcolm C Elder & Son of Oxfordshire. Since then he has competed in the London to Brighton Pioneer Run with this Favourite motorcycle on three occasions, on the last of which he completed the 62-mile journey in 1½ hours at an average speed of over 40mph: not bad for a 110-year-old motorcycle. The vendor advises us that although the Favourite has belt drive and single-speed transmission, the addition of the clutch makes riding the motorcycle in modern traffic more straightforward and not so much of a challenge. This rare Australian motorcycle is offered with a history file containing correspondence; an old-style V5C registration document; SORN paperwork; and quantity of MoTs (most recent expired March 2013). There is no Pioneer Certificate offered with the machine however, the Sunbeam Motor Cycle Club advise a replacement certificate (number '1471') 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

c.1901 Perks & Birch/Singer Tricycle ProjectRegistration no. not registeredEngine no. 125 (see text)•Early motorised tricycle•Extremely rare•Three engines and numerous spare parts includedThe Singer Motor Wheel was invented by Messrs Edwin Perks and Frank Birch, who took out patents to the design in 1899. Their invention consisted of a small four-stroke engine complete with carburettor, fuel tank, and low-tension magneto, which was housed within an eight-spoked cast-aluminium wheel suitable for attachment to any standard bicycle (at the rear) or tricycle (at the front). The pair began manufacturing the Perks & Birch Motor Wheel at their works in Coventry. The neighbouring Singer Cycle Company was their main customer, and in 1900 Singer acquired the rights to the P&B Motor Wheel, which they proceeded to improve. Out of the handful of known survivors, bicycle versions of the Singer Motor Wheel are owned by the National Motor Museum and the Shuttleworth Collection. Very few tricycles are known of, making this an exceptionally rare machine from motoring's pioneering age. This lot includes three engines, numbers: '125', '247' and '621', '125'being the earliest engine known to exist. Engine '247' was purchased in Wales where it had been used to power a saw bench. One of main reasons it was purchased was because it had the original low-tension Simms magneto that was missing from engine '125'. This Lot also includes much research information, including correspondence with the Birch family, and many photographs. There is also an impressive amount of information, photographs, period advertisements, and articles on a USB memory stick.Restoration work on engine number '125' has started, with pattern making, casting, and machining work carried out. In addition, the pattern for the late-type cylinder barrel has been made and one casting produced for the later Singer motor wheel engine. Most original cycle parts are included either to use 'as is' or to serve as patterns. Other noteworthy features include an original Dunlop tyre on one of the spare motor wheels, and auxiliary fuel and oil tanks by Singer, which were extras that greatly increase the vehicle's range. The private vendor believes the tricycle to be of Singer type albeit with incorrect front forks and handlebars, and without the '125' engine and wheel fitted; however, its exact origins are unknown. This Lot comprises a vast array of components of varying condition and completeness. Accordingly, prospective purchasers must satisfy themselves as to the suitability, date, origins, and correctness of these components prior to bidding. Close inspection advised. When completed, and following the relevant Sunbeam Pioneer Motor Cycle Club application, this motorised tricycle should be eligible for both the London-Brighton Veteran Car Run and the Pioneer Run as well as many other events for Veteran cars and motorcycles.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

1927 Humber 350ccRegistration no. VF 1571Frame no. 10492Engine no. 10488A firm with its roots in the Victorian bicycle industry, Humber began experimenting with powered transport in the closing years of the 19th Century, introducing its first successful motorcycle - a built-under-license P&M - in 1902 and the first all-Humber design in 1908.The vendor first saw this Humber motorcycle advertised in an auction at Shepton Mallet, Somerset in 2006. His first Vintage motorcycle, 'VF 1571' had been originally supplied by A G Sparrow of East Dereham, Norfolk, whose original transfer may be found underneath the 'flapper bracket' on the rear mudguard, and whose brass nameplate is on the front mudguard. A few black and white photographs came with the Humber, one of which depicts the original owner sitting astride the machine with his son on the pillion seat. There is another photograph taken later of the son, looking older and taller, astride the Humber.It is believed that this motorcycle has had only four owners from new. In the accompanying history file is a copy of the catalogue description when the original owner sold the Humber at a Phillips auction in March 1990. He had last taxed the Humber in 1930; it was said to have only covered 700 miles from new. During the vendor's ownership, both he and his wife have used the Humber, including two rallies in Northern Ireland (in the Mountains of Morne); a rally in the hills around Blairgowrie in Scotland; and several local runs around Norfolk. We are advised by the owner that it is a very nice motorcycle to ride and will climb 1-in-4 hills, two up, with no problem - not bad for a 1920s motorcycle. The vendor has attempted to keep the machine original and un-restored, and in usable condition. The reading on the odometer is now 1,201 miles, so it appears that the Humber has covered only 500 miles since the auction in 1990. The machine comes with a history file containing SORN paperwork; old/current V5C Registration Certificates; a quantity of MoTs (most recent expired October 2012); photocopied literature; the aforementioned period photographs; and the original Humber 3.49hp Motor Cycles Instruction Book. 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

1929 Scott 596cc Super SquirrelRegistration no. VM 7904Frame no. 2754Engine no. Y2031AAlfred Angas Scott's experiments with two-stroke motorcycles began in the closing years of the 19th Century, leading to the grant of a patent in 1904. Scott's original design for a vertical twin two-stroke engine featured a central flywheel with 180-degree overhung cranks and slim connecting rods that would characterise his products from then onwards. Although recognisably derived from his earliest designs, the Scott motorcycle of the 1920s gained steadily in both complexity and weight. A three-speed countershaft gearbox had been introduced for 1923 and, as a result of the racing programme, there was a new duplex fame and bigger brakes for 1927. For the traditionalists, the old-style, lightweight, two-speed model continued, remaining in production into the early 1930s. The current owner acquired this two-speed Super Squirrel on 1st December 2009. The Scott had a sidecar attached when purchased, but that had to go following complaints from its usual passenger, the owner's wife! Sadly, due to the owner's failing health, the Scott has not been ridden or started for around two years. Described by him as fast and impressive to ride, the machine is offered with an old-style continuation logbook (issued 1953); assorted correspondence; an old-style V5C document; and a quantity of MoTs dating back to 1992, the most recent of which expired in 2008.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

1948 Nimbus 750cc FourRegistration no. 843 XURFrame no. 7701Engine no. 12946Resulting from diversification by the Danish vacuum cleaner manufacturer, Fisker & Nielsen, the Nimbus motorcycle first appeared in 1919. Unusually, only inline four-cylinder models were built. Motorcycle production was suspended in 1928 to enable the company to concentrate on producing vacuum cleaners, and when the new Nimbus appeared in 1934 it was with an overhead-camshaft power unit that showed strong motor-industry influence, being constructed along car lines with integral cylinder block in cast iron and a detachable alloy sump. Foot change for the three-speed gearbox, a beefier front fork, and larger brakes had been added by the end of the 1930s, but from then on the Nimbus changed little until series production was ended in 1954, once again to free up resources for the vacuum cleaner business. Production was always on a limited scale, but such is the quality of the Nimbus that many remain in service today. This Nimbus has been in its current restored condition since 1988 when it was acquired by the Professor Fritz Ehn Motorcycle Museum Collection in Austria. Since its acquisition in 2008, the Nimbus has been one of the owner's favourite machines to ride. Not used for around 18 months, it will need light re-commissioning, including a new 6v battery, before returning to the road. Offered with a VMCC dating letter, V5C Registration Certificate, and 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

Ex-T G Meeten, Scottish Six Days Trial 1932 Francis-Barnett 150cc Lapwing Registration no. PJ 4550Frame no. B24758Engine no. GY695Beginning in the mid-1920s Tommy Meeten gained many successes riding Francis-Barnett lightweights at Brooklands, the IoM TT, the Scottish Six Days Trial (SSDT), and many other prestigious events. These results were mainly achieved on 150/175cc Villiers-engined machines – occasionally fitted with a sidecar – and undoubtedly helped promote the Coventry firm at a time when the motorcycle market was extremely sluggish. Equally commendable was Mrs Meeten's completion of a 1,000-mile run on a Francis-Barnett, whose fuel consumption averaged a remarkable 196mpg. The 148cc Lapwing was introduced as a 'high quality utility model', priced at £24 15s, in late 1931. It was not unusual at that time for production models to be used in competition events; Tommy Meeten is thus pictured beside 'PJ 4550' (while mending a puncture) in Motor Cycling's May 24th report of the 1933 SSDT (copy available). The history trail then goes cold until the machine was purchased, in restored condition, some 30 years ago by the immediately preceding owner, who reportedly rode it just once (the last tax disc expired in 2008). Its late owner purchased 'PJ 4550' at Bonhams' Stafford Sale in April 2015 (Lot 268), since when the machine has been kept in dry storage. In need of careful re-commissioning and the customary safety checks, 'PJ 4550' comes with a Francis-Barnett 'Hints & Spares' book; a V5C Registration Certificate, and its original logbook recording Tommy Meeten as owner from February 1933.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 1919 Calthorpe-JAP 2¾hp LightweightRegistration no. AX 1617Frame no. 151AEngine no. U417Manufactured by the Minstrel & Rea Cycle Company of Birmingham, the first Calthorpe motorcycle appeared in 1909 powered by a 3½hp White & Poppe engine. The following year there were no fewer than six Calthorpe models displayed at the Motor Cycle Show at Olympia, some of which featured an 'free' engine clutch and two-speed gear. Precision-engined models, including a 5/6hp v-twin, joined the line-up a few years later together with an overhead-valve 'Tourist Trophy' model. By 1919 the company name had changed to The Calthorpe Motor Cycle Company and the range had shrunk to just two lightweight models: a 293cc (2¾hp) JAP and a Peco-powered two-stroke, the former priced at 57 guineas. Dating from 1919, this Calthorpe is powered by a single-cylinder, sidevalve JAP engine and has the two-speed Enfield transmission with clutch-less 'tram-handle' control, and belt final drive. An older restoration, the machine was purchased by the late owner at Bonhams' Stafford Sale in October 2006 (Lot 586) since when it has been dry stored as part of a small private collection (the last tax disc expired in 2007). The machine will require re-commissioning and the customary safety checks before returning to the road. Accompanying paperwork includes copies of marque related literature; some expired MoTs; a hand-written 'riding log book'; 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

Property of a deceased's estate 1932 New Imperial 148cc Model 23Registration no. ESJ 552Frame no. 23 92/18815Engine no. 75/35857/23Builder of the last British-made machine to win the Lightweight 250 TT during the pre-war era, New Imperial was unsurpassed for innovation during the 1930s, offering models featuring pivoted fork rear suspension and unitary construction of the engine and gearbox. Introduced for 1933, the unitary construction Model 23 was based on an unconventional, stillborn prototype, first seen in 1932, which carried its valve gear behind the cylinder. The production Model 23 was more conventional as far as its valve gear was concerned but less so elsewhere, featuring unitary construction of the engine/gearbox, geared primary drive, and coil ignition. Qualifying for a reduced rate of road tax for up-to-150cc machines, the Model 23 was a huge success for New Imperial and continued in production until 1940.This Model 23 was purchased privately circa 2014 by its late owner and has been dry stored since acquisition (the last tax disc expired in 2007). Presented in age-related condition with a nice patina, the machine will require careful re-commissioning and the customary safety checks before returning to the road. The machine is offered with a V5C Registration Certificate and a copy of 'New Imp News' from 2014. 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 1922 Levis 2¼hp LightweightRegistration no. MD 5004Frame no. 8146Engine no. 10442Manufactured by Butterfield Ltd of Stechford, Birmingham, the Levis motorcycle derived its name for the Latin word for 'light', which was one of the diminutive machine's many virtues. One of the pioneers of the two-stroke motorcycle, the firm commenced manufacture of its 211cc, single-gear lightweight in 1911. Soon dubbed 'Popular', the model was a huge success for the Birmingham marque, remaining in production until 1926. Levis dominated 250cc racing in the early 1920s, winning the Lightweight category at the Isle of Man TT in 1920 and 1922, and duly introduced a new 247cc production model alongside the Popular for 1921. This Levis lightweight - a chain-cum-belt model equipped with countershaft gearbox - was restored circa 1985 and remained in the then owner's hands until it was purchased by the late vendor at Bonhams' Stafford Sale in October 2014 (Lot 358). The machine had not been used since 1989 and since acquisition has been kept in dry storage as part of a small private collection. The Levis appears in generally good condition but nevertheless will require careful re-commissioning and the customary safety checks before returning to the road. Offered with V5C Registration Certificate.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 1923 Levis 2¼hp LightweightRegistration no. BS 9599Frame no. 11563Engine no. 13287Manufactured by Butterfield Ltd of Stechford, Birmingham, the Levis motorcycle derived its name for the Latin word for 'light', which was one of the diminutive machine's many virtues. One of the pioneers of the two-stroke motorcycle, the firm commenced manufacture of its 211cc, single-gear lightweight in 1911. Soon dubbed 'Popular', the model was a huge success for the Birmingham marque, remaining in production until 1926. Levis dominated 250cc racing in the early 1920s, winning the Lightweight category at the Isle of Man TT in 1920 and 1922, and duly introduced a new 247cc production model alongside the Popular for 1921. Originally registered as 'NW 4970', this two-stroke Levis lightweight - a single-cylinder, chain-cum-belt model equipped with countershaft gearbox - was acquired by the immediately preceding owner in 2004 and purchased by the late vendor at Bonhams' Stafford Sale in April 2008 (Lot 426). An older restoration, the machine has been dry stored since purchase as part of a small private collection and will require re-commissioning and the customary safety checks before returning to the road. Accompanying paperwork consists of the original logbook; some expired tax discs and MoTs; 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

Property of a deceased's estate 1914 Sunbeam 3½hp 499cc with Mills-Fulford sidecarRegistration no. HK 4799Frame no. 2144Engine no. 2184 B•Desirable veteran outfit•Long term ownership (since 1984)•History since 1971•No reserveJohn Marston's Sunbeam bicycles had already established a peerless reputation when, in 1912, he introduced the first Sunbeam motorcycle. This was the 2¾hp, a 349cc side valve single with a two-speed gear. The early design work had been done by Harry Stevens before his involvement with the rival AJS concern. Meanwhile John Marston had recruited John Greenwood as the Sunbeam designer. Greenwood had previously worked for Rover & JAP, but this must have been a happy appointment for he stayed with Sunbeam until his retirement over 20 years later. His hand can be seen in everySunbeam manufactured during his tenure and for some time afterwards.In June 1913 a JAP 770cc powered machine with a three-speed gearbox was introduced, and then just three months later came the new 3½hp model, a 499cc side valve single with the same three speed gearbox. This was truly a gentleman's motorcycle, but sporting success came quickly, both in reliability trials and road racing. At the 1914 Senior TT Howard Davies took joint 2nd place, and Sunbeam won the team prize. Sunbeam motorcycles were to become as renowned as their bicycle cousins for the same superb workmanship and the best finish in the industry. They were also reassuringly expensive.The key to recognizing a veteran Sunbeam single is the central bulge in the timing case which accommodates the geared drive to the magneto. From 1915 Sunbeams had chain driven magnetos. This splendid Veteran Sunbeam outfit has had just two owners since 1971 when it was sold by Wally Lambert to Geoff Morris (a photocopy of the bill is supplied). It completed many Pioneer Runs in Geoff's hands, and he sold it only to facilitate the purchase of a v-twin veteran Sunbeam. It then passed, in October 1984 via the late Brian Verrall, to the late owner. He in turn rode it in at least ten Pioneer Runs and more than twenty Oude Klepper parades until his death aged 96 in 2019.It is accompanied by a very early 1921 buff log book in slightly distressed condition, Pioneer certificate no. 676, a green continuation log book from 1972, a V5C which records the previous registered keeper as Brian R. Verrall, and other assorted paperwork and photographs. The Sunbeam was restored many years ago by Wally Lambert who also found and fitted the charming Mills-Fulford sidecar which is equipped with a period windscreen and weather protection. Geoff Morris recalled that the inside of the Sunbeam's chaincase was date-stamped November 27th, 1913.It has not been run for about a year, and careful re-commissioning is recommended before further use. Prospective bidders must satisfy themselves as to the outfit's completeness and mechanical condition 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

Believed 1927 works TT 1927 Triumph 498cc Racing MotorcycleRegistration no. DFP 466Frame no. 702232Engine no. 122031 Crankcase mating no's T7 1 / T7 1* Believed Works TT machine* Offered from long term ownership (since 1984)The Triumph factory had not had much success on the Island in the twenties, but a lot of effort went into the 1927 Senior TT with no fewer than six works entries and a private entry by Vic Horsman. Four of the seven Triumphs finished the race, but ironically it was Tommy Simister's privately entered machine which finished 3rd, well ahead of the works bikes. Harris crashed out at Quarter Bridge on the first lap, Quinn crashed on lap 4, Wilmot Evans retired on the last lap, but Harry Hobbs finished 12th, Tyrell Smith was 13th, and Norman Black was 18th. It is not known who rode which machine.The racing machines differed from the production model in relatively minor aspects: twin pannier petrol tanks were fitted with the gearchange mounted on the right hand tank, though Simister's petrol tanks were of a slightly different shape, and his gearchange was mounted on the gearbox - like the production machines. Large cylindrical oil tanks were fitted beneath the saddle, with an auxiliary foot pedal allowing the rider to give the engine an additional charge of oil without having to remove his hand from the bars. Andre steering dampers were fitted, and the front forks were modified with lighter springs and B&D dampers.These Triumphs are certainly worthy of further research. The motorcycle offered here is believed to be one of the six works bikes. It was bought by the late owner from Stephen Griffith in 1984 following a period on display in the Stanford Hall Collection (receipt on file). We note that the Stanford Hall brochure makes no mention of this bike's involvement in the 1927 TT, but states that 'it was raced by E. Archibald in the Amateur TT, and that it was rebuilt by Colonel Jack Churchill who favoured the fancy copper exhaust pipes'. The bikes were numbered T (for TT?), 7 (for 1927?), and 1 to 6. This machine's headstock is stamped T.7.5, each crankcase is stamped T7 1 behind the cylinder barrel, and the gearbox is stamped T7 in two places. Interestingly, a sister bike which Bonhams sold in 2012 featured frame no. T.7.1 and crankcase nos. T7 5. The late owner's sons were told by their father that it was believed the factory swapped the engines and frames around after the race. The age-related registration number dates from 1982. A splendid 100 mph Bonniksen speedometer is fitted – and has apparently been there for a very long time. A V5C registration document accompanies the machine which has not been run since 2012, so careful re-commissioning is essential before further use. Prospective bidders must satisfy themselves as to the Triumph's provenance, completeness, and mechanical condition 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

'Velocette' 348cc 1937-Type KTT 'Works' Replica Racing MotorcycleFrame no. 7TT40Engine no. KTT 740• Re-creation of a 'works' KTT racer• Mark VIII KTT engine internals• Ideal for parades, sprinting, and racingVarious incarnations of Velocette's KTT followed the model's introduction in 1928, and were later ascribed ascending 'Mark' numbers as they were changed and developed. Alongside these were the inevitable factory, or 'works' special versions with experimental features. As with most manufacturers, either with racing pedigrees, or aspirations to such, Velocette promoted their racing exploits with their own team of riders, and also by providing machines and/or factory-built and tuned engines to favoured promising, or established, riders. 'Works' bikes included a supercharged version, and, in 1936, a double overhead camshaft design. When the DOHC failed to produce the required power output, the works machines for 1937 reverted to single overhead cam layout, but with a large 10-inch cylinder head, and big-finned cylinder barrel. A similar layout, but with slightly smaller fins was later used for the Mk VIII.The owner of this unique racing special was captivated by these 1937 works machines, and, as a genuine example would be unobtainable, or prohibitively expensive, he determined to build a replica which he could use for parades, sprints and hillclimbs. He was fortunate enough to have original Mk VIII engine internals and crankshaft which, with a new big end assembly, formed a basis for the engine, and he obtained new castings made from copies of the original factory drawings, with which to construct the motor. A replica frame with cast lugs was utilised, together with newly cast hubs, original gearbox, and other parts. Carburation is via an Amal TT carburettor, and ignition from a BTH magneto.The work took approximately four years, and was completed in 2012. The vendor ran the machine for the first time at the Festival of 1000 bikes in 2013. He reports that it seemed to run well at that time. Since then, other matters have occupied his attention, and, with advancing age, he now feels that his creation should pass to another who can use the machine as he intended. Running on mineral oil, this racer provides a new owner with an excellent opportunity to run the machine in parades, for sprinting, hillclimbs, or racing. It will require safety checks and commissioning prior to use, and in particular, the gearchange needs adjustment, and some of the paintwork now ideally needs refinishing. It will undoubtedly provide endless talking points for Velocette enthusiasts everywhere. Documentation with this machine comprises the aforementioned copy factory drawings for the crankcases, cylinder head, and timing cases.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.1931 Velocette 348cc GTP/KTT Racing MotorcycleFrame no. GP2504Engine no. KTT30XThe Velocette name was rolled out for the first time in 1913, after earlier models had carried the 'Veloce' title. Velocette's first TT victory would not be until the junior race of 1926 with Alec Bennett aboard the firm's radical overhead-camshaft four-stroke Model K, which had joined the range in 1925. Having been firmly committed to two-stroke engines up to this point, the Bennett victory sealed Velocette's change of tack, and thenceforth the company's future would forever be linked mainly to four-strokes. Other OHC models were produced before the KTT appeared in 1928 and attempted further to capitalise on the firm's racing success. This machine was assembled by the owner, utilising the frame from a GTP, and a KTT-specification engine. It was intended for use as a sprint or hillclimb mount and was used by the vendor for this purpose most years from completion in approximately 2000 until 2018. The machine benefits from additional frame strengthening to help cope with competition use, and also had new crankcases when built. Only basic maintenance has been needed during that time on the bike, which has performed faultlessly. However, due to his advancing years, the vendor has reluctantly decided that he must retire from competition. Unused now for two years, the bike will require safety checks and a modicum of re-commissioning prior to use by a new owner. Lubricant is mineral oil. Also of note is the 4-speed gearbox and coil valve springs. There are no documents with this machine.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.1931 Ariel 497cc Square Four 4F ReplicaFrame no. none visibleEngine no. R818The Ariel Square Four, announced in 1931, was a genuinely ground-breaking design. It was introduced as an overhead-camshaft 500cc, with two gear-coupled crankshafts and a square four-cylinder layout. The following year it was offered in both 500 and 600cc capacities. At the time it was as radical as any design before or since and was the creation of the great Edward Turner. The vendor of this machine was in possession of most of the bike but was missing a frame and unable to locate one. He was, however, able to acquire a new, reproduction frame which was built with measurements from an original frame and cast lugs as per original. Combined with the original parts he possessed; he was able to rebuild the machine. The engine, four-speed Burman gearbox, forks, wheels etc. are all original items, and even the petrol tank is modified from another Ariel model from 1931. He advises us that he stripped and rebuilt the engine with new valves, valve springs, and oil pump body. He further advises that the big ends, bores, pistons, and camshaft were all in useable condition. Whilst all four gears select, he states that the gearbox layshaft needs replacing to facilitate the speedo drive, and a used one is included with the bike. The magneto requires reconditioning, and there are no internals in the dynamo. In need of completion, this machine will provide a new owner with a budget-level entry to the normally expensive world of early Square Four ownership. Documents with this lot comprise a copy parts book and copy handbook.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

1936 Tommy Spann Special AJS 498ccRegistration no. CVT 897 (see text)Frame no. 89996Engine no. T.S.S. No.2According to its original old-style logbook, this machine was first registered on 7th April 1936 as a 'Tommy Spann Special AJS'. Tommy Spann raced throughout the 1920s and into the 1930s, enjoying spells as a works rider with Sunbeam and then AJS. His links with latter were not confined to the racetrack, as he married AJS boss George Stevens' daughter Millie in 1930. Arguably the highlight of a varied career was his 2nd place finish at the 1928 TT behind Graham Walker's Rudge while riding for AJS, while his best Isle of Man TT result was 4th place in the 1932 Lightweight event aboard a New Imperial. For a time at least he ran a motorcycle dealership in Didsbury, Manchester. The current vendors acquired this machine in 2016 when they bought a farm from the estate of the late Peter David Lishman, who had owned 'CVT 897' since February 1956. The Spann AJS was found in an outbuilding in a dismantled state and has since been loosely reassembled. The aforementioned logbook shows that the machine was first registered in Stoke-on-Trent and that Mr Lishman was the fifth owner. The machine appears to be based in part on a 498cc AJS 'Big Port', while the frame number suggests a manufacturing date for that component of 1931. The front fork is from a works 1928 AJS. There is no registration document with this machine and prospective purchasers must satisfy themselves with regard to its registration status prior to bidding. The machine is offered for restoration and sold strictly was 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

1929 Cotton 496cc Model 25 Twin-PortRegistration no. DE 7081Frame no. to be advisedEngine no. KOY/S 21382 (see text)Between the wars Cottons were well known for their distinctive triangulated frames which connected the top and bottom of the headstock to the rear wheel spindle by four straight tubes. As a result of this unique frame design they were equally renowned for their superb handling. Racing successes included Stanley Woods' inaugural TT win in the 1923 Junior, and a memorable 1-2-3 in the 1926 Lightweight TT. The 'model 25 two port' model offered here was effectively top of the range in 1929. Blackburne engines were the more common power plant in the late vintage years, but JAP engines were also catalogued, and it is a JAP which is fitted to this example. The Cotton is accompanied by a V5C and a continuation buff logbook which shows that since 1938 it has been based in Kent, and that the late owner, a time served vintage motorcycle enthusiast, acquired it over 51 years ago in March 1969. Little is known of the Cotton's mechanical state, but it makes for a fascinating and unusual project. Both the old and new registration documents show the engine number as KOY/6... but the 6 is in fact an 'S' as listed above. We were unable to locate the frame number on our initial inspection. Two pairs of exhaust pipes thought to have been intended for this machine are included. There are some obvious missing items e.g. chaincases, silencers, footrests, & toolboxes. 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.For further information on this lot please visit Bonhams.com

1926 Scott 498cc Super SquirrelRegistration no. BF 6307Frame no. 2245Engine no. Z7827Scott's iconic two speed Super Squirrel was introduced for the 1925 season and was based on the 1924 TT machines. This very nice example is from 1926, although the engine (which is of the correct type) dates from 1925. Little is known about the history of this 'Super', but the late owner, a time served vintage motorcycle enthusiast, appears to have acquired it some time after 2012 because it is accompanied by a Scott Owners Club dating certificate from October of that year addressed to the previous owner. On the certificate Club Registrar Ian Parsons commented 'All the major components are correct for the period'. We noted some minor deviations from the original specification including a later Amal carburettor (which will no doubt help rideability), rather sporty replacement mudguards, and wire on tyres and wheel rims in place of the original beaded edge items, but surely few would argue against these being a sensible upgrade. Engine lubrication is via 1925 style twin drippers - which most time served Scott riders will consider a more reliable and superior system to the Best & Lloyd oil pump fitted for 1926 which tended to over-oil one side of the engine and starve the other - with inevitably unfortunate consequences. The Scott's mechanical state is unknown, but it is believed not to have been ridden for some years, and careful re-commissioning is recommended before further use. It is accompanied by a V5C registration document. 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.For further information on this lot please visit Bonhams.com

1927 BSA 4.93hp deLuxeRegistration no. YE 2858Frame no. U 5430Engine no. M 11620In his Vintage Road Test series VMCC founder Titch Allen tested an identical model to this 1927 500cc side valve BSA and concluded 'It's a really well-built machine of sound though conservative design'. This particular example had been an unfinished sympathetic restoration by its late owner, a time served vintage motorcycle enthusiast, who had bought it in 2012. In the January 2020 edition of 'Classic Bike' Rick Parkington described how he assembled it into its present state. The BSA remains unfinished but is now mostly in one piece, and surely represents a very worthwhile and intriguing project. We understand that the magneto is in need of a rewind. The front mudguard is in a poor state but should be a sound pattern. The combined petrol and oil tank has a wonderful patina, a splendid vintage electric lighting set is fitted albeit there is a ding in the headlamp rim, and most of the period controls are present. An electric horn is included but not attached to the machine, and a replacement silencer and rear carrier are also supplied. No rear chain is fitted. The original registration number is retained. We do not know for sure, but it is likely that the engine & frame are the original pairing because the present numbers appear on the 1949 continuation buff logbook. This wrongly states the engine size as 350cc, but the 500cc capacity is correctly stated on the accompanying V5C. 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.For further information on this lot please visit Bonhams.com

Offered directly from the estate of the late Les Williams, Ex-1930 Manx Grad Prix 1930 AJS 346cc R7 Racing MotorcycleRegistration no. OG 4277Frame no. R145260Engine no. 145260•Ridden to 10th place in the 1930 Manx Grand Prix Junior Race•Long-term ownership 1932-1993•Dry stored and not ridden since 1957•Restored by Les WilliamsIn 1927 AJS's works racers appeared with a new overhead-camshaft engine. Instead of the customary shaft and bevel gears, the camshaft was chain driven, its distinctive cast-alloy case extending forwards to the front-mounted magneto. After initial problems had been sorted out, works rider Jimmy Simpson rode the 350cc version to victory in the Belgian, Swiss, Austrian and European Grands Prix. A catalogued model from 1928, the 'cammy' AJS was built in 350cc (K7) and 500cc (K10) capacities initially. Both models were extensively improved for 1929, boasting redesigned frames, Webb forks, a stronger crankcase, different camshaft, larger brakes, a four-speed gearbox and the fashionable saddle tank. By the season's end the 350cc model had chalked up victories in the German TT and the Grands Prix of Austria, Ulster and Europe. This AJS R7 was prepared in the Racing Department at the Wolverhampton factory for The Premier Motor Co of Birmingham, to whom it was first registered on 1st September 1930. Eight days later it was entered in the Manx Grand Prix Junior Race ridden by Noel Jordan, who finished the wet event in 10th place. It would be Jordan's only MGP finish out of six attempts. On 24th June 1931, the AJS was registered to Jordan and then back to Premier that same day, passing to its next (effectively first) private owner, T Cross of Acocks Green, Birmingham on 3rd July 1931. On 16th April 1932 the machine was registered to L Wooldridge of Erdington and then on 24th June that year to Frank Thornhill, then of Small Heath, Birmingham, who would own it for the next 60-plus years. Last taxed in 1957, the AJS was kept in Frank Thornhill's garage at his home in Coventry and never ridden again. When Frank Thornhill died in 1993 his daughter sold 'OG 4277' to Les Williams, the legendary Triumph Racing Department foreman and creator of that best known of all racing Triumphs, 'Slippery Sam'. Les laid up the machine for several years before restoring it to its original racing specification. (Following the 1930 Manx Grand Prix, its only race, the AJS had been used as a road bike.) 'OG 4277' comes with an extensive history file containing copies of the original and continuation logbooks; correspondence with cammy AJS authority Ivan Rhodes; a selection of 'as purchased' and in-restoration photographs; copy V5C document; and a quantity of photocopied articles, press cuttings and photographs. 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 1951 Vincent 998cc Series C Black ShadowRegistration no. UNO 187Frame no. RC/9824/BC Rear Frame Number. RC/9824/BCEngine no. F10AB/1B/7924 Crankcase Mating Numbers. WWI0•Matching frame and engine numbers•Present ownership since 1993•Restored in the 1990sEver since the Series A's arrival in 1937, the Vincent v-twin has been synonymous with design innovation, engineering excellence, and superlative high performance. From Rollie Free's capture of the 'world's fastest production motorcycle' record in 1948 on a tuned Series B Black Shadow to the final fully enclosed Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features, offering adjustment of brake pedal, footrests, seat height and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries.But above all else it was the v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. Not until the advent of Jaguar's XK120 was there a production sports car that could live with the thundering v-twins from Stevenage. With a top speed approaching 120mph, and bettering it in the Black Shadow's case, the Vincent v-twin was quite simply the fastest road vehicle of its day. The Black Shadow was indeed a legend in its own lifetime, and in the 60-plus years since production ceased, the esteem in which this iconic motorcycle is held has only increased, fuelling the demand among discerning collectors for fine examples of the marque, such as that offered here. This Black Shadow has belonged to the late owner since January 1993. Restored by him over the next few years, the Vincent comes with a most extensive history file documenting the restoration in full (perusal recommended). Although old age prevented the owner from riding the Vincent in his later years (it was last taxed for the road in March 2010), the engine has been started up occasionally. Careful re-commissioning and the customary safety checks are advised before further use. As well as the aforementioned restoration records, the history file contains copies of factory records; a quantity of old MoTs; an old-style V5C document; and a VOC dating certificate confirming matching frame and engine numbers.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

1950 Vincent 998cc Rapide ProjectRegistration no. KRU 725Frame no. RC7592 Rear Frame Number. RC7592Engine no. F10AB/1/5692 Crankcase mating nos. C70•Effectively two private owners from new•Present family ownership since 1954•Off the road since 1963•Matching numbersThe outbreak of WW2 in 1939 brought production of all Series A models to a halt, and when Vincent resumed production at the war's end it was with the all-new Series-B. Its rear suspension aside, the Series A Vincent-HRD had been conventional enough: tubular steel frame, girder forks, separate gearbox, etc but with the Series-B Messrs Vincent and Irving effectively established the marque's reputation for the defiance of convention in the pursuit of engineering excellence. For a start there was no 'frame' as such, merely a fabricated box attached to the cylinder heads, that served as the oil tank and incorporated the headstock and the attachment point for the rear springs. The gearbox was integral with the engine, and the swinging arm pivoted directly in the engine/gearbox casings, features commonplace today but unusual 60 years ago. Only in his retention of the pre-war Brampton girder fork did Phillip Vincent appear to be lagging behind other manufacturers, almost all of which had switched to telescopics, but this apparent shortcoming would soon be addressed by the introduction of the famous 'Girdraulic' fork.Introduced in 1946, the Vincent-HRD Series-B Rapide was immediately the fastest production motorcycle on sale anywhere, with a top speed of over 110mph. The basic design clearly had even greater potential though, which would be realised later in the form of the Black Shadow and Black Lightning models. In 1948 the Vincent range began to be updated to 'Series-C' specification. The most significant changes made concerned the suspension, there being a revised arrangement at the rear incorporating curved lugs for the seat stays and an hydraulic damper between the spring boxes, while at the front the new models boasted Vincent's own 'Girdraulic' fork: a blade-type girder fitted with twin hydraulic dampers. These advances began to find their way onto production models during 1948 but it would be 1950 before all Vincents left the factory in Series-C specification. First registered to Huxham's Ltd of Dorset, this 'barn find' Rapide came into the lady vendor's family's possession when her late father (its second private owner) purchased the machine from Huxham's in July 1954. In 1963 her father had an accident, suffering serious head injuries (he was not wearing a helmet) and the Vincent has been off the road since then (the 1963 tax disc is still in the holder). Accompanying paperwork consists of the 1954 sales receipt, guarantee, and correspondence; a VOC Certificate of Authenticity; and an old V5 registration document. Offered for restoration and sold strictly as viewed, 'KRU 725' represents an exciting opportunity for the dedicated Vincent enthusiast to return one of these wonderful machines to its former glory. 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.1955 Vincent 998cc 'Black Prince' Replica (see text)Registration no. TRC 6LFrame no. RD 12611B Rear Frame No. UnstampedEngine no. F10AB/1/7133 Crankcase Mating No's RR29/RR29•Series-D Black Shadow frame; Series-C Rapide engine•Present enthusiast ownership since circa 1976•Engine rebuilt by Bob Dunn•Numerous upgradesEver since the Series-A's arrival in 1937, the Vincent v-twin had been synonymous with design innovation, engineering excellence and superlative high performance. So in September 1955 when it was revealed that production of the Stevenage-built machines would cease, the news stunned the motorcycling world. It had been decided that the firm's future lay in more profitable lines of manufacture, and just 100 more of the fabulous v-twins would be completed. By the time its demise was announced, Vincent's final twin - the Series-D - had been in production for just six months. It had been Philip Vincent's belief that provision of ample weather protection combined with enclosure of engine and gearbox, would make the Vincent Series-D the ultimate 'gentleman's motorcycle', though delayed delivery of the glassfibre panels - plus continuing demand for traditionally-styled models - resulted in over half the production leaving the Stevenage factory in un-enclosed form. The enclosed Rapide and Black Shadow were known as Black Knight and Black Prince respectively. Other Series-D innovations included a new frame and rear suspension, a user-friendly centre stand, plus many improvements to the peerless v-twin engine. When production ceased in December 1955, around 460 Series-D v-twins had been built, some 200 of which were enclosed models. As confirmed by accompanying Vincent HRD Owners Club correspondence, frame number 'RD 12611B' originally belonged to a Series-D Black Shadow made in 1955, while engine number 'F10AB/1/7133' is that of a Series-C Rapide made in June 1951. Subsequently modified to 'Black Prince' specification with that model's characteristic enclosures, it was rebuilt by a previous owner and reregistered in 1973. The machine was acquired by the current owner circa 1976. In common with many Vincent twins, this example incorporates numerous upgrades including improved enclosures; dashboard instrumentation; alloy brake sleeves; Amal Concentric Mk2 carburettors; a modern multi-plate clutch; 18' Borrani alloy wheel rims; flashing indicators; 12-volt electrics; electric starter; and electronic ignition. During the present ownership the engine has been rebuilt by recognised Vincent specialist Bob Dunn to include new cylinders (liners/muffs), pistons and valves. 'TRC 6L' has also completed two tours of New Zealand with the Vincent Owners Club. Benefiting from long-term enthusiast ownership and a 'no expense spared' attitude to maintenance, the machine is offered with a V5C registration document and an October 2019 Quirks Classics invoice totaling £950 for works including fitting of a refurbished magneto, new spark plugs and HT leads, strip of the front carburetor, fairing screen and various other works. The vendor advises the engine now runs well following the aforementioned recommissioning.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

1937 Brough Superior 982cc SS80 & Petrol-Tube Sidecar (see text)Registration no. FWL 826Frame no. M8 1605Engine no. BS/X 4642•One of some 300 AMC-engined SS80s surviving•Present family ownership since 1954•Requires re-commissioning/renovation•Non-matching numbersBrough 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. Similar to that of the Matchless Model X, the 982cc sidevalve v-twin incorporated Brough's preferred 'knife-and-fork' big-end bearing arrangement instead of the side-by-side connecting rods of the Matchless. The SS80 continued to use the AMC engine until production ceased in 1939, by which time Brough had built 460, of which some 300-or-so survive.According to Brough Superior Club records, its Works Record Card shows that 'FWL 826' left the factory with frame number 'M8 1909' and engine number 'BS/X 4642'. Since then 'FWL 826' has been rebuilt around frame number 'M8 1605' (taken from another SS80 registered 'BRH 799') and retains its original engine (as marked above). 'FWL 826' was despatched to Layton's of Oxford in December 1937 while 'BRH 799' had gone to Jordan & Co of Hull where it was damaged in an air raid in May 1941 and been presumed lost. Frame number 'M8 1909' still exists in SS80 'FTV 710', which was sold as an incomplete restoration project by Bonhams at Stafford in October 2013 (Lot 395). In the early post-war years 'FWL 826' was owned in Lancashire by a Mr Boyd, and in 1954 passed to BSC member Jim Smith of Warrington. The family's sole means of transport, the Brough was ridden regularly until the late 1960s when a Minivan was purchased, including holiday trips to Wales and twice-yearly visits to the Isle of Man for the TT and Manx GP. Following Mr Smith's death in October 2001, the Brough passed to his daughter, the current vendor. Originally a solo, the SS80 is currently attached to a Brough petrol-tube sidecar chassis (number '182') that left the factory when new attached to another SS80 registered 'ETV 331'. The latter was first owned by one A E Briggs, Resident Engineer at Heysham Harbour, Lancashire. The sidecar currently fitted is of unknown make. 'FWL 826' last ran circa 2017 and will require re-commissioning at the very least and possibly more extensive renovation before returning to the road; accordingly, the machine is sold strictly as viewed. Accompanying documentation consists of Brough Superior Club correspondence, an old-style logbook, and a V5C Registration certificate. 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

2016 Brough Superior 997cc SS100Registration no. B2 EGPFrame no. VPJSS1MK1GJ000002Engine no. KT0RAG00002•The 2nd production SS100 made•Built specially for the current owner•888 kilometres (approximately 550 miles) from newIn 2013, after decades of dormancy, the legendary Brough Superior marque was resurrected by Mark Upham. The reconstituted company went on to produce several 'continuation' examples of Vintage-era Brough Superior SS100s while negotiating with Thierry Henriette of Toulouse-based Boxer Design to produce an entirely new Brough Superior motorcycle. Upham insisted on retaining visual cues linking the new motorcycle with its historic ancestors, as well as continuing the original ethos of the marque: innovation, excellent design, and superior construction and materials. The new Boxer-designed Brough Superior SS100 first appeared at the EICMA show in Milan in 2013, with production commencing in 2016.The new SS100 features an 88-degree, 997cc, v-twin engine with water-cooling and DOHC four-valve cylinder heads, designed and built by Boxer Design. The engine produces 120bhp in standard tune and functions as a stressed member of the chassis, the latter being constructed of titanium, carbon fibre, and aluminium. Up front is a Fior-based fork, reminiscent of the pre-war girder type, with mono-shock suspension at the rear and Öhlins hydraulic dampers at both ends. Sourced from the aircraft industry, the Beringer front brakes feature four rotors and radial callipers. The fuel tank, seat cowl, mudguards, and side panels are hand-crafted in aluminium, and the SS100 weighs a little under 400lbs dry, making it among the lightest 1,000cc bikes on the market. The list price at time of launch was a shade under £45,000 but by the time Motorcycle News got to test a production version in 2018 that had risen to £59,999. 'No mass-produced machine will ever give you such a sense of occasion every time you turn a wheel,' declared MCN. '...it's a worthy successor to the original, and you'll never feel more special carving through the British countryside'. The second production SS100 made, the machine offered here was built specially for the current owner, many-time Bonneville Speed Week competitor Eric Patterson, and was presented to him at the Excel exhibition. There is a commemorative plaque on the fuel tank. Originally registered 'HJ16 HVT', it now carries the personal registration 'B2 EGP'. Last run in March 2020, the machine is presented in effectively 'as new' condition having covered a mere 888 kilometres (approximately 550 miles) from new (the speedometer was changed by the factory at 800km and the current reading is 88km). All maintenance, upgrades, etc has been carried out by Motocorsa of Ashmore, Dorset. Offered with a V5C document, this stunning machine represents a wonderful opportunity to own one of the most talked about motorcycles of recent times. 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.1952/48 Vincent 998cc Series-C Rapide Project Registration no. not registeredFrame no. RC/11265 Rear frame no. RC/1/6302Engine no. F10/AB/1/268 Crankcase mating no. C70This non-matching numbers Vincent Rapide consists of a main frame that formed part of a Series-C Rapide despatched to Kempster in London in October 1952; the rear frame from a Series-C Comet that went to Conway Motors in West London in July 1950; and the engine from a Series-B Rapide that was sent to Huxham's in Bournemouth in August 1948. The Vincent was purchased by the current vendor at Bonhams' Oxford sale in June 2014 as a dismantled restoration project, having been owned for some 30 or so years and dry stored by the previous owner's family. However, a change of plan has meant that the current vendor has not started the restoration and the Vincent has remained in dry storage. Only loosely bolted together and believed relatively complete, the Rapide is now offered for sale requiring full restoration. We are informed by the vendor that the engine turns over and that the gearbox selects all gears. There are no documents with this Lot, which is 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

1952 Vincent 499cc Comet ProjectRegistration no. JAM 952Frame no. RC/1/10102/C Rear frame no. RC/1/10102/CEngine no. F5AB/2A/8202 Crankcase mating no. 47FFUnlike in pre-war days, when the first (Series-A) Vincent-HRD v-twin had been created by - in effect - combining two of the existing singles, post-WW2 Vincent's approach was reversed, with the Series-B twin appearing first, in 1946, and the single-cylinder version in 1948. The latter was offered in two forms initially: Series-B Meteor and Series-C Comet. Apart from its Burman gearbox and 'missing' cylinder, the Comet followed Series-C twin lines, featuring the newly introduced Girdraulic front fork and hydraulic dampers at front and rear, while the Meteor retained the old Brampton girders. The Meteor was soon dropped but the Comet continued in production until 1954, offering the same degree of refinement as its bigger brother, albeit with reduced performance. Even so, the Comet combined a 90mph potential with excellent fuel economy, and was the ideal touring mount for the discerning rider who placed civility of manners and quality of construction above outright performance. An expensive machine to produce, the Comet did not sell as well as its maker had hoped and was dropped when the Series-D range was introduced. Belonging to the vendor for some 45 years, during which time it has attended numerous VOC rallies, this partially dismantled Comet is offered for restoration and sold strictly as viewed. A matching-numbers machine, it comes with sundry bills; an old-style (part) V5 document; and an assortment of detached parts.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

1950 Vincent 499cc MeteorRegistration no. MKP 267Frame no. R/1/5408 Rear frame no. R/1/5408Engine no. F5AB/2/3508 (see text)The post-war Vincent single was offered in two forms initially: Series-B Meteor and Series-C Comet, the main differences between the two being the new Girdraulic front fork fitted to the latter (the former retained the old Brampton girders) and the Meteor's slightly smaller carburettor. When production of Series-B models was phased out during 1950, the Meteor disappeared from the range, making it one of the rarer post-war Vincents. Dating from the final year of production, by which time the model had been updated with the Girdraulic front fork, this Meteor has matching main/rear frame numbers; however, it should be noted that the engine number is not a Vincent factory stamping. 'MKP 267' has belonged to the vendor for 45 years and was in a totally dismantled state when acquired. Noteworthy features include an Amal Concentric carburettor; Paul Paxman 4LS brake; and a luggage rack (a pair of Craven panniers is included in the sale). Restored by the owner, the Meteor has been enthusiastically campaigned over the years, attending numerous VOC rallies, although it has not been used for some time (the attached tax disc expired in 2014). Its mechanical condition is not known and thus the machine is sold strictly as viewed: in need of re-commissioning or possibly more extensive restoration. Accompanying documentation consists of SORNs; expired MoTs; an old-style continuation logbook; and old/current V5/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

'Egli-Vincent' 499cc Comet ProjectRegistration no. MRD 736JFrame no. CTG002Engine no. F5AB/2A/5453 Crankcase mating no. 4ROne of the world's best known motorcycle frame makers, Swiss engineer Fritz Egli built his first frame in what would turn out to be a highly successful attempt to tame the wayward handling of his Vincent v-win race bike. The Vincent used a spine-type frame and so did Egli, though his was tubular rather than box-section and all-welded rather than bolt-up in construction. This trademark large-diameter spine has been a feature of virtually all Egli's frames made since, proving adaptable to almost all types of motorcycle engine layout from British singles to across-the-frame Japanese fours. These days widely regarded as a marque in its own right, it is the Egli-Vincent, with its exciting combination of classic power and modern chassis technology, that has proved to be his most enduring legacy. As Fritz Egli moved on to other projects, the frames continued to be produced in limited numbers by other specialists, this CTG example (manufactured in 1971) being the work of Cyril Maylem (see documentation on file). Other noteworthy features include a Kawasaki fuel tank; BSA-Triumph TLS conical front brake; alloy wheel rims; flashing indicators; and alternator electrics. 'MRD 736J' has been registered as an Egli-Vincent since 2001 and appears not to have been used for some considerable time (the attached tax disc expired in 2002). Offered for restoration and sold strictly as viewed, the machine comes with old/current 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.For further information on this lot please visit Bonhams.com

1936 Coventry Eagle 250cc Silent Superb Registration no. 980 UXFFrame no. 72196Engine no. AXF 1486This very attractive Coventry Eagle was acquired by the vendor about two years ago. He reports that it had been restored by the previous owner and that he has had to do nothing to it at all. It has a non-transferable age-related registration number. The original number was 'DNU 172' as confirmed by a continuation buff logbook which is supplied, along with a V5C, and original Coventry Eagle fold out leaflet. The vendor tells us that the frame and cycle parts are 'excellent', while the engine and 3 speed transmission are 'very good'. The only reported deviation from factory specification is a conversion to LED lighting, both front and rear. It has been run within the last month. Prospective bidders must satisfy themselves as to the machine's completeness and mechanical condition 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

1931 Triumph 277cc Model WSRegistration no. NG 181Frame no. 621608Engine no. 409625The 277cc Model W had the biggest engine Triumph could build while keeping the resulting machine within the favourable taxation class that limited weight to 220lbs. Introduced for 1927, the Model W changed little for the next couple of years, becoming the WS in 1930 when it adopted the fashionable saddle tank, and was dropped when the 1931 range was announced. Apparently complete and in original condition having been stored for many years, this Model WS formerly belonged to the lady vendor's father and before that to her uncle. It is understood that the engine was professionally rebuilt in 1979 and the frame repainted. The inside of the fuel tank is rusted, but after the carburettor float bowl had been filled with petrol the engine started and ran in October 2020 having last been run circa 2000. Offered for restoration, the machine comes with an instruction book, an old-style buff logbook, 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

c.1944 BSA 496cc Ex-WD M20Registration no. OTV 920GFrame no. WM20 110090Engine no. WM20 74630After the war, ex-WD bikes were sold off and eagerly scooped up by the public. They have seen a resurgence of interest in recent times, with 'wartime' or 1940s/1950s re-enactment events. This WD M20 was sold off by the MoD in 1968, as evidenced by the original VE60 green registration book, when registered on 2nd August 1968 by Dawsons Cars & Motorcycles in Nottingham as OTV 920G. It was sold later the same month to the first owner who kept it until 1974, when it was purchased by the vendor. It was used by him for only a short period before being dry-stored until today. It will, therefore, require re-commissioning and safety checks before use by a new owner. Included with it are a spare saddle, the rear rack, pannier frames, and a sidecar frame with wheel. Documentation comprises an old-type V5, the aforementioned VE60 logbook and sundry papers.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

1933 Sunbeam 344cc Model 10Registration no. HG 2111Frame no. unable to locateEngine no. HG 2111The Model 10 was produced for only two years before Sunbeam reverted to the old Model 8, and is one of the rarer Sunbeam motorcycles of this period. It is understood that there are only 15 Model 10s on the Sunbeam Register, 11 of which date from 1931. This example was purchased as a 'barn find' in 1973 and has been dry stored since then. Although the Sunbeam was stripped and examined, the vendor could not find time to restore the machine and it has been loosely reassembled for sale. Prospective purchasers must satisfy themselves with regard to this motorcycle's condition, completeness, correctness or otherwise prior to bidding. Sold strictly was viewed, it comes with an old-style continuation logbook and old 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

1937 Velocette 348cc KSS MkII ProjectRegistration no. ENB 685Frame no. 4308Engine no. KSS 8357Velocette's Percy Goodman-designed Model K first appeared in 1924. Of 348cc, the new engine employed a single overhead camshaft driven by vertical shaft, and was unusual in having a very narrow crankcase (an arrangement determined by the existing transmission and frame design) which made for a stiff crankshaft assembly. By the end of the 1920s Veloce's range of K-Series roadsters boasted a host of variations on the theme that included Normal, Sports, Super Sports, Touring, Economy and twin-port models. Introduced in 1925, the KSS was the Super Sports version while the KTS tourer employed the same overhead camshaft engine in virtually identical cycle parts, differences being confined mainly to mudguard style and wheel sizes. Introduced for the 1936 season, the MkII version of the KSS/KTS represented a major redesign, featuring many improvements including a new aluminium-alloy cylinder head with enclosed valve-gear, plus the cradle frame and heavyweight Webb forks of the new MSS. Owned by the vendor since 1974, this KSS MkII comes with a VOC dating letter stating that it was invoiced by the factory on 23rd November 1937 and first owned by one P Fisher of Manchester. Dismantled and offered for restoration, the machine is sold strictly as viewed. Additional documentation consists of an old-style continuation logbook (issued 1947) and a V5C Registration Certificate, and the machine also comes with sundry transfers and an original Instruction Book.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

1937 Velocette 495cc MSSRegistration no. EKM 603Frame no. 4232Engine no. 2851The third of Velocette's overhead-valve, high-camshaft, single-cylinder designs, the 495cc MSS was announced in 1935. The first of these new models had been the 250cc MOV of 1933, which was joined for 1934 by a long-stroke '350': the MAC. In creating the MSS, Veloce kept to the basic design, combining the MAC's 96mm stroke with a larger bore to create its new '500'. The MSS engine went into a new frame derived from that of the racing KTT. The model disappeared from Veloce Limited's range in 1948 while the company concentrated on the LE, reappearing in 1954 with a new swinging-arm frame and Hall Green's own telescopic front fork. The engine too was updated, gaining 'square' bore and stroke dimensions of 86x86mm along with an alloy cylinder barrel and 'head. This highly original MSS has belonged to the current vendor since 1999 and has had only three owners from new; indeed, the vendor bought it from the second owner having known the machine since the early 1960s. The MSS has been ridden only occasionally, including up the test hill at the 'Brooklands Relived' event in 2000. Kept in a heated garage, the machine has not run for over 15 years and will require re-commissioning, including a new battery, before further use. Accompanying paperwork consists of an old-style logbook and old/current 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.For further information on this lot please visit Bonhams.com

1914 Clément 4hp Autocyclette Grand TourismeRegistration no. not UK registeredFrame no. not knownEngine no. 29789•Premier French make•Rare early model•'Barn find' for restorationAlready a successful maker of bicycles and pneumatic tyres – he owned the Dunlop patents in France – Gustave-Adolphe Clément diversified into motorcycle manufacture in 1897, having just bought the Gladiator cycle company, and built his first four-wheeled automobile two years later, taking an interest in the existing Gladiator concern. Around 1902 Clément began supplying motorcycle engines to Charles Garrard in the UK, who fitted them in frames supplied initially by James Lansdowne Norton and marketed his products under the Clément-Garrard name until 1911. Norton was impressed by the French-built motor and used it to power the first of his own motorcycles in 1902. In October 1903 Adolphe Clément broke his connection with the company he had founded and set up a new factory in Levallois-Perret, adopting the trade name 'Bayard'. Now fully controlled by British investors, the original Clément-Gladiator enterprise, trading under the 'Clediaber' name, continued to manufacture motorcycles until 1935.After 1905 motorcycle production was suspended for a number of years but by the end of 1911 new models had been introduced that generated considerable interest. Inspired by the lightweight v-twins becoming popular in Britain, especially the Motosacoche-powered Royal Enfields, Clediaber introduced MAG-engined 2¾hp and 4hp Clément and Gladiator v- twins, which were designed along British lines and more luxurious than the average French motorcycle. Produced up to the outbreak of war in 1914, the 4hp model, as seen here, was the most expensive in the catalogue. Looking remarkably similar to the contemporary Motosacoche-engined Royal Enfield, this Clément previously formed part of the collection belonging to a deceased Munich-based private collector and is offered for sale by his heirs. The machine has been dry-stored for many years and is presented in 'barn find' condition, in need of complete restoration. Some parts are missing: the front mudguard, foot-boards, and chain covers being the most obvious. The engine turns over but the machine's mechanical condition is not known and thus it is sold strictly as viewed. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1925 Sunbeam 3½hp Model 6 'Pendine Sprinter'Registration no. CY 8406Frame no. 08519Engine no. 270/18302•Resident in West Wales all its life•Raced at Pendine Sands in period•Stored for the last 10 yearsThe first Sunbeam motorcycle - a 350cc (2¾hp) side-valve single - left the Wolverhampton premises of John Marston, hitherto a manufacturer of finest quality enamelled goods, bicycles and - latterly - cars, in 1912. Designed by Harry Stevens (later to found AJS) the 2¾hp Sunbeam was equipped with a two-speed countershaft gearbox and fully enclosed all-chain drive, proving an instant success in an era when the norm was hub gears and belt-drive. Like Marston's other products, his motorcycles soon established a reputation for sound construction and exemplary finish. Their racetrack performances did nothing to discourage sales either. Howard Davies (later to found the H.R.D. marque) finished second in the 1914 Senior TT on his and Sunbeam's first visit to the Island, and Tommy De La Hay inherited victory in the 1920 Senior after George Dance, also Sunbeam-mounted, retired while leading. Sunbeam's second model was the John Greenwood-designed 3½hp of 1913. A sidevalve single like its predecessor, the 3½hp came with a three-speed hand-change gearbox and fully enclosed oil-bath chain cases, the latter first seen on the company's bicycles. 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'.This un-restored Sunbeam 'Longstroke' was first registered to Handel Davies, a well-known and successful garage proprietor who began his career at the Brooklands Garage in Garnant, Carmarthenshire before moving to his own premises in Oxford Street, Swansea. Handel was probably the first owner of a Brough Superior in Wales. During the same period, he also owned this Sunbeam, and both bikes were raced at the world famous Pendine Sands with great success. The current vendor has known the Sunbeam and its two previous keepers since the 1970s. The machine has resided in West Wales all of its life and is well known in local motorcycling circles. Stored for the last 10 years, this historic Welsh racer will require re-commissioning at the very least and probably more extensive restoration before further use. Offered with a V5C Registration Certificate. 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

1925 AJS 349cc De Luxe Sporting Model E4Registration no. TT 4061Frame no. 52180Engine no. 52180In 1925 there were three side valve 350s in the AJS range, including the De Luxe Sporting Model E4, which was fitted with TT bars, sporting footrests, internal expanding front and rear brakes, and a hand operated clutch. The original RF60 buff logbook for TT 4061 shows that it was first registered in Devon on 29th May 1925 to Mr. William Curzon of Holsworthy. He moved house twice after that, but remained in Devon and in possession of TT 4061. It was purchased by the vendor's father sometime in the 1930s (although not registered in his name until 1970), and is believed to have been used occasionally for pleasure on fine days and holidays, and to visit the TT races. It is thought to have last run in the 1960s, after which it was retired to dry storage until the present day. Ownership passed to the present owner on his father's death. It remains remarkably unmolested, save for a coat of paint at some time in its life, and is all matching numbers (frame, engine, and gearbox) with only one previous owner before the father and son. The engine turns freely, and the gears select. It is fitted with acetylene lighting, but the generator appears to have gone missing at some time. In need of re-commissioning or restoration, this wonderful AJS presents an increasingly rare opportunity for a new owner to re-commission, sympathetically restore, or fully renovate. Documentation comprises an old-type V5, and the aforementioned RF60 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

1937 BSA B21Registration no. XVV 270Frame no. HB205440Engine no. HB211765A fine example of BSA's rare B21 Sports model, a product of the largest motorcycle factory in the country in 1937, when the Birmingham Small Arms company dominated the home market and sold machines all over the globe, such was it reputation for solid reliability and quality. The overhead valve single-cylinder 250cc model represented a step into the world of real motorcycling, a far step above the smaller two-stroke models that for most of their lives plodded gently to work leaving a trail of blue smoke and interrupting progress when the sparking plug developed a whisker and roadside attention was needed. Not on a four-stroke product of the huge works in Small Heath's Armoury Road, ownership of which was a matter of pride and a hint of knowledge above the humble rider whose needs were simply to commute. This handsome but easily ridden model was the younger brethren of the more sporting machines that dominated competition and the young man, or occasionally lady, who chose such a model was clearly destined to move on into the elite world of the long distance traveller. This example is an excellent starting point in the vintage world and promises many happy hours at moderate speeds; it will require careful inspection before being used and enjoyed fully. The registered mileage is 6,550, but this cannot be verified.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

1943 Triumph 343cc 3HWRegistration no. not UK registeredFrame no. TL 36905Engine no. 3HW 46905When war broke out in September 1939, Triumph's entire stock of completed civilian machines was requisitioned by the War Office. The Coventry firm went on to develop a 350cc twin-cylinder model – the 3TW – specifically for military use, only for the destruction of its factory in an air raid in November 1940 to scupper the project. Installed in new premises at Meriden, Warwickshire, Triumph recommenced production of the single-cylinder sidevalve 3SW and overhead-valve 3HW models. The latter was based on the pre-war Tiger 80 sports roadster, the engine of which was modified to incorporate rocker boxes cast integrally with the cast-iron cylinder head, aluminium alloy being in short supply. Triumph's single-cylinder models were used mainly by the Royal Navy for despatch duties and general liaison, with the less-powerful 3SW reserved for the WRNS. Making it highly unusual to say the least, and possibly unique, this 3HW has been modified with a swinging-arm conversion, complete with friction dampers, giving it a distantly Italian look. The private vendor advises us that the machine was modified in the 1950s and has remained un-restored since then. It last ran in September 2019 and is described by the owner as running well. Accompanying documentation consists of copies of the motorcycle's Italian registration papers and Registro Storico Triumph entry.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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1941 Matchless 348cc G3L Military MotorcycleRegistration no. not UK registeredFrame no. 35211Engine no. G3L 39263The outbreak of war in September 1939 found the British Army ill prepared for hostilities, not the least with regard to its transportation arrangements. The result was the wholesale commandeering of civilian motorcycles for despatch, reconnaissance, convoy patrol and other duties. Almost every major British manufacturer supplied machines to the Army, although these were invariably adapted pre-war roadsters rather than purpose-built military designs. Among the most popular was the Matchless G3, a relatively lightweight and sporty 350cc model that had first been assessed for possible military use in 1933. Updated with a single down-tube frame and telescopic front fork, the 'Matchbox' continued as the G3L from 1941. By the time hostilities ceased in 1945, more than 63,000 G3Ls had been delivered, and post-war the model would go on to establish itself as one of the finest trials bikes of the day. This Matchless G3L has been restored in its original military livery, the only non-original parts being the headlight shroud, ammeter, and Amal Concentric carburettor, the latter fitted for convenience (original carburettor included). Last run in March 2019, the Matchless is described by the owner as in good condition throughout. Accompanying documentation consists of a copy of the machine's ACI Certificato di Proprieta.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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1929 Norton 490cc Model 16HRegistration no. not UK registeredFrame no. S38229Engine no. 45162•Landmark model for Norton•An older restoration•Last run in September 2020Norton relied on proprietary engines in its formative years - winning the inaugural Isle of Man TT with a Peugeot-engined machine - before introducing its own design of power unit in 1907. The long-stroke sidevalve single displaced 633cc and the new model it powered became known as the 'Big 4'. Smaller capacity versions followed and in 1911 the '500' adopted the classic 79x100mm bore and stroke dimensions that would characterise the half-litre (actually 490cc) Norton for the next 50 years.Norton's new sidevalve was among the fastest in its class, being the first machine under 500cc to be officially timed at over 70mph, which was some going for 1911. The following year Norton-mounted Jack Emerson easily won the 150-mile Brooklands TT against a field of more experienced competitors (setting three long-distance records in the process) having ridden his machine down from Hull! Small wonder that the slogan 'Unapproachable' began to be applied to the Norton singles at around this time. Tuner/rider D R O'Donovan's work at the Weybridge track resulted in a flood of new speed records, including 81.05mph for the flying kilometre in April 1914, the first occasion 80mph had been exceeded by a 500cc machine. O'Donovan's successes led to the introduction of tuned 'Brooklands' models, and these highly developed sports versions continued into the 1920s. The 490cc engine was revised for 1914 and the following year gained a new frame with lowered riding position together with the option of a Sturmey Archer three-speed gearbox. When fitted with chain drive, the 490cc sidevalve single became the 'Model 16' in Norton's numbering system, and then changed to '16H' in 1921 when a new lower frame was introduced. Norton's trusty 16H sidevalve would be continuously up-dated for the next 30-plus years before taking its final bow - along with the Big 4 - in 1954. Restored in 1959, this 16H was last run in September 2020 and is described by the private vendor as in generally good condition, with patinated brightwork. The Norton is currently resident in Sweden and comes with Swedish registration/'MoT' paperwork, a maintenance instruction book, and a (copy) manual. A pillion seat and a pair of leather panniers are included in the sale, and it should be noted that the exhaust system is that of a 1930 model 16H. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com