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

c.1958 Ducati 125cc SportFrame no. 200743Engine no. 200953Designed by newly arrived engineer, Fabio Taglioni, formerly with Mondial, Ducati's first overhead-camshaft single - the 100 Gran Sport, nicknamed 'Marianna' - appeared on the racetrack in 1955. The existing 98cc overhead-valve engine had reached the limit of its development, at least as far as racing was concerned, hence the need for a design with greater potential. The Gran Sport's overhead cam was driven by a vertical shaft and bevel gears, and this advanced design would form the basis for all Ducati's OHC singles for the next two decades. An outstanding success, the Gran Sport spawned a host of larger-engined derivatives, commencing in 1957 with the 175 Sport, which was swiftly followed by the 125 Sport and 100 Sport. Virtually identical, the latter were scaled-down versions of the 175, equipped with 17' wheels as opposed to the large model's 18' hoops. With 10bhp on tap and weighing only 100.5kg (221lb) the diminutive 125 Sport had a top speed of around 70mph. Produced until 1965, the 125 Sport was sold as the Monza in the UK and the 125 Super Sport in the USA. This Ducati 125 Sport is believed to be in original condition and retains the supplier's plaque to the front mudguard. 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

A Laverda engine/gearbox unitengine number *543455* S, with DellOrto carburettor attached, condition and completeness unknown, close inspection advised. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1957 Rumi 125 JuniorFrame no. 155SS012Engine no. 2XX11905Rumi was founded in Bergamo, Italy at the beginning of the 20th Century. The company originally supplied components to the textile industry and during World War 2 produced miniature submarines and torpedoes. Headed by Donnino Rumi, it switched to motorcycle manufacture at the war's end, introducing its first Turismo model in 1950. This little gem was powered by what would become Rumi's trademark engine, a 125cc parallel twin two-stroke, the cylinders of which were inclined horizontally. Built in numerous different stages of tune, this wonderfully versatile motor was used to power standard, Sport and Competizione models, as well as a range of highly advanced scooters. It is for the latter that Rumi is best remembered today, particularly the Formichino (Little Ant) and its derivatives, which were among the fastest scooters of their day. Sadly, despite its technical innovation and engineering prowess, Rumi had gone by 1962. Offered here is an example of the Junior model, the Corsa (racing) version of which superseded the Competizione in 1955. Weighing a mere 85kg (187lb), it has nine horsepower on tap and is good for a top speed of 115km/h (71mph). Restored by Giancarlo Morbidelli, this machine is believed to have competed in long-distance classics such as Milan-Taranto and the Moto Giro d'Italia. 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

1953 Rumi 125 TurismoFrame no. 8060Engine no. 1B9469Rumi was founded in Bergamo, Italy at the beginning of the 20th Century. The company originally supplied components to the textile industry and during World War II produced miniature submarines and torpedoes. Headed by Donnino Rumi, it switched to motorcycle manufacture at the war's end, introducing its first Turismo model in 1950. This little gem was powered by what would become Rumi's trademark engine, a 125cc parallel twin two-stroke, the cylinders of which were inclined horizontally. Built in numerous different stages of tune, this wonderfully versatile motor was used to power standard, Sport and Competizione models, as well as a range of highly advanced scooters. It is for the latter that Rumi is best remembered today, particularly the Formichino (Little Ant) and its derivatives, which were among the fastest scooters of their day. Sadly, despite its technical innovation and engineering prowess, Rumi had gone by 1962. Wonderfully stylish, this beautiful Turismo model weighs a mere 85kg (187lb), has six horsepower on tap and is good for a top speed of 90km/h (56mph). The machine is an older restoration by a specialist. 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 Linto 75cc Bialbero Racing MotorcycleFrame no. 15005Engine no. 0752•Unique creation by Lino Tonti•Raced in period by Massimo Pasolini•Restored by a specialistThe celebrated Italian motorcycle engineer Lino Tonti is best remembered for his Aermacchi-based Linto 500cc Grand Prix racer of the late1960s/early 1970s, the engine of which comprised two Ala D'Oro 250 top ends on a common crankcase. Most textbooks date Tonti's activities as a motorcycle constructor in his own right from this point - 1969 - yet the existence of the unique machine offered here shows that his first racing motorcycle was built much earlier. Tonti's first job was at Benelli, where he worked on their supercharged four-cylinder 250 racer of 1939. Following a spell with Aermacchi after WW2, he went to work for FB Mondial in 1957, helping them break MV's dominance of Grand Prix racing's lightweight classes that year. Tonti's next job was running Bianchi's racing and development department, for whom he designed a series of double-overhead-camshaft twins for the 250, 350, and 500 classes. After Bianchi's closure in the mid-1960s, Tonti moved to Moto Guzzi, developing its Giulio Carcano-designed v-twin around an entirely new frame, a move that transformed the big Guzzi from capable tourer into a proper sports bike. The 75cc class was an important one in Italy during the 1950s and 1960, with most of the Italian manufacturers offering machines in this capacity. It was also an important racing category, particularly in the long-distance road races of the era such as Milan-Taranto and the Moto Giro d'Italia. Looking every inch the 'tool room special'. Tonti's unique creation is powered by a single-cylinder four-stroke engine with inclined cylinder and chain-driven twin overhead camshafts, which is mounted in a tubular spine-type chassis featuring a leading-link front fork and swinging-arm rear suspension. The Linto's rider was Massimo Pasolini, who raced it in national events including the Circuito di Riccione and Circuito di Forli, winning the latter in 1950 at an average speed of 75km/h (47.2mph). Copies of period photographs are on file, including one of Linto Tonti lifting the diminutive machine off the ground! This - almost certainly - first Linto was tracked down by Giancarlo Morbidelli with the assistance of Mr Augusto Farnetti, one of the foremost experts in historic Italian motorcycles. Restored by a specialist, it represents a wonderful opportunity to own a unique piece of Italian motorcycle-racing history. 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

1956 Capriolo 75cc SportFrame no. none visibleEngine no. 24189•Rare model•Unusual engine design•An older restoration by a specialistNamed after the roe deer, the Capriolo marque emerged in 1948 from the ashes of the giant Caproni group, formerly one of Italy's largest manufacturing concerns. Caproni had been founded in the first decade of the 20th Century as an aircraft manufacturer. Based in Taliedo, a suburb of Milan, Caproni made the first aircraft of Italian manufacture in 1911 and during World War I produced a series of successful heavy bombers used by the Allied air forces. Between the world wars, Caproni manufactured mostly bombers and light transport aircraft, and only turned to motorcycle production after WW2. The firm commenced two-wheeled production with a 50cc ultra-lightweight before swiftly moving on to a 75cc model, the Capriolo 75, which was notable for its use of a pressed-steel frame and an unusual four-stroke engine of the overhead 'face cam' type, which also featured a longitudinal (rather than transverse) crankshaft. Sports versions won their class in the 1954 Milan-Taranto and 1955 Giro Motociclistico d'Italia, proving the effectiveness of this seemingly eccentric design.At the Milan Show in November 1953, Capriolo launched the 'Cento 50', one of the very few Italian motorcycles to be powered by a BMW-style horizontally opposed engine. This was followed, in 1955, by the more conventional Capriolo 125, which featured a single-cylinder overhead-camshaft engine, the 'face cam' type having been temporarily dropped. When engineer Giovanni Caproni died in 1957, the company was reorganised and adopted the 'Aeromere' name, a shortened form of 'Aero Meccanica Regionale'. Its motorcycles continued to be badged as 'Capriolo' until production ceased in 1963.A type rarely seen outside its native Italy, this charming Capriolo 75 Sport had been restored by a specialist prior to its acquisition for the Morbidelli Museum. Presented in beautiful condition, this rare machine is offered with an operating and maintenance manual (in Italian), a selection of photographs, and some marque-related literature (also in Italian).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

1950 Mondial 125cc Grand Prix Racing Motorcycle Frame no. 1039• SOHC production racer• Believed raced by Nello Pagani• Partially restored conditionFew marques have achieved so fine a competition record in so short a time as Mondial, the Italian company's period at the very top of Grand Prix racing encompassing the years 1949-51, plus a gloriously successful comeback in 1957. Founded in Bologna in 1929, Mondial concentrated on the manufacture of commercial vehicles prior to WW2, only turning to motorcycle making in 1948 following a meeting between co-founder Guiseppe Boselli and engineer Alfonso Drusiani. Flying in the face of accepted wisdom, Drusiani believed that it was possible for a four-stroke to compete against the two-strokes - fielded by MV Agusta and Morini - then dominating the ultra-lightweight class. To obtain the necessary power output, Drusiani specified twin overhead camshafts for Mondial's 123cc single, driven from the crankshaft by shaft and bevel gears. Although the all-aluminium, unitary construction engine was state-of-the-art at the time, the Mondial racer's cycle parts were somewhat dated, consisting as they did of a spindly duplex cradle frame, blade-type girder forks, plunger rear suspension, and wheels and tyres of a narrowness more usually associated with autocycles. Nevertheless, the Mondial's maximum power of 11bhp allied to a dry weight of only 195lbs gave it a performance advantage that more than offset the deficiencies of its chassis. There was also a single-overhead-camshaft version built for sale to privateers. After a successful debut season in 1948 which saw works rider Nello Pagani win the Italian Grand Prix, the little Mondial was further improved for 1949. Maximum power was raised to 13bhp and Pagani duly brought Mondial its first World Championship, winning two of the three rounds and finishing sixth in the other, which was won by team-mate Giani Leoni. Mondial's dominance of the 125-class remained just as overwhelming for the next two years, Bruno Ruffo taking the title in 1950 and Carlo Ubbiali in 1951, before Cecil Sandford struck back for MV Agusta in 1952. The machine offered here is an example of Mondial's SOHC production racer. It is believed to have been raced by Nello Pagani at World Championship level in 1950, a season when Pagani's only works contract was with Gilera in the 500 class. Purchased by Giancarlo Morbidelli in its present condition, the machine appears partially restored apart from the rear mudguard, which carries Pagani's number. 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.1956 Moto Morini 175cc Settebello Racing MotorcycleFrame no. L15113Engine no. L15113Moto 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 overhead-camshaft four-stroke single. The company was active in racing right from the start, winning the Italian national 125 championship in 1949. Although never a Grand Prix category, the 175cc class was an important one in Continental Europe. Introduced for the 1954 model year, the Moto Morini Settebello (Seven of Diamonds) was a high-performance sports roadster that commenced a run of models named after card games. Although intended for production-class racing, the Settebello was sold with full road equipment and could be distinguished from Morini's other 175s by its larger cylinder head containing hairpin valve springs (all the rest used coils). Also offered alongside the less-exotic family members was an out-and-out racer, the twin-overhead-camshaft Rebello, which was one of the most advanced designs available when introduced in 1955. This Moto Morini is of a type used by future World Champion Giacomo Agostini in his first mountain races such as Bologna-San Luca and Trento-Bondone. An older restoration, it would make a superb acquisition for any collection and an ideal mount for next year's Moto Giro d'Italia.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

1954 Moto Morini 175cc Settebello SupersportFrame no. B15010Engine no. B15010Moto Morini founder Alfonso Morini split from MM in 1937, setting up a foundry in Bologna. He returned to motorcycle manufacture after WW2, commencing with a 125cc two-stroke and then a similar-sized overhead-camshaft four-stroke single. The company was active in racing right from the start, winning the Italian national 125 championship in 1949. Although never a Grand Prix category, the 175cc class was an important one in Continental Europe. Introduced for the 1954 model year, the Moto Morini Settebello (Seven of Diamonds) was a high-performance sports roadster that commenced a run of models named after card games. Although intended for production-class racing, the Settebello was sold with full road equipment and could be distinguished from Morini's other 175s by its larger cylinder head containing hairpin valve springs (all the rest used coils). Following the budget-priced Biscola (trumps) the last of the card game-themed 175s was the Tresette (Three Sevens) which was newly introduced for 1958 together with the sporting Tresette Sprint. There was also an out-and-out racer, the twin-overhead-camshaft Rebello, which was one of the most advanced designs available when introduced in 1955. This Moto Morini formerly belonged to a friend of Giancarlo Morbidelli, Ennio Boiani. An older restoration, the machine is offered with marque-related literature, numerous photographs, old Italian registration papers, and various instruction and parts manuals for other Morini models. 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

1958 Moto Morini 175cc Settebello Racing MotorcycleFrame no. A28416Engine no. not visibleMoto 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 overhead-camshaft four-stroke single. The company was active in racing right from the start, winning the Italian national 125 championship in 1949. Although never a Grand Prix category, the 175cc class was an important one in Continental Europe. Introduced for the 1954 model year, the Moto Morini Settebello (Seven of Diamonds) was a high-performance sports roadster that commenced a run of models named after card games. Although intended for production-class racing, the Settebello was sold with full road equipment and could be distinguished from Morini's other 175s by its larger cylinder head containing hairpin valve springs (all the rest used coils). GP rider Angelo Bergamonti helped in developing the Settebello for racing. Following the budget-priced Biscola (trumps) the last of Morini's card game-themed 175s was the Tresette (Three Sevens), which was newly introduced for 1958 together with the sporting Tresette Sprint. There was also an out-and-out racer, the twin-overhead-camshaft Rebello, which was one of the most advanced designs available when introduced in 1955. This Moto Morini Settebello racer is an older restoration. The machine is offered with ACI paperwork and an old Italian registration document issued in 1976. 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

1955 AWO/Simson 250cc Racing MotorcycleFrame no. unable to locateEngine no. 1009Along with MZ, Simson was owned by the East German (DDR) government. Post-WW2, motorcycle production resumed in 1952 at the former Simson-Supra car factory with a range of 250cc four-strokes sold under the AWO brand name. Renamed Simson, the firm concentrated on lightweight motorcycles of less than 100cc from the 1960s onwards, leaving the larger-capacity classes to MZ. Its first introduction - the 247cc AWO 425 - was, not surprisingly, BMW influenced, being an overhead-valve single with inline crankshaft and four-speed shaft-drive transmission, while the cycle parts comprised a tubular cradle frame equipped with telescopic front fork, plunger rear suspension and 180mm diameter brakes on both wheels. Although the first racing version kept to the original's OHV architecture, subsequent developments featured single-overhead and twin-overhead-camshaft engines with varying methods of valve actuation. These racing developments of the AWO 425 enjoyed considerable domestic success, taking the DDR National Road Racing Championship in 1953, '54 and '55, a state of affairs that led to the introduction of a sports version for the road: the 425S. This 250cc AWO racer has a twin-overhead-cam engine with the camshafts driven by chain. A beautiful older restoration, this rare Eastern Bloc racing motorcycle is offered with technical information and photocopied literature relating to the marque (all in German).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

1957 Benelli 125cc Leoncino F3 Racing MotorcycleFrame no. L64806S56Engine no. L-4551 and L.14561S54Italy's oldest surviving motorcycle manufacturer, Benelli was founded in 1911 by the six Benelli brothers. A relatively recent re-entrant into the superbike market with its Tornado-derived family of triples, Benelli is best known for its Grand Prix successes in the 1950s/1960s when it secured two 250cc World Championships, and also for its outrageous six-cylinder road bikes of the 1970s. The Italian manufacturer has, of course, always produced less exotic fare such as the Leoncino two-stroke lightweight offered here, a model that won its class in the 1953 Moto Giro d'Italia. In Competizione configuration, as seen here, the Leoncino weighed 80kg (176lb) and had a maximum of 12bhp on tap, which was good enough for a top speed of 130km/h (80mph). A model rarely seen outside its home country, this pristine Leoncino road-racer was restored in the Morbidelli Museum's workshop. The machine has been finished to look like the Leoncino ridden by Paolo Campanelli to win its class in the 1957 Moto Giro d'Italia. Mr Campanelli has signed the front number plate. Contemporary black-and-white photographs of Campanelli and his Benelli are on file together with later colour images of other examples.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

A Moto Parilla 175cc engine and gearbox unitengine number 405281, fitted with carburettor and mounted on base, condition and completeness unknown, close inspection advised. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1956 CM 175cc Production Racing MotorcycleFrame no. CMA1286Engine no. SCM A1269CM was founded in Bologna in 1930 by rider/engineers Oreste Drusiani (whose son Alfonso would later find fame with Mondial) and Mario Cavedagna. Powered by overhead-valve and overhead-camshaft engines of various capacities up to 500cc, CM's motorcycles soon gained a reputation for both indestructibility and speed, its 'cammy' 350 ridden successfully by Guglielmo Sandri in the mid-1930s being particularly noteworthy. The company kept faith with the four-stroke engine in the immediately post-war years and then in 1949 introduced the first of a range of two-strokes, the ultimate expression of which was a 250cc twin. But the company was not yet done with four-stroke models, launching the overhead-cam Francolino 175 sports roadster in 1956. Belatedly climbing aboard the scooter bandwagon in 1958, the firm had ceased production by the decade's end. An older restoration by the Morbidelli Museum, now somewhat deteriorated, this two-stroke CM is presented in competizione specification typical of lightweight machines prepared for the long-distance road races of their day such as Milan-Taranto and the Moto Giro d'Italia. In this specification its top speed would have been in the region of 130-135km/h (80-84mph). 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: 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

1956 Ducati 125cc Bialbero Grand Prix Racing MotorcycleFrame no. DM542DMEngine no. DM542DM•Believed to have raced in World Championship events•Purchased for the Morbidelli Museum in the early 1990s•Rebuilt in the Morbidelli Museum's workshopIts senior management having decided that racing success was the best way to promote the fledgling manufacturer, Ducati recruited engineer Fabio Taglioni, formerly with Ceccato and Mondial, to oversee its racing and development programmes. Commencing work in May 1954, Taglioni designed the first of Ducati's now legendary sporting singles: the 98cc Gran Sport, nicknamed 'Marianna', which made its racetrack debut in 1955. The Gran Sport's overhead cam was driven by a vertical shaft and bevel gears, and this method was carried over to Ducati's 125cc twin-cam (bialbero) and triple-cam (trialbero) racers, the latter featuring Taglioni's famous 'desmodromic' method of valve actuation that dispensed with springs. The first significant development of Taglioni's original design arrived early in 1956 in the form of a massive twin-cam (bialbero) cylinder head, which retained the exposed hairpin valve springs of the single-cam motor. Producing 16bhp, almost double the output of the 98cc Gran Sport, this new engine went into cycle parts that were essentially unchanged apart from the adoption of a more powerful double-sided front brake, a move necessitated by the bialbero's greatly increased speed. Campaigned by the factory on a limited basis and offered for sale to privateers, the bialbero was merely a stepping stone on the way to Taglioni's final refinement of his original single-cylinder design – the desmodromic trialbero – which made its spectacularly successful race debut at the Swedish Grand Prix in July 1956 when works rider Degli Antoni lapped the entire field on his way to victory.Antoni's untimely death in August 1956 was a major setback for Ducati's plans, and it would be 1958 before they mounted another serious challenge at World Championship level. Having hitherto relied on single-cylinder designs for the 125 class, Ducati introduced a 125 twin at Monza in 1958, the final round of that year's World Championship. Although the Ducati 125s proved capable of winning Grands Prix (three in 1958 and one in 1959, all by trialbero singles), they lacked the consistency to challenge the dominant MVs for World Championship honours. And when the Japanese manufacturers arrived en masse in the early 1960s, bringing multi-cylinder technology to the lightweight classes, the writing seemed well and truly on the wall for the European opposition. This Ducati bialbero 125 dates from 1956 and is believed to have raced in World Championship events. The machine was purchased for the Morbidelli Museum in the early 1990s and has been restored by Giancarlo Morbidelli. 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.1954 Ducati 125cc Gran Sport 'Marianna'Frame no. 515Engine no. 515•Rare competition model•Designed by Fabio Taglioni•Restored by Giancarlo Morbidelli'The Gran Sport, particularly in 100 and 125cc versions, was incredibly successful between 1955 and 1958, and even after it was replaced by the F3 many riders in Italy continued to campaign the Gran Sport. As it was hand-built and produced in very small numbers for Italian racing, the Gran Sport is rarely seen today outside Italy.' – Ian Falloon, Standard Catalog of Ducati Motorcycles. Its senior management having decided that racing success was the best way to promote the fledgling manufacturer, Ducati recruited engineer Fabio Taglioni, formerly with Ceccato and Mondial, to oversee its racing and development programmes. Commencing work in May 1954, Taglioni designed the first of Ducati's now legendary sporting singles: the 100 Gran Sport, nicknamed 'Marianna', which made its racetrack debut in 1955. The existing 98cc overhead-valve engine had reached the limit of its development, at least as far as racing was concerned, hence the need for a design with greater potential. The Gran Sport's overhead cam was driven by a vertical shaft and bevel gears, and this method was carried over to Ducati's twin-cam (bialbero) and triple-cam (trialbero) racers, the latter featuring Taglioni's famous 'desmodromic' method of valve actuation that dispensed with springs. Incorporating a four-speed gearbox, the Gran Sport engine was carried in a simple single-downtube frame and acted as a stressed member.Apart from the Italian Grand Prix, the most important motorcycle races in Italy at this time were the long-distance events, held on public roads, such as the Moto Giro d'Italia and Milan-Taranto. Hence even competition-orientated models like the Marianna had to have lights and a horn, as required by the FMI (Italian Motorcycle Federation) regulations. Almost all the Italian manufacturers contested these events, victory bringing with it much valuable publicity. Ducati's overhead-valve racers had been outclassed by the Laverdas in 1954, but from the time of its arrival the 'Marianna' proved unbeatable in its class. This rare Ducati Gran Sport 'Marianna' was restored by Giancarlo Morbidelli. 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 Ducati 65cc Monoalbero Racing MotorcycleFrame no. V2 003650Engine no. 450880•Rare early Ducati motorcycle•Converted to overhead-camshaft configuration by Giancarlo Morbidelli•1993 Moto Giro d'Italia competitorIntroduced in 1946, Bologna-based Ducati's first motorcycle product was the Cucciolo ('little pup') – a 48cc auxiliary engine designed for bicycle attachment - derivatives of which would still be powering its lightweight offerings some two decades later. Ducati had started out as a maker of radios and other electronic products, and by the start of WW2 was Italy's second largest company. When its factory was destroyed by Allied bombing in October 1944, Ducati was all but wiped out. By an amazing piece of good fortune, SIATA (Società Italiana Auto Trasformazioni Accessori), a Turin-based tuning firm specialising in the modification of FIATs, was looking for a commercial partner to produce a clip-on engine for bicycles and turned to Ducati. The Cucciolo power unit had been designed in wartime by Aldo Farinelli, enabling production to commence soon after hostilities ceased. Unusual in being a four-stroke at a time when most such utility units were two-strokes, the overhead-valve Cucciolo was of unitary construction, incorporating a two-speed transmission, and was described by Motor Cycling magazine as 'beautifully engineered'. Facing fierce competition in the auxiliary motor market, Ducati took the logical next step and in 1949 introduced a complete machine of its own. Powered by a 60cc derivative of the Cucciolo engine, designed by Giovanni Fiorio, this new motorcycle used a Caproni-built pressed steel frame with cantilever rear suspension, though Ducati was soon compelled to make its own chassis when Caproni ended the collaboration. Fiorio quickly drew up another engine: a 65cc unit with pushrod-operated overhead valves (pullrods had been used hitherto), which went into a new model: the 60 Sport. Early versions had the Caproni chassis, later ones featured Ducati's own. Ducati being Ducati, there was, of course, a competition version of the Cucciolo, and on one of these 60cc racers Franco Petrucci finished 3rd in the 75cc class of the 1951 Milan-Taranto. This early Ducati motorcycle was restored by Giancarlo Morbidelli and converted by him from pushrod to overhead-camshaft valve actuation. Bought in the early 1990s, the machine was ridden by Mr Morbidelli in the 1993 Moto Giro d'Italia and still carries its competitor number plates. This unique machine is offered with its FMI registration card and 1993 Moto Giro d'Italia competitor's logbook and other paperwork.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

1965 Ducati 125cc Four-cylinder Grand Prix Racing MotorcycleFrame no. 1400.1.601Engine no. DM125/MS2•Unique machine•Original engine and frame•Rebuilt in the Morbidelli Museum's workshop•Has been runOne of motorcycle racing's many 'might-have-beens', the unique machine offered here is Ducati's fabled 125cc four-cylinder Grand Prix racer, which took so long to develop that it had been rendered obsolete by the time the project was completed. Its senior management having decided that racing success was the best way to promote the fledgling manufacturer, Ducati recruited engineer Fabio Taglioni, formerly with Ceccato and Mondial, to oversee its racing and development programmes. Commencing work in May 1954, Taglioni designed the first of Ducati's now legendary sporting singles: the 100 Gran Sport, nicknamed 'Marianna', which made its racetrack debut in 1955. The Gran Sport's overhead cam was driven by a vertical shaft and bevel gears, and this method was carried over to Ducati's 125cc twin-cam (bialbero) and triple-cam (trialbero) racers, the latter featuring Taglioni's famous 'desmodromic' method of valve actuation that dispensed with springs.Having relied hitherto on single-cylinder designs for the 125 class, Ducati introduced a 125 twin at Monza in 1958, the final round of that year's World Championship. Although the Ducati 125s proved capable of winning Grands Prix, they lacked the consistency to challenge the dominant MVs for World Championship honours. And when the Japanese manufacturers arrived en masse in the early 1960s, bringing multi-cylinder technology to the lightweight classes, the writing seemed well and truly on the wall for the European opposition. Hence Taglioni's decision to build a 125 four.Faced with mounting financial difficulties, Ducati withdrew its works team from Grand Prix racing at the end of 1959, which may explain the project's apparent lack of urgency. It would not be resurrected until 1964, and only then at the behest of Ducati's Spanish subsidiary, Moto Trans. In its 16th June 1965 edition, Motor Cycle News reported that, following extensive bench tests, the machine had been tried recently by Ducati's test rider, former racer Franco Farne.However, by this time Honda had been running a similar machine for almost two years and in '66 debuted a five-cylinder 125, moving the game out of Ducati's reach. Although the tests were deemed successful, the 125 four was never raced; instead it was reduced to touring motorcycle shows around Europe, including London's Earls Court in 1966 and '67. Nevertheless, this machine is notable in several ways, being Ducati's first four-cylinder motorcycle and its first to use four valves per cylinder, albeit closed by springs rather than desmodromically. Like the two Honda 125s, the Ducati was equipped with an eight-speed gearbox.How Ducati's 125 four ended up behind the Iron Curtain remains a mystery, for that is where it would be rediscovered decades later. The engine turned up in the Technical Museum in Riga, Latvia while the frame was found in former Yugoslavia. When Giancarlo Morbidelli was managing his factory, he travelled widely throughout Europe, which is how he found the engine. The frame, though, had been purchased towards the end of the 1960 by Gilberto Parlotti, who fitted a different Ducati engine. Among other places, Parlotti raced the machine in Yugoslavia, which is how the frame ended up there. It was discovered by one of Mr Morbidelli's friends, who did not recognise it; Franco Farne confirmed its identity.Its major components reunited, the Ducati 125 four was rebuilt by Giancarlo Morbidelli and his team. The fuel tank was made by Mr Morbidelli himself, as were other parts (the Museum curator remembers finding Mr Morbidelli in the factory on Christmas Day, working on the tank!) while the brakes, forks, hubs, etc used in the rebuild are of correct type. A wonderful monument to the engineering genius of Fabio Taglioni, the machine has been run since the restoration's completion but most of the time has been kept on display. Accompanying documentation consists of a selection of photographs and copies of marque-related literature (in Italian, German, and English).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

1955 Motobi 250cc Gran Sport Racing MotorcycleFrame no. 720133Engine no. 720133•One of an estimated 70 made•2nd in class in the 1955 Milan-Taranto race•Restored by Giancarlo MorbidelliThe now-defunct Italian manufacturer Motobi is closely related to Benelli. Italy's oldest surviving motorcycle manufacturer, Benelli was founded in Pesaro in 1911 by the six Benelli brothers, starting out as a general engineering firm repairing cars and motorcycles before turning to the manufacture of automotive and aircraft components in WWI. The firm diversified into the field of powered transport immediately after hostilities ceased, offering a two-stroke 'clip-on' power unit for attachment to a bicycle, and it was this 98cc engine, installed in a purpose-built set of cycle parts, which was used for the first proper Benelli motorcycle of 1921. Within a few years the firm was actively engaged in competitions, taking the first steps along a path to Grand Prix glory that would see Benelli established as one of Italy's foremost racing marques post-WW2. In 1949 the eldest of the six Benelli brothers, Giuseppe, left to found his own company: Moto 'B' Pesaro, later Motobi. The latter's first design was a 98cc single-cylinder two-stroke lightweight with horizontal engine, a layout that would characterise its offerings from then onwards. In the early 1950s a new range of all-aluminium engines was introduced whose profile resembled that of an egg or rugby ball, and this style was deliberately retained when Motobi switched to overhead-valve four-strokes towards the decade's end. Six years after Giuseppe's death in 1957, Motobi merged with Benelli and its models continuing to be manufactured, although often with 'Benelli' on the tank. One of an estimated 70 made, this rare, two-stroke, twin-cylinder Motobi was ridden by Benito Mariani to 2nd in class and 8th overall in the 1955 Milan-Taranto race (see photographs and Motobi advertisements on file). Mariani's was one of seven Motobi works entries in the '55 Milan-Taranto, one of which, ridden by Silvano Rinaldi, won its class and came home 7th overall. In a remarkable display of speed and reliability, Motobis filled the first five places in the 250cc category. Restored by Giancarlo Morbidelli, this beautiful Gran Sport would – following re-commissioning – be an ideal mount for the 2020 Moto Giro d'Italia. 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

1958 Benelli 125cc Leoncino Racing MotorcycleFrame no. L52200SsEngine no. L32840Ss56Italy's oldest surviving motorcycle manufacturer, Benelli was founded in 1911 by the six Benelli brothers. Now Chinese-owned, although still based in its hometown of Pesaro, Benelli is best known for its Grand Prix successes in the 1950s/1960s when it secured two 250cc World Championships, and also for its outrageous six-cylinder road bikes of the 1970s. The Italian manufacturer has, of course, always produced more run-of-the-mill fare such as the Leoncino two-stroke lightweight offered here, a model that won its class in the 1953 Moto Giro d'Italia. In Competizione configuration, as seen here, the Leoncino weighed 80kg (176lb) and had a maximum of 12bhp on tap, which was good enough for a top speed of around 130km/h (80mph). A model rarely seen outside its home country, this Leoncino road-racer was discovered in Argentina where it was raced by one A Parolo, whose name is inscribed on the fairing's left side. Unlike its less exotic cousins, this particular model of Competizione has disc valve induction. The Benelli is offered with a photocopied specification sheet and a selection of contemporary black-and-white photographs of Silvio Grassetti and Tonino Grossi on similar machines.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

1954 Motobi Gran Lusso 200Frame no. 4328Engine no. 4328The now-defunct Italian manufacturer Motobi is closely related to Benelli. Italy's oldest surviving motorcycle manufacturer, Benelli was founded in Pesaro in 1911 by the six Benelli brothers, starting out as a general engineering firm repairing cars and motorcycles before turning to the manufacture of automotive and aircraft components in WWI. The firm diversified into the field of powered transport immediately after hostilities ceased, offering a two-stroke 'clip-on' power unit for attachment to a bicycle, and it was this 98cc engine, installed in a purpose-built set of cycle parts, which was used for the first proper Benelli motorcycle of 1921. In 1949 the eldest of the six Benelli brothers, Giuseppe, left to found his own company: Moto 'B' Pesaro, later Motobi. The latter's first design was a 98cc single-cylinder two-stroke lightweight with horizontal engine, a layout that would characterise its offerings from then onwards. In the early 1950s a new range of all-aluminium engines was introduced whose profile resembled that of an egg or rugby ball, and this style was deliberately retained when Motobi switched to overhead-valve four-strokes towards the decade's end. The two-stroke Motobi offered here is an older restoration by the Morbidelli Museum's workshop. Offered without documents, the machine currently displays a total of 1,653km on the odometer.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.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

1952 Motobi 200cc Spring LastingFrame no. 3832Engine no. 3832The now-defunct Italian manufacturer Motobi is closely related to Benelli. In 1949 the eldest of the six Benelli brothers, Giuseppe, left to found his own company: Moto 'B' Pesaro, later Motobi. The latter's first design was a 98cc single-cylinder two-stroke lightweight with horizontal engine, a layout that would characterise its offerings from then onwards. In the early 1950s a new range of all-aluminium engines was introduced whose profile resembled that of an egg or rugby ball, and this style was deliberately retained when Motobi switched to overhead-valve four-strokes towards the decade's end. Six years after Giuseppe's death in 1957, Motobi merged with Benelli and its models continuing to be manufactured, although often with 'Benelli' on the tank. Hailed by its maker as 'the most admired motorcycle of today', 'built in the light of a half-century experience', the curiously named Spring Lasting was powered by Motobi's trademark egg-shaped engine, in this case a 200cc two-stroke twin. The latter produced 9bhp, which was sufficient to propel the 105kg (231lb) machine to a top speed of 105km/h (65mph). Badged as a Moto 'B' Pesaro, the Spring Lasting offered here is believed to be an older restoration. 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

1954 Maserati Tipo 160/T4Frame no. 2069Engine no. 2069Contrary to popular belief, Maserati motorcycles were not manufactured at the eponymous car-maker's Modena factory but by another subsidiary of the Orsi Group parent company, Fabbrica Candele e Accumulatori Maserati (FCAM), which manufactured spark plugs and other automotive electrical components. Demand for two-wheeled transportation was booming in post-WW2 Italy, prompting FCAM to purchase Italmoto, a small independent manufacturer in Bologna, in 1953. Production was transferred to FCAM's factory in Modena and the company reconstituted as Maserati Candele, Accumulatori e Moto, producing one of Italmoto's existing designs, a 158cc overhead-valve four-stroke single, while new Maserati-designed models were developed. Renamed the Tipo 160/T4, the 158cc model would remain in the Maserati line-up until motorcycle production ceased in 1959, latterly alongside the company's only other four-stroke model, the 250/T4. A compact lightweight of sporting appearance, the Tipo 160 produced its maximum output of 7.5bhp at 5,500rpm and was good for a top speed of around 65mph. Restored by a specialist, this beautiful Maserati motorcycle is offered with an old Italian registration document (issued 1979) and a manufacturer's range brochure in colour. A total of 4,930km (presumably since restoration) is showing on the odometer.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.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

A Moto Morini P/4 engine and gearbox unitfitted with a carburettor, mounted on base, condition and completeness unknown, close inspection advised. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1958 MV Agusta 250cc RaidFrame no. 250020Engine no. 250037Having neglected the 250 class for the best part of a decade, MV Agusta returned to this popular category, launching the Raid (long-distance) touring model in late 1956. Obviously from the same mould as the MV's successful 125cc and 175cc roadsters, the Raid was powered by a single-cylinder overhead-valve engine producing 14bhp, which was good enough for a top speed of 72mph. Clearly, the Raid was not aimed at the sporting motorcyclist, but according to the late Mick Walker, writing in his book, MV Agusta: 'against these seemingly unimpressive figures there was a level of comfort, flexibility and reliability which was almost unsurpassed at the time. Not only that, but the standards of roadholding and braking were equally good'. Equipped with deeply valanced mudguards and a capacious fuel tank, the functional-looking Raid had obviously been designed with practicality in mind rather than outright speed. Cycle parts largely followed the pattern of MV's 175cc models. The Raid remained in production, latterly alongside a 300cc version, until 1962. An older restoration that would respond well to detailing, this 250 Raid was in its present condition when purchased from a collector in Pesaro. The machine is offered with ACI paperwork and an old Italian registration document issued in 1968.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

1964 Montesa Impala Sport 175Frame no. 3M2389Engine no. 3M2389Montesa was founded in the mid-1940s in Barcelona by Pedro Permanyer and Francisco Bulto. When cutbacks forced the closure of Montesa's competitions department in 1958, Bulto left the company to found Bultaco, but before then his engineering genius had bequeathed Montesa a range of popular two-stroke roadsters. The company first entered road racing in the late 1940s with a successful 98cc single, which as followed by a 125, and in 1946 Montesa won both the 100cc and 125cc Spanish national championships. Successful forays into international Grand Prix racing's 125cc class followed. Introduced in 1962, the Impala was Montesa's saviour, clawing back market share from Bultaco to such an extent that Montesa had to build a new factory to satisfy demand. A simple 175cc two-stroke single, the Impala had an unremarkable specification, yet its success demonstrated that it was just what the public wanted. A 250cc version soon followed. Stung by the success of Bultaco's new Sammy Miller-developed trials iron, Montesa returned to competitions in the late 1960s but from then onwards its impact on motorcycle sport would be in trials and moto-cross. This Impala Sport 175 had already been restored when it was purchased in Spain. 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

1959 Paton-Mondial 250cc Grand Prix Racing MotorcycleFrame no. 250AA402-10765Engine no. 1180•Paton frame, Mondial engine•One of a limited series built in the 1950s•Restored in the Morbidelli Museum's workshopOne of the more unlikely developments in modern-day classic racing has been the re-emergence of the Paton as a formidable contender at the highest level. Founded by ex-Mondial men Giuseppe Pattoni and Lino Tonti after that company's withdrawal from racing, Paton built its first racing motorcycle – a Mondial-based 125 – in 1958. Stan Hailwood was one of Paton's first customers, purchasing a 125 for his son, Mike who finished 7th on it on his Isle of Man TT debut that same year. The first Paton bicilindrica (twin-cylinder) racer - a 250 - appeared in 1959 but was not successful and was soon replaced by a smaller, lighter version that was ridden to a remarkable 3rd place at the 1964 TT by Alberto Pagani. Paton was never anything more than a shoestring operation - for 20 years Pattoni had just one full-time mechanic, Gianemilio Marchesani - so the achievement of such a result against the might of the Japanese factories was nothing short of miraculous. That early-1960s 250 established the pattern for all succeeding Paton four-stroke parallel twins: vertical cylinders with generous finning; twin overhead camshafts driven by gears from the centre of a 180-degree crankshaft; gear primary drive to an in-unit, six-speed, cassette-type transmission; and wet sump lubrication. A 350cc version was bought by Liverpool car dealer Bill Hannah for his sponsored rider, Fred Stevens. Impressed by the 350, Hannah commissioned the production of a 500, which Stevens rode to a memorable victory at the 1967 North West 200. He also won the 350 class on the Hannah-Paton and went on to finish 6th in the 500cc World Championship that year. Pattoni sold only a handful of bikes to customers, and although seldom able to challenge MV Agusta at Grand Prix level, the Patons were always in contention for top-privateer honours in the late 1960s. Occasionally Pattoni was able to turn the tables on his bigger and better funded rivals, Angelo Bergamonti's 1967 Italian 500c Championship title being a particularly sweet moment. Pattoni continued to develop the four-stroke twin, producing an 8-valve version in the early 1970s that was ridden with some success by Roberto Gallina and Virginio Ferrari. By this time though, two-strokes were ruling the Grand Prix roost in all classes and Pattoni was forced to change tack, introducing his own 500cc stroker in 1980. After Giuseppe Pattoni's death in 1999, the racing effort continued to be run by his son, Roberto, whose idea it was to recommence limited production of the 500cc 8-valve four-stroke twin in honour of his late father. Since then the reborn Paton has proved itself to be more than a match for the single-cylinder, predominantly Manx and G50-engined opposition. An older restoration completed in the Morbidelli Museum's workshop, this rare early Mondial-engined Paton is one of the limited series of such machines built in the 1950s before Giuseppe Pattoni developed his own engines. 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

Ex-Tarquinio Provini1954 FB Mondial 175cc Bialbero Racing MotorcycleFrame no. 221Engine no. 345•Ridden in the Italian Senior Championship in period•Restored in the Morbidelli Museum workshop•Fairing and rear enclosure left un-restored and originalFew marques have achieved so fine a competition record in so short a time as Mondial. Founded in Bologna in 1929 by the Boselli brothers (FB = Fratelli Boselli), Mondial concentrated on the manufacture of commercial vehicles at first, only turning to motorcycles in 1948. Flying in the face of accepted wisdom, engineer Alfonso Drusiani believed that it was possible for a four-stroke to compete against the two-strokes - fielded by MV Agusta and Morini - then dominating the ultra-lightweight class. After a successful debut season in 1948 which saw works rider Nello Pagani win the Italian Grand Prix, the little Mondial was further improved for 1949, and Pagani duly brought Mondial its first World Championship. Mondial's dominance of the 125-class remained just as overwhelming for the next two years, Bruno Ruffo taking the title in 1950 and Carlo Ubbiali in 1951, before Cecil Sandford struck back for MV Agusta in 1952. The 175cc class was an important one in continental Europe and the 125 was duly bored-out from 53mm to 66mm to achieve the required extra capacity. Revving to 9,000rpm, it produced 20bhp-plus. Riding one of the new 175cc Mondial singles in 1954, rising star Tarquinio Provini won the arduous eight-day 1,989-mile Moto Giro d'Italia to start his debut season as a works rider in fine style. But even Provini's prodigious talent could not make up for a lack of machine development, and the mid-1950s would prove to be relatively lean years for Mondial.Then, in 1957, Drusiani drew up an entirely new 246cc bialbero (twin-cam) single and revamped the existing 125. The result was a magnificent return to former glory, Provini ending the season as 125cc World Champion while newly recruited Cecil Sandford took the 250 crown. Sadly, what should have been the dawning of a new golden age for the Bologna marque was not to be: Mondial, along with Moto Guzzi and Gilera, withdrew from Grand Prix racing at the season's end, and although the firm built a number of - mainly two-stroke - racers in the 1960s, it never achieved the same heights. This 175cc Mondial is an ex-factory machine ridden in the Italian Senior Championship in 1955/1956 by Tarquinio Provini among others. The machine was restored in the Morbidelli Museum workshop with the exception of the original fairing and rear enclosure, which retain their original factory paintwork. There are no documents with this Lot.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1954 FB Mondial 175cc Monoalbero Production Racing MotorcycleFrame no. CB33Engine no. 227 (re-stamped)Founded in Bologna in 1929 by the Boselli brothers (FB = Fratelli Boselli), Mondial manufactured commercial vehicles at first, only turning to motorcycles in 1948. Flying in the face of accepted wisdom, engineer Alfonso Drusiani believed that it was possible for a four-stroke to compete against the two-strokes - fielded by MV Agusta and Morini - then dominating the ultra-lightweight class. After a successful debut season in 1948 that saw works rider Nello Pagani win the Italian Grand Prix, the little overhead-camshaft Mondial was further improved for 1949, and Pagani duly brought Mondial its first World Championship. Mondial's dominance of the 125cc class remained just as overwhelming for the next two years, Bruno Ruffo taking the title in 1950 and Carlo Ubbiali in 1951. The 175cc class was an important one in continental Europe and the 125 was duly bored-out from 53mm to 66mm to achieve the required extra capacity. Revving to 9,000rpm, it produced 20bhp-plus. Riding one of the new 175cc Mondial singles in 1954, rising star Tarquinio Provini won the arduous eight-day 1,989-mile Moto Giro d'Italia to start his debut season as a works rider in fine style. Presented in long-distance road-racing trim, complete with lights, this nicely presented Mondial 175 is an older restoration. 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

1954 FB Mondial 200cc ExtralussoFrame no. 2641Engine no. 2641Few marques have achieved so fine a competition record in so short a time as FB Mondial. FB Mondial was founded in the aftermath of WW2 by the Boselli family, whose first venture into powered transport had been with the FB (Fratelli Boselli) three-wheeled delivery van in the 1930s. The name 'Mondial' first appeared on a motorcycle in 1948, when the Boselli brothers introduced a revolutionary double-overhead-camshaft 125cc racer. Mondial's miniature masterpiece duly brought the Bologna manufacturer its first World Championship the following year and proved equally dominant in 1950 and '51. After a relatively lean spell, Mondial returned to Grand Prix glory in 1957, taking both the 125cc and 250cc World Championships. Not surprisingly, Mondial's passion for racing rubbed off on its road range, which was exquisitely engineered and beautifully constructed in a manner unmistakably Italian. A superb example of the marque, the beautiful FB Mondial Extralusso 200 roadster offered here has covered only one 'push' kilometre since its restoration by a specialist. 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

1962 Honda CR110 50cc Racing MotorcycleFrame no. CR110-20213Engine no. CR110E-20244•Iconic privateer racing motorcycle•Restored in Italy•Genuine Honda saddle cover'Not only did they epitomise the virtues of a racing motorcycle, being small, light, fast and simple, but they handled wonderfully well, and if properly (and rather expensively) maintained they were remarkably reliable.' – Brian Woolley on the Honda CRs, Directory of Classic Racing Motorcycles. Little more than one year after its breakthrough first success at World Championship level in 1961, Honda made its state-of-the-art Grand Prix technology available to privateers in the form of the 50cc CR110 and 125cc CR93 over-the-counter racers. Like their works equivalents, the 50cc single and 125cc twin employed gear-driven double overhead camshafts and four valves per cylinder, this combination of tiny cylinders and minuscule valves enabling them to rev safely well into five figures, the CR110's maximum power of 8.5bhp arriving at a then stratospheric 13,500rpm. Both models employed a tubular steel frame, devoid of lower rails, to which was attached a conventional set of cycle parts, and while the '50' boasted no fewer than eight gears in the gearbox, the more tractable '125' made do with six. First made available in 1962, the duo immediately achieved a dominance of their respective classes that would last for many years. Only a relative handful of CRs was imported into the UK yet they had a considerable impact on the domestic scene, with many stars of the future, including Bill Ivy, Jim Curry, Rod Scivyer and sidecar champion Chris Vincent, gaining their early experience aboard the diminutive Hondas. We are advised that Giancarlo Morbidelli was able to buy a genuine saddle cover from Honda for this highly original CR110. Restored in Italy, it represents a wonderful opportunity to acquire one of these jewel-like masterpieces, which are highly sought after today by classic racers and collectors alike. The machine is offered with a photocopied parts list (in English).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

1962 Honda CR93 125cc Racing MotorcycleFrame no. obscuredEngine no. CR93E-3100112•Iconic privateer racing motorcycle•Restored in Italy•Genuine Honda saddle cover'It was robustly reliable, steered and handled to perfection, was, if anything, over-braked, and would exceed 100mph. At a stroke it made all other 125cc machinery in Britain obsolete. The CR93 was not cheap but it was, quite simply, built to exactly the same high standard as Honda's own racing machinery.' - Brian Woolley, Classic Racer magazine. Just one year after its breakthrough first success at World Championship level in 1961, Honda made its state-of-the-art Grand Prix technology available to privateers in the form of the 50cc CR110 and 125cc CR93 over-the-counter racers. Like their works equivalents, the 50cc single and 125cc twin employed gear-driven double overhead camshafts and four valves per cylinder, this combination of tiny cylinders and minuscule valves enabling them to rev safely well into five figures, the CR93's ceiling being a then stratospheric 13,000rpm with maximum power of 16.5bhp arriving at 11,500 revs. Both models employed a tubular-steel frame, devoid of lower rails, to which was attached a conventional set of cycle parts, and while the 50 boasted no fewer than eight gears in the gearbox, the more tractable 125 made do with six. First made available in 1962, the duo immediately achieved a dominance of their respective classes that would last for many years, and countless stars of the future, including Bill Ivy, Jim Curry, Rod Scivyer and sidecar champion Chris Vincent, gained their early experience aboard the diminutive CRs. Only 40-or-so CR93s were imported into the UK and today they are highly sought after by classic racers and collectors alike. We are advised that Giancarlo Morbidelli was able to buy a genuine saddle cover from Honda for this highly original CR93. Restored in Italy, it represents a wonderful opportunity to acquire one of these jewel-like masterpieces, which are highly sought after today by classic racers and collectors alike. The machine is offered with a photocopied parts list (in English).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

1954 Ceccato 75cc CorsaFrame no. 0142Engine no. 0142•Rare Italian competition motorcycle•Class winner at the 1956 Milan-Taranto•An older restoration by a specialistFew motorcycle enthusiasts outside its native Italy are likely to have heard of Ceccato, though its stylish and well-made products are unmistakably Italian. The company was founded in the mid-1930s by pharmacist Pietro Ceccato, occupying premises at Montecchio Maggiore and then Alte Ceccato near Vicenza in northern Italy. Ceccato manufactured industrial equipment, and only turned to motorcycle making after WW2, commencing in 1948. The company started out by producing a 38cc (later 48cc) moped - the Romeo - before developing a range of lightweight motorcycles. Argentina was a major market, where Ceccato's motorcycles were marketed under the 'Zanella Ceccato' name.In 1953, Ceccato bought the design (originally offered to Mondial) for a 75cc double-overhead-camshaft engine from the legendary Fabio Taglioni, who would be responsible for Ducati's desmodromic valve system. That engine, Taglioni's first, brought him to the attention of Ducati, and following a spell with Mondial he joined the company in 1954. While five of Ceccato's DOHC racers were built, the modified single-overhead-camshaft Corsa model was the mainstay of the company's racing efforts, its lighter weight (70kg or 154lb) being more suitable for long distance road races such as the Moto Giro d'Italia. Indeed, Ceccato motorcycles won the 75cc class of the Moto Giro at least once. With a maximum of 7bhp available at 10,500rpm, the 75cc Ceccato had a top speed of around 110km/h (68mph).As well as motorcycles, Ceccato produced bicycles, air compressors, gas cylinders and service station equipment, and remained active in those fields after it ceased motorcycle manufacture in 1963. It is still in existence today. This rare Ceccato Corsa has been signed on the fuel tank by Vittorio Zito, whose bike it was, and was used by him to win the 75cc class in the 1956 Milan-Taranto race. Believed to be an older restoration by a specialist, this exquisite little gem of a motorcycle is offered with correspondence, a selection of photographs, and some photocopied 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.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

1956 Rumi 125cc FormichinoFrame no. 22351Engine no. 22191Rumi was founded in Bergamo, Italy at the beginning of the 20th Century. The company originally supplied components to the textile industry and during World War 2 produced miniature submarines and torpedoes. Headed by Donnino Rumi, it switched to motorcycle manufacture at the war's end, introducing its first Turismo model in 1950. This little gem was powered by what would become Rumi's trademark engine, a 125cc parallel twin two-stroke, the cylinders of which were inclined horizontally. It is for its motor scooters that Rumi is best remembered today, particularly the Formichino (Little Ant) and its derivatives, which were among the fastest scooters of their day. A masterpiece of scooter design, the Formichino arrived in 1954. Its rivals might have been designed with cheapness and simplicity in mind, but Donnino Rumi started from engineering first principles with the Formichino, using the engine as a stressed member of the chassis, which was made up from aluminium castings bolted together. Out of production since the company's closure in 1962, the Formichino is today one of the most highly sought-after of all scooters. Displaying zero kilometres on the odometer, this beautiful Formichino has not been used since its restoration by a specialist. There is no registration document with this Lot, which is offered with a photocopied instruction manual.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

A Benelli Two-stroke engineengine number N00106, mounted on base, inscribed 'Sesto Motore Costruito 1920', close inspection advised. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1955 Motom 50cc CorsaFrame no. over-paintedEngine no. 5A 1006Founded in Italy in 1945 and active until the early 1970s, Motom was unusual among European manufacturers of mopeds and ultra-lightweight motorcycles in preferring the four-stroke engine rather than the ubiquitous two-stroke. The first Motom motorcycle debuted at the 1947 Geneva Salon and immediately generated an enthusiastic following on account of its sparkling performance and exceptional fuel econmoy. Pressed-steel spine frames were another Motom trademark although, as time progressed, models with tubular frames were introduced and proprietary Peugeot and Zündapp two-stroke engines adopted. Following successful spells with Gilera and then MV Agusta, renowned racing engineer Piero Remor joined Motom in 1953, helping the company develop the successful 98T model. Production of Motom motorcycles ceased in 1971. This restored Motom sports moped is presented in competizione specification as it would have been for contemporary long-distance road races such as the Moto Giro d'Italia. Weighing a featherweight 42kg (92.4lb) and with 4.5bhp on tap, it has a top speed of around 90km/h (56mph). Signed on the fuel tank by former privateer racer Vittorio Zito, this rare Motom ultra-lightweight racer is offered with copies of period photographs, some technical drawings, and two instruction manuals. An un-numbered spare engine is included in the sale.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.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

Ten-time Italian Championship-winning 1967 Motobi 175cc Competizione Racing MotorcycleFrame no. 2002Engine no. 2002•Ridden by Fosco Giansanti•Minimal restoration•Largely in 'as-last-raced' condition'From 1959, when one of the 172cc singles won the Italian Junior racing championships in the hands of Ambrosini, Motobi machines largely dominated this class of racing with another nine titles until their final championship win in 1972.' – Mick Walker, Italian Racing Motorcycles. The now-defunct Italian manufacturer Motobi is closely related to Benelli. Italy's oldest surviving motorcycle manufacturer, Benelli was founded in Pesaro in 1911 by the six Benelli brothers, starting out as a general engineering firm repairing cars and motorcycles before turning to the manufacture of automotive and aircraft components in WWI. The firm diversified into the field of powered transport immediately after hostilities ceased, offering a two-stroke 'clip-on' power unit for attachment to a bicycle, and it was this 98cc engine, installed in a purpose-built set of cycle parts, which was used for the first proper Benelli motorcycle of 1921. Within a few years the firm was actively engaged in competitions, taking the first steps along a path to Grand Prix glory that would see Benelli established as one of Italy's foremost racing marques post-WW2. In 1949 the eldest of the six Benelli brothers, Giuseppe, left to found his own company: Moto 'B' Pesaro, later Motobi. The latter's first design was a 98cc single-cylinder two-stroke lightweight with horizontal engine, a layout that would characterise its offerings from then onwards. In the early 1950s a new range of all-aluminium engines was introduced whose profile resembled that of an egg or rugby ball, and this style was deliberately retained when Motobi switched to overhead-valve four-strokes towards the decade's end. Enlarged from 200cc to 250cc, the Spring Lasting two-stroke twin brought Motobi its first major success when Silvano Rinaldi rode a tuned example to a class win in the 1955 Milan-Taranto. However, those multiple Italian Championships referred to by Mick Walker were gained after Motobi had switched to four-strokes, the 175cc single offered here being typical of this new breed. One of the most popular machines among privateers contesting the Italian Championships, this rare Motobi racer is one of three (the others being a 125 and a 250) bought directly from Marco Benelli. We are advised that this machine won ten Italian Championships in the 175cc class ridded by Fosco Giansanti. It has undergone only superficial restoration and remains largely in 'as-last-raced' condition. The machine has been signed by Mr Zanzani, one of the Motobi racing team's former technicians. 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

Six-time Italian Championship-winning 1966 Motobi 125cc Competizione Racing MotorcycleFrame no. 2001Engine no. 2001•Ridden by Eugenio Lazzarini and Alberto Lega•Minimal restoration•Largely in 'as-last-raced' condition'From 1959, when one of the 172cc singles won the Italian Junior racing championships in the hands of Ambrosini, Motobi machines largely dominated this class of racing with another nine titles until their final championship win in 1972.' – Mick Walker, Italian Racing Motorcycles. The now-defunct Italian manufacturer Motobi is closely related to Benelli. Italy's oldest surviving motorcycle manufacturer, Benelli was founded in Pesaro in 1911 by the six Benelli brothers, starting out as a general engineering firm repairing cars and motorcycles before turning to the manufacture of automotive and aircraft components in WWI. The firm diversified into the field of powered transport immediately after hostilities ceased, offering a two-stroke 'clip-on' power unit for attachment to a bicycle, and it was this 98cc engine, installed in a purpose-built set of cycle parts, which was used for the first proper Benelli motorcycle of 1921. Within a few years the firm was actively engaged in competitions, taking the first steps along a path to Grand Prix glory that would see Benelli established as one of Italy's foremost racing marques post-WW2. In 1949 the eldest of the six Benelli brothers, Giuseppe, left to found his own company: Moto 'B' Pesaro, later Motobi. The latter's first design was a 98cc single-cylinder two-stroke lightweight with horizontal engine, a layout that would characterise its offerings from then onwards. In the early 1950s a new range of all-aluminium engines was introduced whose profile resembled that of an egg or rugby ball, and this style was deliberately retained when Motobi switched to overhead-valve four-strokes towards the decade's end. Enlarged from 200cc to 250cc, the Spring Lasting two-stroke twin brought Motobi its first major success when Silvano Rinaldi rode a tuned example to a class win in the 1955 Milan-Taranto. However, those multiple Italian Championships referred to by Mick Walker were gained after Motobi had switched to four-strokes, the 125cc single offered here being typical of this new breed. One of the most popular machines among privateers contesting the Italian Championships, this rare Motobi racer is one of three (the others being a 175 and a 250) bought directly from Marco Benelli. We are advised that this machine won six Italian Championships in the 125cc class ridded by future World Champion Eugenio Lazzarini and Alberto Leva. It has undergone only superficial restoration and remains largely in 'as-last-raced' condition. The machine has been signed by Mr Zanzani, one of the Motobi racing team's former technicians. 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

1979 Benelli 900cc SeiFrame no. BO 11071Engine no. BGBO 11049Despite a racing heritage second to none, Benelli was in trouble by the late 1960s, falling into the clutches of Argentinian industrialist Alejandro De Tomaso in 1971. Under De Tomaso's stewardship the revitalised company was soon grabbing the headlines with a host of new models, none more startling than the 750cc Sei (Six) of 1972, the world's first six-cylinder production motorcycle. Deliveries began in 1974, but the Benelli was soon overshadowed by Honda's own CBX1000 six. The Italian company responded in 1980 with the 900 Sei, improving the crankshaft and gearbox - weaknesses of the 750 – at the same time. Power went up to 80bhp, weight decreased, and the factory claimed a top speed for its new superbike of 134mph. The cycle parts too came in for revision, the 900 boasting cast alloy wheels and a rear disc brake in place of the discontinued 750's wires and drum brake. Sadly, the 900 had lost its predecessor's gorgeous sextet of exhaust pipes, but the upside was greatly improved ground clearance. Production of the 900 Sei ceased in 1987. Currently displaying a total of 6,727km (4,180 miles) on the odometer, this Benelli 900 Sei was in its present condition when purchased for the Morbidelli Museum some 30 years ago. 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

1973 MV Agusta 350BFrame no. MV350B 2130107Engine no. MV 2130101Although better known for their racing and road-going four-cylinder machines, MV Agusta also built a range of stylish single- and twin-cylinder sports bikes throughout the 1950s, '60s and '70s. They were intermittently available in Britain throughout this period but were expensive and never top sellers. Introduced at the Milan Show in 1971, MV's first production 350 roadster was basically an over-bored version of the existing 250B model that had been around since 1967. Of unitary construction, the engine was a compact, twin-cylinder, overhead-valve unit featuring twin Dell'Orto carburettors, geared primary drive, and a five-speed gearbox. Claimed maximum power was 28bhp at 7,600rpm and the top speed in excess of 90mph. Two versions were made: the 350GT tourer and 350B sports roadster, both of which were updated with 12-volt electrics and electronic ignition in October 1972. They were replaced by restyled, 'square case' 350 GT/Sport equivalents for 1975. The basic engine architecture remained unchanged, but power went up to 34bhp at 8,500 revs with a commensurate increase in performance. Currently displaying a total of 48,232km (29,971 miles) on the odometer, this 350 Sport had already been restored when it was purchased for the Morbidelli Museum. 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

The ex-Giacomo Agostini 1976 Morbidelli 250cc Grand Prix Racing MotorcycleFrame no. noneEngine no. none•One of two specially built for Giacomo Agostini•Bimota frame•Rebuilt in the Morbidelli Museum's workshop circa 12 years agoBy 1976 the great Giacomo Agostini had 15 World Championships to this name – all in the 350 and 500 classes – and at the age of 33 was nearing the end of a career of unprecedented success. In what would turn out to be his penultimate season of Grand Prix racing, Ago rode MV Agusta and Suzuki machinery in the 500 category and an MV in the 350 class. He would achieve two victories that year: at Assen aboard the 350 MV, and at the Nürburging on the 500 MV, the latter being the Italian manufacturer's last-ever Grand Prix victory. He retired at the end of the 1977 season having finished 6th in the 500 class for Yamaha.Rewinding to 1976: in the summer Ago had been offered what was then a colossal amount of money for a one-off appearance – reportedly £5,000 – to compete at an international meeting at Misano. To maximise the return on their investment, the organisers wanted Ago out in every race; he had bikes for the 500 and 350 events, but nothing for 250, a class he had last contested at Grand Prix level back in 1964 when contracted to Moto Morini. As the leading Italian manufacturer, Morbidelli was approached to provide him with suitable machinery; two machines were prepared for the Italian champion, the one offered here being his spare bike. The Misano meeting was held on 3rd August, there being three races on the calendar: for 500, 350 and 250cc machines. Ago won the 500 race on a Suzuki, finished 2nd in the 350 event on an MV, and came home 2nd in the 250 race on the Morbidelli, beaten by Yamaha-mounted Franco Uncini. Morbidelli's first Grand Prix contender for the 250 class had appeared partway through the 1976 season ridden by factory rider, Paolo Pileri. It followed the pattern established by Morbidelli's highly successful 125 twin: water-cooling, disc-valve induction, and a six-speed gearbox. Various frames were experimented with, including a mono-shock design by Bimota (as seen in the machine offered here), which featured the Rimini firm's characteristically lengthy swinging arm pivoting concentrically with the gearbox sprocket (it is said that the two frames supplied by Bimota cost Morbidelli approximately 30,000 lire). A maximum output of 64bhp was claimed for Morbidelli's 250, which was good enough for a top speed, depending on gearing, of around 160mph. The 250 made its racing debut at the Belgian Grand Prix in 1976 when Pileri brought it home in 2nd place behind reigning World Champion Walter Villa's Harley-Davidson. The following year Morbidelli achieved its only World Championship in the 250 category courtesy of Mario Lega, who, although he won only one race, consistently finished in the points throughout the season. Development of the Morbidelli 250 continued into the 1980s under its associated MBA brand name, though these machines were intended for supply to customers rather than for the works team. The machine offered here was reconstructed from original parts around 12 years ago by Giancarlo Morbidelli and one of the team's former race engineers, Franco Dionigi. It should be noted that the colour scheme is incorrect and that there is no radiator fitted (technical drawings and sketches of the radiator 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.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

The ex-Dario Ambrosini, World Championship and Isle of Man TT-winning 1950 Benelli 250cc Grand Prix Racing MotorcycleFrame no. S.S5001•Works machine•Purchased in the late 1980s from Norman Webb•Restored in the Morbidelli Museum's workshop•Comprehensive history fileItaly's oldest surviving motorcycle manufacturer, Benelli was founded in Pesaro in 1911 by the six Benelli brothers, starting out as a general engineering firm repairing cars and motorcycles before turning to the manufacture of automotive and aircraft components in WWI. The firm diversified into the field of powered transport immediately after WWI, offering a two-stroke 'clip-on' power unit for attachment to a bicycle, and it was this 98cc engine, installed in a purpose-built set of cycle parts, that was used for the first proper Benelli motorcycle of 1921. A couple of years later Benelli had a 125cc model in the range, and it was one of these, bored out to 147cc for the 175cc class, on which youngest brother Antonio 'Tonino' Benelli made his racing debut. By 1927 Tonino was racing a 172cc Benelli equipped with single-overhead-cam engine, winning almost as he pleased to take that year's Italian Championship. The SOHC 175 was superseded by a short-stroke twin-cam version from which was developed the first racing 250 of 1935. By this time Benellis were winning classic races outside their native Italy, but an accident to Tonino, which caused his retirement from racing, set back the factory's competition programme for the next couple of years. Benelli was back in force for 1937 and the new 250 duly demonstrated its potential when Martelli won that year's Milan-Taranto long-distance classic. Two years later came the marque's most famous victory, when lone Benelli rider Ted Mellors won the 1939 Isle of Man Lightweight TT. Its factory destroyed by the Allies and then looted by the Germans, Benelli took time to re-establish itself after the war. Fortunately, the racing machines had been hidden away and survived intact, providing the Italian concern with a valuable springboard from which to renew its Grand Prix campaign. Rivals Moto Guzzi secured the first post-war 250cc World Championship in 1949, but Benelli struck back the following year when works rider Dario Ambrosini became champion at the end of a season that included wins in three of the four 250 rounds: Switzerland, Italy, and the Isle of Man TT. He finished 2nd in the other round (the Ulster GP) to crown a season of masterly dominance. Sadly, Ambrosini's death at the French Grand Prix in 1951 effectively put an end to Benelli's international efforts and it would be 1959 before the firm returned to the Grand Prix scene.Giancarlo Morbidelli tracked down Ambrosini's historic Benelli in the UK with the help of the late John Surtees, and purchased it from Norman Webb in the late 1980s (see photographs on file). It is believed that Norman Webb had bought the machine directly from the Benelli factory and raced it. Although the fuel and oil tanks have been repainted, the frame, forks, and mudguards retain their original paintwork, and it is just possible to discern the outline of the number '23', which was Ambrosini's, on the rear 'guard. Restored in the Morbidelli Museum's workshop, this historically important World Championship-winning Benelli is offered with an exceptionally comprehensive history file of contemporary photographs, race reports, correspondence, etc (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.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

The ex-works 1959 Benelli 248cc Grand Prix Racing MotorcycleFrame no. 1002.GPXEngine no. 1002.GPX•Bought from the late John Surtees in the 1980s•One of only four built•Restored by Giancarlo Morbidelli•Comprehensive history fileItaly's oldest surviving motorcycle manufacturer, Benelli was founded in Pesaro in 1911 by the six Benelli brothers, starting out as a general engineering firm repairing cars and motorcycles before turning to the manufacture of automotive and aircraft components in WWI. The firm diversified into the field of powered transport immediately after WWI, offering a two-stroke 'clip-on' power unit for attachment to a bicycle, and it was this 98cc engine, installed in a purpose-built set of cycle parts, that was used for the first proper Benelli motorcycle of 1921.A couple of years later Benelli had a 125cc model in the range, and it was one of these, bored out to 147cc for the 175cc class, on which youngest brother Antonio ('Tonino') Benelli made his racing debut. By 1927 Tonino was racing a 172cc Benelli equipped with single-overhead-cam engine, winning almost as he pleased to take that year's Italian Championship. The SOHC 175 was superseded by a short-stroke twin-cam version from which was developed the first racing 250 of 1935. By this time Benellis were winning classic races outside their native Italy, but an accident to Tonino, which caused his retirement from racing, set back the factory's competition programme for the next couple of years.Benelli was back in force for 1937 and the new 250 duly demonstrated its potential when Martelli won that year's Milan-Taranto long-distance classic. Two years later came the marque's most famous victory, when lone Benelli rider Ted Mellors won the 1939 Isle of Man Lightweight TT.Its factory destroyed by the Allies and then looted by the Germans, Benelli took time to re-establish itself after the war. Fortunately, the racing machines had been hidden away and survived intact, providing the Italian concern with a valuable springboard from which to renew its Grand Prix campaign. Rivals Moto Guzzi secured the first post-war 250cc World Championship in 1949, but Benelli struck back the following year when Dario Ambrosini became champion at the end of a season that included wins in Switzerland, Italy and the Isle of Man. Sadly, Ambrosini's death in 1951 effectively put an end to Benelli's international efforts and it would be 1959 before the firm returned to the Grand Prix scene.For the 1959 season Benelli developed a new, short-stroke (70x64.8mm) 250 engine that produced 33-35bhp at 10,200rpm. Despite the increase in power over its predecessor, the new Benelli 250 faced much stiffer opposition than before; by 1960 MV and Ducati were fielding twin-cylinder machines in the 250cc class and Honda had just stepped in with a four, leading Benelli to the conclusion that a multi-cylinder design was the only realistic option. Nevertheless, the 250 single did achieve one major success when Geoff Duke rode to victory in the 1959 Swiss GP, one of his last wins before retiring. Other riders who rode the works Benelli singles at this time included Dickie Dale, Silvio Grassetti and Jack Murgatroyd.The new Benelli four's arrival having rendered the single obsolete, two were sold at the end of 1961: one being bought by the British sponsor/entrant Fron Purslow, and the other (on Purslow's recommendation) by Hector Dugdale, whose son Alan rode his father's bike in 1962. Purslow's No.1 rider John Hartle being sidelined by injury, sitting out the 1962 season, Mike Hailwood took over the ride. Hailwood scored a debut win at Mallory Park in May 1962 and was lying fourth in that year's Lightweight TT in the Isle of Man when the engine blew on the final lap. Percy Tait and Alastair King both rode Purslow's Benelli in period, but the writing was on the wall for the ageing singles and their retirement lay just around the corner.The machine offered here – '1002.GPX' – is one of only four final-specification Benelli 250cc singles built initially for the 1959 season, three of which are known to survive: one in the UK, another in Italy and Giancarlo Morbidelli's example. Giancarlo Morbidelli bought the Benelli from the late John Surtees in the early 1990s and restored it over a period of some 20 years. The front brake was purchased from Fernando Bruscoli, a friend and distant cousin of Mr Morbidelli who was using it in his road bike, while the replica fairing was made by the same craftsman - Mr Donzelli - who made Benelli's fairings in period.The restoration was completed in 2008 and the machine photographed with former works rider Silvio Grassetti sitting on it and Giancarlo Morbidelli standing next to him (colour prints on file). The history file also contains correspondence, photocopies of period literature, and several wonderful b/w photographs taken in period, many depicting Grassetti on this type of Benelli, while others record aspects of the restoration (inspection recommended). There is also a list of races contested by the Benelli 250s together with their riders and results. From this we can see that Grassetti's best result on a Benelli single was 1st place at Opatija, Yugoslavia in July 1961 (a non-World Championship event).Representing a rare opportunity to acquire a Grand Prix racing motorcycle from one of Italy's premier marques, this beautiful Benelli 250 is worthy of the closest inspection.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

A Benelli Four-stroke OHC engineengine number 25-6510 and N4612, fitted with magneto and carburettor, mounted on base, condition and completeness unknown, close inspection advised. Lot to be sold without reserve.This lot is subject to the following lot symbols: ?? £25 + VAT uplift and storage at £5 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

The ex-Tarquinio Provini, 1964 Spanish Grand Prix-winning 1964 Benelli 250cc Grand Prix Racing MotorcycleFrame no. T.X.1Engine no. not visible•Ultra-rare works bike•Purchased in component form from the Benelli family•Restored in the Morbidelli Museum's workshopWhen, in 1960, Benelli was forced to acknowledge that it needed a multi-cylinder machine to remain competitive in Grand Prix racing's 250cc class, the Italian firm was able to draw on past experience of this type if machine, having constructed a 'blown' quarter-litre four in 1939. Although it was first seen in 1960, the 250 Benelli four did not race competitively until April 1962, when Silvio Grassetti debuted the bike at Imola. Although eliminated by a bent valve in that first race, Grassetti stunned the racing world a week later at Cesenatico, beating the seemingly invincible works Hondas of Jim Redman and Tom Phillis. Development continued into 1965, an eight-speed gearbox being new for that season, but by now Honda were fielding a six-cylinder 250 ridden by the best rider in the world: Mike Hailwood. Spreading its limited resources even more thinly, Benelli pressed ahead with developing a 16-valve 350 and a 500. With its No. 1 rider Tarquinio Provini forced into premature retirement through injury, Benelli signed Renzo Pasolini, who promptly rewarded his new employers' faith by winning the 250 and 350 Italian Championships in 1968. By 1969 the last of the Japanese manufacturers had pulled out of the World Championships, clearing the way for the Benelli fours to grab a slice of Grand Prix glory. Agostini and MV Agusta remained unassailable in the 350 and 500 classes at World Championship level, but in the 250 category Benelli eventually got the better of Kent Andersson's Yamaha and Santiago Herrero's Ossa, Kel Carruthers bringing the Championship back to Pesaro. There were sporadic appearances by the 350 and 500 fours over the next few years (four-cylinder 250s having been banned) but that glorious 1969 season effectively marked the end of Benelli's Grand Prix campaign. The Benelli racer offered here was used by the great Tarquinio Provini to win the Spanish Grand Prix at Montjuic Park, Barcelona in 1964, the second round of that year's World Championship. He completed three more GPs that season, finishing 4th at Assen and 5th in both the Belgian and German rounds, ending up 5th overall in the Championship at the season's end. The Provini machine's engine ended up being used in a road bike by Marco Benelli, from whom it was purchased by Giancarlo Morbidelli (the two men were friends). Other parts, including the frame, were bought from the Benelli family, and the machine was then restored in the Museum's workshop (Mr Morbidelli fabricated the exhaust system himself). The factory wanted the machine to be as fast as a cannonball, hence the drab iron-grey colour scheme. Accompanying documentation consists of a quantity of in-period and before/after restoration photographs.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.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.1969 Benelli 62cc Prototype Racing Motorcycle (see text)Frame no. unable to locateEngine no. unable to locate•Ultra-rare factory bike•Restored by former factory mechanic, Mauro Righi•One of the last machines restored in the Morbidelli Museum's workshopThe ultra-rare machine offered here is purported to be a test-bed built around 1959 to evaluate the 62cc (or thereabouts) cylinder that would form the basis of Benelli's forthcoming 250cc four-cylinder Grand Prix engine. When, in 1960, Benelli was forced to acknowledge that it needed a multi-cylinder machine to remain competitive in Grand Prix racing's 250cc class, the Italian firm was able to draw on past experience of this type if machine, having constructed a 'blown' quarter-litre four in 1939. Although it was first seen in 1960, the 250 Benelli four did not race competitively until April 1962, when Silvio Grassetti debuted the bike at Imola. By 1969 the last of the Japanese manufacturers had pulled out of the World Championships, clearing the way for the Benelli fours to grab a slice of Grand Prix glory. Agostini and MV Agusta remained unassailable in the 350 and 500 classes, but in the 250 category Benelli-mounted Kel Carruthers eventually got the better of Kent Andersson's Yamaha and Santiago Herrero's Ossa, bringing the Championship back to Pesaro.So, did Benelli's successful bid to win the 250cc World Championship commence with the machine offered here? It has to be said that the engine, with its wide angle between the valves, looks rather old-fashioned, and the Benelli 250 four that was first shown to the public in June 1960 had a much narrower valve angle. Furthermore, experimental engines never intended for actual competition use are usually evaluated on the test-bed, not on the racetrack. In appearance, this engine looks similar to the 250cc Benelli singles of the early 1950s, though why it was built into a working motorcycle remains a mystery, while the cycle parts appear typical of ultra-lightweight racers of the late1960s/early 1970s. Possibly this engine is one of a small batch built for the 'tiddler' classes of long-distance road races such as the Moto Giro d'Italia and Milan-Taranto but not used until someone had the idea of building them into complete motorcycles some 20 years later.Believed one of very few built, this machine is said to have been tested by the great Eugenio Lazzarini. A future three-time World Champion, Lazzarini was a works Benelli rider only in his first year of Grand Prix racing (in 1969, aged 24), which would appear to support the conclusion that this machine dates from that period. Bought from the Benelli family, the machine was restored by former factory mechanic, Mauro Righi and is one of the last motorcycles to be restored in the Museum's workshop (around four years ago). It is not known if the engine is internally complete, nor if it runs. 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

1969 Derbi 125cc Grand Prix Racing MotorcycleFrame no. none visibleEngine no. none visible•Genuine ex-factory works machine•Reputedly ridden by Angel Nieto in the Spanish Championship•Restored conditionThe name 'Derbi' first appeared in the early 1950s on a motorcycle built by Nacional Motor SA of Barcelona, Spain. The latter company was an offshoot of Bicicletas Rabasa, one of Spain's largest cycle manufacturers, which had been founded by Simeon Rabasa Singla in the early 1920s. Its first powered two-wheelers were marketed as 'SRS' (the founder's initials) but soon took the name 'Derbi' (from the phrase, 'derivados de bicicletas'). Derbi began racing in Spanish national events in the early 1960s, graduating to the international scene in 1962 coincidentally with the introduction of a 50cc class at World Championship level. In 1968 Barry Smith achieved Derbi's first Grand Prix victory (albeit in a non-Championship event) and in '69 scored the marque's first World Championship success, taking the 50cc TT in the Isle of Man. Nevertheless, Derbi remained little known outside Spain until Angel Nieto took the World 50cc Championship in 1969, a feat he repeated for the Spanish marque in 1970 and '72 in addition to taking the 125cc title for them in 1971 and '72. (Lightweight motorcycles and mopeds, particularly the 50cc category, had always accounted for the bulk of Derbi's business, hence its concentration on these classes in road racing.) After the '72 season the factory took a sabbatical from Grands Prix, returning in the mid-1980s to provide Jorge Martinez with four World Championships that included his 80cc/125cc double in 1988. The fascinating machine offered here is one of Derbi's rarest racing motorcycles: the 125cc v-twin campaigned by the factory between 1967 and 1970. Designed by engineer and race chief, Francisco Tombas, the man responsible for Derbi's highly successful 50cc racers, the air-cooled twin-crankshaft v-twin consisted of two engines mounted horizontally one above the other on a common crankcase at a narrow-included angle. There were eight speeds in the gearbox, and by its final season the 125 twin was producing 32bhp. Despite its advanced specification, Derbi's first 125 was a disappointment with only one Grand Prix top-six placing to its credit. It was replaced with an all-new water-cooled parallel twin in 1970. This restored Derbi 125 is reputed to have been ridden by Angel Nieto in the Spanish Championship and has been signed by him on the fairing. The machine is offered with a selection of photographs of Derbi racing motorcycles and copies of correspondence between Giancarlo Morbidelli and the Derbi factory. 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

1961 Demm 50cc Bialbero Racing MotorcycleFrame no. none visibleEngine no. M2•Ultra-rare four-stroke 50cc racer•Purchased circa 25 years ago•Restored by a specialistThe Demm motorcycle company's origins date back to 1919 when Messrs Daldi and Matteucci established a small company in Milan - Società Anonima Daldi - to manufacture automotive components. In 1928 the company's name was changed to Officine Meccaniche Daldi e Matteucci and in 1939 to Demm (DEMM), an acronym for Daldi e Matteucci Milano. Production of motorcycles began around 1952/1953, by which time the firm had relocated to Porretta Terme, a town some 60 kilometres south west of Bologna, although its registered office remained in Milan. Demm concentrated on producing mopeds and lightweight motorcycles, adding three-wheelers to the range later on. Most of the mopeds were powered by engines of up to 75cc - both two-stroke and four-stroke - while there were also motorcycles powered by overhead-camshaft engines of 125cc and 175cc. In later years Demm concentrated on 50cc mopeds and ultra-lightweights, offering a bewildering plethora of models, often with quirky names. As well as producing complete machines, Demm was a major supplier of proprietary engines to other manufacturers. Although production of motorcycles and engines ended around 1983, Demm continued selling motorcycle-related products until 1988 when the decision was taken to concentrate on the gear-cutting side of its business. Demm was actively involved in competitions, setting 24 world speed records in the 50cc class in 1956 and winning the Italian Mountain Championship's 50cc category in 1961. The machine used to win that championship was a twin-overhead-camshaft four-stroke of advanced design. Slightly over-square with dimensions of 40mm/39mm bore/stroke, the single-cylinder Demm engine drove its upstairs camshafts via a vertical shaft and bevel gears and used an outside flywheel. The carburettor was a 16mm Dell'Orto with separate rubber-mounted float chamber, while other noteworthy features included twin-plug battery/coil ignition, geared primary drive, a multi-plate dry clutch, and an integral six-speed gearbox. This exquisite little power unit was carried in a duplex loop frame equipped with telescopic front fork and swinging-arm rear suspension, while the tyres were a skinny 2.00'x18'. Thus equipped, Demm's 50cc racer tipped the scales at only 55kg (121lb). It was rumoured at the time that Demm would move up to the international stage for 1962, the first year of the 50cc World Championship, but the marque appears to have had little impact outside of its native Italy. Purchased some 25 years ago, this ultra-rare 50cc racer was restored for Giancarlo Morbidelli by a specialist. The machine is offered with a selection of photographs and some photocopied period 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.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

1973 Ringhini 50cc Grand Prix Racing MotorcycleFrame no. none visibleEngine no. none visible•Built by Franco Ringhini•One of a limited series•Beautifully restoredFranco Ringhini started his career at the Guazzoni factory, where he designed engines. Like many other small Italian concerns, Guazzoni concentrated its efforts on the ultra-lightweight market, and throughout the 1960s and into the 1970s produced a succession of stylish sports roadsters such as the Cadetti and Matta. Many of them used Ringhini-designed rotary-valve two-stroke engines with reversed cylinders (exhaust at the rear), a feature that became something of a company hallmark. Around 1968, Ringhini left Guazzoni to join Giancarlo Morbidelli's fledgling racing team. There he designed a succession of fast disc-valve two-strokes, which initially were raced at World Championship level by both their designer and Eugenio Lazzarini. Morbidelli's Ringhini-designed 50cc racer was the factory's first successful Grand Prix project, although the team collected points at only a handful of rounds in 1969. Lazzarini finished the season 21st in the World Championship with six points, while Ringhini finished 26th with five. Ringhini also designed Morbidelli's first 125cc racer, which Gilberto Parlotti rode to good effect in 1970, its debut year, winning that year's Czechoslovakian Grand Prix. At the end of the 1973 season, Ringhini was replaced as chief designer by Jorg Möller and left Morbidelli to set up his own team in Pesaro. Now independent, Ringhini created a limited series of 50cc racers such as the exquisite example offered here, and also supplied engines to other manufacturers such as Bimota. By this time, the FIM's rules for the 50cc category stipulated a single cylinder and a maximum of six speeds in the gearbox; Ringhini's design has bore/stroke dimensions of 40x39.6mm for a capacity of 49.7cc, and develops its maximum power output of 14bhp at 14,500rpm. Its cylinder inclined forwards, the engine is housed in a tubular steel frame with telescopic front fork and swinging-arm rear suspension, equipped with a 180mm double-sided front drum brake, 130mm single-sided rear brake and 18' wheels. The complete machine weighs in at a mere 60kg (132lb). Beautifully restored, this rare little beauty is presented in stunning condition. Its racing history, if any, is not known. 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.1961 Benelli 50cc 2T CompetizioneFrame no. CF 71148Engine no. C 74981Inspired 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 earliest races for the class had been held by clubs in Italy and the UK. With suitable machines available from numerous manufacturers, and relatively low costs, the new 'tiddler' class quickly grew in popularity, leading to the FIM's introduction in 1961 of the Coupe d'Europe: a series of international events run to Grand Prix regulations. That first year saw the West German Kreider team dominate, winning five of the eight rounds with single wins apiece for Itom, Tomos, and Ducson. With four wins to his credit, Kreidler works rider Hans-Georg Anscheidt became European Champion. Responding to the category's growing popularity, Benelli built a limited series of Competizione models powered by a tuned moped engine, as seen here. Dating from circa 1961, the year before the 50cc class gained World Championship status, it is typical of the machines campaigned in the category's formative years before the Japanese manufacturers brought multi-cylinder technology to the class. Giancarlo Morbidelli restored this machine himself.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 Guazzoni 50cc Matta CorsaFrame no. none visibleEngine no. 4The Guazzoni factory was founded in Milan, Italy in 1935 by Aldo Guazzoni (1908-1978). At first the company built models fitted with proprietary engines before turning to the manufacture of three-wheelers. After the war Guazzoni became the Milan concessionaire for Motori Morini and in 1950 returned to the manufacture of motorcycles, making a 150cc two-stroke model for FBM of Bologna. Like many other small Italian concerns, Guazzoni would concentrate its efforts on the ultra-lightweight market, and throughout the 1960s and into the 1970s produced a succession of stylish sports roadsters such as the Cadetti and Matta. Many of them used rotary-valve two-stroke engines with reversed cylinders (exhaust at the rear), a feature that became something of a company hallmark. Guazzoni closed in 1976. The Guazzoni six-speed production racer offered here has a disc-valve engine producing a maximum of 12bhp at 14,500 revs. This tiny machine weighs a mere 50kg (110lb) so has a highly respectable power-to-weight ratio. The machine's history is not known, other than the fact that it probably raced in Italy and is an older restoration by a specialist. 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.1969 Bultaco 125cc TSS Grand Prix Racing MotorcycleFrame no. B-600592Engine no. M-100155-6•Legendary TSS•Two stroke, water-cooled•Restored by a specialist for Mr MorbidelliSpurred on by the successes achieved by tuned versions of its first model, the Tralla 101, Bultaco went one stage further and developed its first purpose-built racing motorcycle: the legendary TSS, 125cc prototypes of which began testing in 1960. About as simple as a racing motorcycle can get, the air-cooled two-stroke single developed 20bhp initially, which proved sufficient to win races at national level worldwide and compete without embarrassment in Grands Prix, provided the rider had enough talent. It was demonstrably the best 125 that privateers could buy at the time. Self-generating electronic ignition, a six-speed gearbox, and water-cooling were the most significant advances, the latter arriving on customer bikes for 1965. Geared primary drive came later. Among the first racers to campaign the Spanish two-strokes in the UK were Tommy Robb and Dan Shorey, the latter taking the coveted ACU Star (British Championship) in the 125cc class in 1961. Armed with a 196cc TSS, Shorey enjoyed a phenomenal run of success in the 1962 250cc World Championship, twice finishing 4th behind a trio of works Hondas to end the year in 7th place overall. He also took the British 125cc and 250cc Championships that same year. This water-cooled (believed six-speed) TSS was restored by a specialist for Mr Morbidelli.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.1981 Sanvenero 125cc Grand Prix Racing MotorcycleFrame no. 00127Engine no. to be advised•Ultra-rare Italian Grand Prix racer•An older restoration•Purchased for the Morbidelli Museum circa 25 years agoTuscan building contractor and motorcycle racing enthusiast Emilio Sanvenero was already a sponsor of the MBA team when he founded his own company in 1980, almost certainly inspired by the successes achieved by Giancarlo Morbidelli. Sanvenero's aim was to compete in the 125cc and 500cc World Championships, and the team enjoyed some success in its debut year. Works riders Guy Bertin and Ricardo Tormo won the 125cc races at the Italian and Swedish Grands Prix respectively to finish the season 6th and 8th equal in the World Championship. For 1982 Tormo was joined by Pier Paolo Bianchi in the 125cc class, with the Spaniard winning the Belgian Grand Prix to finish the season in 5th place, one point behind the more consistent Bianchi in 4th. Sanvenero's bold 500cc project was far more ambitious but would turn out to be much less successful, which is hardly surprising given that they were up against the well-established Japanese manufacturers in the premier class. The square-four two-stroke engine was inspired by Suzuki's World Championship-winning RG500 but used a shorter stroke; Campagnolo supplied the crankcases, while the crankshafts came from Hoeckle and the pistons from Mahle, so the ingredients were nothing less than the very best. Dutch frame-building guru Nico Bakker built the first frames before Sanvenero switched to its own. At least four 500s were constructed over the course of the 1981 and 1982 seasons but there would be no repeat of the 125's successful debut. Riders recruited for 1981 were Carlo Perugini and Guy Bertin, neither of whom scored any points. The team's only success with the 500 was achieved the following season at the French Grand Prix, inexplicably held at Nogaro, which was considered barely suitable for a club race, let alone a GP. Many of the major contenders refused to start, particularly in the 500 class, which was won by Sanvenero's Michel Frutschi, while to the annoyance of other works riders, Sanvenero's Hugo Vignetti rode in the 125cc race, finishing in 3rd place. Frutschi's only other finish was 9th at the Belgian GP and he ended the season 14th in the 500cc World Championship. At the last round at Hockenheim in Germany, Sanvenero was declared bankrupt and the circuit owners seized the two machines entered, one of which is still on display in the circuit museum. Subsequently, Pier Paolo Bianchi obtained several 125s from the receivers and continued to race them during 1983, scoring three consecutive 3rd places (Germany, Spain, Austria) to finish 8th in the World Championship.This ultra-rare Sanvenero Grand Prix racer had already been restored when it was purchased for the Museum some 25 years ago. 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

1981 MBA 250cc Grand Prix Racing MotorcycleFrame no. MBA 275Engine no. MBA/E00102 103.02.2069•Customer version of the Morbidelli works machine•Purchased from the MBA factory•Un-restored conditionMBA (initially Morbidelli Benelli Armi and later Motori Benelli Armi) was founded towards the end of 1975 to manufacture production versions of Morbidelli's successful 125cc and 250cc Grand Prix racers. Morbidelli had been founded in Pesaro, Italy by Giancarlo Morbidelli whose line of business was manufacturing woodworking machinery, which provided the means to fund his passion for motorcycle racing. Morbidelli's first foray into Grand Prix racing came in 1969 with a 50cc single designed by Franco Rhingini, which was followed by a 125cc twin. Jorg Möller, previously with Kreidler, joined the team as chief engineer in 1974 and rewarded his employers with their first World Championship in '75, Paolo Pileri taking the 125cc title. Pileri was 125cc World Champion again in 1976. Morbidelli's first Grand Prix contender for the 250 class had appeared partway through the 1976 season ridden by factory rider, Paolo Pileri. It followed the pattern established by Morbidelli's highly successful 125 twin: water-cooling, disc-valve induction, and a six-speed gearbox. Various frames were experimented with, including a mono-shock design by Bimota. A maximum output of 64bhp was claimed for Morbidelli's 250, which was good enough for a top speed, depending on gearing, of around 160mph. The 250 made its racing debut at the Belgian Grand Prix in 1976 when Pileri brought it home in 2nd place behind reigning World Champion Walter Villa's Harley-Davidson. The following year would turn out to be Morbidelli's most successful, the Italian manufacturer taking the 125cc and 250cc World Championships with Pier Paolo Bianchi and Mario Lega respectively, while Eugenio Lazzarini added another 125cc title in 1978. By this time Morbidelli's joint venture with Benelli was well under way and more than half the 125cc grid at Grands Prix would be mounted on MBA machinery, a situation that continued well into the 1980s. Development of the Morbidelli 250 and 125 continued into the 1980s under MBA's auspices, though these machines were intended for supply to customers rather than for the works team. Nothing is known about the history of this particular machine, which was purchased from the MBA factory when it closed in 1987 and is presented in un-restored 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

A Benelli OHC engineengine number *L2266N*, mounted on base, condition and completeness unknown, close inspection advised. Lot to be sold without reserve.This lot is subject to the following lot symbols: ?? £25 + VAT uplift and storage at £5 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

1978 MBA 125cc Grand Prix Racing MotorcycleFrame no. MBA 02101Engine no. 1P79MBA (initially Morbidelli Benelli Armi and later Motori Benelli Armi) was founded towards the end of 1975 to manufacture production versions of Morbidelli's successful 125cc and 250cc Grand Prix racers. Morbidelli had been founded in Pesaro, Italy by Giancarlo Morbidelli, whose line of business was manufacturing woodworking machinery, which provided the means to fund his passion for motorcycle racing. In 1974 Jorg Möller, previously with Kreidler, joined the team as chief engineer and rewarded Morbidelli with their first World Championship in '75, Paolo Pileri taking the 125cc title. Pileri was 125cc World Champion again in 1976. The following year would turn out to be Morbidelli's most successful, the Italian manufacturer taking the 125cc and 250cc World Championships with Pier Paolo Bianchi and Mario Lega respectively, while Eugenio Lazzarini added another 125cc title in 1978. By this time Morbidelli's joint venture with Benelli was well under way and more than half the 125cc grid at Grands Prix would be mounted on MBA machinery, a situation that continued well into the 1980s. This un-restored MBA twin was purchased from the factory in 1987 when they closed. The machine is offered with two owner's manuals/spare parts lists.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

1984 Ufo 80cc Grand Prix Racing MotorcycleFrame no. unable to locateEngine no. unable to locateAn 'NIT' (Not In Tragatsch) make, Ufo was founded in San Lazzaro di Savena (Bologna) in 1976. The firm manufactured mopeds, mini-bikes and lightweight motorcycles powered by Minarelli engines but closed in the mid-1980s. Survivors of this little-known marque are rare. After 22 years in existence, Grand Prix racing's 50cc class was replaced in 1984 with a new category for 80cc machines, which like its predecessor gave small independent teams the opportunity to compete at the highest level of motorcycle sport. In its first year, the class attracted entries from little known manufacturers such as Seel Real, Ziegler, Harmsen and Lusuardi as well as from more established teams such as Zündapp, Casal, Derbi and Kreidler. This Ufo's racing history is not known, but an inspection of the Grand Prix results shows that Ufo scored no points in 1984, 1985 or 1986. The machine's specification is typical of the class, comprising a single-cylinder water-cooled engine with disc-valve induction and a six-speed gearbox, which is carried in an aluminium beam-type frame with mono-shock rear suspension. A maximum power output of 25bhp was claimed. This machine was purchased by Giancarlo Morbidelli circa 20 years ago in its present un-restored 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

c.1970 Yamaha 350cc TR2 (see text)Frame no. TR2-900402Engine no. R2-000348•Iconic air-cooled Yamaha racer•Yamaha's first 350cc race bike•Already restored when purchasedThe mainstay of 250cc and 350cc class racing at national and international level for many years, the twin-cylinder two-stroke Yamaha well deserved the title of 'privateer's friend'; indeed, without it, grids in these classes would have been depleted in extremis during the 1970s. The 250cc TD2 arrived in 1969, replacing the TD1C, and immediately proved capable of winning Grands Prix. The giant leap forward from the TD1C had been achieved thanks to a comprehensive redesign that saw the engine porting and exhaust system updated, superior Mikuni carburettors adopted, and the chassis, suspension and brakes greatly improved. Looking like a scaled down Manx Norton Featherbed, the TD2's chassis was a development of that used for the RD56 works racer of 1963. Broadly similar as far as its frame and cycle parts were concerned, the 350cc TR2 differed mainly by virtue of its different porting and horizontally-split crankcases, a feature not introduced on the 250 until the arrival of the TD3 in 1972. The first major international success for Yamaha's new production racers came in May 1969 when privateer Kent Andersson won the 250cc race at the German Grand at Hockenheim, an event of enormous importance as it demonstrated that these over-the-counter bikes were capable of winning at the highest level. It is one of Yamaha's most significant classic victories.The result was an upsurge in demand that Yamaha struggle to satisfy, leading to long delays in the delivery of machines to Europe. Kel Carruthers on the works Benelli 'four' denied Kent Anderson the 250cc World Championship in 1969, but the following year the TD2 came good when Rod Gould, riding a works machine entered by Yamaha Motor NV of Holland, took the title. The continued presence of Giacomo Agostini's MV Agusta meant that the TR2 and its successors had more of a fight on their hands in 350cc Grands Prix, but in 1972 Don Emde, riding a TR2B, won the prestigious Daytona 200 outright, defeating a field of larger-capacity machines.This Yamaha racer had already been restored when it was acquired for the Morbidelli Museum. It should be noted that the frame number prefix should be 'R3', not 'TR2', and that the engine number should match the frame number (the TR2 sequence commenced at 'R3-900101'). 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.1973 Yamaha TA125 Grand Prix Racing MotorcycleFrame no. 400-990905Engine no. AS3-990905Following the works team's withdrawal from Grand Prix racing at the end of the 1968 season, Honda and Suzuki having pulled out at the end of 1967, Yamaha continued to be well represented in GPs thanks to its over-the-counter racers supplied to privateers. However, while Yamaha catered for the 250cc and 350cc classes with the TD and TR series respectively, there was no official offering for the 125cc class at that time, although many privateers campaigned race-kitted YAS1 and AS2 roadsters. Following the introduction of the AS3 roadster for 1971, Yamaha at last took the opportunity to offer a proper factory-built, 125cc production racer – the TA125, introduced at the start of the 1973 season – although it continued to share many components with its road-going cousin. The Yamaha factory had officially returned to Grand Prix racing in 1970, and works rider Kent Andersson was given a pre-production TA125 to race in 1971. When the over-the-counter TA125 was withdrawn in 1975, it marked the end of the line for Yamaha's air-cooled production racers. This superb example of Yamaha's historic production racer had already been restored when it was acquired for the Museum. 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

1974 Yamaha TZ350B Racing Motorcycle (see text)Frame no. 383-991066Engine no. unstampedThe mainstay of 250cc and 350cc class racing at national and international level for many years, the twin-cylinder two-stroke Yamaha well deserved the title of 'privateer's friend'. Following its successful adoption for the 1972 works twins, water cooling first appeared on Yamaha's over-the-counter racers with the introduction of the TZ range in 1973. Power output increased only marginally over that of the preceding air-cooled TD/TR models, but reliability was much improved. Over the succeeding decade the TZ engine was updated with reed-valve induction, exhaust power valves, separate cylinders and a backwards-rotating crankshaft, but the layout always remained that of a parallel twin. On the chassis side, discs replaced the original drum brakes, a 'lowboy' frame was introduced, and an aluminium swinging arm adopted. With Yamaha concentrating their resources on developing their 500 Grand Prix bike and the new TZ750, the smaller TZs remained unchanged through 1974 (TZ250/350B) and 1975 (TZ250/350C). From the mid-1980s onwards, a succession of more radical changes would see the TZ fundamentally altered. This beautiful TZ350B had already been restored when it was purchased by the Museum. It should be noted that the crankcases are unstamped apart from the (correct) 'R5' prefix, indicating that they were supplied new as spares. It should also be noted that it the engine believed to be of 250cc capacity. 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