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1928 Montgomery 680cc 'Twin Five'Registration no. SV 9481Frame no. 4391Engine no. GT/W 75919•Ultra-rare Vintage-era v-twin•Professionally restored in the early 2000s•Banbury Run award winner'These Montgomery machines are for the men who prefer a distinctive mount in appearance and performance. That extra degree of soundness – those little touches which distinguish the 'super' machine from the mere motor cycle, come naturally to the Montgomery and at a price that is amazingly low.' – Montgomery advertisement. The Suffolk town of Bury St Edmunds is a long way from the British motorcycle industry's West Midlands heartland, yet this was where William J Montgomery chose to set up in business as a manufacturer in the early years of the 20th Century, although after WWI he relocated to Coventry. Like many of his contemporaries, including rivals Brough and McEvoy, Montgomery relied heavily on proprietary components, although the frame and forks were manufactured in-house. Indeed, Montgomery supplied frames and its own sprung fork to George Brough in the latter's early days. Montgomery had begun by manufacturing sidecars, and motorcycle combinations continued to be the mainstay of his business for many years. The company diversified after WWI, extending its line-up to encompass a 147cc two-stroke at the more affordable end of the range while offering a 996cc v-twin at the other. A make that did not re-emerge after WW2, Montgomery is best remembered today for its 8-valve Anzani-engined v-twin: one of the Vintage era's first 'superbikes' and a worthy rival to the Brough Superior SS100. Powered by J A Prestwich's 680cc sidevalve v-twin engine, the Montgomery Twin Five was a direct competitor for George Brough's 5-15 although much rarer today; indeed, the example offered here may well be the sole survivor. The Montgomery was discovered in derelict condition by a friend of the vendor and was completely rebuilt over a three-year period by a mechanical engineer, with any missing parts remanufactured. The paintwork and brightwork were entrusted to specialists, as was overhauling the magneto. Shortly after the rebuild's completion the Montgomery won a concours award at the 2004 Banbury Run, while its last outing was at Banbury in 2019. It should be noted that, although of correct type, the engine dates from 1930, and we are further advised that the gearbox occasionally jumps out of 2nd gear and needs overhauling. Described as in very good/excellent condition in all other respects, this rare Vintage-era v-twin is offered with a dating letter 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

1931 Matchless 592cc Silver HawkRegistration no. GP 437Frame no. B721Engine no. B667•Rare 1930s four-cylinder motorcycle•Formerly part of the Ivor Halbert Collection•An older restorationReviewing the v-four Silver Hawk at its launch in the autumn of 1930, Motor Cycling stated that this exciting overhead-camshaft model was 'designed primarily to give really high speed, and to give this speed with silence and the added safety of a spring frame'. The early 1930s was a period of severe economic depression, yet the 1931 Motorcycle Show at Olympia in London witnessed the launch of not one but two four-cylinder models aimed at the very top of the market. The ultimate fates of the two newcomers would turn out to be very different however; Ariel's offering – the Square Four – would enjoy a lengthy production life lasting into the 1950s, whereas the rival Matchless Silver Hawk would be gone within four years. Matchless had introduced another vee-engined model, the twin-cylinder Silver Arrow, the previous year, and the Silver Hawk's design shared many of the 'Arrow's features, most notably the narrow-included angle of the cylinders: 26 degrees. Displacing a total of 592cc, the cylinders were contained within one casting and topped by a single 'head, just like the Arrow's, but the Hawk was intended to be a luxury sports-tourer and so enjoyed the advantages conferred by overhead-camshaft valve gear. Drive to the upstairs cam was by shaft and bevel gears, and there was no denying that the v-four Silver Hawk's was one impressive looking motor. The frame and cycle parts followed Silver Arrow lines, incorporating cantilever rear suspension broadly similar to that adopted later by Vincent-HRD. Expensive to make and introduced at the wrong time, the Silver Arrow failed to sell despite its mouth-watering specification and was quietly dropped in 1935. First registered in May 1931, this Silver Hawk was purchased at a UK auction in 2009 having formed part of the Ivor Halbert Collection for many years. An older restoration, the machine is offered from an important UK private collection and will require re-commissioning before returning to the road (the last MoT expired in 1997). Noteworthy features include 12-volt electrics, electronic ignition, and a Smiths 80mph speedometer. The machine is offered with a V5C document and a small quantity of spares. 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

1938 Matchless 982cc Model XRegistration no. FAH 155Frame no. 774Engine no. 38/X 5280•Charismatic 1930s v-twin•An older restoration, subsequently refurbished•Last run earlier this yearFounded by the Collier family in Plumstead, South London, Matchless built its first motorcycle in 1902, soon gaining worldwide recognition when a JAP-engined model ridden by Charlie Collier won the single-cylinder class of the first ever Isle of Man TT race in 1907. Further wins TT followed in 1909 and 1910, cementing the marque's reputation for sporting prowess. As well as sporting singles, Matchless offered v-twin sidecar tugs from its earliest days and from 1914 concentrating exclusively on this type of machine. Production of these MAG-engined models resumed after The Great War and continued into the 1920s despite the presence of a more modern Matchless-engined rival in the range. Designated 'X/2' on its launch in 1925, this 982cc sidevalve v-twin would remain in production until the outbreak of WW2, its engine being supplied to Brough Superior for use in the SS80 from 1935 onwards. While lesser models came and went, the stately Model X remained a fixture of the range, progressively updated, until 1940. The most significant upgrades along the way were introduced for 1937 when the Model X adopted a shorter frame, restyled fuel tank and front-mounted magneto. This Model X was not first registered until July 1944 in the name of a Mr Scott of Terrington St Clement, Norfolk. The Matchless changed hands in 1957, passing to one Cyril Crowe of Sandringham, Norfolk, a well-known enthusiast and Vincent specialist. On Cyril's death, the Matchless was inherited by his brother-in-law. Work commenced on a major overhaul and refurbishment: the forks, engine and gearbox being reconditioned; the frame powder coated; all other cycle parts repainted; the tank chromed; and a new hand-made stainless exhaust fitted. Further restoration was carried out in 2000 by the previous owner, while the vendor has had the machine serviced and the electrics overhauled. Used sparingly and only for local trips, the Matchless was last run earlier this year and is described by the private vendor as in generally very good condition. Offered with sundry bills and a V5C. 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 Vincent-HRD 500cc Series-A CometRegistration no. FJO 290 Rear Frame no. D1428Frame no. D1428Engine no. C494•Rare pre-war Series-A single•Restored in 2010•Present ownership since 2012The Vincent-HRD marque originated in 1928 when Philip Vincent acquired the name and assets of the recently liquidated HRD Company. ('HRD' stood for Howard Raymond Davies, the Isle of Man TT winner who had founded the firm in 1924). Vincent moved production from Wolverhampton to Stevenage and set about putting his motorcycle design ideas into practice, commencing with an innovative sprung frame that would remain a feature of Vincent motorcycles until production ceased in 1955. Like Davies before him, Vincent relied on proprietary engines until increasing dissatisfaction with suppliers led to the creation of Vincent's own in 1934. An overhead-valve, 500cc single, this all-new power unit was designed jointly by PCV and his Chief Engineer Phil Irving. Messrs Vincent and Irving brought fresh thinking to the design of what would become known as the Series-A motor, opting for a relatively short stroke of 90mm coupled to an 84mm bore; a high-set camshaft and two guides for each valve with the rocker arm engaging between them; the sum of all these features resulting in a compact engine with considerable scope for tuning. The names 'Comet' and 'Meteor' were chosen for the sports and touring versions respectively of the stylish new Vincent-HRD, which had not even been started, let alone ridden, when it was first exhibited at the 1934 Motor Cycle Show at Olympia. Fortunately, during the Show a tester achieved a speed of 90mph on a Comet, a highly respectable figure for a 500cc sports roadster and one that fully justified Philip Vincent's prior performance claims. In the 1935 Isle of Man Senior TT, the new Vincent-HRDs finished in 7th, 9th and 12th places, demonstrating that they possessed reliability as well as speed. Sales increased steadily, but the Vincent was an expensive product and ownership remained the privilege of a wealthy few. Production of all Series-A Vincent-HRDs ceased on the outbreak of WW2, and today the pre-war Comet and Meteor – the machines that effectively kick-started the Vincent legend – are highly prized by discerning collectors. Manufactured in 1937 and first registered in March 1938, this Vincent-HRD Comet was restored in 2010 and is described by the private vendor (its owner since September 2012) as in 'tip top' condition. The machine comes with a history file containing a dating certificate; assorted correspondence; a quantity of expired MoTs and tax discs; old insurance documents; old/current V5/V5C documents; and a purchase receipt (1949) when it was bought by Arthur G Gibb. 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

1951 Vincent 998cc Series-C Black Shadow Registration no. GTP 308Frame no. RC9239B Rear Frame no. RC9239BEngine no. F10AB/1B/7339 Crankcase mating no. SS75• All matching numbers• Only four owners from new• Present ownership since 1979Ever since the Series A's arrival in 1937, the Vincent v-twin has been synonymous with design innovation, engineering excellence and superlative high performance. From Rollie Free's capture of the 'world's fastest production motorcycle' record in 1948 on a tuned Series-B Black Shadow to the final fully enclosed Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features, offering adjustment of brake pedal, footrests, seat height and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries.But above all else it was the v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. This was a time when the average family sedan was barely capable of reaching 70mph, and not until the advent of Jaguar's XK120 was there a production sportscar 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. Vincent Owners Club records show that Black Shadow 'GTP 308' was despatched from the factory in July 1951 to Jenkin & Purser of Portsmouth. The registration, frame, engine, and crankcase mating numbers are all correct. The original logbook records seven changes of ownership up to March 1977 but between only three owners. The current vendor purchased 'GTP 308' from the last owner listed in 1979 to form the centrepiece of an extensive collection of Vincent motorcycles. Used only sparingly and the last of the vendor's private collection to be sold, 'GTP 308' has not seen active use for some time although the engine has been turned occasionally. Wonderfully presented with only a few deviations from factory specification, the machine would be the ideal centrepiece of any collection. Usual safety checks and general servicing is recommended before returning to the road. Accompanying documentation consists of a current V5C Registration Certificate and the aforementioned original 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

Property of a deceased's estate1950 Vincent 499cc Comet Registration no. LKD 905Frame no. RC/1/7001 Rear Frame no. RC/1/7001Engine no. F5AB/2A/5101 Crankcase nos. 66 O/66 OThe layout of the single-cylinder Vincent was almost identical to the twins, with the same 'frameless' cycle parts being employed for both types. The rear cylinder was replaced with a cast alloy beam, and the gearbox employed was the familiar Burman item, the older versions of which had been popular before the war, and would prove to be equally, if not more, popular after it. Announced in late 1948, the 'B' Meteor was joined soon after by the Comet in Series C form with Girdraulic forks, as opposed to the Brampton girders on the Meteor. The Meteor was a little less expensive than the Comet, but excepting the forks, there were few differences between the two. A 'matching numbers' bike, 'LKD 905' was purchased in 2017 by the deceased owner who used the bike every year thereafter, during summer months only, and in dry weather conditions, until 2017. When purchased, it was in much the same condition as we see today, having already had improvements such as indicators and the centre stand fitted. In 2014 the bike benefited from a rebuilt front wheel and replacement forks after the owner had an accident. Documentation comprises a current V5C, an old-type V5C, old-type V5, details of the original build from the VOC, a quantity of old MoTs, and sundry papers. Presently on SORN, the bike will need light re-commissioning and basic safety checks prior to use on the road by a new owner.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 CometRegistration no. MAT 472Frame no. RC/1/7336 Rear Frame no. RC/1/7336Engine no. F5AB/2A/5436Unlike 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. Shed stored for many years, this exceptionally original matching-numbers Comet was fully refurbished by its engineer owner in 2008 using original parts wherever possible, including authentic alloy mudguards (painted silver). The engine also was rebuilt with new parts and the machine has covered only some 1,000 miles since restoration. Accompanying documentation consists of some expired MoTs 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

Vincent 499cc Grey Flash ReplicaRegistration no. not registeredFrame no. not statedEngine no. F10AB/2920/28•Accurate Grey Flash replica•Built seven years ago by engineer owner•Fewer than 100 miles since completionDevelopment work by factory tester George Brown, himself an accomplished racer, resulted in the Vincent Grey Flash: a tuned version of the Series C Comet single with a power output of 35bhp and a top speed in racing trim of 115mph. The 'Flash retained the overall look of the Comet roadster, with Vincent's distinctive Girdraulic front fork and cantilever rear suspension, but featured an Amal TT carburettor, Elektron magnesium-alloy brake plates and an eye-catching pale grey colour scheme. Success eluded the works Grey Flashes in both the 1950 and '51 Isle of Man TT races but the model chalked up some notable victories on mainland short circuits in the hands of factory apprentice John Surtees. Catalogued only for the 1949 and 1950 seasons, during which time a mere 31 were completed, the Grey Flash is one of the rarest and most desirable of post-war Vincents. Closely resembling a genuine Vincent Grey Flash, this replica was built some seven years ago by the owner - an engineer and avid Vincent collector - from parts collected over a 25-year period. The owner has a collection of other Vincent motorcycles, all of which he has restored, but now retirement, age and various motorcycling 'war wounds' have prompted him to reduce his collection. The engine has been completely rebuilt using early replica crankcases with all new parts fitted: big-end bearing, main bearings, etc and also incorporates a 9:1 piston and MkII camshaft. Unusually for a replica, the Amal 10TT9 Carburettor is correctly located below the genuine Grey Flash petrol tank, with three fuel taps fore and aft for constant feed on long bends when racing. The tank has been signed by John Surtees, who successfully raced a Grey Flash at the start of his illustrious career. Other noteworthy features include an Albion four-speed gearbox (rebuilt); reconditioned cycle parts; lightweight (milled out) bladed forks (as Grey Flash); twin racing brake-plates on both wheels (as Grey Flash); and alloy wheel rims; indeed, virtually everything on this machine has been rebuilt or remade/renewed. Described by the private vendor as powerful and running superbly, this well executed Grey Flash replica has covered fewer than 100 miles at parades and summertime events since completion and is presented in excellent 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

c.1970 Norton-Vincent 499cc Comet Sprinting Motorcycle 'Moto3'Registration no. HPX 536HFrame no. R13 86229Engine no. F5AB/2A/10528•Built in the 1970s by the late Gordon Colquhoun•Last run competitively at the Brighton Speed Trials in 2015•Present ownership since 2015This unique and very special motorcycle was built in the 1970s by the late Gordon Colquhoun, a highly respected sprint bike builder and Vincent aficionado. The current vendors bought the Comet five years ago to do UK sprint events but also with an eye on setting some speed records at Bonneville. Unfortunately, the unpredictable weather and salt condition, plus abandoned Bonneville meetings, have made the risk and cost of shipping and travel too prohibitive, despite the keenness of the partners.Gordon Colquhoun was well known in Vincent and sprinting circles for building three Vincent-based motorcycles of note. The first, 'Moto1', was a twin-cylinder Vincent-engined sprinter that was ridden with some success by Charlie Rouse, setting national speed records in Ireland and other sprint meeting records. It is believed by some that the second, 'Moto2', was a supercharged Vincent-engined bike but its current whereabouts are not known. The bike for sale is 'Moto3 (stamped 'GCMoto3') which was built by Gordon in Dave Massam's commercial garage in Devon (where Gordon then lived). Dave Massam rode the bike at various sprints for Gordon over many years as the Vincent was developed. In 2000, Moto3 was bought directly from Gordon by classic motorcycle and sprinting enthusiast Roger Pales. Roger further developed the Vincent over the next 14 years until it achieved a quarter-mile terminal speed of over 100mph (something of a landmark). It was he that added the magnificent fairing, a work of art handmade by craftsman/artist Carl Neville to a standard rarely found today. Moto3 last ran competitively at the Brighton Speed Trials in 2015 where it behaved impeccably. It has been kept in air-conditioned storage and turned over regularly since then. The number of the Comet engine (currently jetted to run on methanol) corresponds with that on the V5 and in Vincent archives. As was the norm with sprint bikes of this era, the engine is built into a sturdy Norton Featherbed frame. Moto3 has the registration number of the Norton and the relevant old logbook. On file, there is a thick file of results, technical data and check lists for starting and storing after events compiled by Mr Pales together with a report of how he came to own the bike and of the work undertaken during his 14 years ownership and development. There is also a file of receipts for parts and costs over that time.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

One owner from new 2016 Egli-Vincent 1,330cc by GodetRegistration no. WGU 460FFrame no. EV485Engine no. F13AB/5C/EV16072•Built new in 2015/2016•Extensive upgrades•Only circa 1,300 miles from new•Immaculate conditionOne 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. It proved to be the complete answer to the Vincent racer's handling problems, and Fritz duly took the Swiss hill climb championship in 1968, winning every round. These days widely regarded as a marque in its own right, it is the Egli-Vincent v-twin, 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 machines continued to be produced in limited numbers by other specialists, and this example is the work of Frenchman Patrick Godet, the former FIM Coupe d'Endurance champion and world-famous Vincent specialist. The machine was commissioned by the current vendor and delivered in 2016. Its use since then has been limited to a track day at Snetterton and dry-weather outings on the Welsh border roads. Specification highlights include the following:New 1,330cc 92mm-bore engine with 8.3:1 compression ratio pistons Dynamically balanced crankshaft with lightweight con-rods Unleaded-compatible cylinder headsNew standard four-speed gearbox with multi-plate clutch Electric starter12-volt alternator electricsElectronic ignition Mikuni 36mm carburettors TIG and Gasflux welded frame, nickel platedCeriani 35mm GP forks210mm Fontana-type magnesium 4LS front brake5' Smiths Chronometric digital speedometer3' Smiths Chronometric digital tachometer Black Lightning-type rear brake Aluminium valanced wheel rims with stainless steel polished spokesAluminium banana-type fuel tank High quality shock absorbersGodet special exhaust system and silencer Godet's detailed specification and invoice are on file, the latter (dated 19th September 2016) for €71,050 (approximately £60,830 at that time). An exciting opportunity to acquire an Egli-Vincent for the 21st Century, built by one of the best in the business. 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

1974 MV Agusta 750SRegistration no. TML 359MFrame no. MV4C75 214 0367Engine no. 214 0359•Last run 2019•Later twin-disc front end•Original front drum brake, wheel, fork legs included•One previous ownerDeveloped from its long line of highly successful multi-cylinder racers, MV Agusta's first road-going four - the 4C, a twin-carburettor, 600cc, shaft-driven tourer - appeared in 1965. But the public demanded something more exciting from many-times World Champions MV, and the Gallarate manufacturer duly obliged in 1968, upping capacity to 743cc and further boosting maximum power (to 65bhp) by fitting a quartet of Dell'Orto carburettors to the revised 750S, a high-speed symphony in red, white and blue. Perhaps surprisingly for a sports model, the 750S retained the 4C's shaft final drive while the frame too was virtually identical to that of its predecessor. Hand made in limited numbers and priced accordingly, the 750S was way beyond the financial reach of the average enthusiast. This MV Agusta 750S has had only one previous owner, who during his ownership registered the machine in the names of various businesses he owned, hence the V5/V5C documents recording more than one previous keeper. Last run in 2019, the machine benefits from a later twin-disc front end and the addition of a fairing, and is described by the private vendor as in generally very good condition. The original front drum brake, wheel, fork legs and associated parts 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

1937 BMW 494cc R5Registration no. FPJ 262Frame no. 501571Engine no. 500678•Present ownership since 1975•An older restoration•Requires re-commissioningFollowing the collapse of its aero engine business after WWI, BMW turned to other areas of manufacture, motorcycles among them. Its first two models, marketed as the Frink and Helios respectively, were failures, but a successful proprietary engine was supplied to other manufacturers. Launched in 1923, the first motorcycle to be sold as a BMW - the R32 - featured a 494cc, twin-cylinder, sidevalve engine having horizontally opposed cylinders, and this 'flat twin' layout would forever be associated with the marque. Setting a pattern that endures to this day, the first BMW motorcycle was relatively expensive but superbly engineered and constructed, while the quality of finish was of the highest order. An important step forward in the development of BMW's long-running flat-twin occurred in 1936 with the introduction of the 494cc R5. Prior to that the BMW engine had been recognisably related to the first of its type, the 1923 R32, and like those of its (494cc) predecessors, the R5's engine dimensions were 'square' at 68x68mm bore/stroke. However, the overhead-valve R5 engine broke new ground by adopting two chain-driven camshafts, a move that permitted shorter pushrods and higher revs. Maximum power increased to 24bhp at 5,800rpm while the top speed was an impressive 87mph (140km/h). First registered in August 1937, this R5 comes with an old-style continuation buff logbook (issued 1958) showing that it was first registered to the vendor in 1975. According to his family, it was purchased as a restoration project and subsequently restored over a lengthy period. 'FPJ 262' is the original Surrey registration, and according to BMW records the R5 was first owned in 1937 by a Mr I J Fox. Apparently in good order throughout, although not ridden for some time, this highly desirable BMW sports roadster will require re-commissioning and the customary safety checks before returning to the road. The machine is offered with a history file containing the aforementioned logbook; sundry bills; a V5C document; and a quantity of photocopied marque-related literature.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 BSA 493cc S29 Twin-Port LightweightRegistration no. VC 1415Frame no. H2500Engine no. K2386This overhead-valve S29 sports model is the road version of a design originally intended for speedway racing. Very few examples now remain. This machine's early history is not known but it was used by the Home Guard during WW2 and had several owners until 1952 when it was stripped for grass-track racing. Acquired by Phil Palmer in 1982, the BSA was loaned to the vendor in 2004 when serious restoration commenced. A new big-end assembly was supplied by Alpha Bearings and repairs made to the tappet box and gearbox casing. All main bearings were replaced but overall the condition of the engine and gearbox was sound apart from some wear to the valve gear. We are advised that there is still plenty of lift on the cams and that the engine produces ample power, as demonstrated at the VMCC's 'Try our Sport Day' at Curborough on several occasions. The BSA has also twice done the Banbury Run. The following departures from factory specification are listed: later wheels for modern tyres; later mudguards; minor parts (i.e. handlebar controls); and the flexible exhaust pipes. Accompanying documentation consists of BSA OC dating certificate; an old-style logbook; and a V5C Registration Certificate. Returned to the road in 2011, the machine is said to perform quite well for its age, and is only offered for sale because of the vendor's advancing years and Phil Palmer's ill health.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

1934 BSA 499cc W34-8Registration no. not registeredFrame no. B4 2822Engine no. B8 752During the 1930s its advertising slogan - 'One in Four is a BSA' - reflected the Birmingham-based company's status as the world's largest motorcycle manufacturer. The Depression of the early 1930s forced a cut back in the number of models, just ten being offered for 1932. Among these though, were three new 500s, one a sidevalve and two with overhead valves, all of which shared a common bottom end and the 85x88mm bore/stroke dimensions that would characterise all BSA's 500cc singles, including the legendary Gold Star, right up to the beginning of the unitary construction era in the 1960s. All featured engines having vertical cylinders and magneto ignition, which were carried in conventional cycle parts with rigid frames and girder front forks. Unfortunately, little is known of the history of this rare sporting BSA. There are no documents with the machine; however, it can be assumed that it was restored in the not too distant past. It is believed to have been purchased privately in Cornwall, and due to the vendor's declining health has been stored in a heated garage in recent years. Unused for some time, the BSA appears to be in very good condition; nevertheless, careful re-commissioning and the customary safety checks are advised before returning it to the road.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

1932 BSA 349cc L32-5 Blue StarRegistration no. DSJ 140Frame no. none visibleEngine no. Z5 1013During the 1930s its advertising slogan - 'One in Four is a BSA' - reflected the Birmingham-based company's status as the world's largest motorcycle manufacturer. The Depression years of the early 1930s forced BSA to reduce its range of models, just ten being offered for 1932. Among these though, were two new overhead-valve sports models of 350cc and 500cc, both typed 'Blue Star' and featuring tuned twin-port engines incorporating high-compression pistons, 'hotter' cams and stronger valve springs. A four-speed gearbox with optional foot change was another feature common to what were then BSA's top-of-the-range sports models. Both engines had vertical cylinders and magneto ignition, and were carried in conventional cycle parts with rigid frames and girder front forks. A 250cc Blue Star was added to the range for 1933. According to the V5c, this L32-5 was first registered on the 31st December 1931. An older restoration, 'DSJ 140' was purchased in 1997 by the current vendor and is offered for sale with a current V5C. Stored in a heated garage in recent years and unused for some time, the BSA appears to be in good order; nevertheless, careful re-commissioning and the customary safety checks are advised before returning it to the road.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

1938 Triumph 498cc Speed Twin ProjectRegistration no. CBM 347Frame no. TH 5620Engine no. 8-5T 11804Although Edward Turner's Triumph Speed Twin caused a sensation when it appeared at the 1937 Motorcycle Show, few of its admirers can have guessed how influential the design would prove to be. True, there had been vertical twins before, but the Coventry firm's newcomer established a formula that would be adopted by all of Britain's major motorcycle manufacturers in the succeeding decade. And whereas previous vertical twins had suffered from excess bulk, Turner's was lighter and narrower across the crankcase than the contemporary single-cylinder Tiger 90 (whose cycle parts it shared) and from certain angles looked just like a twin-port single. This was just what the conservatively minded motorcycling public wanted, and the Speed Twin proved an enormous success for Triumph, lifting the company out of the economic doldrums and setting it on the road to future prosperity. Performance proved exemplary for a road-going 500, around 85mph being attainable by the Speed Twin, while the Tiger 100 sports version could reach the 'ton' under favourable conditions. Owned by the vendor for the last 56/57 years, this Speed Twin is presented in 'barn find' condition having been kept in dry storage since it was last used in 1964. Representing a rare opportunity to acquire a pre-war example of one of the most influential motorcycles of all time, 'CBM 347' comes with a dating certificate and V5C document and 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

c.1937 AJS 347cc Model 26Registration no. not UK registeredFrame no. 1775Engine no. 37/26 6306A (see text)AJS were relative latecomers to motorcycle manufacture in 1909. Their subsequent partners, Matchless, had won their first TT in 1907, before the inception of the AJS company, yet AJS went on to achieve greater fame in racing circles with its overhead valve and overhead camshaft models of the 1920s. However, when AJS ran into financial troubles in 1931, they were taken over by Matchless. In the run up to the War, the AJS model range was comprehensive, and in 1937 encompassed 12 models ranging from 250cc singles to 990cc v-twins. 1775 was purchased by the owner when he lived and worked in South Africa. He used the machine occasionally during his time there, and shipped it back to the UK when he returned approximately 23 years ago. Largely unrestored, the bike has been fitted with a single port cylinder head, and a previous owner rebuilt the engine with replacement crankcases which have the original engine number on a brass plate. The original crankcases will accompany the machine. It has had only very occasional use, and been kept in dry garage conditions. The dynamo is neither driven, nor connected to the electrical system, the lights operating from a charged battery. It last ran in November 2019. Documentation comprises the South Africa registration document, a customs and excise 388 form, and a few receipts. The machine will require some re-commissioning and basic safety checks before taking to the road with a new owner.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

1949 Douglas 348cc T35Registration no. FNR 484Frame no. T35/S 5681/3Engine no. T35/S 5681/3Douglas commenced post-WW2 production in 1947 with, naturally enough, a horizontally opposed twin, though unlike the vast majority of previous models, the T35 mounted its engine across the frame rather than inline. The engine was of unitary construction while the frame displayed even greater innovation with its swinging arm rear suspension controlled by torsion bars, and Radiadraulic leading-link front fork. Its advanced running gear endowed the Douglas with excellent handling and steering characteristics. The T35 was produced for little more than one season before being superseded by the updated MkIII. Restored at an unknown date, this Douglas T35 was purchased by the vendor and his late father in 2008, at which time the odometer reading stood at circa 300 miles (currently 1,183 miles). The vendor's father then carried out a thorough check of the machine: tightening any loose fastenings; filling the gearbox with the recommended oil; and reversing the incorrectly installed torsion bars! According to the vendor: 'other than that it was by far the easiest bike to fire up and just sat there ticking over, swaying slightly'. The last time the machine was ridden was 2019 when, returning from a country pub, it went onto one cylinder and has been parked in the garage ever since. The vendor owns six motorcycles, and fixing the Douglas was never top priority. The machine is now surplus to requirements and deserves to be revived and ridden by a new owner. Sold strictly as viewed, this landmark Douglas model is 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

1955 Excelsior 243cc Talisman TwinRegistration no. UYC 597Frame no. 5PT/134Engine no. 5642Villiers' introduction of the 2T 250cc twin-cylinder engine in 1956 gave many independent manufacturers the opportunity to add a sporting '250' to the range. Before then though, Excelsior had gone down the same route with their Talisman twin, a new introduction for 1950. The early Talisman used a plunger-suspended frame before a more modern swinging-arm version arrived for 1954. According to Somerset County Archives, 'UYC 597' was first registered in August 1955 by Parkhurst's of Yeovil. It is not known precisely when the vendor purchased the Talisman, but bills on file in his name date back to 2003, testifying to refurbishment undertaken from then onwards. An older restoration apparently in good condition, although not ridden for some time, 'UYC 597' would benefit from re-commissioning and the customary safety checks before returning to the road. The machine is offered with the aforementioned file of bills, two instruction books, and a V5C document.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Rare, one-year-only model supplied with factory Racing Kit 1953 Triumph 498cc T100C ProjectRegistration no. PKC 87Frame no. 41912Engine no. T100.C.41912•One of fewer than 600 T100Cs built•Long-term family ownership (since 1957)•Off the road in dry storage since circa 1970•Offered for restoration'In 1953 and for one year only, Triumph produced a factory hot-rod, the 500cc T100C Tiger. This was street-legal but with the previous year's optional Racing Kit now factory fitted... In all, the mods brought output to 42bhp, a useful 10bhp increase over the standard T100.' – Ian Falloon.The Tiger 100 sports version of Edward Turner's trend-setting Speed Twin was launched in 1938, reappearing in 1946 with telescopic forks in place of the original girders, and separate dynamo and magneto instead of the pre-war version's magdyno. Produced almost unchanged for the next three years, the Tiger gained Triumph's distinctive headlamp nacelle in 1949 when the range was restyled. A die cast alloy cylinder head and barrel were adopted for 1951, these and other engine improvements boosting power to 32bhp. For Tiger owners who wished to go racing, Triumph offered a kit of performance parts that included high-compression pistons, 'hot' cams, up-rated valve springs, twin carburettors, megaphone exhausts, etc. For 1953 the racing kit was dropped but most of the parts found their way onto a new competition-orientated production model: the T100C. Produced for that year only, the T100C is one of the rarest and most collectible of post-war Triumphs. This matching-numbers T100C, one of fewer than 600 built, comes with an old-style continuation logbook (issued 1961) showing that it was first registered to the current vendor's father on 9th February 1957. Its registration number indicates that the machine was first registered in Liverpool in December 1953. Last on the road circa 1970, since when it has been garage stored, the Triumph has belonged to the vendor since his father passed away some 12 years ago. Original and un-restored, the machine has been inspected by a VMCC examiner and we are advised that he was happy with his findings with regard to the frame, engine, gearbox, etc. Original spares with machine include a rear light; twin-carburettor inlet manifold; carburettor float chamber and pipework; throttle twist-grip; and a front numberplate. Additional documentation consists of a V5C document and copy of the late owner's HP payments 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

Formerly the property of Derrick Bedwell 1951 AJS 497cc Model 18CS ScramblerRegistration no. NAU 550Frame no. 2826Engine no. 51/18 S 1003 C•Rare Model 18CS•Ex-Derrick Bedwell•Delivered new delivered with a spare set of crankcasesAssociated Motor Cycles announced its post-war range of Matchless and AJS heavyweight singles in June 1945. Housed in a rigid frame with Teledraulic front fork, the rugged overhead-valve engine drove via a four-speed gearbox. Hairpin valve springs were adopted for 1949 and a swinging-arm frame introduced, the latter initially for export only, models so-equipped being suffixed 'S'. The production scramblers also received the new frame that the works team had enjoyed since 1948; the trials models though, kept the rigid back end. The scrambles engine went all-alloy for 1950 and subsequently received different cams and larger valves before being redesigned with short-stroke dimensions for 1955. AMC continued to develop its four-stroke scramblers to the end of production in 1969, but by then the days of such heavyweight machines were at an end. This rare Model 18CS comes with its original old-style logbook showing that it was first registered on 8th January 1951 to Blacknell Motors, Nottingham, passing to its first private owner – Derrick Bedwell – on 9th January 1952. Derrick Bedwell had worked for Rolls-Royce during WW2, helping to develop the Merlin engine. His favourite mode of transport at that time was the Velocette KTT MkVIII ridden by 'Ginger' Woods in the 1939 Isle of Man Junior TT. After WW2 Derrick competed in most forms of 'off-road' motorcycle sport while continuing to work for Rolls-Royce's aero engine division. A man with a love of all things mechanical, he was involved with various organisations in later life including the Rolls-Royce Heritage Trust, Bentley Motor Museum, Bomber Command Association, and the Singer Owners Club. Derrick competed on the AJS for many years, winning an impressive haul of trophies, and only sold it (to the current vendor) in 2016 shortly before his death at the age of 95. 'NAU 550' had last been on the road in 1958. Unusually, this machine was delivered with a spare set of crankcases, stamped by the factory with the original number: the only instance Bonhams has ever come across. The new-old-stock cases are included in the sale together with the aforementioned trophies. Since acquisition the AJS has been restored to usable roadworthy condition: engine rebuilt; new wheels rims and tyres; new exhaust; new handlebars, etc. The AJS 7R front brake is particularly noteworthy. Last run earlier this year and Described by the vendor as in good condition, this rare AJS model 18CS is offered with a V5C document; the aforementioned logbook; a file of paperwork; a pair of leather scrambles trousers; and a quantity of spare 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

1961 BSA 646cc Spitfire ScramblerRegistration no. 339 XULFrame no. GA74433Engine no. DA10SR 451BSA's first US-market Scrambler 650 twin appeared in 1957, being renamed Spitfire Scrambler on its appearance at the Earls Court Show the following year. High-rise handlebars, knobbly tyres, upswept exhaust pipes, and a smaller fuel tank distinguished the model from its roadster cousins, while inside the engine were high-compression pistons and bigger valves. Imported from the USA, the Spitfire Scrambler offered here was built in 2008/2009 by pre-unit BSA marque specialist Mike Lyford (Lyford Classic Services) using many genuine parts. A stock Spitfire Scrambler being impractical for road use, Mike built this machine to be road legal and more user-friendly. Accordingly, it uses 12-volt electrics and the standard roadster gearbox and roadster footrests, while the exhaust pipes contain silencing baffles. A Real Classic article about this Spitfire Scrambler is on file, revealing that Mike had covered 1,000 miles on the machine post-completion. Acquired by the lady vendor's late husband circa eight years ago, serviced regularly and well maintained, the BSA benefits from an engine rebuild undertaken in 2015 and is described as in excellent condition, having been used sparingly and never in wet weather. Last run earlier this year, this unique machine is offered with a V5C document, VMCC dating certificate, expired 2018 MoT, original purchase receipt and the aforementioned copy article.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1958 Triumph 650cc ThunderbirdRegistration no. 865 HHNFrame no. 6T 020634Engine no. 6T 020634Always a step ahead of their rivals, Triumph followed up the trend-setting Speed Twin 500 of pre-war days by being first in the field with a 650cc parallel twin. Announced in September 1949 and displayed at the Earls Court Show in October, the Thunderbird was Triumph's response to demands for more power emanating from American racers and British sidecarists alike. The model remained in production in fundamentally its original form, though with progressively updated cycle parts, until the arrival of the unitary construction 650 range in 1962. This matching-numbers Thunderbird was purchased as a restoration project in 1978 and restored from 1985 onwards. Works carried out include repainting the frame and cycle parts; rebuilding the forks with new stanchions and seals; line-boring the swinging arm pivot and fitting a new pin and bushes; rebuilding the gearbox with new bearings; and overhauling the engine: re-bore, new pistons, bearings, valve guides, etc. New parts fitted include the following: steering head bearings; stainless steel exhaust; shock absorbers; carburettor; wiring loom; battery; tyres; and seat cover. The private vendor advises us that the engine has not been run since the machine was last MoT'd in 2011. However, the bores have been oiled and the engine turned over since. Accompanying documentation consists of sundry restoration bills; a quantity of expired MoTs; 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

1951 Ariel 497cc Red Hunter Model VHRegistration no. not UK registeredFrame no. SA2793Engine no. RB3575When Ariel resumed production after the end of the Second World War, it was under new ownership, as Jack Sangster, who had saved the company from ruin in 1932, sold it to BSA in 1944. The post-war model range consisted of 6 models - two 350s, two 500s, the 600 VB, and the Square Four. The 350 models comprised the NG, which was effectively the military W/NG in civilian trim, and the NH Red Hunter which was a sportier version. The 500s were the VG and the VH Red Hunter in similar veins. Initially the models were produced with rigid frames and girder forks, but by 1947 the range was equipped with Anstey link rear suspension and telescopic forks, remaining in this layout until the advent of the swinging arm frame for 1954. SA2793 was purchased by the owner when he lived and worked in South Africa. He used the machine extensively, and restored it around 1980. After relocating back to the UK, he advises us that he restored it once again, completing the work around 2003. Since completion the bike has only been used for limited test runs, started occasionally, and kept in dry garage conditions. It last ran in November 2019. Documentation comprises the South Africa registration document, a customs and excise 388 form, and some invoices relating to parts and restoration. The machine will require some re-commissioning and basic safety checks before taking to the road with a new owner.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

1961 Velocette 500cc VenomRegistration no. 380 MYDFrame no. RS-15911Engine no. VM-4860•Remarkably detailed recent history•Evidence of enthusiastic care•Boasting a Thruxton tank•Matching numbers, on VOC RegisterThe Venom was the model that gave the Velocette company's road models a status other manufacturers could only covet. If the specification of a British single cylinder model with pushrod power unit seemed too humble to excite those looking for fine engineering and performance to match, its reputation as both a rapid tourer and a very successful racer in production machine events quickly dispelled such doubts. Success in the Thruxton 500 Mile endurance events and the remarkable 1961 capture of the World 500cc 24 Hour speed record by a team of riders with an average speed of 100.05 mph confirmed the model's standing. In 1967 the Production TT was revived in the Isle of Man and local man Neil Kelly rode an example of the Thruxton version to victory.If the product of the Goodman family's careful output in the Hall Green, Birmingham, works was one to attract the attention and loyal support of enthusiasts with a respect for engineering, 380 MYD is evidence of the fact. It comes with a considerable file of purchase records back to 1999, all from recognised and respected specialists. Previous owner William Gibbeson fitted a Thruxton tank to give extra fuel capacity and the use of stainless steel throughout the motorcycle confirms its previous owners' determination to keep its proud appearance. It was bought by the vendor from M & S Motorcycles in Newcastle; the bill of sale is part of the file that adds to the history of a fine machine that deserved a knowledgeable owner.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

1972 Norton 745cc Commando RoadsterRegistration no. KAF 648LFrame no. 235116Engine no. 235116•Restored and extensively upgraded in 2010•Only circa 1,500 miles since completion•Excellent conditionThe Commando's vibration-beating Isolastic frame enabled Norton Villiers successfully to prolong the life of their ageing parallel twin. Launched in 1967, with production commencing in 1968, the Commando used the preceding Featherbed-framed Atlas model's 750cc engine and AMC gearbox, and was an instant hit with the motorcycling public, being voted Motor Cycle News 'Machine of the Year' for five consecutive years. It might have been a little down in top speed compared to rivals such as BSA-Triumph's 750cc triples and Honda's CB750 four, but the Commando more than made up for this minor deficiency with superior mid-range torque and steadier handling. New variations on the basic theme soon appeared, commencing in 1969 with the addition of the more sporting, though conventionally styled, 'S' version, complete with high-level exhausts. This was followed in 1970 by the Roadster, which was basically the 'S' with a low-level exhaust system.This Norton Commando 750 Roadster was restored and upgraded in 2010 and has covered only 1,500 miles since completion, being kept in a dry garage and well looked after. Full details of this most comprehensive restoration are on file together with related bills (inspection recommended). Importantly, one of the most significant upgrades made to the engine during the rebuild was the relocation of the oil scavenge pickup to the back of the crankcases (where it had been prior to 1972 and would be from 1973 onwards) thereby fixing the cause of many engine failures on '72 Commandos. In addition to the engine rebuild, the gearbox was overhauled and a new sleeve gear main bearing and up-rated layshaft roller bearing; the wheels rebuilt with new bearings; the front brake upgraded with a Norvil floating disc and AP Racing calliper; and a new wiring harness installed. New parts fitted are far too numerous to list here (on file) while other noteworthy features include a Suzuki 600 brake master cylinder and a Corbin gel seat (new standard seat included). Run last summer and described by the private vendor as in excellent condition, though needing a new battery, this well sorted and much improved Commando Roadster is offered with a Norvil Motorcycle Company dating certificate; some expired MoTs; a V5C document; technical details of the crankcase conversion; and the aforementioned restoration records. 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

2017 Norton 961cc Dominator Donington EditionRegistration no. not registeredFrame no. SAYCNE010HY001301Engine no. 501-1678• Limited Edition No.1 of only 6 produced• This model was never available to the public• Unused from newFrom Norton's first motorcycle in 1902, a succession of single-cylinder racing and sporting machinery left the factory. The model 7 twin made its debut in 1948 later becoming the Dominator. From the initial capacity of 500cc the parallel twin engines enlarged steadily, ultimately becoming a 750 when the Atlas appeared. In 1968 the 750 Commando was released and after1973 was joined by the new 850 variant. Progressing through several versions, eventually the 850 incorporated an electric start on the Mark III models released in early 1975. Norton produced their very last Commando models in 1978, thereafter supplying the Mark II rotary to police forces. A limited edition of 100 Classic rotaries were released in 1987 in traditional Norton colours. Selling out rapidly, the pressure was on for other machines, and this was eventually fulfilled, after some delays, by the liquid-cooled Commander in 1988. The model lasted until 1992 when internal problems brought a halt to motorcycle production.The Norton name travelled to the USA in the late-1990s under the ownership of Kenny Dreer of Oregon, who designed a modern take on the old Commando-type engine, and produced a contemporary version of a Norton twin with 961cc capacity. This model was named the 961 Commando, and entered production, theoretically, in 2006, but few were made. However, Dreer and his investors had achieved one important thing, apart from the new design, and that was to bring the question of the Norton name ownership to an end by consolidating the various claims to it. This left the field clear for Stuart Garner to purchase Norton in 2008 and, with the rights to produce and the new design, with some modifications production was started in 2010. Initial production of the Commando 961 continued as Norton worked towards improving the design, and several limited editions appeared with the traditional Norton model names, such as Dominator. Offered here is one such limited edition, although this is one of the more exclusive ones, as only six were made, and they were never available for dealers, or the public, to buy. Instead, this edition of the Dominator was for 'Friends' of the factory only, either sponsors, suppliers, or, as in this case, close neighbours of the factory. This was number 1 of this model to be released, and comes with a letter of authenticity signed by Stuart Garner. The bike has never been used or started, but kept in dry garage storage from new.Documentation comprises the aforementioned letter from Stuart Garner together with the machine's handbook and service booklet in the original service pack. This bike is in'as new', unused condition, and the new owner, should he wish to use it, will need to execute basic checks prior to use, and carry out running-in, according to the maker's instructions.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.1956 Norton 499cc Gold Star DBD34Registration no. not registeredFrame no. 122 52601Engine no. DBD34 GS 2613Ultimate single-cylinder special• Vendor advises he has carried out complete restoration• Unused since completionIn the 1950s and 60s the benchmark for motorcycle handling was the ground-breaking Norton featherbed frame. Developed by the McCandless brothers for use on the all-conquering Manx racer, the Featherbed frame, coupled with the Roadholder forks, set new standards which other makers could only dream of. Introduced initially for the racer, the featherbed was gradually incorporated into most of the other Norton models from 350cc upwards. It is no surprise, therefore, that its reputation led to it being utilised in home-brewed specials of the day, used by racers of both track and café varieties. The situation was encouraged by two factors; initially the use of Manx Norton engines in Formula Three racing cars, then later, as the frame was used in more models, the relative fragility of the Norton twin engines also provided a source of rolling chassis. Engines of choice for the specials were usually the Triumph twin which was in plentiful supply, easily tuneable, and possessing a chassis which was not the best. This, therefore, was the normal route to the track or café for the special builder. A few, however, who perhaps had fatter wallets, indulged their search for the ultimate road racer with slightly more radical (and expensive) power plants such as the Vincent twin, or, as here, the darling of the café racer set, the BSA Gold Star. Taken from the beautiful, and iconic DBD34, the race-proven Goldie engine provided a reliable, powerful, and slightly exotic motor.The vendor of this well-presented machine purchased the components in South Africa, taking the engine from a racing machine and obtaining the Dominator frame to accompany it. It was shipped back to the UK when he returned here to live, and subsequently found the time to complete the restoration of his ideal special which he thought he may use for track days or parades. He advises that he has rebuilt the engine, standard gearbox, and cycle parts, refurbishing or replacing anything that was needed, and a Triumph clutch was fitted. A 5-gallon Manx-type petrol tank and central oil tank are utilised, and the engine breathes through an Amal Grand Prix carburettor. The rebuild was completed in approximately 2016, since when the bike has been dry-stored, started on occasions, but never used on the road. The machine fired up readily on consignment, sounding as a Goldie motor should. Running on Castrol R40, the Norton Goldie will require basic safety checks and modest commissioning prior to careful running-in of the fresh rebuild prior to use by a new owner. Documentation with the machine comprises a small number of receipts.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1989 Manx Engineering 499cc ManxmanRegistration no. not registeredFrame no. noneEngine no. ME900303• One owner from new• Purchased direct from Neville Evans• Only 10 miles from newIn the 1980s Neville Evans started Manx Engineering in his home town of Port Talbot, with the aim of manufacturing an up-to-date version of the Featherbed Norton Manx which would be suitable, with some alterations, for both road and track use. He used as his base the long-stroke single overhead camshaft Norton engine, and manufactured new parts which, for the most part, were interchangeable with original Norton components. Improvements over the original design included the enclosure of the valve actuation gear in a new cambox, which featured roller bearing cam followers and sealed pushers. Coil valve springs were used, and bore and stroke dimensions altered to 85x88. All components were newly made, and crankcases were made from aluminium alloy. Gearbox is a 4-speed close ratio, and primary transmission via a Newby belt drive. The frames were made by Ken Sprayson, and described as a 'continuation of Manx production'. Bikes were available in road trim, with lights fitted, or track guise as here. It is thought that few of these machines were ever actually produced, although estimates vary wildly between 10 and 50.The owner of this Manxman was living in South Africa when he heard of Evans' venture, and was inspired to contact him to discuss purchase. On one of his trips home, he sought out the man and visited him in Port Talbot. A deposit was paid, and the machine duly delivered in 1989. It was kept with family in the UK until the owner returned from South Africa to live in the UK once again. He originally intended to use the Manxman for classic racing in South Africa, but found that the level of import duty was prohibitive. He then considered the bike for track days and parading in the UK, but this never happened, and he has only ridden the machine for an estimated 10 test miles. It has however, been dry stored and started at regular intervals, and was last run approximately three years ago. A new owner should only need to perform a basic check-over in order to use the machine (which runs on Castrol R40) on road or track, and the vendor points out that it will require careful running-in, as detailed in the running instructions for the new machine. When purchased, the vendor also bought a 'quiet' exhaust system from Evans which will accompany the bike.Documentation comprises the original sales brochure for the bike, together with starting and running instructions. Also included is a copy of Classic Racer magazine from 1989 which has an article on Neville Evans and production of the Manxman.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

Norton 499cc Manx ReplicaFrame no. noneEngine no. noneToday the popularity of the Manx Norton in classic racing remains undiminished, with original examples racing alongside replicas of differing specification produced by specialist manufacturers worldwide. The superb Manx replica offered here was built a few years ago by an ex-racer with extensive in-period experience of competing on these machines. New parts were sourced from well-known specialists: the replica frame being supplied by Tony Dunnell, the crankcases by Andy Molnar, the clutch by Bob Newby, and the magnesium-cased six-speed gearbox by Mick Hemmings. Boasting over-square bore/stroke dimensions of 93x73.5mm, the engine incorporates a one-piece crankshaft (machined from an 80-ton forging), Cosworth shell bearings, an Omega forged piston, an original Norton cylinder head (modified), and titanium inlet and exhaust valves. Breathing via a new Mikuni VM 44mm carburettor and sparked by Interspan twin-plug ignition, the engine is estimated to produce around 56bhp, a considerable improvement over an original Manx. Other noteworthy features include 18' wheels and a Fontana front brake. Following completion, the machine was tested by the vendor at the 'Belgian Classic TT' at Geddine in 2015, successfully completing 44 laps. Offered with sundry invoices, this extremely well specified Manx replica is a potential race winner in the right hands. The owner is willing to answer and questions from prospective purchasers.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1954/5 Norton 348cc Manx Model 40MFrame no. J10M2 57859Engine no. K10M 62506 (see text)The history of this machine is a fascinating web of some of the best-known names of post-war Norton racing. Purchased by the previous late owner from Rex McCandless, he was told by McCandless that it had been ridden by Bob Mcintyre, although sadly this is unconfirmed. Norton factory records reveal the frame of this machine was despatched from the factory to the famous Norton rider Denis Parkinson on 16th April 1954. At some time, the engine of this bike, unsurprisingly for a racer, has been replaced. Norton factory records confirm the replacement engine was initially used in an 'Ex-Works racer' and the date code in the number places it in 1955. Having been used by Norton and presumably reconditioned, it was then despatched to Reg Dearden on 22nd August 1956 under his company name of Chorlton Light Cars. It is no surprise that he was favoured with the previous year's Works engines, such as this. How Dearden's engine, coupled with Parkinson's chassis, came to be owned by Rex Mcandless is unknown. Reg Dearden sponsored countless riders including stars such as Geoff Duke, Gary Hocking, Dave Chadwick, John Hartle, George Catlin, and Terry Shepherd. Believed unused since the mid-1960s, the machine will require re-commissioning at the very least and possibly more extensive restoration before further use. Sold strictly as viewed, it comes with a Norton Owners Club dating 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

Norton Manx Nourish 750cc Racing MotorcycleFrame no. noneEngine no. C69A46Norton's ubiquitous Featherbed frame has long been the special-builder's friend, especially in Manx form, as seen here. Badged as an AJS, this immaculate classic racer combines the proven Norton Manx chassis with the equally well established Nourish 8-valve parallel-twin race engine. The latter's origins go back several decades to the time when Harry Weslake first offered an 8-valve cylinder head conversion for the Triumph twin. Eventually the Weslake company built its own complete full-race engine, albeit one still constructed along Triumph lines. When Weslake folded, the parallel twins were taken up by engineer Dave Nourish, who continued to offer them in a range of capacities and alternative crankshaft arrangements to suit many forms of motorcycle sport. The unit in this machine displaces 750cc and has 'Z' cams and a compression ratio of 10.25:1 The carburettors are 34mm Amal Concentric Mk2 and the ignition is by ARD. Power is transmitted via a Newby belt primary drive and clutch to an NRV five-speed gearbox containing T140/150 internals. The front fork boasts magnesium yolks and sliders, while the front brake is a twin-disc Norvil with AP Lockheed callipers. Presented in full working order, this unique machine comes with bills, templates, technical drawings, and notes relating to its construction.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-Texaco Heron Team Suzuki; Percy Tait; John Williams; 1976 Isle of Man Classic TT-winning1975 Suzuki 750cc XR11 Formula 750 Racing MotorcycleFrame no. GT750-62865 and 2859• Ultra-rare factory machine• Believed to be Tait's 1976 North West 200 750-class winning machine• Outstandingly original and unmolested• Present ownership since the early 1980s• 'As last raced' conditionThe ultra-rare factory machine offered here was ridden to victory in the 1976 Isle of Man Classic TT by Texaco Heron Team Suzuki works rider John Williams. As such, it represents the final development of Suzuki XR11 Formula 750 racer (also known as the TR750). Initially dubbed the 'Flexy Flier' on account of its wayward handling, it was an XR11 that Barry Sheene was riding when he had that famous Daytona crash in 1975; though to be fair to the Suzuki, that was caused by a tyre failure rather than any inherent deficiency in the machine. The XR11 had been developed from the GT750 roadster for the increasingly popular 750-class racing. The latter had first become established in the USA in 1969, progressing to the FIM Formula 750 Championship in 1973 and finally the Formula 750 World Championship in 1977 as the class's stature grew. For its 750 racer, Suzuki up-rated the GT750 engine with different cylinders, a dry clutch and magnesium castings; they also developed an entirely new lightweight frame, and it was this that would prove the XR11's Achilles Heel. Made from tubing that was too small in diameter, it flexed under power, hence that famous sobriquet. Maximum power was raised from an initial 100bhp in 1972 to 116bhp for 1975 in the XR11's final incarnation. By this time the frame had undergone several revisions to strengthen it, and for 1975 the chassis was further updated with an XR14 (RG500) swinging arm and lay-down shock absorbers. At last the XR's handling was no longer a handicap, as evidenced by John Williams' Isle of Man TT victory in '76 (you don't win in the Island on a motorcycle that doesn't handle well). Indeed, John had made history in the Senior race by setting the first 110mph lap of the Mountain Circuit and repeated that feat on board his XR11 in the Classic race. Born in 1946, John Williams made his racing debut in 1964 and progressed through club racing ranks to make his Isle of Man debut in the Manx Grand Prix in 1966. Williams swiftly established a reputation as a public roads specialist, securing his first IoM win in the 1971 500 Production TT. John would go on to win a further three TTs and score nine podium finishes. He was sponsored by Tom Arter and then Gerald Brown before signing for Texaco Heron Team Suzuki for 1976, joining Barry Sheene and John Newbold. Neither Williams nor Newbold enjoyed parity of equipment with Sheene, who kept all three of the latest factory XR14 bikes for himself, so it would have surprised few when both men left at the end of 1976. Out of the five Grands Prix he contested in an injury plagued season, Williams finished on three occasions, the highlight being victory in the Belgian round at Spa. He had also contested the FIM 750 Championship that year aboard the XR11 (assumed to be this machine) with disappointing results (13th in Holland and 7th in Germany), though 5th place in the MCN Superbike Championship was some consolation. Continuing his career with Appleby Glade sponsorship, John Williams enjoyed considerable success as a privateer and had just won the 500cc race at the 1978 Ulster Grand Prix when he crashed in the 1,000cc race, dying in hospital of complications later that day. Records show that the machine offered here is a 1975 model, first used by the Suzuki works team in the USA, which was dispatched to the UK at the end of the '75 season together with the team's equipment when it pulled out of racing. Suzuki's American works riders for 1975 had been Dave Aldana and Pat Hennen. According to former Texaco Heron Team Suzuki Grand Prix technicians Nigel Everett (letter on file) and Martyn Ogborne, 'GT750-62865' (the last of the frame number sequence) was assigned to works rider Percy Tait in 1976 for use in Formula 750 events before being allocated to John Williams halfway through the season.Texaco Heron Team Suzuki did not campaign the XR11s after 1976 and the bikes were disposed of, this example being sold to Percy Tait on 4th November '76 (the Percy Tait Racing stickers are still on the fairing). By this time Percy had retired from racing (following a serious accident in the Isle of Man Production TT in 1976) and become a Suzuki dealer. It is not known whether or not Percy sponsored another rider on the XR11. The current vendor, a motorcycle racing enthusiast with an important private collection, saw this XR11 advertised in MCN in the early 1980s purchased it from the owner, a garage proprietor in Leominster. The Suzuki has been kept as part of his collection since then and is presented in wonderful 'as last raced' condition. Ex-factory machines of this pedigree - original and unmolested - rarely come to the market, making this ultra-rare and historic TT-winning XR11 of exceptional interest to collectors.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1963 Honda 250cc CR72 Racing MotorcycleFrame no. CR72-310192Engine no. CR72E-310119• Incredibly rare, Ex-works Honda racer• Third place bike in 1963 lightweight TT• Ex-Bill SmithIn the 250 class Honda were running the four-cylinder machines from as early as 1959, and in Grand Prix events from 1960. Whilst the fours participated in the most prestigious events, Honda made a twin-cylinder CR72 250 to compete in lower ranked races. Whilst the standard CR72 was an over-the-counter racer available to the public, and Honda even made a road-legal version fitted with lights, there were a few 'works' machines with significant differences, to be campaigned by works riders or selected privateer racers with close connections to Honda. The example offered here is one such works machine.We have endeavoured to trace the history of the machine as far as possible and we know that the last, deceased owner, Bill Barker, purchased the bike in Ireland from John Martin for the sum of £2350 plus a 1928 Triumph in 1977 (receipt on file). At the beginning of its history, we believe that Bill Smith sold the bike to a gentleman in Wolverhampton from whom it was purchased by Terry Teece. Terry sold the Honda in 1974 to 'a Publican in Wigan' whom we believe to be Eric Biddle, Landlord of The Squirrel public house, who owned and traded many racing bikes around that time. How it moved from Eric Biddle in 1974 to John Martin in 1977 is still unknown at the time of cataloguing, but this may have simply been a sale from one to the other. In the early part of its life, until after the custody of Terry Teece, the bike was known as the one on which Bill Smith finished 3rd in the 1963 Lightweight TT. When Bill Barker obtained the machine, he was told that it had been raced by Ralph Bryans and Tommy Robb. Our enquiries have led to verbal confirmation from Bill Smith, with reference to the frame number, that it is the machine on which he finished third in the 1963 Lightweight TT.The deceased owner used the bike in CRMC racing until an engine blow-up during the 1980s. After obtaining various parts, new Carillo conrods, and having a new crankshaft made in Germany, Barker had the engine rebuilt. It was completed and re-installed in the rolling chassis approximately 13 years ago, but he then became ill, and subsequently passed away in 2008. The machine has been kept in dry storage since that time, and will require a thorough check over, and careful re-commissioning before running or racing again. A small number of parts, along with two fairings (one fibreglass and one believed original alloy) accompany the machine, together with documentation comprising correspondence from Bill Smith with Japan, other correspondence with various parties, notes, and sundry papers.Also consigned to this sale, listed separately in the Automobilia section, are two dismantled, incomplete engines, a CR77 and a CR72 (Lot nos. 204 & 203 respectively).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 Honda RVF400R NC35 Racing MotorcycleFrame no. NC35-1003414Engine no. NC13E-1503421Following the arrival of the VFR750R (RC30) race replica in the late 1980s, it was only to be expected that some of its style and technology would rub off on Honda's smaller V4s. When the RC30's replacement – the RC45 – was introduced in 1994, the 400cc supersports RVF400R was similarly upgraded, to NC35 specification. Owner Paddy Reid bought this Honda NC35 in 2010 from its previous owner, who had prepared the machine for the Manx Grand Prix but not used it. Paddy had the Honda's TYGA bodywork repainted in Yamaha's traditional racing colours of white/red, the same as those of his 1973 Manx GP-winning TZ, and rode it in the Past Winners Parade at the 2013 MGP. Since then the Honda has been ridden in a few other parades and the occasional track day. Last run in earlier this year, the machine is described as in good condition throughout.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

1972 Yamaha 350cc TR3 Racing MotorcycleFrame no. over-paintedEngine no. R5-990236Its owner - 1973 Senior Manx GP winner Paddy Reid – purchased this Yamaha TR3 in 1999 from a seller in New Zealand who had kept it as a collector's item. Unfortunately, the seller knew nothing of the machine's history or who had raced it, but Paddy advises us that a former Grand Prix racer friend of his has vouched for its authenticity. Paddy prepared the Yamaha for racing but has only used it for Past Masters parades and the occasional track day. Sadly, a broken leg sustained in a cycling accident a few years ago has put a stop to his participation in such events. Paddy advises us that the Yamaha has not been restored in the accepted sense but has always been maintained in accordance with his considerable experience of racing this kind of bike. Last run two years ago, the machine is described as in good condition throughout.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

2013 Aprilia RRV450 Racing MotorcycleFrame no. noneEngine no. 45SX 02110This machine is one of approximately 50 built by Ian Newton (IN Competition) for the Thundersport GB Aprilia RRV450 Challenge race series. This particular machine has the highest specification permitted under the regulations. Its one previous owner was Lewis Rollo, who won many races on it prior to a crash in 2014. As a result of the damage, IN Competition replaced the frame with a new one. Present owner Paddy Reid, winner of the 1973 Senior Manx GP, bought the Aprilia intending to use it for track days, and it has also been raced for him on two occasions by a young rider from Northern Ireland. Sadly, a broken leg sustained in a cycling accident a few years ago has put a stop to Paddy's participation in such events. Last run earlier this year and always maintained to the highest standard regardless of cost, the machine is described as in good condition throughout.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

1966 Itom Mark 8 50cc Racing MotorcycleFrame no. 66094Engine no. 17973/SInspired by Ducati Cucciolo importers Britax, 50cc racing began in the UK in 1955 but did not really take hold until the late 1950s, when the availability of the quick and relatively inexpensive Italian Itom Competizione made the class viable. Indeed, the two-stroke Itom was the machine to have at the time, for it dominated the class in Britain and provided a number of future stars - most notably Mike Hailwood, Dave Simmonds and Bill Ivy - with their first taste of circuit racing. This four-speed Mark 8 example raced in Ireland for most of its career. Restored in 2005, the Itom last run in March 2020 and is described by the private vendor as in good condition throughout, albeit not as fast as it looks! A race cylinder barrel is the only notified deviation from factory specification.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1972 Aermacchi Racing MotorcycleFrame no. AERDAV350N*252925Engine no. noneAermacchi remained independent only until 1960, when Harley Davidson purchased a 50 percent share in the motorcycle division. The horizontally-slung engine became a marque trademark, and most of their output had this configuration, which created a low centre of gravity and made for a well-cooled engine unit. This Aermacchi racer is part of a deceased's estate, and has been standing, unused, for an indeterminate number of years. Thought to be a road-model frame and possibly either a 250 or 350 engine, it was purchased by the deceased owner at an unknown date. With its later-type disc brakes and Ceriani-type forks, we know only that it was paraded for the late owner by a friend. It has recently been started and run for a short period, when gears were found to select. A new owner should only need to carry out some re-commissioning and safety checks before returning to the track. 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

1976 Honda CB400F Super SportRegistration no. OCV 565RFrame no. CB400F 1068287Engine no. CB400FE 1060488Now one of the undisputed classics of the 1970s, the Honda CB400F first appeared in 1974. Hailed as 'the poor boy's muscle bike', it featured a four-cylinder, overhead-camshaft engine in a 250-sized package that endowed it with performance bettering that of many 500s. Boasting a stylish four-into-one exhaust, six gears and rear-set footrests, it was every boy-racer's dream and a huge commercial success. This Cornish-registered CB400F was purchased in 1978 by the current owner and appears to be in generally good condition throughout. Due to the vendor's declining health the Honda has been stored in a heated garage in recent years. Unused for some time, careful re-commissioning and the customary safety checks are advised before returning it to the road. Offered with a current V5c, the machine would respond well to sympathetic tidying.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

1977 Honda TL125 Trials MotorcycleRegistration no. SSA 237R (see text)Frame no. TL125S 1014417Engine no. TL125SE 1014425Powered by an all-alloy, single-cylinder, four-valve engine, Honda's first proper trials machine - the TL125 - first appeared in 1973 and under the guidance of off-road maestro and many-times British Trials Champion, Sammy Miller, was developed into a competitive mount for the clubman. Production continued until mid-1978. Purchased by the current owner in February 2016, this TL 125 last ran in the summer of 2019 and will require re-commissioning before further use (carburettor cleaned, fresh fuel, etc). Noteworthy features include a special tank/seat unit and a special exhaust system, and the Honda comes with some spares to include a tank; kickstart; larger rear sprocket, etc. Described by the private vendor as in very good condition, the machine is offered with a quantity of expired (daylight) MoTs; an HPI printout; and a V5C Registration Certificate. The vendor is slimming down his collection of motorcycles, hence the sale. Please note this machine was exported from the UK. Accordingly, the successful purchaser will need to re-apply to the DVLA for the Vehicle Registration Number. Prospective bidders must satisfy themselves as to the validity of the Vehicle Registration Number 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.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

1974 Ducati 350cc SCR Street ScramblerRegistration no. VMR 610MFrame no. MD 72152Engine no. DM350 72496Ducati's first '350' - the Sebring tourer - arrived in 1966 and two years later was joined by the SCR Street Scrambler, a model aimed primarily at the North American market. The SCR was one of the first new models to have the so-called 'wide case' motor. Not merely confined to the wider rear engine mount, changes to the wide case models included a stronger con-rod and big-end bearing; an up-rated lubrication system; and improvements to the gearbox. This Ducati SCR was purchased as a restoration project circa 2007 and has been restored over a three-year period. Works carried out include re-plating the brightwork; reconditioning the forks; sealing the fuel tank; repairing the seat; rebuilding the engine/gearbox with a new crankshaft and all new bearings; and fitting a new silencer, chain/sprockets, voltage regulator, battery, and an Amal Mk2 Concentric carburettor. Not used since the restoration's completion, the machine is offered with sundry bills, a dating certificate, and a V5C document.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1972 Yamaha 653cc TX650Registration no. EVN 590LFrame no. S650-206880Engine no. S650-212045Arguably the Japanese motorcycle industry's most successful attempt at a traditional, British-style twin, Yamaha's 650 debuted in 1969 as the XS1, progressing via the XS2 to the XS650 (TX650 in the USA). Imported from the USA and first registered here on 1st August 2018, this TX650 benefits from some £1,400 spent on parts since its arrival, plus a full repaint of the frame, fittings and fuel tank. Re-commissioning works carried out include totally renewing the ignition system, thoroughly cleaning the fuel system, re-spoking the rear wheel, fitting new tyres/tubes, rewiring the electrics with correctly coloured cables, installing a new rear wheel spindle and bushes, and fitting new silencers. Bills for the parts are on file and the machine also comes with a VJMC dating letter and a V5C document. We are advised that all electrical items are working with the exception of the starter motor, and that the machine last ran in November 2019.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

1975 Suzuki GT250ARegistration no. JOK 779NFrame no. 59392Engine no. GT250-103020Stung by criticism of its lacklustre GT250M, Suzuki responded with the GT250A. Gone was the 250M's 'Ram Air' cylinder head cowl, while more importantly the engine gained a four-bearing crankshaft, one-piece cylinder head, extra transfer ports, and larger carburettors. Suzuki claimed a maximum power output of 32bhp for the GT250A, two horsepower more than the GT250M, a seemingly minor gain that translated into vastly superior on-the-road performance. Tested by Bike magazine in February 1976, a 250A reached 91mph and rocketed through the standing quarter-mile in 15.02 seconds, an improvement of 9mph and 1.2 seconds respectively over the 250M tested the previous year. First registered on 5th May 1975, this GT250A is a clean and un-restored example, described by the private vendor as in good original condition, although the Higgspeed exhausts are an obvious departure from standard. Last run one year ago, the machine should require only the minimal re-commissioning before returning to the road. Offered with an owner's manual 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

1982 Bimota 1,099cc HB2Registration no. JVJ 113YFrame no. HB2 00109Engine no. SC05E2101920Combining Bimota's state-of-the-art chassis technology with the engine of Honda's CB1100-R, a machine then dominating production-class racing, this ultra-rare HB2 was one of the fastest, most exotic, and most expensive machines of its day. It was built and sold new in this form by the then Bimota importer, though how much the first owner paid is not known. The HB2's first owner was UK-based collector, from whom it was acquired by Chris Graham of Stuart Graham Ltd in March 1991 (see letter and V5C on file). The current vendor acquired the Bimota from Chris Graham in May 1999 and since then it has benefited from considerable expenditure and upgrading. Spondon fully floating disc brakes have been fitted front and rear, while the suspension has been up-rated with a Maxton cartridge conversion for the front forks and a Maxton shock absorber at the rear. Completing the front-end rebuild, the fork stanchions were re-chromed and the sliders powder coated. The rear brake master cylinder and rear suspension linkage have been replaced with new-old-stock parts, and the (calliper-matching) front master cylinder overhauled with a seal kit, while the new exhaust system was supplied by Bimota Classic Parts. Invoices for the aforementioned parts and services are on file and the machine also comes with MoT to January 2021. Described by the owner as starting first time and running well, this highly desirable piece of Italian exotica will have been ridden to 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.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1982 Kawasaki Z1300Registration no. MHX 457XFrame no. KZT30A-013486Engine no. KZT30AE014368Having seen its Z1000 deposed as top superbike by Honda's outrageous six-cylinder CBX, it was inevitable that Kawasaki would strike back. Enter the Z1300. Launched in 1978 to a fanfare of superlatives - biggest, heaviest, most powerful, fastest - Kawasaki's new flagship was more super-tourer than outright sports bike, its 140mph top speed notwithstanding. Weighing close to 700lb and producing an astonishing - at that time - 120bhp, the Z1300 promised to be a real handful but in fact handled 'predictably and reassuringly over virtually any kind of surface' according to Bike magazine. Only the Big Zed's upright riding position and limited range - despite a six-gallon fuel tank - took the gloss off the stupendous performance afforded by that admirably smooth and torquey six-cylinder engine. Sold in limited numbers, the Z1300 today is a highly sought after modern classic. Purchased from Edwin Ferneyhough Vehicle Sales in 2017, this Z1300 was immediately treated to extensive refurbishment at great expense as evidenced by numerous bills on file issued by marque specialists Zed Parts, including one of £1,200 for a new stainless exhaust system. Last run earlier this year and described by the private vendor as in good condition, with excellent brightwork, the machine is offered with a quantity of expired MoTs; a V5C registration document; MoT to 14th May 2020; and the aforementioned bills (inspection recommended).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

3.6 kilometres from new 1976 Honda CB750 K6Registration no. PFE 894PFrame no. CB750 2561226Engine no. CB750E 2450567Fifty-plus years on, it is hard to imagine the impact the Honda CB750 had on the motorcycling world when it was unveiled to a stunned public at the 1968 Tokyo Show. Here for the first time was a mass-produced four within the financial reach of the average enthusiast, and one whose specification made the opposition look obsolete overnight. The K6 offered here was diverted from Spain (its intended market) by Honda UK and used to familiarise UK dealers with this new model. It then remained in storage at Honda UK's Chiswick HQ until purchased by the Area Service Manager, who is now in a care home, suffering from dementia. In the meantime, the tank and front indicators had seen service on another machine. Bought from the former owner's daughter, the K6 has covered only 3.6 'push' kilometres from new and had never been started until recently when, given a new battery and fresh fuel, it fired up first press of the button, just like a Honda should. The original (unfilled) battery was still on the bike, which also retains its original tyres, while an internal inspection of a cylinder and float bowl confirmed that the engine had never run (see photographs on file). Totally original, this 'time warp' CB750 K6 is offered with a VJMC dating letter; NOVA acknowledgement; 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 Honda CB400N Super DreamRegistration no. UFU 282TFrame no. CB400N 2007101Engine no. CB400NE 2007112Honda first offered a 400cc twin in 1977 alongside the four-cylinder CB400F that had been around since 1974. Together with the CB250T, the new CB400T replaced the outgoing CJ250/360T models, but the duo were soon updated to 'N' specification, featuring Honda's 'Euro' styling and Comstar wheels. Delivering its overhead-camshaft six-valve engine's claimed 43bhp maximum via a six-speed gearbox, the CB400N was capable of 106mph while managing a fuel consumption of around 60mpg when ridden with restraint. An immense success, the model remained a fixture of the Honda range for many years. During this period the engine remained the same apart from a lick of black paint for 1982, an upgraded front brake being introduced at the same time, wile changes to the cycle parts were mainly cosmetic. Bike magazine tested a CB400N for its September 1982 edition, finding that it had 'abundant good qualities such as compactness, excellent road manners, revviness and reliability'. This particular CB400N has belonged to the current vendor since October 2016. MoT'd to September 2020, the machine is offered with a V5C Registration Certificate and sundry bills for parts including a piston ring set (August 2017).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

1990 Honda VFR400R Type NC30Registration no. G35 ATRFrame no. NC30 1013267Engine no. NC13E - 1213288Following the VFR750R (RC30) superbike's arrival in the late 1980s, it was only to be expected that some of its style and technology would rub off on Honda's smaller V4s. The first of these was the NC21, which was followed by the NC24 with RC30-style single-sided swinging arm. Restricted to a maximum of 59PS (59.8bhp) for the Japanese market, they were not officially imported into the UK, unlike the successor NC30, which boasted a specification not far short of the RC's: alloy beam frame, single-sided swinger, close-ratio gearbox, twin-lamp fairing, RC-type brakes and a 360-degree crankshaft; a class-leading specification justified by the fact that Honda had it sights set on the Isle of Man TT's Supersport 400 class. Boasting RC30 looks and equal build quality, but at a fraction of the cost, the NC30 is one of the most collectible classics of the 1990s. Imported into the UK in 1997, this NC30 currently displays a total of 41,209km (25,605 miles) on the odometer. We are advised by the private vendor that a full service and repairs was carried out in 2018 and 2019, and that the machine is in generally very good condition, having last run in February 2020. The only notified deviations from factory specification are a Tyga sports exhaust and a Nitron shock absorber. Accompanying paperwork consists of sundry bills, a V5C document, and MoTs dating back to 2001.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

2000 Kawasaki 1,199cc ZX12-RRegistration no. W14 WDRFrame no. JKAZXT20AAA004521Engine no. ZXT20AE002745'In six years as a road tester I've ridden most of the current crop of bikes down the one and three-quarter mile (Bruntingthorpe) runway. I can't remember any bike having such a profound effect on me as the... Kawasaki ZX12-R. Few bikes have the ability to make that big open space seem so small or the runway so short. The Hayabusa does it with top speed, sure, and the GSX-R1000 does it with awesome propulsion through the gears, but the ZX does it all.' – Jonathan Pearson, Bike magazine. It's not surprising that Kawasaki's ZX12-R bested the opposition in Bike's comparison test (October 2002 edition) as it comfortably eclipsed everything else (Hayabusa, Blackbird, ZZR-1200, FJR1300, GSX-R1000) in terms of maximum power, producing 155.5bhp to the next-best Hayabusa's comparatively weedy 148.7 horses. Weighing slightly less than the 'Busa, the ZX12-R was marginally quicker to 130mph and only narrowly behind the slippery Suzuki on top speed (181.9/183.7mph). This ZX12-R has been owned by the current vendor from new and currently displays a total of circa 14,500 miles on the odometer. Serviced regularly, the machine is described by the private vendor as in good condition and was last run in April 2020. Datatag, a hugger, and a Datatool alarm are the only notified deviations from factory specification. Offered with a V5C.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

1950 Bianchi 125cc BianchinaFrame no. 152957Engine no. 152957Founded in the late 1890s, Bianchi made little impact outside Italy before WWII despite an innovative approach which saw a team of unitary construction, twin-overhead-cam 350s entered in the 1926 Isle of Man TT, the design having first appeared in 1924. In the post-war period the company's road range consisted mainly of lightweights, the mainstay of production being 175cc models like the Tonale. Below the Tonale in the pecking order were various two-stroke lightweights and mopeds such as this 125cc Bianchina, which looks very much like Bianchi's equivalent of the BSA Bantam. With 5.5bhp on tap and weighing 70kg (154lb), the pretty little Bianchina was capable of a top speed of 80km/h (50mph). This example carries the plaque of its supplier - Fratelli Di Luca, Pesaro - and appears to be in original condition. 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.Lot to be sold without reserve.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, 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

1951 Bianchi 250cc Stelvio ProjectFrame no. 85994Engine no. 85994Founded in the late 1890s, Bianchi made little impact outside Italy before WW2 despite an innovative approach which saw a team of unitary construction, twin-overhead-cam 350s entered in the 1926 Isle of Man TT. All three finished but disappointingly low down the field, and Bianchi would not return to the Isle of Man until after WW2. Despite its Island setback, Bianchi was a force to be reckoned with in Continental racing with its OHC 350s and 500s well into the 1930s, generating valuable publicity that helped sell its more mundane roadsters. In the post-war period the company's road range consisted mainly of lightweights, the mainstay of production being 175cc models like the Tonale. Production of Bianchi motorcycles ceased in 1967, though the firm's Autobianchi division continued to produce cars. This overhead-valve Stelvio is offered as a (believed) partially restored and incomplete project. 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.Lot to be sold without reserve.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, 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

c.1951 Bianchi 49cc Super AquilottoFrame no. 80418Engine no. 131307Founded in the late 1890s, Bianchi made little impact outside Italy before WWII despite an innovative approach which saw a team of unitary construction, twin-overhead-cam 350s entered in the 1926 Isle of Man TT, the design having first appeared in 1924. In the post-war period the company's road range consisted mainly of lightweights, the mainstay of production being 175cc models like the Tonale. Below the Tonale in the pecking order were various two-stroke lightweights and mopeds such as the popular 125cc Bianchina, while further down the scale was the Aquilotto moped, an unusual feature of which was its blade-type girder front fork. The principal difference between the ordinary and Super models appears to be the latter's multi-speed rear hub gear. This apparently restored Super Aquilotto is offered for re-commissioning. 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.Lot to be sold without reserve.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, 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

c.1950 Bianchi 49cc AquilottoFrame no. 80469Engine no. 48 8729Founded in the late 1890s, Bianchi made little impact outside Italy before WWII despite an innovative approach which saw a team of unitary construction, twin-overhead-cam 350s entered in the 1926 Isle of Man TT, the design having first appeared in 1924. In the post-war period the company's road range consisted mainly of lightweights, the mainstay of production being 175cc models like the Tonale. Below the Tonale in the pecking order were various two-stroke lightweights and mopeds such as the popular 125cc Bianchina, while further down the scale was the Aquilotto moped, an unusual feature of which was its blade-type girder front fork. This apparently restored Aquilotto is offered for re-commissioning. 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.Lot to be sold without reserve.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, 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

c.1951 Bianchi 49cc AquilottoFrame no. 80469Engine no. 8729Founded in the late 1890s, Bianchi made little impact outside Italy before WWII despite an innovative approach which saw a team of unitary construction, twin-overhead-cam 350s entered in the 1926 Isle of Man TT, the design having first appeared in 1924. In the post-war period the company's road range consisted mainly of lightweights, the mainstay of production being 175cc models like the Tonale. Below the Tonale in the pecking order were various two-stroke lightweights and mopeds such as the popular 125cc Bianchina, while further down the scale was the Aquilotto moped, an unusual feature of which was its blade-type girder front fork. Finished in Bianchi's trademark Celeste (sky blue) finish, as used extensively on its high-quality bicycles, this apparently restored Aquilotto is offered for re-commissioning. 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.Lot to be sold without reserve.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, 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

Bianchi Moped ProjectFrame no. 511503Engine no. 511503Founded in the late 1890s, Bianchi made little impact outside Italy before WWII despite an innovative approach which saw a team of unitary construction, twin-overhead-cam 350s entered in the 1926 Isle of Man TT, the design having first appeared in 1924. In the post-war period the company's road range consisted mainly of lightweights, the mainstay of production being 175cc models like the Tonale. Below the Tonale in the pecking order were various two-stroke lightweights and mopeds such as this unidentified machine, the fan-cooled engine and swinging-arm rear suspension of which are unusual features. There are no documents with this Lot, which is offered for restoration and sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.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

c.1970 BM 50cc MopedFrame no. BM/N 04109Engine no. none visibleBM (Bonvicini Marino), was founded in Bologna, Italy in 1950 by Mario Bonvicini. The company commenced production of lightweight motorcycles powered by two-stroke engines of 125cc and 160cc supplied by the German manufacturers, Jlo and NSU. The line-up expanded and by 1955 BM's top-of-the-range model was an own-design overhead-camshaft 250cc twin. A new addition for 1956, the Minarelli-powered Pokerino motor scooter was also marketed by Negrini and Beta under different names. In the late 1960s BM offered the stylish Jaguarino, which was available in Touring, Sport, Cross and Cross Special versions powered by a Franco Morini engine. By the beginning of the 1980s, production had dwindled to only a few models and the firm folded in 1988. Currently displaying a total of only 237km on the odometer, this BM had already been restored when purchased. There are no documents with this Lot, which is offered for re-commissioning.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.This lot is subject to the following lot symbols: NMT NNMT Motor vehicle lots marked 'NMT' originate from or are registered in another EU member state and have travelled less than 6,000km from new. Accordingly HMRC and the DVLA classify such machines as 'New Means of Transport' under the Nova Scheme and are subject to VAT at 20% on the hammer price.N 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

c.1972 VéloSolex 5000 49cc MopedFrame no. 7045975Engine no. 9028857Developed in the late 1930s, the French VéloSolex first appeared in 1946, just in time to exploit the post-war boom in moped sales. In what many considered an act of Gallic eccentricity, the designers chose not to put the engine in the conventional position in the centre of the frame, but above the front wheel, which the single-cylinder two-stroke motor drove via a roller. The VéloSolex was also assembled in the UK but was nowhere near as successful over here where it was subject to the same licensing requirements as a motorcycle. Pressure from rival manufacturers eventually forced the introduction of more conventional models but the original VéloSolex remained an immutable fixture of the range. Introduced for 1971, the 5000 model, as seen here, was a restyled development of the preceding 3800 boasting smaller (16') wheels. There are no documents with this machine, which is offered for re-commissioning.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.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

c.1973 Moto Morini ZetaZetaFrame no. ZZ42055Engine no. P/4Moto Morini founder Alfonso Morini split from MM in 1937, setting up a foundry in Bologna. Post-WW2 he returned to motorcycle manufacture, commencing with a 125cc two-stroke and then a similar-sized SOHC four-stroke single. Within a few years the range would consist of four-strokes only. One of the smallest machines in Moto Morini's range at the time of its introduction in 1963, the 50cc overhead-valve-engined Corsarino (little racer) was intended to give youngsters an introduction to 'real' motorcycling. The diminutive Corsarino proved popular despite being relatively expensive; the fact that it was a four-stroke in a market sector dominated by two-strokes no doubt enhancing its appeal. Its engine was also used for the ZetaZeta sports roadster, though the design of this example's power unit is quite different. We are advised that the engine's bottom-end has been modified by Giancarlo Morbidelli, and that this machine may be a prototype. 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.Lot to be sold without reserve.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, 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

c.1965 Italjet 49cc Sports RoadsterFrame no. 25833Engine no. unable to locateItaljet was founded in 1959 by ex-Italian road-race champion Leopoldo Tartarini, a gifted engineer and designer whose many collaborations with Ducati include styling the Darmah range of v-twins. Over the years Italjet used proprietary engines from numerous suppliers including Minarelli, CZ, MZ, Yamaha, and Triumph. Almost every conceivable type of motorcycle was made, including competition and schoolboy models and a succession of stylish scooters. In the 1990s, Italjet launched the Dragster, Formula and Velocifero scooters, and in 1998 an Italjet Formula was exhibited as part of The Art of the Motorcycle exhibition at the Guggenheim Museum of Modern Art in New York City. Apparently original and complete, this rare early Minarelli-engined Italjet is offered for restoration (it should be noted that the carburettor float chamber is damaged). 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.Lot to be sold without reserve.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, 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