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Property of a deceased's estate1926 Norton 490cc Model 16HRegistration no. PP 7097Frame no. 24707Engine no. 31816Having hitherto relied on proprietary engines, Norton introduced its own in 1907. The long-stroke sidevalve single displaced 633cc and the new model it powered became known as the 'Big 4'. Smaller capacity versions followed and in 1911 the 500 adopted the classic 79x100mm bore/stroke dimensions which would characterise the half-litre (actually 490cc) Norton for the next 50 years. The 490cc engine was revised for 1914 and in 1921 the Model 16, as it had become known, received a new lower frame, becoming the 16H. Norton's trusty sidevalve would be continuously updated for the next 30-plus years, many seeing service with Allied forces in WW2, before taking its final bow in 1954. This Model 16H 'flat tanker' was dispatched from the factory on 29th October 1926 to Catling Motorcycles of Chesham. The machine is believed to have been registered to W G Arnold of Cirencester from 1949-1955; to Roullier Hinton Fris of Woking from 1988-1999; and from then to 2001 to someone called Hudson of Walton-on-Thames. The Norton has belonged to our vendor since 2001.Presented in 'oily rag' condition, apparently complete, the machine is believed not to have run for over 10 years and will require recommissioning before returning to the road (the engine turns over on the kickstart). A beautiful 'time warp' example in a condition we all love to see, this delightful 16H is offered with a V5C and copy of factory records.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1960 Matchless 650cc G12 CSRRegistration no. 4612 MKFrame no. A75603Engine no. 60/G12 CSRx4034'Largest, fastest and most powerful machine in the current Matchless range, the 650cc G12CSR is essentially designed for sport. This its specification - tuned motor, siamesed pipes, good ground clearance and semi-competition equipment - shows at a glance. But it is also at home under normal road conditions. Here, in fact, is a dual-purpose mount.' – Motor Cycling. Announced in 1948 and progressively developed thereafter, AMC's twins had already undergone a number of capacity increases before finally arriving at 646cc in the autumn of 1958 with the launch of the AJS Model 31 and Matchless G12. The new range-topping sports roadsters were typed 'CSR', a designation first used on the superseded 600cc versions. Motor Cycling managed a top speed of 108.5mph from 'their' G12CSR while fuel consumption averaged 51mpg over the course of the 500-mile test. Acquired by Tony East in 1988, this CSR was sold new by Slocombe's of Neasden and comes with its original logbook showing continuous taxation until 1967. A photocopy V5 records an Edward Siggry of Godalming owning the machine in 1974. Restored throughout, the Matchless has gearbox number M28117, currently displays a total of 1,324 miles on the odometer and comes with Bryan Small restoration invoice for £3,328. Additional documentation consists of SORN paperwork; a quantity of MoTs (most recent expired 2008); old/current V5C Registration Certificates; and a hand-written list of the aforementioned restoration works.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Number '10' of the first batch of 200 made1979 Ducati 864cc Mike Hailwood ReplicaRegistration no. GBA 222VFrame no. DM860SS 900010Engine no. 089439 DM860oSold new by Sports Motor Cycles, ManchesteroKnown ownership historyoPresent enthusiast ownership since 1995oProfessionally recommissioned in 2015A landmark model that kept Ducati afloat during the 1980s, the Hailwood Replica owes its existence to Mike's legendary Isle of Man TT comeback victory in the 1978 Production Race riding an ex-works NCR bike entered and prepared by Manchester-based Ducati dealer, Sports Motor Cycles. Out of top-flight bike racing for seven years and away from the Island for eleven, Mike took on and beat the might of the Honda works team to win the Formula 1 TT at record speed. Ducati lost little time in capitalising on this outstanding success, launching a road-going replica the following year. Like the race-bike, the MHR was based on the production 900SS, but - inevitably - had much more in common with the latter than the former. Most obvious difference was the full fairing finished in red, green and white, complemented by a glassfibre tank and racing seat. In fact, on the very earliest examples the 'tank' hid a steel fuel reservoir, glassfibre being illegal in the UK for tanks. Mechanical changes were confined to lighter wheels, usually by Campagnolo, and improved Brembo brakes, while the MHR's performance was pretty much the same as that of the 900SS: around 135mph flat-out. Destined mainly for the UK market, the first 200 MHRs came with two separate seats: one solo, the other a dual seat, whereas later versions had a single 'convertible' solo/dual seat. These first 200 MHRs also came with a glassfibre cover over the standard 900SS tank, which replicated the shape of the NCR tank. For subsequent MHRs there was a 24-litre steel tank unique to the model. The lack of any side covers is another distinctive feature of very early MHRs such as this one. The machine offered here - frame number '900010' - retains its original engine ('089459') and is the 10th Mike Hailwood Replica made (production commenced with '900001'). Probably the first MHR to be retailed in the UK (see below), 'GBA 222V' was purchased new by Mr Victor Lawton in September 1979 from the famous Manchester-base Ducati main agents, Sports Motor Cycles Ltd, and comes with the original sales invoice recording the registration, frame and engine numbers. Pat Slinn, formerly of Ducati importers Coburn & Hughes, was working for Sports Motor Cycles when the first MHRs arrived: 'The first four MHR to arrive in the UK were supplied to SMC. SMC put one on the road as a demonstrator. SW (Steve Wynne, SMC's proprietor) used it for personal transport. It was sold in 1981 (ish). This was the first and earliest MHR. I have no idea who bought it or the frame/engine number or registration number. I remember Vic Lawton as a customer; he was probably the first retail customer in the UK to purchase an MHR. I may have road tested the MHR that he bought.' Unfortunately, all the sales paperwork was destroyed when SMC closed in 1982.A letter on file from Mr Lawton to former owner Mark Wallis recounts the circumstances of the sale: he had gone to Sports Motor Cycles to buy a 900SS but was persuaded by Steve Wynne to buy a new MHR instead (they had three or four in the showroom). He also says that due to poor paintwork and damage due to poor packaging, all three bikes were resprayed by Dream Machine. He took this opportunity to have an alloy tank painted and fitted, which has been very much admired at IoM rallies and elsewhere. In 1985, next owner John Scott purchased 'GBA 222V' from Vic Lawton (receipt on file) and at some time before 1994 it passed to the aforementioned Mark Wallis, who sold it in April 1995 to our vendor. The latter - a lifelong Ducati enthusiast - did not register it in his name until 2019. In 2015 the MHR was despatched to Moto Forza at Silverstone for a thorough recommissioning, since when it has been stored in a dehumidified environment. Moto Forza's bill for £5,688 is on file together with other items of historical documentation including the original 1979 Sports Motor Cycles Ltd Invoice and a (copy) manual. Mike Hailwood Replicas from that first landmark batch of 200 are rarely offered for sale, which makes this highly original and well documented example of particular appeal to collectors. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate1930 AJS 500cc R8Registration no. ET 6036Frame no. R144563Engine no. R8/144563Originally built only as a 350 - latterly known as the 'Big Port' - the overhead-valve AJS became available as a 500 for the first time in 1926. Known as the Model 8, it followed the general lines of the 350 - albeit with an inclined cylinder - and distinguished itself in the 1926 Isle of Man Senior TT when works rider Jimmy Simpson became the first man to lap at over 70mph. Progressively revised and updated, the Model 8 continued in production essentially unchanged after the Matchless take-over in 1931 and was not replaced until 1936 when an entirely new version was announced. Dating from the penultimate year of production at Wolverhampton, this rare matching-numbers R8 belonged to the current vendor's late father from at least October 2007, as evidenced by correspondence on file. The AJS had been purchased in a dilapidated state (attached to a sidecar) and was restored over a period of time before being registered using its original number in 2014. There are photographs on file of the AJS 'as found' and immediately post-restoration. Following a period of inactivity, the machine will require recommissioning to a greater or lesser extent and thus is sold strictly as viewed. Accompanying documents include a current V5C; some old tax discs; a quantity of marque-related literature; and correspondence with the VMCC, DVLA and AJS & Matchless OC. A small selection of (mainly gearbox) spares comes with the machine.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1955 Norton 500cc Model 7 DominatorRegistration no. DFL 883Frame no. K12 59709Engine no. 59709 K12Norton jumped aboard the vertical-twin bandwagon in 1948 when it introduced the Model 7. Designed by the legendary Bert Hopwood, the new 500cc engine went into the existing ES2 chassis, a marriage that necessitated a redesign of Norton's well-proven four-speed gearbox. In November 1951 Norton's 500cc twin found a new home in the racing singles' 'Featherbed' duplex frame. Initially for export only, the newcomer - titled 'Dominator 88' - was the first production Norton roadster to feature the lightweight, race-proven chassis. The Model 7 continued as a cheaper alternative to the '88', its first major revision arriving in 1953 in the form of a new swinging-arm frame. The model was dropped at the end of 1955 but the same basic cycle parts were used for a 600cc successor, the Model 77, which continued in production until the autumn of 1958. Supplied new by Burrows Bros of Peterborough (where Tony, as a boy, had a Saturday morning job cleaning the bikes in their showroom), this example of a relatively rare post-war Norton was purchased by Tony East in February 2001 from the daughter of a Mr Roy Long of Peterborough. Roy Long had been the caretaker at Tony's school Deacon's Grammar, and as student Mr Long had allowed Tony to sit on this very Norton. 'DFL 883' comes with a photocopy of its original logbook listing four owners, all in the Peterborough area, Roy Long being the last. Restored throughout by Bryan Small, the machine is offered with his invoices totalling £10,382; some old MoTs and bills; an old-style V5C document; and an original parts list and instruction book. Described by Tony as a terrific bike to ride, the odometer reading at time of cataloguing was 11 miles.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1968 Greeves 246cc 24DF Police MotorcycleRegistration no. VJJ 982G Frame no. 24DF119Engine no. 161FP1645• The last Greeves roadster built• One of four supplied to City of London Police• Pictured in Greeves The Complete Story by Colin SparrowGreeves' unorthodox trademarks of a cast beam 'down-tube' and rubber-in-torsion leading-link fork proved adaptable to almost all forms of motorcycle from humble commuter to clubman's road-racer, but it was the firm's off-road products which really put it on the map, generating valuable publicity that helped sell the roadsters. Less well known is the fact that Greeves supplied motorcycles for use by the police, the rare example offered here being one of a batch of four 'VJJ'-registered machines supplied to the City of London Police in October 1968. By this time Greeves had effectively abandoned the roadster market to concentrate on their competition models; indeed, in a detailed email on file dated August 2014, Colin Sparrow (author of Greeves The Complete Story) states that 'VJJ 982G' is the last Greeves roadster built. Villiers having by this time ceased to supply engines, Greeves had to purchase some new-old-stock 35A units from Sharpe Commercials, makers of the by-then-defunct Bond Minicar. As the police needed extra generating capacity to power their radios, these engines were fitted with Dynastart units. The quartet of 'VJJ' police motorcycles and their riders, with Tower Bridge in the background, is pictured in Colin's book (page 121). Its original green logbook records City of London Police as first owners of this motorcycle and the next keeper as Mr Paul Darrell, from December 1972. The next keeper listed is the well-known collector Mr Michael Jackson of Ware (change of ownership not dated). In January 1994 the machine was sold to Mr Roger Neal of Cambridgeshire. Presented in restored condition throughout, this historic Greeves police motorcycle is offered with the aforementioned email and further written correspondence; a quantity of Villiers Services invoices; and old-style V5/V5C registration documents.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1938 Triumph 498cc Speed TwinRegistration no. BCR 960Frame no. TH.4200Engine no. 8-5T 9338•Important landmark of motorcycle design•Acquired by Tony East in February 1996•Restored condition•Last taxed in July 2015Although Edward Turner's Triumph Speed Twin caused a sensation when it appeared at the 1937 Motorcycle Show, few of its admirers can have guessed how influential the design would prove to be. True, there had been vertical twins before; indeed, Turner's predecessor at Triumph - Val Page - had designed one a few years previously, but Triumph's newcomer established a formula that would be adopted by all of Britain's major motorcycle manufacturers in the succeeding decade. Light, narrow and from certain angles looking just like a twin-port single, it was just what the conservatively minded motorcycling public wanted and the Speed Twin would prove enormously successful. Performance was exemplary for a road-going 500, around 85mph being attainable by the Speed Twin while the Tiger 100 sports version was even faster, being capable of touching 100mph in road trim and exceeding it with the silencer end-caps removed. When production resumed in 1946, the Speed Twin reappeared with telescopic forks in place of the original girders, and separate dynamo and magneto instead of the pre-war version's magdyno. This pre-war Speed Twin comes with a continuation buff logbook dating from 1946 describing it as a '5T Special Twin' and listing five recorded keepers, the last of whom, a Mr Kirby of Staines, sold the machine to Tony East in February 1996. Restored throughout, The Triumph has been ridden extensively throughout France and Germany and currently displays a total of 1,859 miles on the odometer. In 2007 the Triumph took part in the VMCC Isle of Man TT re-enactment, being ridden by Mick Grant, the bike 'never missed a beat'. Last taxed until July 2015, the accompanying paperwork includes a 1939 replacement parts catalogue; instruction manual; the original 1938 tax disc and others, mainly from the 1940s; a quantity of restoration invoices dating from 1996; old/current V5/V5C documents; some expired MoTs; and restorer Bryan Small's invoice for £6,819.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1932 Cotton-JAP 350cc OHVRegistration no. GY 5150Frame no. 8322Engine no. IOS/Y 27245/S•Single family ownership since 1982•Restored 1982/1983•Kept dry stored when not in useGloucester-based Cotton established its reputation with a string of racing successes in the 1920s thanks to an innovative frame patented by its founder, Frank Willoughby Cotton. Cotton's design featured four straight tubes running from the steering head to the rear wheel spindle, augmented by further straight stays supporting the gearbox and engine. The result was a stiff, lightweight chassis far in advance of the bicycle-derived diamond-type frame used by the majority of manufacturers. Like other small independent firms Cotton relied on proprietary engines but such was the advantage conferred by its frame that the Cotton had little trouble seeing off similarly powered rivals. The legendary Stanley Woods made his Isle of Man TT debut on a Cotton in 1922, going on to win the Junior event at record speed the following year. Countless wins and placings were achieved in international events throughout the 1920s, Cotton's finest TT achievement occurring in 1926 when its entries finished 1, 2, 3 in the 250 Lightweight race. The vendor's father-in-law purchased this Cotton-JAP in 1982 from W S Johnson & Co's auction of Veteran and Vintage vehicles in Leighton Buzzard (Lot 8). A copy of the original auction catalogue is on file together with the sales invoice. The father-in-law purchased the Cotton as a basket case and restored the machine with his son-in-law's help. It was in pieces but mainly all there, with the exception of engine/gearbox mounts, handlebars, and all control cables, etc. By the following summer the Cotton was up and running. Over the succeeding years it was shared on many VMCC runs and rallies, and was ridden from Northampton to the Cotton Rally in Gloucester, winning the 'longest distance travelled' award. By this time the pair had acquired a second Cotton, so they had one each. Sadly, its owner passed away in 2002, since when the vendor has carried on enjoying and looking after the Cotton until today. The machine has been kept dry stored in the garage when not in use and was last taxed in 2014. Recommissioning will be required before further use. Accompanying paperwork includes old/current V5/V5C documents; an old-style R.F 60 logbook (1965); expired MoTs (most recent 2006); VMCC display card; pre-restoration photographs; marque-related literature; and the aforementioned 1982 auction catalogue and receipt.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1929 Scott 498cc Flying SquirrelRegistration no. WW 9764Frame no. 2103Engine no. FZ1343AAlthough recognisably derived from the earliest designs, the Scott motorcycle of the 1920s gained steadily in both complexity and weight, a particularly significant development being the introduction of a three-speed countershaft gearbox for 1923. Like its major rivals, Scott was well aware of racing's publicity value and the allure of models with a TT connection, so the adoption of an optional full-frame tank, like that of the works racers, for the new Flying Squirrel was not surprising. Launched at the Olympia Show in 1925, the 'Flyer' came in 498cc and 596cc capacities, the latter the most expensive machine in the range. Subsequent models further benefited from racing, gaining the duplex frame and bigger brakes (first seen on the 1926 works bikes) and the magneto-platform Pilgrim oil pump adopted for the '27 TT machines. This Vintage-era Scott Flying Squirrel has been ridden regularly on VMCC rallies, winning numerous awards. The engine has been upgraded with a CNC-machined Pilgrim-type pump to the drippers and runs on Silkoline Comp 2 two-stroke oil at a ratio of 50:1. Seals are all synthetic by Ian Pearce, and the magneto has been rebuilt. The machine is offered with a V5C document.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The John Hobbs Collection1930 Ariel 250cc Model LF 'Colt'Registration no. KX 5491Frame no. L8293Engine no. M-1433 (see text)In 1926, Ariel's Chief Designer Val Page laid down the basis of the company's four-stroke singles range. The following year he moved the magneto behind the engine and thus established the form in which the Ariel single would survive for the next 30 years. Ariel's range at this time encompassed a dazzling variety of models: vertical engines, sloping engines, side valves, overhead valves - two or four per cylinder - all were represented alongside Edward Turner's revolutionary Square Four.Offered here is an example of the overhead-valve twin-port Model LF (there was also a sidevalve version, the Model LB). John Hobbs rescued this 250 Ariel from a local chalk pit and lovingly restored it to former glory over a period of years. An older restoration, the Ariel is offered with a V5C document, John's maintenance log, a 1983 article entitled 'John's piece of history from a chalk pit', an image of John aboard 'KX' on the Banbury Run (date unknown) and an expired MoT. It should be noted that the V5C and HPI list engine number 'M262', indicating that the engine has been changed. Requiring restoration to a greater or lesser extent, prospective bidders must satisfy themselves as to the condition, completeness, correctness, date and suitability of the machine's component parts prior to bidding.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate1986 Suzuki RG500 GammaRegistration no. D271 SHRFrame no. HM31A-105348Engine no. M301-106353Based on its World Championship-winning RG500 racer that had carried Britain's Barry Sheene to his two World titles (in 1976 and 1977), Suzuki's Gamma roadster retained the same square-four engine layout, geared-together crankshafts, and disc-valve induction. A box-section aluminium frame, 'Full Floater' rear suspension, and triple disc brakes completed the picture. More racetrack focussed than Yamaha's rival RD500, the Gamma, with its 130mph-plus top speed, 11.5-second quarter-mile time, and superlative handling and brakes, remains the closest anyone got to offering a modern Grand Prix 500 for the road; indeed, many found their way onto the world's racetracks. Not surprisingly, the RG500 was an immense success with the seriously speed-addicted, and today this legendary model is highly sought after by collectors of modern Japanese classics. Currently displaying a total of 21,006 miles on the odometer, this RG500 Gamma was purchased by the late owner in March 2011 and has been unused since the last MoT expired in July 2014. Recommissioning to a greater or lesser extent will be required before it returns to the road (the engine turns over). Notable features include in-period Arrow after-market silencers and red rim tape. The machine would benefit from detailing. Offered with key.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1937 Triumph 598cc Model 6SRegistration no. CDU 396Frame no. TH.757Engine no. 7-6S 10261C (see text)• Original purchase invoice from 1937 on file• Purchased by Tony East in 1997• Restored throughoutJust as he had done at Ariel in the 1920s, Val Page transformed Triumph's ageing range on his arrival as Chief Designer in 1932. The new line-up comprised overhead- and sidevalve-engined singles in capacities ranging from 250 to 500cc, plus the range-topping 650cc 6/1 sidecar tug. Introduced for 1937 and intended for sidecar use, the 598cc sidevalve-engined Model 6S followed the successful pattern already laid down and continued substantially unchanged until the outbreak of WW2. The 6S was not produced after WW2 and only three are recorded in the VMCC's Register of Machines. This rare Triumph 6S comes with the original purchase invoice dating from 1st January 1937 recording its sale by W Lole & Son in Coventry to a Mr Whitbread. The Triumph cost £61 3s 6d and came with sidecar fittings, speedometer, carrier, stop-light, and pillion footrests (it should be noted that the engine number is recorded as '7-6S-1833'). Tony East purchased the Triumph in 1997. Restored throughout and very well presented, the machine was last taxed to 31st May 2012 and currently displays a total of 372 miles on the odometer. Additional paperwork includes V5/V5C documents; some old MoTs; sundry bills; a Triumph motorcycle replacement parts book for 1937 models; and Bryan Small's restoration invoice totalling £6,360.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate1958 James 98cc CometRegistration no. not registeredFrame no. AL1-1126Engine no. 606B5838James had begun concentrating on the manufacture of two-stroke lightweights in the 1930s and continued the policy after WW2. Its first post-war models were the ML, a 122cc Villiers-engined machine derived from a successful military design, and an autocycle. The next introduction - in 1948 - was the Comet, again Villiers-powered but this time using the 98cc 1F unit, the latter housed in a simple loop-type rigid frame fitted with single-tube girder front fork. Standard (direct lighting) and deluxe (battery) models were offered.This little Comet is offered for recommissioning as sadly none of its history is known other than the late vendor purchased it 35 years ago and has been dry stored since. Offered without documents.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1959 AJS 250cc Model 14 SapphireRegistration no. XDD 829Frame no. 4455Engine no. 59/14 3936Associated Motor Cycles returned to the 250cc class in 1958 with a brace of all-new models. Shared by the AJS Model 14 and Matchless G2, the overhead-valve power unit incorporated its oil tank within the crankcase and appeared to be of unitary construction, although a separate gearbox was retained. The conventional cycle parts comprised an open, tubular steel frame, closed at the bottom by a pressed-steel channel, complemented by a telescopic front fork and swinging-arm rear suspension. One of AMC's final lightweights, this Model 14 Sapphire (names were adopted from 1962 onwards) has been in the vendor's possession for 15 years and is said to run very sweetly. First registered on 1st June 1959, this AJS Model 14 was acquired by the vendor in 2005 and has been ridden regularly. Offered with a V5C document, the machine will need careful recommissioning checks before further use.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The John Hobbs Collectionc.1929/1930 Ariel 250cc Model LFRegistration no. PN 6298 (see text)Frame no. J243Engine no. L7311 (see text)In 1926, Ariel's Chief Designer Val Page laid down the basis of the company's four-stroke singles range. The following year he moved the magneto behind the engine and thus established the form in which the Ariel single would survive for the next 30 years. Ariel's range at this time encompassed a dazzling variety of models: vertical engines, sloping engines, side valves, overhead valves - two or four per cylinder - all were represented alongside Edward Turner's revolutionary Square Four. Offered here is an example of the overhead-valve twin-port Model LF (there was also a sidevalve version, the Model LB). An older restoration, since mellowed, the machine was last taxed in May 2013. Despite being registered with a 1930 date of manufacture, the 'J' frame prefix is for 1931 machines whilst the 'L' engine prefix is for 1929. There are two V5C's present, one for the VRN PN 6298 relating to the frame number, and another for RX5070 relating to the engine number. Requiring restoration to a greater or lesser extent, prospective bidders must satisfy themselves as to the condition, completeness, correctness, date and suitability of the machine's component parts prior to bidding.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1954 Matchless 498cc G9Registration no. LOT 734Frame no. A6711Engine no. 54/G9 18820Like those of its major rivals, Associated Motor Cycles' parallel twin engine started life as a 500 before undergoing a number of capacity increases. Similarly, AMC's original 500cc offering would remain the sweetest of the many alternatives. Announced in 1948, the Matchless G9 and equivalent AJS Model 20, while following the established pattern of British parallel twins, were unusual in having a third, central, crankshaft main bearing. The new 498cc engine was housed in the sprung frame recently introduced on the heavyweight singles. Progressively developed, the motor underwent a number of capacity increases, finally arriving at 646cc in 1958 with the launch of the AJS Model 31 and Matchless G12. Production of the 500cc models ceased in 1961 and that of the 650s in 1966. Well-finished, stylish and deservedly popular, the AMC twins were much missed after their demise. Acquired by Tony East in 1984, this G9 comes with invoices and correspondence relating to its restoration for him by J W Tennant-Eyles in the mid/late 1980s and others relating to a subsequent mechanical rebuild undertaken by Bryan Small (close inspection recommended). The machine was last taxed in March 2006 and currently displays a total of 3,833 miles on the odometer. Additional documentation includes 11 MoTs (most recent expired March 2006), SORN paperwork, old/current V5/V5C Registration Certificates, and a quantity of very useful instruction manuals and parts lists.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1961 BSA 499cc 'DBD34' Gold StarRegistration no. 730 KYBFrame no. CB.32.110291 (restamped, see text)Engine no. DBD.34.GS.5911This Gold Star has belonged to the same owner since 1975 when it was bought for £250 (bill of sale on file). The Goldie would have left the factory in Clubman's trim, and there is a copy of the engine brake test sheet on file annotated to the effect that the machine was despatched to J Difazio in Frome, Somerset on 3rd January 1961, 'J (Jack) Difazio' being the pioneering advocate of hub-centre steering. At some point the frame was changed and restamped (using a non-factory font) with the original number but with an additional '1' ahead of the actual number, which should read 'CB.32.10291' as recorded in the V5C. It should also be noted that the engine has a correct factory stamp but gearbox stamping is non-factory. The numbers on the documents (frame, engine and registration) all tie up. Kept as part of a private museum collection, and beautifully presented, the machine displays a tax disc that expired in September 1986 and will require recommissioning before returning to the road. It comes with a most extensive file of documentation to include an old-style continuation logbook (issued 1975); photocopies of previous V5s; a current V5C; restoration photographs; and a substantial quantity of bills for parts and services.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1924 BSA 349cc Side Valve ModelRegistration no. not registeredFrame no. unable to locateEngine no. F10306The Birmingham Small Arms Company first experimented with powered two-wheelers in the latter years of the 19th Century and then again in 1905. These first motorcycles made by BSA used proprietary engines such as the Belgian Minerva, and it was not until 1910 that the firm introduced a BSA designed and built machine. Introduced in November 1922, the Model L, as it would come to be known, is noteworthy as BSA's first production motorcycle to have overhead valves. Complementing this new 349cc sports model was an otherwise similar sidevalve version sharing essentially the same cycle parts. 'To the sporting solo rider who asks for a 'go anywhere' mount, its records in the Scottish Six Days' Trial and the International Trials in Sweden in 1923 stand as recommendation,' declared Pitman's Book of the BSA, reviewing the sidevalve version of the Model L.The vendor's late father, the noted collector Ken Senior, purchased this BSA at Bonhams' Harrogate Sale in November 2008 (Lot 442). Apparently complete, the machine appears to be an older restoration; however, its mechanical condition is not known and thus it is sold strictly as viewed. In the absence of a frame number, it has not proved possible precisely to determine the year of manufacture. There are no documents with this Lot.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate1972 Benelli Tornado 650SRegistration no. DBE 85KFrame no. EA*6168*Engine no. *6175*A machine for the parallel-twin connoisseur who dares to be different, this 650S Tornado was imported from Italy in 2006 and acquired from its first UK owner by the vendor's late father in 2010. The Benelli had been cosmetically restored to a high standard by the previous keeper, leaving the late owner to sort out the carburetion and change the engine/gearbox oil to a type suitable for wet-clutch transmissions. The only obvious modifications are stainless steel exhaust pipes and a Veglia 'mph' speedometer to match the rev counter. The current odometer reading is 6,096 miles (at the time of cataloguing/photography) while that of the removed 'km/h' speedometer (since misplaced) was 8,382 kilometres, making the combined total some 11,300 miles, which judging by the machine's beautiful condition may well be the distance covered from new. Prior to the carburettor settings being finalised, 'DBE 85K' was featured in Classic Bike Guide for a comparison test with a BSA Lightning (April 2011 edition, copy article available). Following a period of inactivity, the machine will require recommissioning to a greater or lesser extent and thus is sold strictly as viewed. Accompanying documents include a current V5C; expired MoTs (most recent 2016); an old tax disc; copy of previous-owner V5C; various invoices/bills; and marque-related literature: owner's manual, workshop manual, parts book. The best example of its type we have seen, 'DBE 85K' represents a wonderful opportunity to acquire one of these rare Italian thoroughbreds. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1988 Kawasaki 998cc ZX10B TomcatRegistration no. F485 PNCFrame no. JKAZXCB16KA017483Engine no. ZXT00AE041236• Imported from the USA• Only 3,662 miles from new• Recent professional (cosmetic) restorationKawasaki followed up its trend-setting GPz900R superbike of 1984 with the GPZ1000RX, which after only two years in production was superseded by the ZX10. Introduced for 1988, the latter boasted an aluminium 'E-box' frame and was 35lbs lighter than its steel-framed predecessor. The extensively revised 16-valve water-cooled engine now produced 137bhp, which was good enough for a top speed knocking on 170mph. UK customers had to make do with 'only' 125bhp courtesy of the industry's 'gentlemen's agreement' to restrict maximum power, though the missing horses were easily reinstated by modifying the carburettor tops to enable the slides to open fully. Bodywork was similar to the outgoing GPz's but featured a higher screen giving greater wind protection to the rider. The ZX10 was only manufactured for three years (1988-1990) before being superseded by the ZZR-1100. This example of Kawasaki's cutting-edge late 1980s superbike was imported from Texas, hence the US-market 'Tomcat' name (import certificate on file). The machine had covered only 3,662 miles from new and had spent most of its life in storage. It even has the Kawasaki running-in sticker on the rev counter!The Kawasaki looked a little tired when acquired and was sent to a professional restoration company (Jap Retro), who were instructed to dismantle and rebuild it for cosmetic purposes only. The entire bike was stripped and cleaned; the wheels repolished and repainted; the bodywork fully resprayed and given new decals; and the exhaust system Cerakoated and powder-coated to give it the 'as new' look. The Kawasaki now looks as it should and must be one of the best ZX10 Tomcats currently available. The rebuild is fully documented by images on a memory stick, which prospective purchases may view on request. There is also a video of the machine running, available to view on the Bonhams website. Accompanying documents include a (copy) Kawasaki Certificate of Origin; ZX10 owner's manual; two MoT certificates (most recent expired May 2023), and a UK V5C Registration Certificate showing only one former keeper. Four keys present.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1938 Triumph 249cc Tiger 70Registration no. VFO 672Frame no. TL4817Engine no. 8-T70-7857• Acquired by Tony East in 1999• Restored by Bryan Small circle 1999• Invoices totalling £6,050Just as he had done at Ariel in the 1920s, Val Page transformed his employer's ageing range on his arrival as Triumph's Chief Designer in 1932. The new line-up comprised overhead-valve and sidevalve singles in capacities ranging from 250cc to 500cc, plus the range-topping 650cc 6/1 sidecar tug. Edward Turner's arrival at Triumph in 1936 resulted in extensive improvements to the range. A brilliant stylist, Turner transformed Page's overhead-valve singles by adopting sports-specification engines, high level exhausts, chromed fuel tanks and a new name: 'Tiger'. Frames, forks, engines and gearboxes were all improved for 1937 and a trio of randomly selected Tigers successfully completed a series of arduous speed trails to secure the Maudes Trophy for Triumph later in the year. Today, Turner's Tigers are widely recognised as the most stylish sports roadsters of the period and thus are highly sought after. This nicely presented Tiger 70 was acquired by Tony East in April 1999 and last taxed in 2010. Accompanying paperwork includes numerous bills totalling £6,050 for the Tiger's restoration by Bryan Small Motorcycles circa 1999; three old MoTs (most recent expired 2010); instruction books; replacement parts catalogue; old/current V5C documents; and a copy of Triumph Motorcycles Practical Guide Covering All Models from 1937 by the Service Manager at Triumph. It should be noted that the frame/engine numbers are transposed on the V5Cs, and that the latter is incorrectly recorded therein as '8-TY0-785Y'.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1953 Excelsior 243cc Talisman Twin TT1Registration no. PMN 450 (Isle of Man)Frame no. XTS/3971Engine no. 5585Villiers' introduction of the 2T 250cc twin-cylinder engine in 1956 gave many independent manufacturers the opportunity to add a sporting '250' to the range. Before then, though, Excelsior had gone down the same route with their Talisman twin. A new introduction for 1950, the latter was joined by a twin-carburettor Sports (STT1) version in 1952. The early Talisman used a plunger-suspended frame before a more modern swinging-arm version arrived for 1954. An unusual feature of the Talisman was its dual seat (if so equipped), which featured downward extensions that acted as passenger knee grips. A '350' version was added to the range for 1957 and both Talismans remained in production until the end of 1962, by which time Excelsior was on the point of collapse. First registered in the UK as 'KHR 735', this Talisman comes with an old-style Isle of Man logbook recording the date of first registration there as February 2005. An older restoration, the machine was last taxed to 31st January 2011 and was showing 33,398 recorded miles at time of cataloguing. Additional documentation includes a current IoM registration certificate; photocopied literature; invoices for various parts; photocopy sales literature; and a quantity of operating, maintenance and instruction manuals.Footnotes:If purchased by a UK resident, this machine will be subject to a NOVA Declaration, which Bonhams will undertake at no cost to the buyer. This declaration facilitates the registration process with the DVLA in the UK.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estatec.1971 Ariel 3 MopedRegistration no. not registeredFrame no. none foundEngine no. none found'Here it is. Whatever it is.' That was how the BSA Group's advertisers heralded the arrival of the ill-conceived Ariel 3 in 1970. A tricycle aimed squarely at commuters, the Ariel 3 was powered by a 50cc Dutch Anker engine and featured a clever banking front end controlled by torsion bars, while its closely-spaced rear wheels, which remained upright, allowed the Ariel trike to be classed as a moped. Sadly, the machine turned out to be a disastrous flop, the £2 million wasted on the project playing a big part in precipitating the Group's subsequent collapse. There is no history known of this Ariel 3 which the late vendor purchased some 20 years ago, offered for recommissioning or restoration and without documents. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

2021 Honda CB1100RS 5Four Special EditionRegistration no. KU21 YZZFrame no. JH2SC78B0KK200096Engine no. SC65E-5600415In 1969, there weren't many people that could predict the monumental shift that was about to occur when Honda unveiled the Honda CB750. An iconic motorcycle that has stood the test of time and helped propel Honda to unimaginable heights and a dynasty that will last for generations. Fast forward 50 years and Honda still use the 4-cylinder motorcycles they pioneered in 1969 in their model range with the CB1100EX and CB1100RS. To celebrate the 50th anniversary of the CB750, Honda UK partnered with 5Four motorcycles and commissioned a limited edition run of 54 unique custom motorcycles which used the CB1100RS as a base. Stripping it back and keeping a lean look and a nod to the golden era of café racers, they utilised the single seat option built in house and iconic race livery of blue and red used in the endurance races. Fitting a handlebar fairing and smaller brake/clutch levers and other small details, they created a stunning retro Honda which any collector would want in their collection. The example offered here is number 13 of the limited edition run and has been owned since new by the current vendor. It's covered a mere 703 miles from new and has had an oil and filter service already (invoice on file). Used sparingly on summer days, it has been dry stored in the vendors dehumidified garage whilst not in use. Offered with a V5C, aforementioned invoice and owners manual.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection2014 Peugeot 400i Metropolis Scooter TricycleRegistration no. FJ14 TXXFrame no. VGAX1AAAAE0001306Engine no. obscuredThree-wheeled 'twist-'n-go' scooters have been gaining in popularity in recent years, particularly in Continental Europe where Piaggio's MP3 range is the market leader. Peugeot's first effort in the class was the 400cc Metropolis, which the French manufacturer deliberately pitched between Piaggio's 300cc and 500cc models. Like the Piaggios, the Metropolis' tilting front wheels are set wide enough apart for it to be classed as a tricycle, meaning some owners could ride them on a car licence (others require an A2). The front wheels can be locked manually as you come to a halt, meaning there's no need to put your feet down. Brakes are linked and can be operated by either the handlebar lever or foot pedal. As its name suggests, the Metropolis was designed primarily for use in cities and with a degree of user-friendliness and convenience guaranteed to appeal to car drivers, a key market.Purchased by Tony East (its second owner) in 2018 for £4,100, this Metropolis has covered fewer than 5,000 miles from new. The machine comes with the purchase receipt; instruction manuals (x2); a part V5C (New Keeper supplement missing) and two MoTs (most recent expired March 2019). Two keys present.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1975 Honda GL1000 Gold WingRegistration no. JHU 250NFrame no. GL1-1016013Engine no. GL1E-1015909In a world grown accustomed to an excess of decadence on all fronts, it is hard to imagine the mixture of awe and disbelief that greeted the Honda Gold Wing on its arrival in 1974. 'Motorcycle or sci-fi fantasy?' was Bike magazine's reaction. 'Quite simply the most advanced motorcycle ever made,' was Honda's preferred description, and given the mind-boggling specification: 1,000cc flat-four engine, water cooling, belt-driven overhead camshafts, shaft drive, triple disc brakes, etc, it was certainly complex if not, strictly speaking, that advanced. Over the years the 'Wing has grown in engine capacity, overall size, and complexity, which only serves to underline the increasingly collectible original GL1000's purity of form.This example was imported into the UK in 2017 by the previous owner (offered with original US Title and NOVA declaration) and was purchased in 2020 by the current vendor. Since being purchased, it's been used sparingly on summer runs and been dry stored whilst not in use. Offered with a V5C. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1998 Bimota 652c BB1 SupermonoRegistration no. P844 HWLFrame no. BB1*00065Engine no. 391657 65 1V A'The Supermono was...the first Bimota to be equipped with a single-cylinder power plant. In this case, the BMW/Rotax 650. A single cylinder sport bike was appreciated in Germany and Japan, less so elsewhere. The decision to put Supermono into production, then, was a daring one.' Bimota, 25 Years of Excellence; Giorgio Sarti (Giorgio Nada Editori, 1999).Bimota SpA, the Rimini-based bespoke motorcycle manufacturer, built the first series of Supermono 650s, (376 in total) from 1995 through 1997. The oval section aluminum tube chassis was similar in style to that of Mantra, another 'daring design', the suspension came from Paioli, the brakes from Brembo (a single front disc) and lots of details in carbon fiber. Interestingly, the fuel tank was mounted underneath the engine and the catalogue offered several factory-sourced enhancement kits, labelled: steering, fuel injection, suspension, body shell, and racing. Purchased by the current vendor in 2022, the V5C states 'Declared new in GB by independent importer' and the machine has clearly led a rather pampered life, reflected in its lovely condition. Last MoT'd in June 2022 (10,857km), the odometer presently displays 10,880 km and is offered with Gov.UK MOT history dating back to 2008 (8,062 km). The vendor advises us that the machine ran well prior to the recent MOT expiry (June 2023) and other than charging the battery, the machine has required little else in his ownership. Nevertheless, recommissioning and the usual safety checks are advised prior to returning to the road.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Unregistered1999 Yamaha 749cc YZF-R7 OW-02Registration no. not registeredFrame no. *JYARM011000000614*Engine no. *M501E-000357*• Unregistered exotica• From the one and only homologation batch• One of six supplied to the Virgin Yamaha race team• Stunning conditionThis motorcycle is a rare thing: an unregistered Yamaha OW-02 from the one and only homologation batch manufactured in 1999, with only 2 miles showing on the odometer (presumably push miles). To avoid confusion with Yamaha's new R7 model we'll refer to it as an OW-02. This was one of the most beautiful and iconic motorcycles of its time. Who can forget Noriyuki Haga's eye-catching and totally committed riding on the factory machines which thrilled crowds around the globe in the WSB series of 1999 & 2000. Haga would undoubtedly have done even better if the prevailing rules hadn't favoured the twin cylinder competition, which were then allowed up to 1000cc while the fours were restricted to 750cc.We are indebted to Cycle World (www.cycleworld.com) for permission to quote from their recent profile of the OW-02: 'During the late '80s and early '90s, motorcycle manufacturers racing in World Superbike, AMA Superbike, British Superbike, and other production-based series homologated special bikes to meet the 'production rules.' In other words, if specific trick parts, high-tech materials, or unique chassis geometries on their racebikes differed from standard production models, they would have to put a few racebikes into production. The result was the era of the Honda RC30 and RC45, Yamaha OW01, Ducati 888 SP4S, Suzuki GSX-R750 LE, and then later on the original R7, officially known as the YZF-R7 OW02, a mouth-watering time for fans of race machinery. In theory, you could walk down to the dealer and ride off on any of them. All of the bikes were rare, but it could be argued that the R7 was uniquely so, with only 500 bikes produced between 1999 and 2000, and only 50 of those imported to the US in 1999......As the last of the Japanese homologation specials, the R7 closed a chapter in Superbike racing before the rules changed to 1,000cc production-based bikes in most racing series around the world.'We are told by the vendor that the OW-02 offered here was one of six supplied to the Virgin Yamaha race team in 2001. Four of the six bikes were raced, one of them was retained by the team, and this one was sold to a team member who kept it in a dehumidified and heated garage. It was sold by him to the vendor in November 2019, and since that time it has occupied pride of place inside his house.No battery is fitted. It is accompanied by a dating letter from Yamaha and an original owner's service manual. One ignition key is supplied along with its accompanying numbered tag. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. It is sold strictly as viewed. A rare opportunity!Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1950 Reliant Prince Regent Trade VanRegistration no. MTV 878Frame no. 462469Engine no. 6511Nottingham-based Raleigh experimented with cars in the Edwardian period and the 1920s, but it was not until 1933 that its first car entered production. The Raleigh Safety Seven tricycle deployed one wheel at the front and two at the back, an arrangement that allowed more room for passengers than in the rival Morgan three-wheeler. An air-cooled 742cc v-twin motorcycle engine provided the power; the transmission though, was more 'car-conventional', comprising a three-speeds-and-reverse gearbox, single-plate dry clutch, and shaft drive to the rear axle. Up front the single wheel was steered via a motorcycle-type girder fork.When Raleigh ceased manufacture of its Safety Seven trike in 1936, designer Tom Williams set up Reliant Engineering to continue production in van form, at first with a JAP engine rather than the original Raleigh v-twin. Motorcycle power units were soon abandoned in favour of the four-cylinder Austin Seven engine, production and development of the latter being taken over by Reliant in 1939. This wonderfully presented example is liveried 'A.R.E. Ltd Purveyors of Motor Parts' and has been on display at the Jurby Museum. 'MTV 878' is recorded on the HPi database however there is no paperwork offered with it.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1943 Ariel 347cc W/NG Ex-WDRegistration no. not registeredFrame no. XG 42472Engine no. BH 35914The machines which the MoD considered to be most effective for wartime work tended to be 500cc side-valves, such as BSA's M20 and Norton's 16H, or 350cc overhead-valves such as the Matchless G3L or Ariel W/NG. The WD Ariels were an adaptation of their pre-war trials bikes, and many were used post-war for this purpose. Indeed, this W/NG sports a racing number and open pipe, suggesting that it may have seen some sporting use post-war. Acquired by the vendor in 2008, this W/NG is effectively in 'barn find' condition and in need of restoration, being sold strictly as viewed, although the vendor advises that the engine turns over, and the magneto and carburettor have been cleaned this year. The only documentation with this machine is a dating certificate from the Ariel owners club. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1964 Honda 90cc C200 SportsRegistration no. GBD 97B (see text)Frame no. C200-106577Engine no. C200E-47448Introduced in 1958, Honda's classic C100 Super Cub 'step-thru' moped gave millions the world over their first taste of two-wheeled mobility. Larger-engined versions of the original 50cc Cub were soon made available alongside sports models that were proper small motorcycles. The first nominally 90cc sports model, the C200, arrived in 1963 boasting an overhead-valve engine of 86.7cc that produced 6.5bhp at 8,000rpm. Its cycle parts were typically Honda, consisting of a pressed steel spine frame with swinging-arm rear suspension and leading-link front fork. The C200 lasted in production until 1967, latterly alongside the overhead-camshaft CS90. This Honda C200 comes with a Honda range brochure and numerous invoices totalling almost £6,000 relating to its restoration circa 2020, many issued by marque specialists David Silver Spares. There is no registration document with this Lot but the machine is on the HPI database, which records the last change of ownership as 21st August 1987. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate1961/1960 Norton 596cc Dominator 99Registration no. WFV 670Frame no. 14 94710 (see text)Engine no. 87103 14RNumerous bills on file indicate that this Dominator 99 belonged to a Mr D Raybould from at least 1985 to circa 2012. The previous keeper listed on the V5C acquired the Norton in September 2014 and sold it to the current vendor's late father in September 2015. An older restoration that has mellowed, 'WFV 670' featured in an article in The Classic MotorCycle's December 2017 edition, appearing on the front cover (copy on file). Although the Norton had been comprehensively restored to a good standard, there were numerous minor mechanical issues to be sorted out, which had been done by the time of TCM's road test. TCM concluded: 'A well put together motorcycle, with a decent clutch and a sweet gear change which holds the road nicely, it is an easy starter. All in all, a credit to the efforts of all, combining to create a nice experience on the road.'It should be noted that the frame number is believed to be a non-factory stamping. Accordingly, prospective purchasers must satisfy themselves with regard to this motorcycle's authenticity, correctness and originality. Following a period of inactivity, the machine will require recommissioning to a greater or lesser extent and thus is sold strictly as viewed. Accompanying documentation includes copy old and current V5Cs; some old MoTs (most recent expired 2018; various invoices/bills; and the aforementioned copy of TCM.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate2008 Ducati 990cc Desmosedici RR 'Team Version'Registration no. RR08 DUC (see text)Frame no. *ZDMD100AA8B000431*Engine no. ZDM990FW4*000557*• Limited edition Grand Prix replica• Number '431' of only 1,500 made• Circa 5,000 miles from new'As a road bike, the Desmosedici has the potential to genuinely validate the term race replica.' – Bike magazine.It is surely ever true enthusiast's dream to own a genuine Grand Prix motorcycle, though in reality one achievable by only a tiny handful of the most wealthy and well connected cognoscenti. Until the arrival of the Ducati Desmosedici RR, that is. OK, it did cost around £40,000, but all you needed to do was re-mortgage the house... It helped if you already owned a Ducati 999R superbike, their owners being given priority by the factory when ordering. It could be argued that, being road legal, the Desmosedici RR was not quite the real deal, but that did not stop the 1,500 machines planned selling like the proverbial 'hot cakes'. At the Misano circuit in 2004, Ducati had astonished the motorcycling world by announcing that it intended to offer for public sale a low-volume, road-legal replica of its MotoGP racer. Two years later, in June 2006, Ducati unveiled the production version at the Mugello Grand Prix weekend. The Desmosedici RR was based on the 2006 Ducati GP6, raced that season by works riders Loris Capirossi, Sete Gibernau and, in a season-concluding one-off, Troy Bayliss, who secured his one and only Grand Prix victory in the last race of the 990cc era at Valencia.Ducati cut remarkably few corners in creating its racer-on-the-road Grand Prix replica, which used basically the same 90-degree V4 engine as the GP6. As delivered, the Desmosedici RR came with a catalytic converter, was Euro 3 compliant, and had a maximum of 188bhp on tap, though when the supplied race pipe was fitted this climbed to 200bhp. The RR's engine was carried in a truncated trellis frame, just like the GP6's, with the aluminium swingarm pivoting directly in the crankcase and the seat formed by a structural carbon-fibre sub-frame – a 'first' for a road bike. There was Öhlins suspension at both ends, offering a mind-boggling range of adjustability, with brakes supplied by Brembo, at the front featuring radial monoblock callipers. The wheels were lightweight magnesium Marchesinis, manufactured by the forging process – another road bike 'first'. Carbon fibre was used for the bodywork while the fuel tank was aluminium, the result of all this weight saving enabling the Desmosedici RR to tip the scales at only 171kg (376lb). In 2006, at Mugello, the motorcycling press at last got its hands on the production Desmosedici. Bike's Mike Armitage was suitably overwhelmed: 'Driving urgently and cleanly from low revs to the 14,200rpm limit, the snarling V4 is a masterpiece of internal combustion, delivering warp-drive, vision-blurring pace through gear ratios closer than any other road bike I can think of. It shoots the digital tacho round the clocks in a quick-fire frenzy, building revs with unrivalled velocity, picking up the front wheel in third gear, and blurring the edges of your vision. It's dominating, intoxicating, beautiful.'With the tacho showing 13,900 revs in top gear, Mr Armitage saw 301km/h registered on the speedometer, which equates to a real-world 182mph. Had maximum revs been reached, the Desmosedici would have been doing 193mph. Track time for each of the assembled hacks was limited to five laps - 15 miles - which is more than many of the Desmosedici production run have managed to this day. Number '431' of the 1,500 made, as recorded on the top-yoke plaque, this example formerly belonged to the current vendor's late brother, who purchased it in August 2014 from Craigs Honda of Shipley, West Yorkshire. The previous (first) owner had purchased the Desmosedici from Ducati Manchester in 2008. Sales invoices for both of these transactions are on file.Well serviced and pampered, the machine has been dry stored and ridden regularly by the late owner. Currently displaying a total of only 5,397 miles on the odometer at the time of cataloguing/photography. The Ducati was last running in September 2023, and there is a walk-around video of the machine running which can be found on the Bonhams website. This Desmosedici was first registered in UK and then exported to Guernsey in 2014. It comes with a Guernsey Registration Certificate for '16711' and its old V5C registration document for 'RR08 DUC'. It should be noted that Vehicle Registration Number 'RR08 DUC' features a 2014 'Export' marker to the HPI/DVLA database. Accordingly, prospective purchasers should satisfy themselves with regard to the validity of the motorcycle's registration status prior to bidding and will need to apply to the DVLA to retrieve the Vehicle Registration Number. As one would expect of a pampered example, this Desmosedici comes complete with the original manufacturer's authentication certificate 'plate' numbered '0431' and all its original books including the owner's manual and its warranty/service book. Other accompanying paperwork includes a 2014 MoT certificate; various Ducati and Moto Rapido invoices/bills; an invoice for repair/paint of panels; and photographs. Items with the machine include front and rear paddock stands, a bike cover, tool kit, saddle, original exhaust system (used), battery charger and other sundry spares (close inspection advised). Two keys present.Footnotes:Please note that this vehicle is from outside the UK. Our customs agents, CARS UK, will manage all post sale customs administration. A fee of £350+VAT will be charged on the buyer's invoice to administer both import or export customs movements. If this vehicle is to stay in the UK, it will be subject to Import VAT at the standard rate of 20% on the hammer price. This vehicle will not be available for immediate collection after the sale and will only be released on completion of customs clearance. If you have any questions regarding customs clearance, please contact the Motorcycle Sale Coordinator Annika.morrill@bonhams.com +44 (0) 20 8963 2817.All lots are 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: Ω NΩ VAT on imported items at the prevailing rate on Hammer Price and Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

1911 New Hudson 3½hp Model IIIRegistration no. BF 8177Frame no. 1533Engine no. 696Birmingham-based New Hudson started out as a bicycle manufacturer in the Victorian era. The company's first powered machine of 1903 used a clip-on Minerva engine, and this was followed by the first proper motorcycle in 1910. The first model powered by an engine of its own make arrived in 1911 and New Hudson made its Isle of Man TT debut that same year. However, major competition success eluded the Birmingham firm until Bert Le Vack took over racing development, becoming the first man to lap Brooklands at over 100mph on a 500cc machine in 1927. New Hudson announced a new range for 1931, but the onset of economic depression did little to encourage sales and in 1933 the company, by then manufacturers of Girling automotive components, ceased to build motorcycles. There was a brief return in 1940 with the New Hudson Autocycle, later built by BSA. The magnificent Veteran-era 'flat tanker' offered here is a rare example of New Hudson's 3½hp (499cc) Model III. New Hudson manufactured the Armstrong three-speed hub gear, and it is likely that the one fitted to this machine was made by them. The vendor purchased the machine in early 2017 and participated with it in that year's Pioneer Run. Run earlier this year, it has seen little use other than the occasional outing. Accompanying paperwork consists of a Pioneer Certificate; VMCC dating document; and a current V5C.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c. 2000 Honda SRX50 ShadowRegistration no. not registeredFrame no. JH2AF42BXWK004702Engine no. to be advisedAlthough looking like a cross between a Harley-Davidson and a Vespa, the SRX50 was never exported to the USA, its distribution being confined to Japan and Europe. Known as the Joker in its home country and the Shadow elsewhere, the SRX50 featured a 49cc two-stroke engine with case-reed induction producing a maximum of 4.5bhp, while other specification highlights include an electric starter; CVT ('twist 'n go' automatic) transmission; and a disc front brake. The Shadow was never officially imported into the UK, those that did make it to this country being 'grey imports'. Believed unused, this unregistered Shadow was imported by BAT Motorcycles of Biggin Hill, Kent. There are no documents with this Lot. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1995 Honda NX650 DominatorRegistration no. N107 FLMFrame no. ZDCRD0870SF002793Engine no. RD02E-5803149The Honda Dominator is a popular model that has gain a legion of enthusiast since its introduction in 1988. On sale in the UK for 8 years up to 1996, its SOHC air cooled 644cc single engine was surprisingly smooth compared with most 'big singles' of the time, and its solid build quality and refinement was typical of the Honda breed. Purchased new by the vendor in 1995, this example has been used regularly for commuting and leisure trips. Offered with an original owner's manual and service book and an invoice for parts and labour from a Honda main dealer for £1,650, dated July 2022. This details servicing work to the brakes, carb, engine and electrics, including fitting of a new genuine exhaust system. Two new tyres were fitted in July 2023 with the odometer showing 25,192 miles. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1958 Ariel 650cc Model FH Huntmaster & Garrard SidecarRegistration no. VXW 187Frame no. CAPR13264Engine no. CNLM5885 (see text)• Acquired by Tony East in 1993• An older restoration• One of Tony's favouritesFollowing Ariel's acquisition by the BSA Group in 1951, an exercise in 'badge engineering' a few years later saw the launch of a new model - the Huntmaster - which deployed the 650cc twin-cylinder engine of the BSA A10 in Ariel's new swinging-arm frame. In Ariel guise the power unit differed only in detail, its origins being disguised beneath a reshaped timing cover, while on the primary drive side Ariel's traditional dry clutch was retained. 'High performance combined with remarkable tractability and notable fuel economy: first-class steering and braking' was how Motor Cycle magazine summarised the Huntmaster's virtues in December 1955. The factory claimed a top speed of 90-95mph with fuel consumption of 65-70mpg when cruising at 45mph. Announced in October 1953 as a new-for-1954 model, the Huntmaster disappeared along with the rest of Ariel's four-stroke models in 1959. Dating from the penultimate year of production and attached to a Garrard Grand Prix single-seater sports sidecar, this stunning motorcycle combination was acquired by Tony East in 1993. It was last taxed in 2013 and currently displays a total of 912 miles on the odometer. In 2006 Tony's restored Huntmaster outfit was treated to a glowing road test report by Richard Rosenthal in The Classic MotorCycle's November edition. A copy of the aforementioned article is on file and the machine also comes with some old MoTs (most recent expired 2013); a quantity of invoices dating from 1994/1995; an original Ariel owner's guide; old/current V5C documents; and a quantity of invoices relating to its restoration by Bryan Small Motorcycles totalling £5,839, plus £729 for an engine rebuild. Invoices relating to the Garrard's restoration total £2,190. It should be noted that the V5C records the engine number as 'CNLF5885'.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The John Hobbs Collectionc.1929 Ariel 250cc Model LF ProjectRegistration no. DF 9066Frame no. L11481Engine no. L1701 (see text)In 1926, Ariel's Chief Designer Val Page laid down the basis of the company's four-stroke singles range. The following year he moved the magneto behind the engine and thus established the form in which the Ariel single would survive for the next 30 years. Offered here is an example of the overhead-valve twin-port Model LF (there was also a sidevalve version, the Model LB). An incomplete project missing front mudguard, handlebars, saddle, primary chain case, tappet cover, exhaust system and sundry other components, this 250 Ariel is sold strictly as viewed. There is also a large dent in the fuel tank, possibly caused by accident damage. The machine is offered with a V5C and it should be noted that the engine number is incorrectly recorded therein as 'L1710' as opposed to 'L1701'. Requiring restoration to a greater or lesser extent, prospective bidders must satisfy themselves as to the condition, completeness, correctness, date and suitability of the machine's component parts prior to bidding.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1926 New Imperial 300cc Model 2Registration no. UH 2231Frame no. D16646Engine no. B4155Builder of the last British-made machine to win the Lightweight 250 TT (in 1936) New Imperial was unsurpassed for innovation during the 1930s, with models featuring pivoted fork rear suspension and unitary construction of engine and gearbox. The marque was established in 1900 when Norman Downs acquired a cycle company in Birmingham, which he reorganised as New Imperial Cycles. The firm's first motorcycles, designed along Werner lines, were shown at the 1901 Stanley Show in London but were not well received. Not until 1910 did Downs try again, launching a conventional JAP-powered model - the Light Tourist - that would prove an outstanding success. In racing, New Imperial concentrated on the 250 class, winning the Isle of Man TT trophy for 250cc machines in 1921 and their first Lightweight TT in 1924, a feat repeated the following year. On the commercial front, the late 1920s saw production facilities expand and proprietary engines abandoned in favour of New Imperial's own power units.Apparently a Model 2 '350' fitted with a 300cc engine from a Model 1, this Vintage-era New Imperial was acquired by the vendor's late father, prominent collector Ken Senior, in August 2008. An older restoration that deserves further renovation, 'UH 2231' will require recommissioning before returning to the road and thus is sold strictly as viewed. The machine is offered with old-style V5/V5C documents.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

AJS - Matchless 249cc ProjectRegistration no. not registeredFrame no. 18990Engine no. 62CSR/12595Associated Motor Cycles returned to the 250cc class in 1958 with a brace of all-new models. Shared by the AJS Model 14 and Matchless G2, the four-stroke, overhead-valve power unit incorporated its oil tank within the crankcase and appeared to be of unit construction, although a separate gearbox was retained. Super sports 'CSR' roadsters arrived in 1962, by which time there was already a 'CS' scrambler in the range. Despite wearing an AJS tank it has not been possible to positively identify the manufacture of this machine's frame, which is fitted with a 1962 Matchless G2 CSR engine. Accordingly, prospective bidders must satisfy themselves as to the composition, age, manufacture and compatibility of the component parts prior to bidding. Offered strictly as seen, the odometer displays 5,369 miles (not warranted). Offered without documents.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1951 Sunbeam S8Registration no. LXP 301Frame no. S8-4512Engine no. S8-7040The bike is accompanied with a useful quantity of relevant literature, including the original bill of sale from from Elite Motors, dated May 1951, for a few pence under £259. LXP's Second owner – a lifelong motorcycle owner, rider, and enthusiast – purchased the S8 privately in 1975, and states that due to employment commitments his overall personal mileage on the bike is less than 2,000 miles. Last ridden in 2010 the motorcycle has since been stored within his built-in garage. All the accessories and modified components – including the BSA flywheel with its better performing large diameter hub – were supplied and fitted by the first owner but, after acquisition and some initial rides, the owner soon discarded the screen, paniers, leg shields et in order that the bike would be less cluttered, and more manoeuvrable. Due to an increasing amount of overseas work [and eventual residency abroad) the Sunbeam was laid up, pending the owners retirement.The bike's high mileage, and possibly its mechanical history, is likely explained by the two boxes of mostly pre-used parts, which were inherited from the first owner. With an accumulated mileage in excess of 50,000 miles, a 1950s Sunbeam machine would clearly have required a fair amount of mechanical attention plus a variety of replacement parts. Close inspection of this worthwhile restoration project is recommended and the machine will require recommissioning to a greater or lesser extent.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1964 Ariel 247cc Arrow Super SportsRegistration no. AJN 69B (see text)Frame no. T32871/GEngine no. T32871/GThe Ariel Leader, and its sports derivative, the Arrow, sought to combine the virtues of speed and agility with those of cleanliness and convenience. Launched in 1958 and powered by an all-new 247cc air-cooled two-stroke twin with unit gearbox, the Leader also broke with British tradition in its frame and suspension design, employing a fabricated-steel beam instead of tubes, and a trailing-link front fork. Announced in 1959, the Arrow dispensed with the Leader's enclosure panels and weather protection while remaining mechanically virtually identical. The Arrow was revised for 1961, gaining squish-band, centre-plug cylinder heads, while a third model - the Arrow Super Sports, universally referred to as the Golden Arrow after its distinctive colour scheme - was added at the same time.According to Draganfly Motorcycles' dating certificate, 'T32871/G' is a genuine Super Sports model dispatched to Belle Vue Motors Limited in Southend-on-Sea on 2nd September 1963. The Arrow appears not to have been registered until 15th June 1964. The machine comes with the following: a quantity of bills, apparently relating to its restoration circa 1995/1996 while in previous ownership; a rare original workshop manual and owner's guide; continuation logbook from 1965 recording matching numbers; some expired MoTs; and a quantity of miscellaneous paperwork. A total of 567 miles is displayed on the odometer. There is no registration document with this Lot, and the HPI database records the vehicle as unidentified. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The John Hobbs Collectionc.1904 Bransom & Kent 300ccRegistration no. CD 5422Frame no. 13271Engine no. 2725•Ultra-rare example of an obscure British marque•Nicely Presented •Known by the Sunbeam Motor Cycle Club Bransom Kent & Co of London EC2 was registered in October 1896, taking over the businesses of William Bransom & Co and the St George's Cycle Co, both firms being active in the cycle fittings trade. In 1901 they introduced a motorcycle called the 'Royal George', basically a primitive powered bicycle with a 1.25hp engine clipped to the down-tube. They also offered a more developed model featuring 2hp Minerva engine in the upright position. In 1902 Bransom & Kent exhibited a Minerva-powered motorcycle under their own name at that year's Stanley Show, but it would appear that they never made complete machines in any volume. Motorcycle production seems to have ceased after 1904, although the firm continued as a maker and supplier of accessories and fittings. Little is known about this ultra-rare example of an obscure British marque. Restored at date unknown, it has remained unused for some time, but stored in a dry environment hence its lovely condition. Notable features include a stirrup front brake; direct belt drive; and a 'Leathers' of Birmingham saddle. The engine turns over freely but the back-pedalling brake system appears to be jammed, hence the rear wheel will not turn. The accompanying V5C records the date of original registration as 23rd May 1921, this being shortly after the introduction of the Roads Act of 1920, which required local councils to register all vehicles at the time of licensing and to allocate a separate number to each. (Many vehicles, although in existence for several years in some cases, were only registered for the first time after the Act's passing). Requiring recommissioning to a greater or lesser extent, prospective bidders must satisfy themselves as to the condition, completeness, correctness, date and suitability of the machine's component parts prior to bidding. Offered with the aforementioned V5C, a VMCC Display card, an image of John astride the machine (date unknown), some Sunbeam M.C.C correspondence and a quantity of copy marque-related literature. Close inspection and of this nicely presented veteran is highly recommended.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1966 Panther 325cc Model 50 Grand SportsRegistration no. HJG 714DFrame no. 98350GEngine no. 053D864Originally registered in 1966, this Model 50 Grand Sports is one of only 237 ever sold and has had only four owners from new. The 325cc Villiers 3T-engined Model 50 was P&M's attempt at a faster middleweight, with more pulling power. It has the heavyweight forks, plus 8' brakes front and rear, and originally had a unique valanced front mudguard and 'parrot's beak' rear enclosure. These machines were never common and this is one of very few survivors. This example was only on the road for two years initially before serious fork judder caused by pitted head bearings forced it off the road, hence the believed genuine 7,100 miles on the odometer. Our vendor bought the Panther in 1995 as a wreck with a seized engine and no rear fairing or front mudguard. He originally intended to restore to 'as built' specification but decided that, as it would be nigh on impossible to get a replacement front mudguard, he would mildly customise it in the style of the Model 35 Sports. The Panther is now very nicely restored including a total respray in Model 45 red. The engine has been rebuilt by Villiers Services (including, recently, new crankshaft seals and re-magnetised flywheel ) and the wheels rebuilt with stainless spokes and new tyres. MoT'd recently, even though no longer a requirement, this ultra-rare Panther 'stroker' is offered with a comprehensive history file.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1931 Scott 596cc Flying SquirrelRegistration no. OG 8921Frame no. 8Engine no. FY3466A• VMCC local section multiple award winner• Long-term family ownership (1956 onwards)• Restored in the early 1990s• Regular participant in local VMCC runs• Last on the road circa 2005This stunning, award-winning Scott Flying Squirrel was purchased by the vendor's late father in 1956. After getting married in 1961, with a house to renovate and children on the horizon, he took the Scott off the road and tucked it away for over 30 years. In 1989, the owner began a restoration and by 1992 the Scott had been lovingly restored to prize-winning condition. The addition of a brake light was a sensible concession to modern traffic conditions.Through the 1990s, its late owner and the Scott were well known regulars at Scott Owners Club and VMCC meetings and runs throughout the Midlands, winning many cups and trophies. These include the VMCC 1999 Levis Cup Road Trial (winner of the Time Keeper's Trophy); VMCC 1994 Coventry Parade (Best Scott and Most Desirable Scott); and the VMCC 2000 Coventry Parade (Best Scott). By the late 1990s the Flying Squirrel was sharing garage space with a Silk Scott, and a Silk 700S - the owner was clearly a true dyed-in-the-wool Scott enthusiast. In the early 2000s, the owner hung up his leathers and took to three wheels in the form of a JZR trike. Last on the road circa 2005, the Scott was kept safe and secure, stored in a dry and heated garage. Before he passed away, the owner made sure the vendor was made aware of the Scott's specification and important technical details such as the frame being a single downtube which was derived from the sprint special and is fitted with Brampton Monarch bottom link forks. The engine is a 596cc short stroke and is believed to have been fitted with Roger Moss high strength cranks, main bearing, and big ends (see documentation on file). Our vendor describes the Scott as in lovely condition overall, although following a period of inactivity the machine will require recommissioning to a greater or lesser extent before it can 'Yowl' once more. Sold strictly as viewed, 'OG 8921' comes with a most substantial file of documentation (inspection highly recommended) to include an old-style continuation logbook (issued 1954); V5/V5C registration documents; expired tax discs and MoT certificates; various invoices/bills; aforementioned Moss Engineering documentation; pre- and post-restoration photographs; various VMCC and Scott Owners Club correspondence; VMCC competitor numberplates and events programmes: Scott brochures: and plenty of useful Scott related literature.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1953 BSA 123cc Bantam D1Registration no. NEL 906Frame no. BD2 10269Engine no. BD2L 2862• Unrestored 'time warp' example• Single family ownership from new until 2002• Only 1,573 miles from new• Outstandingly originalDeveloped from the pre-war DKW RT125 and announced in 1948, the Bantam became a top seller for BSA, in excess of half a million leaving the Birmingham factory before production ceased in 1971. Originally of 123cc, the engine grew first to 148cc and then to 172cc. Plunger rear suspension became available as an option in 1950, as did battery electrics powered by a 6-volt Lucas alternator, direct lighting having been relied upon hitherto. Many a mature motorcyclist will have learned to ride on a Bantam and the model remains a firm favourite to this day. This Bantam's original buff logbook records the date of first registration as 9th June 1953 and shows taxation from then until 1956. The BSA was supplied by The Homestead Garages (The Motor Cycle People) in Parkstone, Dorset and in 1954 was in the ownership of William Curtis of Hull. Unbeknown to Mr Curtis, the Bantam had left the factory minus its electrical condenser; it would never have run properly without one, which almost certainly explains why its disgruntled owner consigned it to the oblivion of his shed for some 30 years, having recorded only 77 miles. Eventually, circa 1984, the BSA was inherited by William's nephew, Colin Curtis, who entrusted its rebirth to the VMCC's Ken Blake. Ken discovered the missing condenser and with this trifling fault rectified, Colin Curtis rode the 'time warp' Bantam to the Sammy Miller Museum to take part in the British Two-Stroke Club's Blue Haze Run, where it won the award for the most original machine. In 1993 this exceptionally original Bantam was featured in The Classic MotorCycle magazine (April edition, framed copy available).Tony East purchased the Bantam in September 2007 from a Mr Clague of Sutton, Surrey, who had acquired it in 2002 from Colin Curtis. The machine remains unrestored, having covered only 1,573 miles from new, and was last taxed until 31st July 2003. This unique Bantam is offered with its original tool kit and instruction book, while accompanying documentation consists of an old-style V5C; some old tax discs; a quantity of old MoTs dating back to 1984; a BSA Bantam instruction manual; some other instruction manuals; and copies of BSA service sheets.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1955 Triumph 500cc Speed TwinRegistration no. TBJ 847Frame no. 71882Engine no. 5T 71882Although Edward Turner's Speed Twin caused a sensation when it appeared at the 1937 Motorcycle Show, few of its admirers can have guessed how influential the design would prove to be. True, there had been vertical twins before but the Coventry firm's newcomer established a formula that would be adopted by all of Britain's major motorcycle manufacturers in the succeeding decade. And whereas previous vertical twins had suffered from excess bulk, Turner's was lighter and narrower across the crankcase than the contemporary single-cylinder Tiger 90, and from certain angles looked just like a twin-port single. Performance proved exemplary for a road-going 500, better than 100mph being attainable under favourable conditions. This 'pre-unit' example dates from 1955, by which time the Speed Twin had received a stronger eight-stud cylinder barrel in place of the six-stud original and been updated with a telescopic front fork and swinging-arm frame among other improvements. This Speed Twin was despatched new to Revetts Ltd in Ipswich, Suffolk. Already dismantled when acquired by Tony East in April 1995, the machine comes with numerous invoices relating to its restoration by Bryan Small Motorcycles circa 1995/1996 (£2,561) and one for mechanical work by Heritage Classics (£1,108). The file also contains DVLA and insurance correspondence; dating letters; old/current V5/V5C documents; six MoTs (most recent expired 2006); and an original parts list and instruction manual. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collectionc.2002 Honda Dylan 125cc ScooterRegistration no. FMN 584X (Isle of Man)Frame no. obscuredEngine no. HI-JF07E*0023472*HIKGFDesigned by Honda R&D Europe, the Dylan is an up-to-the-minute, 'Twist 'n Go' street-smart urban scooter, characterised by racy design and powered by a cutting-edge, water-cooled, low-emissions, four-stroke engine producing a healthy 14bhp. Other noteworthy features include a motorcycle-type front fork, electric starter, belt drive transmission, linked disc brakes and an under-seat luggage compartment with ample space for a helmet. Purchased from Tommy Leonard Motorcycles in Douglas, this Honda Dylan comes with its original warranty and service booklet and an Isle of Man registration document. Last taxed until 31st August 2020, the machine displays a total of 1,997 miles on the odometer and is presented in age related condition (the battery is believed to be flat).Offered with keyFootnotes:If purchased by a UK resident, this machine will be subject to a NOVA Declaration, which Bonhams will undertake at no cost to the buyer. This declaration facilitates the registration process with the DVLA in the UK.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1968 Greeves 246cc 24DF Police MotorcycleRegistration no. VJJ 980G Frame no. 24DF117Engine no. 161FP1654• One of four supplied to City of London Police• Pictured in Greeves The Complete Story by Colin Sparrow• Authentic police equipmentGreeves' unorthodox trademarks of a cast beam 'down-tube' and rubber-in-torsion leading-link fork proved adaptable to almost all forms of motorcycle from humble commuter to clubman's road-racer, but it was the firm's off-road products which really put it on the map, generating valuable publicity that helped sell the roadsters. Less well known is the fact that Greeves supplied motorcycles for use by the police, the rare example offered here being one of a batch of four 'VJJ'-registered machines supplied to the City of London Police in October 1968. By this time Greeves had effectively abandoned the roadster market to concentrate on their competition models. Villiers having by this time ceased to supply engines, Greeves had to purchase some new-old-stock 35A units from Sharpe Commercials, makers of the by-then-defunct Bond Minicar. As the police needed extra generating capacity to power their radios, these engines were fitted with Dynastart units. The quartet of 'VJJ' police motorcycles and their riders, with Tower Bridge in the background, is pictured in Colin Sparrow's book Greeves The Complete Story (page 121). The photocopy of a buff logbook on file gives the date of this Greeves' first registration as 7th October 1968 to the City of London Police; by 1972 it had passed into private ownership (there is also a photocopy of an MoT certificate from 1974). Also on file is a letter dated 2006 and addressed to Roger Neal (the owner before Tony East) from John Card, authentication officer at the Greeves Riders Association, which goes into some detail regarding what the dispatch records state.In the course of the restoration Tony was able to purchase from a Mr Bill Drummond original police parts taken from his original police Greeves, including the radio, klaxon horn, fire extinguisher, and pannier carriers. The history file also contains other emails and correspondence; various notes concerning the machine's authentication; a quantity of invoices; and a copy of BMS service notes; and a period policeman's uniform. It should be noted that the registration 'VJJ 980G' appears to have lapsed from the DVLA/HPI database.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1954 BSA 499cc Gold StarRegistration no. 306 XVCFrame no. CB32 1561Engine no. DBD34 4871 (see text)• Restored in the 2010s• Dry stored since 2018• Requires recommissioningOn Wednesday 30th June 1937, a specially prepared Empire Star 500 ridden by the great Wal Handley achieved a 100mph lap of the Brooklands circuit on its way to a debut race victory and award of the 'Gold Star' that would give BSA's new super sports model its evocative name. Possibly the most successful production racing motorcycle ever, the post-war Gold Star formed the mainstay of clubman's racing in the 1950s. In fact, it was the model's domination of the Isle of Man Clubman's TT which led to the event being dropped after Gold Star rider Bernard Codd's 1956 Senior/Junior double victory. While its trials and scrambles derivatives demonstrated the design's versatility by chalking up an equally impressive record in off-road competition, for the majority of enthusiasts the 500cc DBD34 in Clubman's trim is the epitome of the 'Goldie'. The DBD, the ultimate road going 500 Gold Star, appeared in 1956 when the famous RRT2 close-ratio gearbox and 190mm front brake became standard equipment. From then on BSA's perennially popular sporting single changed little until its much-lamented demise in 1963. Today, the Gold Star remains one of the most highly sought after of post-war British motorcycles and is supported by a most enthusiastic owners' club.Delivered new on 31st December 1954, this Gold Star left the factory as a CB34 in Clubman's trim, and has since been upgraded with a believed DBD34 engine (please note it has a non-factory restamped number). The Goldie was purchased by the lady vendor's late husband some time after 2007 and restored over the following years (there are various bills of file dating from 2013/2014). Notable features include a Lyta alloy fuel tank, Magura control levers; double-sided 4LS front brake; alloy fork yokes; clip-on 'bars; rear-set footrests; alloy wheel rims; and an Amal GP carburettor. Not used and dry stored since 2018, the Goldie will require recommissioning before further use. Cleaning and polishing should reward the new owner with a very tidy machine. Accompanying paperwork consists of a dating certificate; DVLA correspondence; a current V5C; and the aforementioned bills.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection; Formerly the property of O B ('Bert') Greeves, MBE1963 Greeves 246cc 24DDS Sports Single PrototypeRegistration no. 901 JOOFrame no. 24DDS101Engine no. 085E WN6• The sole 24DDS prototype made• Kept by Bert Greeves until 1993• Known ownership history• Restored on the 2000s• Acquired by Tony East in 2007Greeves' unorthodox trademarks of a cast beam 'down-tube' and rubber-in-torsion leading-link fork proved adaptable to almost all forms of motorcycle from humble commuter to clubman's road-racer, but it was the firm's off-road products which really put it on the map, generating valuable publicity that helped sell the roadsters. Offered here is a Greeves Sports Single variant that never made it into production: the 24DDS. Intended as a 100mph 250cc roadster, and built in the competitions department, the 24DDS was powered by a Villiers 36A-based engine fitted with Greeves' own Challenger competition top-end, also used in its scrambles models and the Silverstone road-racer. The frame used the Silverstone main beam and the steering angle was improved by a straight top-tube, while competition-type strengthening gussets were fitted to the leading-link front suspension. Unfortunately, the model was judged too expensive to be a success, and production never got beyond this solitary prototype. First registered to Greeves' parent company Invacar Ltd on 5th April 1963, this prototype is the only example made and was later registered to 'O B Greeves MBE' (see the original old-style buff logbook and copy old V5 on file). It is believed that Bert's nephew had an accident on the machine which damaged the front wheel, and it was then repaired and laid up until Bert's death in 1993, aged 87. At this point the 24DDS was inherited by Greeves authority Andrew King, who kept the machine in storage until it was purchased in 2002 by Graham Mitchell. Graham restored the Greeves and then sold it on to the immediately preceding owner, David Pink.Tony East acquired the ex-Bert Greeves 24DDS at a UK auction in November 2007. In 2010 the machine was featured in an article in The Classic MotorCycle by Richard Rosenthal (January edition). A partial copy of the article is on file and this unique piece of Greeves' history also comes with a copy of the works record; five MoTs (most recent expired 2011); and old/current V5C Registration Certificates. A framed display board of the aforementioned logbook copies, ownership history and specifications is included in the sale.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1957 Triumph 348cc Twenty-One ProjectRegistration no. not registered (see Text)Frame no. H82Engine no. T21H82Triumph re-entered the 350 class in 1957 with the introduction of the 'Twenty One', its arrival ushering in Triumph's unitary construction era. Readily distinguishable by its 'bathtub' rear enclosure - a feature later applied to Triumph's larger models - the newcomer was subsequently renamed '3TA'. With only 18.5bhp on tap, Triumph's smallest twin lacked the urgent acceleration of its larger brethren but nevertheless was a capable tourer good for around 80mph while delivering excellent fuel economy. Imported to the UK circa 1994, Sri Lanka documentation lists previous keepers back to 1961. Offered for restoration, its condition and completeness is unknown. Offered with a NOVA, the machine was imported from Sri Lanka some years ago and will require registration by the buyer following restoration.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1947 Scott 596cc Flying SquirrelRegistration no. JGO 213Frame no. 4804Engine no. DPY 4899Introduced in 1925, Scott's Flying Squirrel sports roadster came in 498cc and 596cc capacities, the latter being the most expensive in the range. Subsequent improvements included the duplex frame and bigger brakes first seen on the works bikes in 1926, and the magneto-platform Pilgrim pump adopted for the 1927 TT machines. The Flying Squirrel took on more of a touring role in the 1930s, being further updated with a detachable cylinder head, Brampton forks, and a foot-change gearbox. The Flying Squirrel was little changed when production resumed in 1946, although the double-sided front brake was a new feature and the pre-war girders were soon replaced with a Dowty telescopic fork. First registered on 1st June 1947, this Scott Flying Squirrel has belonged to the current vendor since 2000 and has been ridden regularly on VMCC rallies, winning numerous awards. The engine has been upgraded with a CNC-machined Pilgrim-type pump to the drippers and runs on Silkoline Comp 2 two-stroke oil at a ratio of 50:1. Seals are all synthetic by Ian Pearce, and the magneto has been rebuilt. The machine is offered with a V5C Registration Certificate.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1975 Ducati 750 SSRegistration no. not UK registeredFrame no. 075771Engine no. 075656•Delivered new in Italy•Laid up in dry storage for almost 30 years•Restored in 2016 (bills and photographs available)It was, without question, Paul Smart's famous victory at Imola in April 1972 that really put Ducati's new v-twin on the map. It was a particularly sweet occasion for hitherto un-fancied Ducati, as the Bologna factory defeated not only the race-proven Triumph Tridents of Percy Tait, John Cooper and Ray Pickrell, but also the works 750 MV Agusta of Giacomo Agostini. With such an outstanding pedigree, the 750SS was a natural choice for racing's Superbike category, and later on proved highly competitive in AMA 'Battle of the Twins' (BOTT) and club Super Street racing in the 1980s. Smart's bike was based on the 750 Sport roadster introduced that same year. The racer's cycle parts remained close to stock - even the centre stand lugs were retained! - merely being up-rated with triple Lockheed disc brakes while the engine gained desmodromic cylinder heads, high-compression pistons and stronger con-rods. When the definitive production version - the 750 SS - appeared in 1974 it differed little in overall conception from the Imola '72 bikes, among the most obvious external differences being the adoption of a centre-axle fork and Brembo front brakes. The big 'Imola' fuel tank and humped racing seat both featured on the road bike, which wore a cockpit faring rather than the racer's fuller streamlining. The 750 SS received rave reviews in the motorcycling press, being hailed by Cycle magazine as 'a bike that stands at the farthest reaches of the sporting world - the definitive factory-built café racer'. Today the 750 SS is regarded as a true landmark model and is one of the most sought-after of all Ducatis. One of the last Ducati 750 SS models produced in 1975 (the declaration of conformity is dated 15th December 1975, copy on file), this stunning example was purchased new in January 1976 at a price of 1,870,000 Italian lire. The first registration was 'TO 310904' and the first owner was a resident of Collegno near Turin. He would keep the Ducati until 1976 when it changed hands, passing to another resident of the same town for two million lire, indicating that this model has always been highly regarded. It is reported that the second owner had planned to use the Ducati in some amateur races, but financial restraints kept him from doing so and in any case a lien of 1,165,000 lire had been placed on the bike in favour of a Turin-based company. At the end of 1977 this lien had been resolved and the Ducati changed hands again in 1978, this time for the princely sum of 2.5 million lire, and again in February 1980 for two million lire – still more than the original purchase price, five years later! This last owner kept the Ducati for a long time. Reportedly a flamboyant character, he partially repainted the 750 SS in pink and called it the 'Pink Panther'. In 1986 Italy introduced the obligation to wear a helmet on motorcycles. In the owner's opinion, 'the helmet takes away all the joy of riding a motorcycle' so the Ducati was laid up in a garage in Turin and not used again. Our vendor was able to purchase the bike in 2014 from that very garage where it had spent almost 30 years in storage. He embarked on a comprehensive restoration over two years (pictures and parts invoices on file), guided by the books written by Ian Fallon (the Bevel Twin guru), and returned the Ducati to its former splendour. The engine has been overhauled by an experienced Ducati mechanic, and traces of the red and blue paint as applied by the Ducati mechanics in 1975 were found still on the horizontal cylinder head. According to the vendor, all major parts are original and have been restored. The fuel tank has been internally treated so as to withstand the ethanol content of modern petrol. The Ducati comes with Italian registration documents as well as an FMI (Federazione Motociclistica Italiana) passport. As stated by the vendor: 'it is really fast, very entertaining.. and extremely loud!'Footnotes:Please note that this vehicle is from outside the UK. Our customs agents, CARS UK, will manage all post sale customs administration. A fee of £350+VAT will be charged on the buyer's invoice to administer both import or export customs movements. If this vehicle is to remain in the UK, it will be subject to Import VAT at the reduced rate of 5% on the hammer price. This vehicle will not be available for immediate collection after the sale and will only be released on completion of customs clearance formalities. If you have any questions regarding customs clearance, please contact the Motorcycle Sale Coordinator Annika.morrill@bonhams.com +44 (0) 20 8963 2817All lots are 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: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1966 Greeves 197cc 20DC Sports SingleRegistration no. MDX 69DFrame no. 20DC397 (see text)Engine no. 251D 10473Greeves' unorthodox trademarks of a cast beam 'down-tube' and rubber-in-torsion leading-link fork proved adaptable to almost all forms of motorcycle from humble commuter to clubman's road-racer, but it was the firm's off-road products which really put it on the map, generating valuable publicity that helped sell the roadsters. The 20DB Sports Single was one of four roadsters in Greeves' 1961 line-up and was powered by the four-speed Villiers 9E engine, which had first featured in the 1956 range powering the preceding D model, the Fleetstar. The model designation changed to 20DC for 1962 and the Sports Single continued in this guise until production ceased at the end of 1966, by which time it was one of only two roadsters left in the range, the other being the 25DC East Coaster twin. From 1967 onwards it would be competition machines only. First registered on 25th January 1966, this late Greeves Sports Single was acquired by Tony East in June 2012. Restored throughout, the machine comes with a V5C document and an undated sheet of hand-written notes detailing its restoration. It should be noted that the frame number has been ground off and restamped.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collectionc.1932 Triumph 494cc Silent Scout Model BRegistration no. CWP 821Frame no. K1574Engine no. K1582 DWA• Built for three years only• Purchased by Tony East in 2001• Fully restored• Only four miles since completionTriumph's two 'Silent Scout' models were newly introduced in March 1932: the 549cc Mode A sidevalve and the Model B with a 493cc overhead-valve engine, both of had cylinders inclined forwards in the fashionable 'Sloper' manner. As its name suggests, the Val Page-designed Silent Scout was intended to be relatively quiet; pushrods were enclosed and harmonic cams fitted, and the machine could be supplied with optional enclosure panels that shrouded the engine and gearbox. A Model BS sports version joined the range in 1933. Unfortunately, for Triumph, the Silent Scout was far to expensive to make and would prove to be short-lived, the Model A disappearing from the line-up at the end of the 1933 and the B Models at the end of 1934. Very few were sold, with some being exported to Europe and Iceland. There's no denying, though, that the sporting Model B, as seen here, was one exceedingly handsome motorcycle. Notable features include a twin-port cylinder head, oil tank in crankcase, exposed valve springs, and a four-speed hand-change gearbox. Produced for only three years, the Silent Scout is one of the rarest of pre-war Triumphs and highly sought-after by serious Triumph collectors. One of only eight known to survive, this overhead-valve Model B was purchased by Tony East from a Yorkshire dealer in 2001 in a poor state and fully restored to 'as new' condition, with paintwork by Allan Templeton. Interestingly, the instruments set in the top of the tank include a rubber oil pressure gauge, not the usual dial - the rubber gauge pops up and stands proud when the correct oil pressure has been reached! Only four shake-down miles have been covered since restoration. Accompanying paperwork includes a Silent Scout parts catalogue; BMS photocopied Triumph Silent Scout spare parts list and workshop manual; and a current V5C document. A very rare motorcycle - you will struggle to find another one.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1947 EMC 346cc Registration no. SMP 657Frame no. 260415Engine no. 501Very few unconventional motorcycles have gone on to achieve commercial success, and Dr Joe Ehrlich's post war EMCs were no exception, but the price was a killer: more expensive than Triumph's Tiger 100, it was always going to struggle. Registered to EMC 1947 – 1951, this rare survivor is accompanied by an extensive history file including V5C, original log book, January 1989 'Classic Bike' road test of this machine, restoration invoices from the 1980s, photos of 'Dr Joe' with the bike. Dowty forks are converted to spring operation. The engine runs on petroil at 20:1 (Pilgrim pump is redundant). Last started 24.8.23. In current ownership since 2014. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. It is sold strictly as viewed. No keys. An opportunity to acquire a rare and head turning motorcycle!Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estatec.1973 Puch 49cc MaxiRegistration no. GOJ 31L (see text)Frame no. 5246104Engine no. 5246104The Austrian firm of Puch were renowned for producing sound reliable products, mostly with 2-stroke engines, although it should be stated the price and styling of their motorcycle range didn't always appeal to the UK market. Their famous Maxi moped, however, was a popular seller straight from its introduction in the early 1970s. Overall Puch made nearly two million examples of these rugged mopeds with their pressed-steel frame. It is unknown when the late vendor purchased this Maxi but it will need recommissioning/restoration before returning to the road. Offered without documents, it should be noted 'GOJ 31L' does appear on the HPi database therefore prospective bidders must satisfy themselves as to the validity of the VRN before bidding.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1955 Norton 497cc 'Dominator 88'Registration no. not registeredFrame no. 13 89656Engine no. 59680 K12Norton jumped aboard the vertical-twin bandwagon in 1948 when it introduced the Model 7. Designed by the legendary Bert Hopwood, the new 500cc engine went into the existing ES2 chassis, a marriage that necessitated a redesign of Norton's well-proven four-speed gearbox. In November 1951 Norton's 500cc twin found a new home in the racing singles' 'Featherbed' duplex frame. Initially for export only, the newcomer - titled 'Dominator 88' - was the first production Norton roadster to feature the lightweight, race-proven chassis. Updated year by year, the Dominator had received an alloy cylinder head, full-width hubs, welded rear sub-frame, alternator electrics and coil ignition by the decade's end and - for 1960 - the narrower 'slimline' Featherbed frame among countless other improvements. Motor Cycle magazine clocked 92mph on an '88' in 1957 and, needless to say, the handling and roadholding were found to be first class. This Dominator 88 was acquired by Tony East in May 1993. The machine is offered with an original maintenance manual; Franks' Book of the Norton; a factory brochure; bills totalling £4,418 relating to its full restoration in 1996 by Bryan Small; and a quantity of MoTs showing the mileage total increasing from 58,362 in May 1993 to 60,991 in May 2008, and increase of 2,629 miles in 15 years. It should be noted that the frame number's '13' prefix indicates that it started life in a Model 50. There is no registration document with this Lot.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1953 MV Agusta 123.5cc Monoalbero Racing MotorcycleFrame no. 150012Engine no. 150014•Iconic MV 125-class racer•Formerly owned and raced by Jim Dakin•Owned by Robert White from 1996 until 2016Although best known for their four-cylinder four-strokes, multiple World Championship-winning MV-Agusta built lightweights throughout its manufacturing career, and in its early days listed small two-strokes and even a scooter. The racing 125cc two-strokes were a major success, winning the arduous Milan-Taranto road race in 1950, '51 and '52, but at World Championship level the MVs were outclassed by the four-stroke FB-Mondial with its twin-overhead-cam engine. Count Agusta's response was to hire Gilera's chief designer Piero Remor together with its chief mechanic, Arturo Magni. However, the new Remor-designed 125cc four-stroke was not an immediate success, and it was only following Mondial's withdrawal from racing that MV bagged its first 125cc World Championship, Cecil Sandford taking the riders' title in 1952. The following year MV offered an over-the-counter racer for privateers, which was developed directly from the works bikes. Italian regulations for the domestic 'Formula Sport' stipulated that machines should have only a single camshaft and four gears, and so the monoalbero (single-camshaft) 125 racer was born. Like its bialbero (twin-cam) progenitor, the SOHC 125 employed a train of gears to drive its upstairs cam. Bore and stroke were 53x56mm and the motor breathed via a 27mm Dell'Orto racing carburettor, eventually producing a maximum of 16bhp at 10,300rpm. The cycle parts were virtually an exact copy of the '52 works bikes', featuring a tubular duplex loop frame, telescopic front fork with central hydraulic damper, and swinging-arm rear suspension. Brakes were full-width aluminium-alloy: 7' diameter at the front, 6' at the rear. Dry weight was 165lbs and the top speed over 90mph. Because Italy's long-distance road races, such as the Moto Giro d'Italia and Milan-Taranto required that machines be street legal and possess lights, a flywheel generator formed part of the specification. The MV Agusta monoalbero 125 racer proved an enormous success, remaining in production until 1956 and continuing to offer privateers a competitive ride in the 125cc class for many years thereafter. This monoalbero was purchased by Robert White in December 1996 from Golden Era Motorcycles in Kent (receipt on file). The MV formerly belonged to Jim Dakin, who had bought the machine in Wetzlar, Germany in 1957 and raced it extensively in period, finishing 3rd in the ACU Championship in 1958 behind Dan Shorey and Mike Hailwood. In 1959 Jim Dakin sold the little MV to someone in Streatham, who was a member of the Westminster Racing Club. The machine and associated parts were put in a skip by the next owner's landlord when the owner absconded, but fortunately it was retrieved and saved. The monoalbero subsequently passed via J Gilham's Golden Era Motorcycles to Robert White, who believed that it had in-period race history in Austria. Its engine has been rebuilt and it should be noted that the magnesium crankcases are the early factory twin-cam type but with the DOHC drain holes left un-machined as the single-cam head is fitted. We are advised that the cylinder head is fitted with big valves, while other noteworthy features include a modified fuel tank and an Assen TT transfer to the front mudguard.This machine was purchased from Bonhams Robert White Sale in 2016. Ridden by Robert on a few occasions, including at an MV rally in Italy and the Jurby Festival in 2009, the machine is presented today in 'oily rag' condition and has been dry stored on display at the current vendors father-in-law's front porch since purchase in 2016. The intention was to show it at various bike shows but work commitments and covid prevented this from happening. Accompanying documentation consists of an MV Agusta OC of GB letter, copy instruction manuals, and the aforementioned purchase receipt.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com