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1985 Yamaha RD350F 'YPVS'Registration no. B837 BGHFrame no. 31K 053638Engine no. 31K 053638After only a couple of years in production the original RD350LC was superseded in 1982 by the RD350 LCII, a model better know by the 'YPVS' acronym standing for 'Yamaha Power Valve System'. Developed on the firm's Grand Prix bikes, the electrically operated power valve varied the effective exhaust port height according to engine revs, enabling Yamaha to tune the engine for increased top-end power while maintaining mid-range tractability. Keeping pace with the times, Yamaha slotted this heavily revised engine into a new frame equipped with linkage-operated mono-shock rear suspension, while the old rear drum brake was replaced by a disc. After little more than a year the LCII was dropped, being replaced by the fully faired RD350F and naked RD350N models. Last run earlier in 2023, this RD350F is presented in rare original condition, described by the private vendor as either very good or excellent in every respect. Importantly, the original key fits all locks, and even the mirrors and indicators are original. The machine comes with supplying dealer Cosmopolitan Motors' bill of sale and service booklet; an original owner's handbook; and a V5C document. An increasingly rare opportunity to acquire an unmolested example of an increasingly collectible Japanese classic. Offered with current MOT.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

1979 BMW 800cc R80/7Registration no. JNH 188TFrame no. 6030467Engine no. 6030467This highly original BMW R80/7 was purchased new from Glanfield Baldet Ltd of Northampton by a Mr Billy McDade (sales invoice on file). Our elderly vendor purchased the BMW on 7th February 1990 (purchase receipt on file). The current odometer reading is an unwarranted, but apparently genuine, 7,967 miles. The most recent of the three MoT certificates on file was issued in 1988 at 7,941 miles, leading one to conclude that the elderly vendor never used the motorcycle since its acquisition. The battery is flat and the machine's mechanical condition unknown. There is some oxidization to the cylinder heads but they are likely to respond well to detailing. A potentially most rewarding project, the machine will require recommissioning and/or more extensive restoration before further use and thus is sold strictly as viewed. Offered with an old V5 document and a Haynes 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

1979 Kawasaki KH250B ProjectRegistration no. GGK 774TFrame no. KH250B-025899Engine no. S1E055345 (see text)Capitalising on the success of the outrageous Mach III 500, Kawasaki introduced a range of basically similar two-stroke triples in 1971: 750 H2, 250 S1 and 350 S2. The latter pair were virtually identical, the S2 differing from its smaller sibling only by its larger bore and carburettors. Claimed maximum power of the 250 was 32bhp and top speed 104mph. Model designations changed to 'KH' in 1976 and the following year the KH250 was updated with the KH400's cycle parts and front disc brake. Acquired by the elderly vendor in 1997, this KH250 is an older restoration. Displaying a total of 21,908 miles to the odometer, this is a potentially most rewarding project requiring recommissioning and/or restoration. Offered with a V5 document and Haynes manual. It should be noted that the engine number ('S1E055345') differs from that recorded on the V5, suggesting that the engine has been changed. Offered with a V5 and Haynes manual. 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

c.1968 Yamaha 98cc YL1 ProjectRegistration no. unregistered (see text)Frame no. Y33-40964Engine no. L1-41757Although Yamaha built its reputation on a succession of world-beating two-stroke race and sports bikes, from the late 1960s onwards the company offered a complete range of machines ranging from humble mopeds to heavyweight tourers. Introduced for 1966, the YL1 was powered by a twin-cylinder, piston-ported, two-stroke engine, and like its larger siblings proved capable of matching the performance of bikes double its capacity. Economical as well as fast, the YL1 was a big success, remaining in production until 1971. Most have long since gone to the crusher.This 'racerised' YL1 is offered for restoration and sold strictly as viewed, its mechanical condition and completeness unknown. The machine displays the VRN 'OBC 653F'; however, the frame number differs from that on an old V5 ('41757') indicating a frame change. Accordingly, the machine is offered unregistered and without documents. 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

1974 Yamaha SC 500 Moto-crosserRegistration no. not registeredFrame no. 363-024144Engine no. 363-024144Launched in 1973, the SC 500 was Yamaha's first attempted at an 'Open Class' 500cc moto-crosser. A very powerful machine, deemed unwieldy at the time, it was tough to tame. Weighing over 240lb, and with an unbalanced chassis, it was constantly in wheelie mode. Control was made all the more challenging by the 498cc air cooled, reed-valve, two-stroke single, which had 40 horsepower on tap, all of which was delivered in the middle of the rev range as an 'explosion' of seismic proportions. Out of the box, the motor was notoriously hard to start and jet, and one wag suggested that Yamaha offer replacement pistons in packs of six! Such was their reputation, SC 500s were soon discarded by racers mindful of their own mortality, and few are left today. Even fewer have been restored, and even fewer still to the condition of this superb example. Despite its shortcomings, the handsome SC 500 represented an important stage in the development of Yamaha's moto-cross family and deserves a place in any collection of historic off-road competition motorcycles. This example was purchased by the immediately preceding owner at Bonhams' Las Vegas auction in January 2015 (Lot 221), while the current vendor was its purchaser at our Alexandra Palace sale in September 2018 (Lot 37). Since acquisition the machine has been kept in a temperature-controlled environment. Recommissioning will be required before use (if you dare). Offered with sundry restoration invoices.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.1952 Vincent 499cc CometRegistration no. MKT 96YFrame no. RC/1/6341Engine no. F5AB/2A/4441Rear Frame Number. RC/1/6341•Matching frame and engine•Engine completely rebuilt by NP Veteran Engineering in 2021•Last run in February 2023The Vincent-HRD marque originated in 1928 when Philip C Vincent acquired the name, jigs, tools and patterns of the recently liquidated HRD Company. ('HRD' stood for Howard Raymond Davies, the Isle of Man TT winner who had founded the firm in 1924). Vincent moved production from Wolverhampton to Stevenage and set about putting his motorcycle design ideas into practice, commencing with an innovative sprung frame that would remain a feature of Vincent motorcycles until production ceased in 1955. Unlike in pre-war days, when the first (Series-A) Vincent-HRD v-twin had been created by - in effect - combining two of the existing singles, post-WW2 Vincent's approach was reversed, with the Series-B twin appearing first, in 1946, and the single-cylinder version in 1948. The latter was offered in two forms initially: the Series-B Meteor tourer and Series-C Comet sports roadster. Apart from its Burman gearbox and 'missing' cylinder, the Comet followed Series-C twin lines, featuring the newly introduced Girdraulic front fork and hydraulic dampers at front and rear, while the Meteor retained the old Brampton girders. The Meteor was soon dropped but the Comet continued in production until 1954, offering the same degree of refinement as its bigger brother, albeit with reduced performance. Even so, the Comet combined a 90mph potential with excellent fuel economy, and was the ideal touring mount for the discerning rider who placed civility of manners and quality of construction above outright performance. An expensive machine to produce, the Comet did not sell as well as its maker had hoped and was dropped when the Series-D range was introduced. This Series-C Comet comes with an old-style continuation logbook (issued 1960) confirming matching frame and engine numbers. The logbook lists owners up to 1975 but there is no subsequent history available. In 2021 the engine was completely rebuilt by the highly regarded specialist restorers NP Veteran Engineering. Last run in February 2023, the machine is described by the private vendor as in good condition throughout. Offered with a V5C document. 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 Dave Degens1956 Triumph 650cc TR6 Trophy (see text)Frame no. 75142Engine no. TR6 75142 (see text)•Restored condition•Numerous engine upgrades•Requires recommissioningSuccess in the International Six Days' Trial (ISDT) in the late 1940s prompted Triumph to adopt the 'Trophy' name for their off-road-styled twins, at first for the 500cc TR5 and then for the 650cc TR6. Introduced for 1956, the 650cc Trophy featured the new aluminium-alloy cylinder head of the Tiger 110 sportster. Its off-road pretensions were more style than substance though, amounting to little more than the fitting of a smaller fuel tank, quickly detachable headlamp and larger-section rear tyre. The Trophy retained its sporting character but became more of a roadster as time passed, ending up, in effect, as a single-carburettor T120 Bonneville when re-introduced, after a five-month absence from the range, in February 1961. More tractable than the Bonnie and more economical too, the Trophy gave little away in terms of outright performance, the bike's standing quarter-mile time and top speed being within a whisker of its twin-carb sibling's. This Triumph was originally despatched to Goodhall Motorcycles of Epsom. Restored, it incorporates Dresda engine modifications and many new components including lightened valves; additional camshaft oil feed; competition magneto; Dresda breather modification; balanced crankshaft; new con-rods; new main bearings; new big-end shells; new rocker shafts; extra seals; stainless rocker feed pipe; alloy pushrod tubes; and finned rocker box caps with 'O' rings. Other notable features include a twin-leading-shoe front brake conversion; painted engine cases; bracket for twin instruments; and a Smiths Chronometric 120mph speedometer with 2 miles recorded (at time of cataloguing). Following a period of inactivity, the machine will require re-commissioning and thus is sold strictly as viewed. It should be noted that the engine number is believed to be a non-factory stamping so the machine's original identity cannot be known for certain. It is hoped that supporting documentation will be available at time of sale. Key not required.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

1911 FN 493cc FourRegistration no. BF 9154Frame no. 37555Engine no. 531• Pioneering Veteran-era four-cylinder motorcycle• Acquired as a project in 2009• Restored over the next 10 years• Fitted with the rare Horstmann gearbox Like BSA, La Fabrique Nationale d'Armes de Guerre ('FN', for short) began as a munitions manufacturer, turning to the production of motorcycles in 1900. Today the Belgian company is best remembered for its sensational four-cylinder models, the first of which appeared in 1904 and was first exhibited publicly at the 1905 Paris Cycle Show. Designed by Paul Kelecom, the FN was the world's first practical four-cylinder motorcycle, its smooth, almost-vibrationless operation setting it apart from rival singles and v-twins. Advanced for its day, the 362cc air-cooled four featured 'atmospheric' inlet and mechanical (side) exhaust valves, a robust five-bearing crankshaft, individual crankcase oil wells ensuring adequate lubrication for the connecting rods, and reliable Bosch magneto ignition. Shaft final drive was another innovation. Supported on ball bearings, the driveshaft ran inside the right-hand frame member to a bevel gear on the rear axle. At first there was no clutch, the direct-drive machine being started by pedalling away until the engine fired. Two brakes (drum and rim-type) both operated on the rear wheel. The engine was enlarged (to 410cc) in 1906 and again in 1910, on this occasion to 498cc, and in 1911 the factory introduced its own two-speed transmission, similar to that already offered by Horstmann in Britain, which was contained within the drive-shaft housing. Responding to demands from sidecarists for more power, FN introduced a 748cc, 7hp four – the Type 700 – for 1914. This new engine was a sidevalve of 'T'-head layout, with mechanically operated valves and a mechanical oil pump, which drove the three-speed gearbox via a steel, multi-plate clutch. Pedal starting was dispensed with on the Type 700, a kick-start mechanism being added at the right-hand side of the engine. The Type 700 had not been in production long before the FN works was seized by the invading German Army in the autumn of 1914. The occupying Germans used the FN factory to manufacture ammunition while continuing production of the Type 700, which had a top speed of around 45mph and was widely used by despatch riders. The model remained in production up to 1923 when it was replaced by a new IOE four featuring overhead inlet valves. Chain drive was adopted soon after. This wonderful FN Four was purchased by our vendor as a dismantled project from a Mr J Harris of Surrey on 16th September 2009; it was in a dilapidated and rusty condition but found to be remarkably complete, including original tools and a rare Horstmann gearbox. The FN had belonged for many years to Mr Arthur Freakes of Walton-on-Thames, Surrey (see sheet in history file re previous owners). The engineer owner has completely rebuilt the FN mechanically and cosmetically, including doing some of the nickel plating himself (the balance by a professional plater, and all in the correct semi-dull finish). The owner has been careful to preserve the originality of the machine with great attention to detail, including careful repair of the saddle bag using the original leather. A kickstart has been fitted per the 1911 specification; however, the engine has also been modified for a 'pull start' on the flywheel. Before fitting the engine into the frame it was run while strapped to the owner's lathe bed. Since its installation in the frame the engine has been started and sounds wonderful. A spare engine complete with flywheel and working magneto is included in the sale together with a spare crankshaft, camshaft, and other parts. Last run in March 2023, the machine is offered with an Indian Riders MC dating letter; photocopied Horstmann technical literature; photocopied 1913 catalogue and parts list; restorer's technical drawings; and a V5C registration 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

A selection of BSA and Triumph engine coversincluding three believed BSA Bantam D7 and a Triumph pre unit timing cover (stamped part no. E2218, cleaned and polished) together with two Triumph pre unit rocker covers, completeness and condition unknown, close inspection advised. (Qty)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 estate 1934 Scott 596cc Flying SquirrelRegistration no. AKP 237Frame no. 2177Engine no. DPY 3924Introduced in 1925, the Flying Squirrel sports model came in 498cc and 596cc capacities, the latter being the most expensive in the Scott range. Subsequent improvements included the duplex frame and bigger brakes first seen on the works bikes in 1926, and the magneto-platform Pilgrim oil pump adopted for the 1927 TT machines. In the 1930s the Flying Squirrel took on a touring role, being further updated with a detachable cylinder head, Brampton forks and a foot-change gearbox. This Scott Flying Squirrel was restored a few years ago and we're advised it has a new radiator and the engine has been fully overhauled by Eddie Shermer Engineering in November 2014. It has Moss high-strength short-stroke balanced cranks and a Moss high efficiency alloy cylinder head. The original head comes with the bike. It also has a new carburettor and an electronic magneto. 'AKP 237' also has an early foot change conversion (you have to keep your foot on the gear lever until the clutch is fully engaged). Recommissioning will be required before further use. (The radiator was drained before the machine was placed in storage.) Offered with rebuild invoices and a V5C document.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

Property of a deceased estate 1964 Velocette 192cc LERegistration no. 354 GLTFrame no. 5971/34Engine no. 5971/34Launched in 1948, as the 'Motorcycle for Everyman', the Velocette LE addressed the criticisms most often levelled at motorcycles: that they were noisy, dirty and needed special clothing to ride, achieving impressive levels of silence, comfort, and practicality. This LE is an example of the MkIII which was introduced for 1959, its principal improvement being a four-speed, foot-change gearbox with kick-starter. '354 GLT' was first registered to The Metropolitan Police District, London SE1 on 1st January 1964 and comes with its original RF.60 logbook. Sold into civilian use in 1968, the LE belonged to the lady vendor's late father for some 50 years, although it was used/ridden by her mother. Carrying a tax disc that expired in 2014, the machine was last ridden circa five years ago, since when it has been dry stored in the garage under dust sheets. (The father passed away in June 2022.) It should be noted the rear suspension/shocks are detached from the mudguard, seat loose and the rear wheel appears to be seized/locked. Following a period of inactivity, the machine will require re-commissioning to a greater or lesser extent, or possibly more extensive restoration before returning to the road and thus is sold strictly as viewed. Prospective purchasers should satisfy themselves with regard to this motorcycle's completeness, originality, and mechanical condition prior to bidding. Accompanying paperwork includes the aforementioned RF.60; old/current V5C documents; expired MoTs (most recent 2012); DVLA correspondence; and some parts invoices/receipts. A spare front mudguard and panels are 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

1984 Ducati 864cc Mike Hailwood ReplicaRegistration no. A175 WHKFrame no. DM900R*906006Engine no. 908815 DM860A 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 the road-going Mike Hailwood Replica the following year. Previously resident in Switzerland and UK registered in April 2015, this Mike Hailwood Replica was purchased that same year from respected UK dealers Made in Italy Motorcycles (its restorers) and since then has formed part of a small private collection of important Italian motorcycles. Fitted with a top-half fairing only, rather than the standard race-style item, the machine has covered only some 400 miles since purchase and currently displays a total of 33,919 kilometres (approximately 21,000 miles) on the odometer. Last MoT'd until March 2016, the Ducati last ran approximately two years ago and will require recommissioning before further use. The machine is offered with the 2015 purchase receipt; a V5C document; the expired MoT; and a copy of its old Swiss Carte Grise. 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

1975 Gilera 150cc ArcoreRegistration no. JYB 133NFrame no. 6239Engine no. 6239Taken over by Piaggio in 1969, Gilera displayed an entirely new range of models at the Milan Show in November 1971 ranging in size from 50cc to 175cc, the Arcore being one of them. Powered by an air-cooled, overhead-valve, four-stroke single with integral five-speed gearbox, the Arcore was made in 125cc and 150cc versions until 1979, the UK importers being Douglas Sales & Service. The larger of the two Arcores weighed 258lbs and was capable of a top speed of around 75mph. This restored Arcore benefits from a recent rebore and new piston, together with a change of engine oil and filter. The vendor advises us that the machine is in regular use and describes it as in good condition in every respect. There are no reported deviations from factory specification. Offered with sundry bills and a V5C Registration Certificate. 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

A Velocette projectcomprising of a replica frame (unnumbered), engine (numbered KNSS 3348), gearbox and sundry spares, close inspection advised. (Qty)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.This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

1967 Triumph 650cc TR6 TrophyRegistration no. JDP 117E (see text)Frame no. TR6 DU 58556Engine no. TR6 (see text)Following the wholesale frame changes of the late 'pre-unit' era, Triumph introduced a single down-tube design on the 650cc 'unit' twins in 1963, although even this would undergo several detail alterations over the next eight years. The most important 'tweak' to the Trophy/Bonneville frame was made for the 1967 model year, when a shallower steering head angle was adopted in the interests of better high-speed stability. By this time Triumph's two '650' sportsters had been updated with 12-volt electrics and a full-width 8' front brake, while other significant improvements for 1967 included a new oil pump and an increase in the Trophy's compression ratio to 9.0:1, same as the Bonneville's. Offered for restoration and sold strictly as viewed, this TR6 Trophy has not been ridden for around 15 years; however, the engine has been regularly turned over and, following an oil change, was started in January 2023. The machine comes with two old-style continuation logbooks from the 1970s. It should be noted that the registration 'JDP 117E' is not recorded in the HPI/DVLA database. Accordingly, prospective purchasers must satisfy themselves with regard to the validity of the vehicle's registration number prior to bidding. Prospective bidders should also satisfy themselves with regard to this motorcycle's completeness, originality and mechanical condition. There is no engine number visible, and the 'TR6' engine number prefix appears to be a non-factory stamp. 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

1924 Beardmore Precision 350cc Model D SportRegistration no. PY 995Frame no. 967Engine no. 610DAt one time F E Baker's Birmingham-based Precision company rivalled J A Prestwich as a supplier of engines to Britain's motorcycle manufacturers. The first Precision engine went on sale in 1910 but it was not until after WWI that the firm got around to building a complete motorcycle. Launched as the 'Beardmore Precision', the Scottish Beardmore engineering group having gained control of Baker's company, its first machine was a 350cc two-stroke featuring leaf-sprung suspension front and rear. The range expanded to include sidevalve models of various capacities; a Barr & Stroud sleeve-valve-engined 350; and overhead-valve and overhead-cam works racers. Although production models gained an enviable reputation in the trials events of their day, the racers faired disastrously at the 1924 Isle of Man TT, the debacle prompting Beardmore to close the ailing firm.A genuine Model D Sport, of which there are fewer than a handful remaining, this Beardmore Precision is powered by one of the company's own sidevalve engines. The machine was restored in the early 2000s and remains in excellent condition having been stored in warm and dry conditions and regularly started. Offered from long-term enthusiast ownership - ideal for the 'Banbury' and other similar events - it comes with plentiful history and some spares for the three-speed Sturmey-Archer gearbox. 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

1994 Ducati Monster 900Registration no. L50 DUCFrame no. ZDM900M*001629*Engine no. ZDM904A2C*014195*•Early example very likely from 1993 build, the first year of production.•Extraordinarily original UK bike showing 21479 miles•The origins of Ducati and Italy's best selling motorcycleThe Monster made designer Miguel Angel Galluzzi's name, and Ducati what they are today. When first launched Ducati thought they might sell 1,500 Monsters a year but was so cash strapped that production was delayed because they couldn't pay for petrol tanks or brakes.When the Castiglioni family took over Ducati, it was initially simply as an engine supplier for their Cagiva models. Next came a range of unashamedly upmarket motorcycles, but the 8-valve twins were too expensive to sell in any number, and the sports-touring Paso 750/906 was an even bigger disappointment.Cagiva fell back on building versions of the enlarged Pantah motor to sell on the reflected glory of the 8-valve Superbike range. After a shaky start and a restyle in 1991 by Galluzzi these bikes revived the 750 and 900SS names. At last Ducati had a big seller and Galluzzi was offered a full time job.Galluzzi began his career with Honda, tasked with spotting new trends. One craze he picked up on seemed universal: that if a sportsbike was crashed owners usually just took the fairing off, fitted flat handlebars and painted it in a less garish manner than the original. When Galluzzi joined the Castiglionis this was the idea foremost in his thoughts, and he was soon pestering them with sketches of what would become the Monster. The M900 made it to production without much adulteration; the silencers were bigger than Galluzzi would have liked, and the 8-valve engine was ruled out because was nowhere for a big enough battery to run fuel injection. But the 900SS derived motor meant the Monster was – for a Ducati – good value for money and versatile, offering the top notch 888 chassis in a package that could be ridden every day.This was a revolution in motorcycling. Ducati sold more than 1,500 M900s in Italy alone during 1993, starving their traditional overseas fan bases. So Ducati brought forward the 1994 production run into late 1993, explaining why there are only tiny differences between the model years: the most obvious is that the rocker arm on the swingarm was originally painted yellow like the donor 888s' on early '93 bikes, and thereafter a bronze colour to match the frame.The M900 Monster offered here, although UK registered in 1994, has a frame number 900M*001629 (the first would be 000001) suggesting a first year of production (1993) example when 4,424 M900s were built, many to 1994 specification. The rocker arm on the aluminium alloy swingarm is also painted yellow as on early '93 bikes. Unlike many Monsters of the era it retains the original silencers and seat cowl, and is believed to be entirely original. A remarkable example of the motorcycle that set Ducati on the road to its current success. Supplied with keys.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

1969 Triumph 649cc T120R BonnevilleRegistration no. not registeredFrame no. T120R GC 21491Engine no. GC 21491 T120RAs the 1960s dawned, Triumph's larger twin-cylinder models remained recognisably similar to the first Speed Twin of 1938. Unitary construction of engine and gearbox was already a feature of the 350 and 500 twins though, and that innovation duly appeared on the 650s in 1963. The café racer's favourite since its launch, thanks to lusty acceleration and a top speed approaching 120mph, the Bonneville continued in this new form as Triumph's top-of-the-range sports roadster, arriving at what aficionados consider its ultimate specification with the launch of the 1968 model. By this time the frame had been sorted and 12-volt electrics standardised, but welcome improvements included shuttle-valve fork internals, independently adjustable ignition points, Amal Concentric carburettors, and a long overdue twin-leading-shoe front brake. For the next couple of seasons the Bonnie continued essentially unchanged, before the disastrous launch of the 'oil-in-frame' models in November 1970 precipitated the collapse of the entire BSA-Triumph Group. Belonging to the last Bonneville generation built before BSA-Triumph switched to the Umberslade Hall-designed oil-in-frame range, this example was imported from the USA and still carries its Virginia licence plates. No history is known but the Bonnie appears in nice original condition. The vendor has checked the machine mechanically but left it untouched cosmetically. Recommissioning is advised before further use. Accompanying paperwork consists of a VMCC dating letter and HMR&C correspondence.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

Hagon-Godden Long Track Racing MotorcycleOne of the most successful riders in grass track racing history, Don Godden won several British national championships and in 1969 became European Long Track Champion. A gifted engineer as well as talented rider, he designed and built his own DGS frames for the ubiquitous JAP engine and then – in 1975 – was one of the first to fit the new Weslake four-valve motor. In 1978 he went one step further, manufacturing his own overhead-camshaft four-valve engine - the GR500 - which made it possible to offer complete Godden DGS machines for speedway, grass-track, or long-track racing. Since then, Goddens have won countless races and championships worldwide, including the Speedway World Individual Championship on three occasions (Hans Neilsen in 1986, 1987 and 1989) and the World Long-track Championship twice (Shawn Moran in 1983 and Marcel Gerhard in 1992). This restored Godden-engined Hagon grass-tracker has a Bewley two-speed gearbox. 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

The Dave Degens, 1970 Barcelona 24 Hours-winning1970 Dresda Triumph 650cc Racing MotorcycleRegistration no. KWT 49JFrame no. DA 185Engine no. 6T DU 17790 W•Built specifically for the 1970 Barcelona 24 Hours race•Original condition•Ridden by Dave Degens at the 2019 Goodwood Members' MeetingDave Degens began racing in 1956 on a BSA Gold Star. After a year racing the 'Goldie', Dave bought an AJS 7R from Twickenham dealer Geoff Monty and raced it with some success, only to have to sell the bike back to Monty when called up for National Service in the Army. Fortunately, Dave had an understanding CO, who allowed him time off to go racing, commencing with an outing at Brands Hatch aboard one of Monty's 350cc Manx Nortons. Dave kept racing Monty's bikes while doing his National Service and began working for him when it was over. In 1963 Dave bought Dresda Autos, formerly a retail outlet for scooters on Putney Bridge Road in Southwest London. By this time he had already built three Tritons. As Dave's business activities began to expand, so did his racing career. He rode for prominent entrants such as Sid Lawton, Paul Dunstall, Tom Arter and Tom Kirby, and it was while riding for Lawton that he enjoyed his first taste of endurance racing success, winning both the 1964 and 1965 Thruxton 500-mile races on a Triumph Bonneville. It was at Barcelona in 1964, when he was riding a works BMW, that Dave conceived the idea of building a machine specifically for endurance racing, which he was convinced would be capable of beating the works prototypes. The result was another Triton, its engine tuned for reliability and acceleration out of corners rather than top speed, as the Montjuc circuit was very twisty. Dave's conception was proved right when he and co-rider Rex Butcher won at Barcelona in 1965, enjoying a trouble-free ride against formidable factory opposition. By this time Syd Lawton had lost faith in the complacent British motorcycle industry and switched allegiance to the Italian Aermacchi company with which his name is forever associated. Dave was surprised to discover that the diminutive pushrod singles handled better than a Manx Norton; so he took the logical next step and built a Norton Featherbed-style frame incorporating Aermacchi geometry: the first Dresda had been born. Using the new Dresda frame and a 650cc unitary consruction Triumph engine, in 1970 Dave won at Barcelona for the second time, with Ian Goddard on this occasion, and this versatile chassis would later accommodate all manner of multi-cylinder engines from Japan. Hand built by Dave Degens and raced to victory by him and Ian Goddard in the 1970 Barcelona 24 Horas against the combined might of the British and European factory teams, the historic machine offered here has been featured in numerous motorcycling books and magazines over the years. Notable features include twin Amal Concentric carburettors; 18' Borrani wheel rims; Dresda large capacity glassfibre fuel tank; Krber 10,000rpm tachometer; integral headlamp; and a double-sided eight-cam front brake, believed the only one cast in magnesium rather than aluminium. Dave raced the Dresda-Triumph at the 77th Goodwood Members' Meeting in 2019, and also picked up a 'Best Bike' concours award with it (see photograph on file). Following a period of inactivity, the machine will require re-commissioning and thus is sold strictly as viewed. It is hoped that supporting documentation will be available at time of sale. Key not required.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

2001 Ducati 996 S 'Hodgson Replica'Registration no. HJ02 MKMFrame no. ZDMH100AA1B005400Engine no. ZDM996W4-018267The Ducati 916 won the World Superbike Championship (WSBK) in its 1994 debut season and its evolutions three times after that. For 1999, the stronger and much improved 996cc engine of the limited-edition 916 SPS was standardised on the new '996' model, while a Ducati Corse works development took Carl Fogarty to his fourth and final World Superbike Championship that same year.Britain's next WSBK hero would be Neil Hodgson. Neil had had a tough time in the WSBK when he first entered the series in 1996, and in 1999 he returned to the British Superbike Championship with Team GSE Racing. His team-mate Troy Bayliss ended up champion that year but Neil bounced back to take the title in 2000 following a season-long battle with Suzuki's Chris Walker. The Ducati 996 S offered here is one of 35 machines built by the UK Ducati importer to celebrate Hodgson's British Superbike Championship win, and comes with a letter of confirmation from Ducati UK. Forming part of a private collection since 2016, the machine features a full Termignoni exhaust system; Ohlins suspension; Ducati Performance air tubes; swinging-arm cover; and many other official Ducati parts. The '100' decals (Hodgson's race number) were added by a previous owner. Described by the vendor as in very nice condition throughout, having covered only 16,186 miles from new, this collectible limited edition Ducati superbike is offered with all books, service history and two keys. A Datatool alarm is fitted. Offered with keyFor further information on this lot please visit Bonhams.com

1928 Rex-Acme 347cc TT8Registration no. RU 6540Frame no. 40329Engine no. GPB 224• One of the rarest of Rex Acmes• Believed around 50 survive Rex-Acme was a small manufacturer, based in Coventry and formed in 1921 after the amalgamation of the Rex and Acme brands. It dissolved in 1933. During the 1920s, the firm soon enjoyed competition success, with star rider Wal Handley to the fore; Handley won three TTs on Rex-Acmes, among many other successes. After building a range of fairly standard-practice models with open-diamond frames, for 1928 Rex-Acme announced the TT8, featuring an unusual full cradle frame with two tubes going over the top of the petrol tank and a curved front downtube, bringing the engine (generally a Blackburne, with outside flywheel) forward towards the front wheel. The Burman gearbox is supported from underneath, rather than being top-hung like most contemporaries. The intricate frame (featuring something like 58 joins) was apparently designed by Wal Handley, who became a director at Rex-Acme in his 20s. Forks and brakes are Webb. Carburettor is currently an Amal Type 6, but the correct Amac TT is offered with the machine.Numbers built must have been minimal and there's just a small handful of TT8s in existence – one or two (possibly in the same ownership) in Australasia; one complete bike with a later four-speed gearbox and various other modifications/updates and which was previously owned by film star Ewan McGregor which now resides in Oxfordshire; another in mainland Europe (with a MAG engine); one in bits in the Midlands... And that would seem to be about it. Teenager Harry Meagen won the 1928 Amateur TT on a Rex-Acme, most likely a TT8, although it may have used a Swiss MAG engine – with who Handley was involved; Meagen's bike was seemingly a 'works' effort, despite the Amateur rules... – but with this type of chassis. Meagen and the Rex-Acme (though this one a JAP-powered version, in the same chassis) would've won again in 1929, but were disqualified for 'outside assistance' having pushed in to win by 12 seconds; he'd earlier been helped by spectators. In 1928, RU 6540 was bought new by Harry Vickers, a woodworker who lived in Bournemouth, and whose brother had a Blackburne-powered Cotton. There's a picture of Harry on the Rex-Acme outside his house (103 Markham Road, Winton, Bournemouth, then Dorset, now Hampshire); the TT8 was registered on 28th January. Harry had the TT8 for some time – there's a copy of a 1936 insurance certificate, passed on by Harry's son, David, who reckoned he remembered the Rex-Acme as a little boy. David said he could remember it being in the family sawmill, covered in sawdust, probably around the time of the Second World War. It all becomes a little vague in the 1950s after Harry seemingly parted with it – David remembered going to the National Motor Museum at Beaulieu but he couldn't recall whether to see this bike, or just for his dad to show him a Rex-Acme. It's also been suggested in a note in the files (of which there are plenty, including lots of correspondence) the bike spent time on the Isle of Man, but again, unverified. In the 1970s and early 80s, RU 6540 re-emerged and passed through a few owners, including well-known collector and enthusiast Paul Ingham, Pat Clarke in Hertfordshire, Mick Cox in Potters Bar and David Flake in Faringdon, Oxford, quite probably largely unrestored but in use (there's a picture of it at Banbury in the early 80s, as well as at Paul's), before finding its way to Swindon's Pete Sole, who paid £2000 for it in 1988. Pete restored it, after which it became a regular on the show circuit, winning trophies at lots of the big shows and featuring in various magazines. Marque specialist Eddie Collin visited Pete to inspect the bike when it was in bits. This bike has 'Rex-Acme' cast into the mag chain cover which the other TT8s extant don't seem to feature; it also has 'TT8' stamped on things like the primary chainguard bracket. In Pete's ownership, it was featured in various magazines (The Classic MotorCycle, August 1990, when the current custodian first saw it; British Bike magazine, November 1993, and Old Bike Mart, 1998), had at least one trip to the Isle of Man and undertook several Banbury Runs. There are lots (two folders) of magazines, correspondence and photographs, which will come with the machine. After Pete Sole received a terminal cancer diagnosis, it passed into present ownership in 2009. In 2010, it suffered a serious engine failure, which resulted in a comprehensive rebuild by BSA Gold Star specialist Dave Flintoft, which is fully documented (copy on file). Since then, the bike has taken part in the gruelling Irish National rally several times, as well as Banbury Runs, Festival of 1000 Bikes, the Kop Hill Climb and lots of other events. It has won many trophies and prizes over the years, wherever it has appeared. After the petrol tank was damaged by ethanol, it was repainted by Clive White at Rapier Paintwork. The Rex went into storage at the start of the pandemic, and though it has been started a couple of times, it's not been used since 2019. In Roy Bacon and Ken Hallworth's comprehensive book The British Motorcycle Directory it states: 'Handley won the Lightweight TT in 1927 and, for 1928, the 348ccc Model TT8 was offered with a duplex cradle frame and specially tuned Blackburne engine based directly on the Handley racing machines.' In his biography of Wal Handley, None More Brave, John Handley, as well as publishing a rare, catalogue picture of a TT8 writes, quoting the maker, of the model '[being] produced under the personal supervision of our Mr W L Handley.' In a road test (actually of a MAG-powered example) in the May 16, 1928, edition of The Motor Cycle (copy on file) there's a line which says '...the 1928 TT Sports model...has been completely redesigned under the personal supervision of Wal Handley in light of his experience in the Isle of Man and elsewhere.' Rex-Acmes were only made for just over 10 years. Marque expert Eddie Collin (who wrote a self-published book on the machines; copy included) reckoned 'around 50' survived, though the number may be higher. But the TT8 is arguably the rarest (and perhaps the prettiest) of all Rex-Acme models, so this represents a potentially one-off opportunity to acquire a stunning vintage motorcycle. 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

1962/1969 Tricati 490cc Racing MotorcycleFrame no. noneEngine no. T35368•Triumph Daytona engine in Ducati racing frame•Very well specified•Widely racedOne of the more unusual and rarely seen 'specials', the Tricati typically combines the rolling chassis from a Ducati single and a Triumph twin-cylinder unitary construction engine of either 350cc or 500cc. A favourite of racers back in the day, the Tricati is a very light, agile and adequately powerful bike ideal for today's Classic racing. Because the engine is a tight fit in the frame and requires many handmade components, they are much rarer than other specials like Tritons, for which special components were always in plentiful supply. The frame and forks were found at Kempton Jumble and the engine found at the Stafford autojumble: both were in a poor state but provided a good basis for the build.This Tricati's engine is from a 1969 Triumph Daytona T100S and has genuine close-ratio gearbox; E3134 high-performance camshafts; Boyer electronic ignition; Amal Concentric Mark 1 carburettors fitted with velocity stacks; and a Bob Newby racing clutch with belt primary drive. The frame is from a 1962 Ducati 250 racer; it has been de-lugged and new engine mountings fitted; all the alloy engine plates were hand made. The forks are Ceriani and the front brake is a double-sided Grimeca, while the twin-leading-shoe rear brake uses the original Ducati hub; all are fitted with new shoes, etc. The wheels were rebuilt with new flanged alloy rims. The fuel tank, seat and fairing are all Vic Camp Ducati period items, while the oil tank is custom made to fit this frame, the exhaust system was custom built by Competition Fabrications and was ceramic coated in 2022.Martin Brailsford has the raced this Tricati at various classic events including Snetterton, Darley Moor, Cadwell Park, Castle Combe and Donington Park. Faultlessly turned out, this beautiful little machine is offered with a CRMC 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

1920 Triumph 550cc Model HRegistration no. EC 3145Frame no. 311616Engine no. 72047 CRX•Very well known in Vintage circles•Restored by second owner Arthur Cunliffe•Only four owners from new•Many-time Banbury Run participantThe first Triumph motorcycle of 1902 used a Belgian Minerva engine but within a few years the Coventry firm - originally a bicycle manufacturer founded by German immigrants Siegfried Bettman and Maurice Schulte - was building its own power units. The company was soon involved in racing and the publicity generated by competition success - Jack Marshall won the 1908 Isle of Man TT's single-cylinder class for Triumph having finished second the previous year - greatly stimulated sales. By the outbreak of The Great War the marque's reputation for quality and reliability was well established, leading to substantial orders for 'Trusty Triumphs' for military use.Triumph's 3½hp model had first appeared in 1907. Originally of 453cc, its sidevalve engine was enlarged to 476cc in 1908 and finally to 499cc in 1910 before being superseded by the 550cc 4hp model in 1914. Equipped with three-speed Sturmey-Archer gearbox, it was this revised 4hp - the Model H - that did such sterling service in WWI, some 30,000 'Trusty Triumphs' seeing action with British and Allied forces.The example offered here is a 1920 model first registered in 1921 after the introduction of the 1920 Roads Act. An older restoration well known in Vintage circles, 'EC 3145' was restored by the second owner, Arthur Cunliffe, and has been well maintained ever since. The machine is offered with a comprehensive history file, the highlight of which is an article published in Motor Cycle News in 1963 recounting how 'EC 3145' had been purchased by first owner 'Hubert William J' (Hubert William Jackson) to further his courting of the local doctor's daughter. The couple ended up eloping to Gretna Green on the 'Trusty Triumph'! The article's author, Arthur Cunliffe, bought 'EC 3145' from Mr Jackson and spent many hours restoring it. Arthur campaigned the Triumph extensively before selling it to Phil Bowker, from whom it was purchased by our vendor in December 1997. Since then 'EC 3145' has been ridden on numerous Banbury Runs, perhaps a dozen times, as well as other events including the Graham Walker Run. However, it has not been ridden for at least 4-5 years and will require recommissioning before returning to the road. Prior to being laid up, the Triumph was regularly maintained by the enthusiast owner and is only being sold due to his advancing years. Close inspection is highly recommended. A spare Sturmey-Archer gearbox case and a period leather box containing a spare drive belt are included in the sale. 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

Property of a deceased's estate2010 Moto Guzzi 750cc V7 ClassicRegistration no. AU10 EPPFrame no. ZGULW000X9M113131Engine no. LM 020504'Celebrating the 40th anniversary of the V7 and based on the Breva 750, the V7 Classic was aimed as an entry-level motorcycle for less-experienced riders who appreciated the retro classic image. It was also envisaged as a competitor for the popular Triumph Bonneville and Ducati 1000GT.' - Ian Falloon, The Moto Guzzi Story (Second Edition). Introduced in 2008 and still in production today, the V7 family has succeeded brilliantly in the 'retro classic' market, arguably because it is much more closely related to its forbears than anything offered by the opposition. This V7 Classic has been owned by the vendor for a couple of years and comes with the purchase receipt. Only some 51 miles have been covered since acquisition (the current odometer reading is 2,709 miles at the time of cataloguing). Following a period of inactivity, the machine will require re-commissioning to a greater or lesser extent and thus is sold strictly as viewed. The vendor advises us that a new battery has been fitted, and it should be noted that the front right indicator is broken and needs replacing. The machine is offered with an expired MoT (2015); current MoT; and a V5C document.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 ex-Peter Hickman, FHO Racing, Isle of Man Superbike TT and Senior TT-winning, 2022 BMW M1000RR SuperbikeEngine no. A12A10A BMW *1522K708*●Offered for sale by FHO Racing●Presented as it finished the 2022 Senior TTNever before has a 'current' TT-winning motorcycle been offered for sale at a public auction, and Bonhams is especially proud to have been entrusted with finding a new home for Peter Hickman's 2022 Isle of Man Superbike TT and Senior TT-winning BMW M1000RR. Riding the FHO Racing entered, Gas Monkey Garage-sponsored machine, Lincolnshire-based Hickman had won the Superbike race earlier in the week, beating Kawasaki-mounted Dean Harrison into 2nd place, before repeating his achievement in the delayed Senior event on the Saturday, with Harrison once again runner up. Hickman led from start to finish to win Saturday's race by 16.918s from Harrison. Originally scheduled to take place on Friday afternoon, the race was pushed back to an 11am start on Saturday, and although windy conditions over the Mountain presented a challenge, the race started on time and ran for the full six laps. With an opening lap at 132.381mph, Hickman enjoyed an 8.362sec lead over Harrison. On lap two, he upped his pace to 132.627mph, which proved to be the race's fastest lap and helped increase the advantage over his Kawasaki rival to 14.6sec. After a slightly longer pit stop to take on the necessary amount of fuel, the gap reduced initially on lap three, but by half race distance it had opened to 18.6sec. With the wind continuing to cause problems over the Mountain, speeds were slightly reduced in the second half but with two more 130mph-plus laps, 35-year-old Hickman was able to control the race from the front to give FHO its third win of the week. His Senior victory was Hickman's fourth of 2022, taking his tally of TT victories to nine and podium finishes to 20 following wins in the Supertwin and Superstock events, and making him only the fourth rider to win four TTs in a week. Peter's efforts earned him the Joey Dunlop Championship with a total of 111 points.'To win another Senior TT is epic and although conditions weren't brilliant with the strong winds for the first two laps, it definitely improved as the race wore on,' said Peter after the finish. 'A six-lap Senior race was what we all wanted though, and we managed to get the job done so I couldn't be happier. It's awesome to give FHO Racing three wins out of three at its first TT and I've got to say a massive thanks to the team who've done a fantastic job all fortnight.'A full listing of this highly developed superbike's outstanding specification is available but is far too lengthy to reproduce here. Suffice to say that highlights include a braced frame supplied directly by BMW; a BMW Type 7.1 factory engine and airbox; STM clutch; Akrapovic large-bore titanium exhaust; full Motech electronics; Oz wheels; Suter swingarm; Brembo brakes; Alpha/Bonamici subframe and triple clamps; Talos Designs 24-litre fuel tank; Öhlins suspension and steering damper; and the Dunlop tyres used for the 2022 Senior TT race. Offered for sale by FHO Racing, the machine comes with their email confirming its provenance and is presented as it finished the 2022 Senior TT with its original race-winning fairing complete with Manx flies! An unrepeatable opportunity. 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

c.1916 Indian Power PlusRegistration no. BF 9892Engine no. 85K999Beautifully restored, this sprung-frame Powerplus has been assembled from parts acquired over some 40 years by the current vendor's late father, who built several Indian motorcycles in this way. The machine was in part-built form when it came into the vendor's possession as part of his father's estate over 20 years ago. Since then the vendor has gradually completed the rebuild, including all major items. The engine and gearbox had previously been overhauled by the vendor's father (latterly a professional motorcycle and horticultural mechanic). More recently, the cylinders were removed to enable the following: valve shrouds to be nickel plated; valve re-grinding; inlet and exhaust manifold work; and checking the bottom end, which was found to be in very good condition. Reassembly involved detailing to include nickel plating (by Niphos, Crewe); rearrangement of the articulated controls (discontinued after 1916) including right-hand throttle; improved valve-lifter mechanism; and Bosch magneto full renovation (by Armoto, Chesterfield). In July 2022 the vendor attended the Indian International Rally in Borculo, Holland where the Powerplus was an exhibit only. Since then the machine has been running in the owner's workshop and he intends to road test it before the auction to check that all is well. Obtained at the Indian rally, an improved design of carburettor fuel-control valve and float have been fitted in a re-machined spare float bowl, ready for fitting after run-tests. Key not required.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

Ex-Jim Alves, ISDT Gold Medal Winning1951 Triumph 500cc TrophyRegistration no. LNX 361 Frame no. 9806 NAEngine no. TR5 17479 NA•Present ownership since 2004•Restored to ISDT specification•Requires re-commissioningFrom the time of its introduction in 1948, the Triumph Trophy was established as a true all-rounder: a machine that could be ridden to work during the week and then, with extraneous components removed, competed on at weekends in its owner's chosen branch of motorcycle sport. Although catalogued primarily as a trials machine, its true forte was scrambles and the International Six Days Trial (ISDT), events in which the power of the tunable Triumph twin worked to its advantage and its weight was less of a handicap. The arrival of a new swinging-arm frame for 1955 finally put paid to the Trophy's pretensions as a one-day trials mount, for although the rear suspension enhanced traction and improved the handling, the lengthened wheelbase and increased weight rendered it un-competitive. Nevertheless, the TR5 remained an extremely competent and stylish roadster until the end of production in 1958. Ridden by P H 'Jim' Alves, the historic Triumph Trophy offered here formed part of Great Britain's team that contested the ISDT in 1951, held that year in Varese, Italy. Born in Glastonbury on 2nd January 1916, Percival Harold Alves, better known as Jim, demonstrated a precocious talent for things mechanical while still a child, building his own car at the age of 12(!), and bought his first motorcycle, an OK Supreme Flying Cloud, in 1934. Participation in one-day trials soon followed. His talent was spotted while he was competing in Home Guard events during the war; Jim became 'one to watch', prompting an approach from the Triumph factory. A factory-supported rider from 1946, Alves stunned the trials world by winning that year's Cotswold Trial riding a modified Triumph 3T twin, confounding critics who maintained that only single-cylinder motorcycles were suitable for trials use. Don Morley: 'In his first season Jim won four trade supported nationals and finished fourth in the British Experts trial on his now famous little roadster ENX 674, successes that were against the odds and scored at a rate that soon saw the man and his machine challenging Hugh Viney.'Fast forward four years and we find Jim Alves a member of the five-man British team at the 1950 ISDT in Llandrindod Wells, an event the home riders won comfortably. Understandably, for 1951 the British trophy team was unchanged, comprising Hugh Viney (AJS), Fred Rist (BSA), Bob Ray (Ariel), Jack Stocker (Royal Enfield) and Jim Alves (Triumph). Reputedly, Alves' Triumph was the first Trophy to be fitted with the 650cc engine that had debuted in the Thunderbird and would power the TR6 Trophy. In addition there were two 499cc works Triumphs entered, both in the vase competition, ridden by Burt Gaymer ('LNX 351') and Peter Hammond ('LNX 341'). The British team won the trophy competition yet again; all three Triumph teamsters won Gold Medals and the Meriden factory walked away with the manufacturers' award. After the event Triumph stripped all the ISDT parts off 'LNX 361' and replaced the 650cc engine with a 499cc unit whose number did not match the frame's. They then sold the machine to Jim Alves, who retailed it as a regular Trophy. Its late owner acquired 'LNX 361' in 2004 and restored the Trophy to ISDT specification, though is not known when the machine was last used; re-commissioning will be required before further use. Accompanying documentation includes an old-style continuation logbook (issued 1957), sundry bills and a V5C Registration Certificate. Of particular interest are two 'dinner' programmes: 'Triumph Complimentary Dinner to P H Alves in recognition of his long and successful association with Triumph'; and 'Motor Cycling 1947 British Experts Trial Celebration Dinner'. Importantly, the former contains a page signed by the many motorcycling celebrities in attendance, including Geoff Duke, Bill Nicholson, Jack Williams, Brian Martin and Bob Trigg. Also included in the sale is a spare 650cc engine that the owner had intended to fit but never finished building. Former ISDT-winning motorcycles are only rarely offered for sale, making this ex-works Triumph Trophy, ridden by one of the foremost off-road stars of the day, of especial interest to collectors.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

1976 Norton 828cc Commando 850 MkIII Electric StartRegistration no. VAA 611RFrame no. 334407Engine no. 334407• One owner from new• Only 2,623 miles from new at time of cataloguing• Last used on the road in 1999• Regularly serviced• Exceptional originalityDesigned by engineers Bernard Hooper and Bob Twigg - supervised by Norton Villiers' Director of Engineering, Dr Stefan Bauer - the Commando's vibration-beating Isolastic frame enabled the company successfully to prolong the life of its ageing parallel twin. Launched in 1967, with production commencing in 1968, the Commando used the preceding Featherbed-framed Atlas model's 750cc engine and AMC four-speed gearbox, and was an instant hit with the motorcycling public, being voted Motor Cycle News 'Machine of the Year' for five consecutive years. It might have been a little down in top speed compared to rivals such as BSA-Triumph's 750cc triples and Honda's CB750 four, but the Commando more than made up for this minor deficiency with superior mid-range torque and steadier handling. So called because of its streamlined seat cowl, the sole model available initially became the 'Fastback' when the range was extended by the addition of a more sporting, though conventionally styled, 'S' version in 1969. Introduced in 1973, the 850 (actually 828cc) featured a larger bore, through-bolted cylinder block, stronger gearbox casting and all-metal clutch among a host of other, more minor improvements. The extra capacity provided the 850 with even more mid-range urge, and the model would continue as the sole Commando after 1975 when the electric-start Mark III was introduced. This outstanding Commando MkIII has been with the same owner since new and has been cared for lovingly its entire life. For much of that time it has been kept in the owner's private museum as part of a large collection of classic motorcycles. According to the vendor, it is still to all intents and purposes 'as new' and mint. The machine comes with the original purchase receipt from Thruxton Motorcycles and the original (pouched) pristine owner's handbook, and has covered 2,623 miles (certified). Last used on the road in 1999, it has been regularly checked and appropriately serviced by the owner and has just had a complete brake fluid and seals change. Described as running beautifully, this exceptional Commando is offered with old/current V5/V5C documents; MoT to April 2024; sundry bills; and all of its original purchase paperwork. 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

1936 Sunbeam 347cc Model 14Registration no. COA 569Frame no. 225.430.262Engine no. 225.420.287Combining the Model 8's bottom-end and 90mm-stroke crankshaft with a 59mm-bore cylinder barrel resulted in a spin-off 'longstroke' 250 for Sunbeam: the Model 14. For the 1935 season the latter was superseded by an all-new 'high camshaft' design, the Model 16, only to return in 1936 in improved form following the 16's disappointing failure. To reduce costs, Burman gearboxes were fitted to many models, the revamped '14' included, but Sunbeam had built its reputation on superlative quality of construction and finish and was unable to drop its standards sufficiently to match its rivals for price. By this time the writing was on the wall for the Wolverhampton concern and in 1937 new owners Associated Motor Cycles took over. Production shifted to Plumstead where the existing range, including the Model 14, continued for a couple of years before new models were phased in.This Model 14 arrived in the vendor's care just before one of the Covid lockdowns. He carefully recommissioned the machine, including the fitting of a side stand for convenience, and re-jetted the carburettor. On file is an illustrated article written by the vendor, in which he mentions that the Sunbeam has a tendency to jump out of 3rd gear. Accordingly, prospective purchasers must satisfy themselves with regard to this motorcycle's mechanical condition prior to bidding. Sold strictly as viewed, the machine is offered with a V5C document and current MoT. 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

1985 Kawasaki GPz750 TurboRegistration no. B272 FPUFrame no. JKAZXDE17FB502877Engine no. ZX750EE-007290Spurred on by publicity surrounding Honda's CX500 Turbo, the rest of Japan's 'Big Four' lost no time in jumping on the forced induction bandwagon. By far the most successful offering came from Kawasaki who, by bolting a turbocharger to their existing GPz750, created one of the 1980s' most exciting sports motorcycles. By placing the turbo close to the exhaust ports Kawasaki ensured that throttle lag was minimised, while substituting electronic fuel injection for the original carburettors enabled combustion to be finely controlled. The result was 100-plus horsepower at the rear wheel and a top speed of around 140mph. A subtly strengthened frame and swinging arm helped enthusiastic owners keep the Turbo shiny side up. Currently displaying a total of 19,817 miles on the odometer, this original example of arguably the most successful of the turbocharged motorcycles that came out of Japan in the 1980s was imported into the UK in 2015, since when it has formed part of a private collection. The vendor advises us that the Kawasaki is in excellent condition having been restored in 2015, including refurbishment of the fuel injection system. Offered with a V5C document. Keys present. A rare opportunity to obtain a desirable Japanese classic that can only become increasingly collectible.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

1955 Douglas 348cc DragonflyRegistration no. UYB 458Frame no. 1020/6Engine no. 1020/6The extensively redesigned Dragonfly debuted at the 1954 Earls Court show, the newcomer featuring a stronger crankcase, single carburettor, alternator electrics and coil ignition (replaced with electronic on this example). The new frame was also a departure from previous models with a conventional rear swinging arm and a leading-link front fork. Yet only some 1,500 Dragonflys were built before production of Douglas's final motorcycle ended in March 1957.This example was the 20th built and is possibly the oldest still in regular use with an indicated 18,880 miles on the clock. A sizeable list of invoices is on file from its 2019 restoration by the owner who apprenticed at Douglas. Supplied 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

A Raleigh ladies' bicycle with Power Pak motor attachmentframe number 97057P, engine number 10473, displaying registration number MVF 870 (not recorded on the DVLA database, prospective bidders satisfy themselves as to the validity of the VRN) with attached petrol tank, condition and completeness unknown, close inspection advised. 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

A BSA bicycle with Winged Wheel motor attachmentframe number J22391, engine number MBW11630, believed heavyweight forks, condition and completeness unknown, close inspection advised. 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 estate1927 Sunbeam 347cc Model 1Registration no. KO 4711Frame no. A1204Engine no. H1209Although its very first machine had been a '350', Sunbeam abandoned the class in 1914 in favour of larger capacities, only returning in 1923 with an entirely new sidevalve design that would form the basis of all the overhead-valve engines that followed. The new 2¾hp engine first appeared in the essentially similar Models 1 and 2, the former being a tourer and the latter a more sporting machine. This Sunbeam Model 1 belonged to the lady vendor's late father for over 20 years and has been ridden at various venues and events such as Brooklands and the Banbury Run. The machine carries a tax disc that expired on 31st August 2015 and was last ridden circa five years ago, since when it has been dry stored under dust sheets. (The father passed away in June 2022.) Following a period of inactivity, the machine will require re-commissioning to a greater or lesser extent, or possibly more extensive restoration before returning to the road and thus is sold strictly as viewed. Prospective purchasers should satisfy themselves with regard to the motorcycle's completeness, originality, and mechanical condition prior to bidding. Accompanying paperwork includes an old-style RF.60 logbook (issued 1947); old/current V5/V5C documents; Kent County Council letter and registration history; 1994 purchase receipt; expired MoTs (most recent 2012); Sunbeam service manual and spare parts list; DVLA correspondence; and copies of marque-related literature.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

1969 BSA 250CC B25 StarfireRegistration no. WYX 36G (see text)Frame no. CC13346 B25SEngine no. CC13346 B25SBSA revamped its unitary construction singles range for 1967; the new B25 Starfire and C25 Barracuda models retaining the same basic engine layout as the outgoing C15 but with a stronger Victor-type crankcase assembly and new 'square-fin' alloy cylinder barrel. Inside, there was a stronger one-piece forged crankshaft and, somewhat unusually for a single, a split shell-type big-end bearing. Currently displaying an odometer reading of 4,694 miles (unwarranted), this B25 has belonged to the elderly owner since 1978. The machine's mechanical condition and completeness are not known and thus it is sold strictly as viewed (note the US-specification tail lamp assembly). A most rewarding project that will require restoration before further use, the machine comes with an old V5 document; however, the Vehicle Registration Number has lapsed from the DVLA/HPI database. Accordingly, the buyer will need to contact the DVLA to re-register this motorcycle. Offered with workshop manuals.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

1983 Yamaha 72cc Chappy ProjectRegistration no. A822 FBCFrame no. IF3160739Engine no. IF3160739'The Chappy was developed primarily for women in Japan's cities, featuring small 8-inch tires to make it easier for smaller-framed riders to mount, and a simple-to-use 2-speed automatic transmission. With the addition of a hand-clutch 4-speed model, a centrifugal clutch 3-speed model, and numerous detail modifications to improve user-friendliness, this became a long-selling model as a mini-bike for around-town use that could be ridden by anyone.' - Yamaha Motor Corporation.Acquired by the elderly vendor in 1991, this Chappy represents a potentially most rewarding project that will require recommissioning and/or restoration to a greater or lesser extent before further use. The expired MoT on file was issued in 1995 at 7,114 miles, indicating that the machine has not been used since then. Additional paperwork includes an old V5 registration document and Yamaha correspondence. 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

1930 Scott 596cc Flying SquirrelRegistration no. SV 5835Frame no. 3571MEngine no. FY166AIntroduced in 1925, Scott's Flying Squirrel sports model 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 a touring role in the 1930s, being further up-dated with detachable cylinder head, Brampton forks, and a foot-change gearbox. This Vintage-era Flying Squirrel was among some 20-plus machines shipped to the UK from South Africa many years ago and stored in Long Eaton by John Salisbury for sale on behalf of the South African owner. Our vendor met the latter at the Irish Rally and arranged to buy the Scott, which was UK registered on 18th January 1996. Its South African history is not known. The engine, 'FY166A', is from a 1927 Super Squirrel.Since acquisition the Scott has been ridden on several Banbury Runs and the Bob Foster Run. However, 'SC 5835' has not been used for at least 4-5 years and will require recommissioning before further use. Prior to being laid up, the Scott was regularly maintained by the enthusiast owner and is only being sold due to his advancing years. Close inspection is highly recommended. Offered with instruction manuals, a history file, and a small quantity of spares.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

1955 Francis Barnett 225cc Cruiser 71Registration no. TRN 240AFrame no. VB 11509Engine no. 842A / 6494Francis Barnett were in business from 1919, and their slogan from the outset was 'Built like a bridge', derived from their method of frame construction. However, by the 1950s they confined their manufacturing to production of lightweight machines powered by proprietary Villiers engines, in capacities ranging from 150 to 225cc. The Cruiser 71 was top of the range in 1955, benefiting from a 225cc engine and four speed gearbox. TRN 240A, which has optional extra leg shields and panniers, was acquired by the owner in 2005. Whilst the bike has not been used since that time, it has been kept in good, dry storage. The engine is not turning, no key is required, and it will require recommissioning or restoration, to some degree, by a new owner. Accompanying documentation comprises an old-type V5C.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 1931 Olympia Motor Cycle Show Model 1931 Brough Superior 1,000cc SS100Registration no. GW 3188Frame no. 1042 SEngine no. JTO/Y 13901/S•Enhanced 'show' finish•Substantially known ownership history•Present enthusiast ownership since 1973•Highly original (matching registration, frame, engine, gearbox)This Brough Superior SS100, with spring frame number '1042 S', was first registered on 31st January 1931 and is recorded in the factory records as a 'Show Model'. 'Show' meant an enhanced finish, the mudguards being chromed with a gold-lined black centre, just like the wheels. A letter from George Brough Ltd, signed by General Manager T E Ball, states that the machine 'was despatched from the Works on January 2nd 1932 to Messrs Rowland Smith Motors Ltd, and was a SS100 Spring Frame which had been prepared for the 1932 Show' (it is assumed he meant the 1931 show). Interestingly, the frame number is only a single digit distant from T E Lawrence's final Brough, 'GW 2275'. The copy Works Record Card shows that '1042' was originally built as a motorcycle combination ('specialist coach on Watsonian chassis') and that it left the factory with a chromium plated/black enamel fuel tank, and with mudguards and wheels having the same 'show' finish. Castle (Brampton) forks were fitted, as was a separate oil tank among various other special features (see 'Remarks'). The Record Card confirms all matching numbers with the exception of the fuel tank ('R2465'), which is from the 1932 SS100 'R1044' (non-surviving). Interestingly, this is the only known Brough to have a gearbox number prefixed 'P 156'. Brough Superior Club records show that 'GW 3188' was present at the inaugural Brough Superior Club Rally, held in September 1958 at Hearsall Common, Coventry while owned by Ronald Richardson of London N8. By this time the Brough had been fitted with a later AGS petrol tube sidecar. The accompanying old-style buff logbook (issued 1954) list the owner at that time as one Frederick Elkington of Bromley Kent, who had acquired it in 1947. The current owner (5th change in the aforementioned logbook) is a former Vickers aircraft engineer who worked for 24 years on the Concorde project. He bought 'GW 3188' (registered as a 'sidecar bicycle') from his friend Sid Mason in April 1973 for £150 (purchase receipts on file). Sid Mason had bought the machine for £75 in 1963. Reflecting on his purchase some years ago, the current vendor said: 'I was all too aware of the SS100's notoriety, especially as I worked as an aircraft engineer for Vickers, which was located at the historic Brooklands race circuit where in 1939 an SS100 took the all-time track record of 124.51mph. It's more of a show-piece for me now and used only on special occasions. However, when I do give it a blast it still remains somewhat frightening and exhilarating - both at the same time! I love it on many levels: looks, engineering, performance and heritage.' The Brough was last used some 30 years ago but still starts second kick. Recommissioning, or possibly more extensive restoration, will be required before it returns to the road. The 'show' finish is still there, albeit beneath a protective layer of black paint applied by the vendor.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 estate1959 Norton 600cc Dominator 99 Project Registration no. VSR 81Frame no. P14 83152Engine no. 83152 14P (engine card no. 99C 3192)This dismantled Dominator belonged to the vendor's late father. The father was a Detective Lieutenant in the Scottish police service and a keen motorcycle enthusiast, spending his spare time tinkering with bikes in the garage and going on various organised motorcycle rides. The project has been kept dry stored in the garage since he passed away two years ago. The Dominator had been purchased as a project from a good friend who passed away and never got round to restoring it. Prospective purchasers should satisfy themselves with regard to this motorcycle's completeness, originality and mechanical condition prior to bidding. Close inspection advised. Sold strictly as viewed, the machine is offered with an old-style continuation logbook (1970); handwritten receipt (1967); SORN paperwork; and old/current V5/V5C 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

c.1965 Motobecane 49cc Mobylette MopedRegistration no. CDC 251C (see text)Frame no. 42190668Engine no. 4940983The French maker Motobecane produced motorcycles from 1923 onward, and by the 1930s were offering a range of machines which at different times ranged from small to large capacities. Shortly before World War Two, they had concentrated on smaller-engined machines, and post-war they focused on the emerging moped market, correctly reading the trend for cheap, accessible transport. The Mobylette range of machines came into existence around 1950, and joined the multiple British makers of autocycles and mopeds. CDC 2451C was acquired by the owner some years ago. Whilst the bike has not been used since that time, it has been kept in good, dry storage. The engine turns, but it will require re-commissioning or restoration to some degree. It requires no key, has no documentation, and the displayed registration number does not appear on the DVLA database.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

A Matchless G3LS 350cc enginenumbered 50/G3LS 14684 with AJS timing cover, Burman gearbox, clutch, and Amal Monobloc carburettor attached, condition and completeness unknown, close inspection advised. (Qty)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.This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com

1958 Triumph 498cc Speed TwinRegistration no. 154 EKXFrame no. 017721Engine no. 017721Although 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; indeed, Turner's predecessor at Triumph - Val Page - had designed one a few years previously, but Triumph's newcomer established a formula that all of Britain's major motorcycle manufacturers would adopt in the succeeding decade.The example offered here dates from 1958 (the last full year of 'pre-unit' Speed Twin production), by which time the model had been upgraded with a stronger 8-stud cylinder barrel (replacing the original 6-stud); Triumph's own telescopic front fork; and a swinging-arm frame among many other improvements. This machine was despatched from the Meriden factory on 25th May 1958 bound for A W Harrison & Sons Ltd of Loudwater, High Wycombe. The current vendor purchased the Triumph in June 2015. Documentation and photographs on file would appear to indicate that this machine has been restored twice: in 1997 and again in 2012. The history file is substantial. Last run in 2015, the machine is described by the private vendor as in good condition throughout; nevertheless, recommissioning will be required following its lengthy period without use. Offered with dating certificate and a current V5C document. Key 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

Seeley 850 Commando Mark 3 Racing MotorcycleFrame no. R.M.T. MK3. 176REngine no. 315127•Purchased as a 'basket case' in 2016•Roger Titchmarsh frame•Paraded at various Classic eventsColin Seeley's lightweight, rigid chassis proved an effective means of prolonging the competitiveness of British four-stroke singles into the late 1960s. The Mark 3 version (introduced in 1969) dispensed with the conventional lower duplex loop, a move that allowed privateers to fit the Norton Commando engine for use in Formula 750 and open-class racing, as well as the more-usual Matchless G50 or AJS 7R. Several of these Commando-engined variants were fitted with additional down-tubes to support the weightier twin-cylinder engine. This example was acquired in 2016 as a 'basket case'. The engine is from an original 1974 850 Commando, one of the very last kickstart models. The Combat-specification motor boasts race camshafts, new 32mm Amal Concentric Mark 1 carburettors, Boyer electronic ignition, and lots of lightened and polished internal components. The original four-speed AMC gearbox has been replaced with the latest five-speed magnesium-cased racing 'box from Mick Hemmings, while the transmission arrangements are completed by a Bob Newby clutch and belt primary drive. The Seeley Mark 3 frame was built in 2015 by Roger Titchmarsh ,who is licensed by Colin Seeley to produce the frames today using the original jigs. The seat, fairing and fuel tank are all taken from the original templates. The front forks are Ceriani, fitted with 230mm Ceriani double-sided four-leading brake,while the rear brake is a Triumph conical unit converted to Manx looks and fitted with improved cam levers. The exhaust system is to Neil Brailsford's handmade custom design with removable baffles for use at unrestricted race events. The Seeley weighs 152.5kg (335.5lbs) wet.Since its restoration's completion the Seeley has been paraded at various Classic events including Donington Park, Cadwell Park, Brands Hatch, Snetterton, Mallory Park and the Isle of Man TT 'Lap of Honour' in 2018. In 2020 the seat unit was signed by the late Colin Seeley at a Norton Owners' Club charity day at Redhill (the signature is now partially worn away). Offered with a CRMC 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

1981 Laverda Jota 1000Registration no. OAU 244WFrame no. LAV1000*7295Engine no. 1000*7295• Desirable early '180-degree' model• Only two owners• 8,100 miles from new• Not taxed for 32 years'Every successful bike maker has a standout model, the ne plus ultra, the one where everything comes together perfectly, producing a classic bike that exemplifies the brand. For Triumph it was the Bonneville, for Moto Guzzi the Le Mans and for Indian the Chief. For Laverda, it was the Jota.' – Robert Smith, Motorcycle Classics.Blessed with one of the most evocative names in motorcycling history, the Jota was the bike that really put Laverda on the map. Its direct progenitor was the tuned version of the Italian firm's 3C triple - the 3C(E) - developed for production racing by the UK importer, Slater Brothers. The production Jota was both more highly tuned and quicker, its 140mph top speed making it the world's fastest road-going production motorcycle at the time of its launch for 1976. It was also pretty handy on the racetrack, winning the UK's Avon championship in 1976 and 1978 in the hands of Pete Davies. Few major changes were made to the Jota prior to 1982 when a heavily revised version was introduced, complete with a 120-degree crankshaft that made for a more even firing order than the original's 180-degree 'flat' crank. Toady, the Jota is one of the most collectible of Italian classics, particularly the first '180' version. This Jota '180' is described by the private vendor as 'absolutely original and perfect, unrestored. All paintwork, plating etc is what was applied at the factory back in the day'. The Laverda has had only two owners from new and has not been taxed for the last 32 years, while we are advised that the odometer reading of only 8,100 miles is genuine. Recommissioning will be required before the machine returns to the road. It is hoped that further information will be available at time of sale. 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

1938 Rudge 499cc UlsterRegistration no. FGU 567Frame no. 61244Engine no. S4914•Original registration and matching numbers•An older restorationThe full potential of Rudge's four-valves-per-cylinder design was slow to emerge, but in 1928 Graham Walker's works '500' became the first motorcycle to win a road race - the Ulster Grand Prix - at an average speed in excess of 80mph, a feat which led to the introduction of the legendary 'Ulster Grand Prix' sports model, or 'Ulster' for short. Early engines deployed parallel valves in a pent-roof combustion chamber, but then in 1930 a trio of 350s appeared at the Isle of Man with radially disposed valves. This new arrangement emphatically demonstrated its superiority when the Rudge team of Tyrell Smith, Ernie Nott and Graham Walker finished 1st, 2nd and 3rd in the Junior TT. Nott, Walker, Smith and Wal Handley were entered in the Senior race, Handley finishing 1st at a record speed of 74.24mph with Walker 2nd, Smith 6th and Nott 7th, winning for Rudge the coveted Team Prize. Not surprisingly, the Rudge Ulster was the machine to own in 1930. First registered on 19th October 1938, this 'older restoration' has numbers matching those recorded in the (copy) old-style buff logbook (issued 1948) and the V5C, and the machine is an Ulster according to the Register. As well as the aforementioned copy logbook, the machine comes with old and current V5C documents; numerous old MoTs, tax discs, etc; and original period marque-related literature: parts list; owner's manual; operator's manual; Rudge Book of the Road, Bryan Reynold's book of Rudge; and a Pitman's service book.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

1967 Honda 49cc Z50M 'Monkey Bike'Registration no. KFW 593EFrame no. Z50M-101673Engine no. Z50ME-101258With the launch of the CZ100 in 1960, Honda created the class of motorcycle known as 'Monkey Bikes', so called because of their diminutive stature. They were originally intended for children to ride at amusement parks, and only later did Honda develop a road-going version. The engine was the C100 step-thru moped's reliable four-stroke single, while an ultra-short wheelbase, 5' wheels and a lack of suspension were all features of a machine which, in the case of the folding handlebar version, could be fitted into the boot of a car. The machine offered here is an example of Honda's second 'Monkey Bike' design, the CZ50 (or Z50M), the first road model to be sold in Japan. The Z50M featured the overhead-camshaft engine from the C50 step-thru moped and was made in various forms from 1967 to 1975. This Z50M has belonged to the vendor for approximately 18 years and currently displays a total of 37 miles on the odometer. It is described as in excellent condition apart from a paint chip the fuel tank, and is said to run and ride well.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

Jawa 498cc Grass-track Racing MotorcycleFrame no. noneEngine no. 8994The British JAP engine's stranglehold on the speedway world loosened in the 1960s with the arrival of Czechoslovakian ESO machines. Founded in 1949, ESO specialised in speedway and other off-road competition motorcycles and was part of the Jawa-CZ group. In 1966 the ESO name was dropped, the firm's DT5 speedway model becoming the Jawa DT500 (or 500DT) Type 680, a machine that would come to dominate its sport until well in to the succeeding decade. Its speedway supremacy challenged by the four-valve Weslake engine, Jawa responded by introducing a new double-overhead-camshaft, four-valve motor in the late 1970s. Available in speedway/long-track variants as the Type 894/895, this engine was adequately powerful, producing up to 65bhp, but rather top heavy, and was superseded by the more compact, single-overhead-camshaft Type 896/897, this being the final development of Jawa's classic vertical single. Unfortunately, nothing is known about the history of this Jawa grass-tracker, its owner being deceased. There are no documents with this Lot. 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

c.1957 Velocette 349cc Venom/KSS SpecialRegistration no. YSJ 842Frame no. RS10265 (see text)Engine no. KSS 10579Slotting Velocette's wonderful pre-war K-Series overhead-camshaft engine into later cycle parts has long been an accepted practice among aficionados of the Hall Green factory's products, and this example combines an ex-racing Venom rolling chassis dating from circa 1957 with the motor taken from a circa 1947 KSS MkII. Introduced for the 1936 season, the MkII KSS represented a major re-design of Velocette's top-of-the-range overhead-camshaft roadster. The MkII featured many improvements including a new aluminium-alloy cylinder head with enclosed valve gear (which replaced the old cast-iron 'head with exposed springs).Restored in 2022, this very smartly turned-out hybrid features a modified and lightened frame; uprated engine; Venom four-speed gearbox; TT magneto; Kevin Thurston belt primary drive; aluminium oil tank; Hagon shock absorbers; alloy fork yokes; more modern forks; alloy wheel rims; and various other modifications. The machine last ran in November 2022 and is described by the private vendor as in very good condition. 'YSJ 842' comes with a V5C Registration Certificate erroneously recording the frame number as 'R510265'. 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

1970 Ducati 350 SebringRegistration no. BHM 554HFrame no. 04977Engine no. 04977Designed by Fabio Taglioni, Ducati's first overhead-camshaft single appeared in 1955. Desmodromic valve operation was a feature of the racing versions and would later be applied to the sportier roadsters. Small capacity lightweights were produced initially, the first 250 not arriving in the UK until 1961. The Bologna company's first 350, the Sebring, followed in 1966. The first major revision to the original design occurred a couple of years later with the introduction of the 'wide-case' motor that had a much-wider-than-before aft engine mount. From then onwards the superseded earlier version became known as 'narrow-case'. However, between 1968 and 1972 a number of these narrow-case models was imported and sold in the UK by Liverpool dealer Bill Hannah, these machines having been returned by the US importer. Our vendor purchased this Sebring from a local enthusiast who had acquired this lovely machine in 2016 and restored it in 2016/2017 with no expense spared (bills on file). Presented in excellent condition throughout, this lovely machine has been kept on display within a private collection for the last few years and will therefore require usual safety checks before further use. Accompanying paperwork includes old/current V5C Registration Certificates, a Ducati book, some small spares and the aforementioned bills. Key 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

1969 BSA 654cc A65L Lightning Clubman ReplicaRegistration no. UHA 712HFrame no. CC19224 A65LEngine no. CC19224 A65LIn 1965, BSA introduced the Lightning Clubman. It was a limited run of machines which were effectively a 'homologation special' to qualify for production racing, and stayed in the BSA list for only one year. Exponents with the Clubman were the likes of Mike Hailwood and Tony Smith. Inevitably, genuine ones are rare, and consequently a number of replicas have been crafted over the years. UHA 712H is one of those, and, starting with an original 1969 A65 Lightning, the owner has made a beautiful machine, which has many features of the original, and looks every inch a racer. The wheels were rebuilt with stainless steel rims and spokes, a professional rewire was carried out, incorporating electronic ignition, separate fuses for each circuit, and a lithium battery. The frame was blasted and repainted, the petrol tank and side panels were repainted, and the engine was rebuilt with anything needed being refurbished or replaced. The instruments were restored, and new tyres were fitted. The vendor will have a fresh MoT for the machine prior to the sale, and advises that the bike will be ready for a new owner to use.Documentation consists of a current V5C, the aforementioned MoT certificate, and some invoices. Offered with keyFor further information on this lot please visit Bonhams.com

1955 Ariel 350cc Red HunterRegistration no. OGG 107Frame no. DU6110Engine no. PB 1982 (see text)By 1930, Ariel's Val Page-designed singles had gained a rear-mounted magneto and their distinctive timing cover, and this basic engine design would last well into the post-war era. The sports versions were designated 'Red Hunter' and under Page's successor Edward Turner developed into fast and stylish machines. In 1946 the Hunters became the first models to feature Ariel's new telescopic front fork, and the following year could be ordered with optional Anstey Link plunger rear suspension. A new duplex loop frame with swinging-arm rear suspension was adopted for 1954, the 500cc VH gaining an alloy 'head at the same time. Full-width alloy hubs were adopted across the range in 1956, and the Red Hunters continued in this form until production ceased in 1959. The current vendor purchased this Red Hunter in October 1983 and has used it for touring in the UK and France. Last ridden circa two years ago, the Ariel has been kept dry stored in the garage under sheet and is only being sold due to John's advancing age and a recent hip operation. Following a period of inactivity, the machine will require re-commissioning and thus is sold strictly as viewed. Accompanying paperwork includes old/current V5/V5C documents; a lubrication chart; various invoices; and a quantity of expired tax discs. It should be noted that the registration documents record the engine number as 'LB2144' (actually 'PB 1982').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

Property of a deceased estate1954 BSA 646cc A10 Golden FlashRegistration no. NDF 985Frame no. BA7 S 13089 (see text)Engine no. BA10 357 (see text)A new '650' twin joined BSA's 500cc A7 model in 1949, the latter's engine being revised along the lines of the new design at the same time. The existing parallel-twin architecture was retained for the new A10, with 360-degree crankshaft and single camshaft at the rear of the cylinder block, as was the four-speed gearbox bolted directly to the crankcase in a form of semi-unitary construction, and the tele-fork-and-plunger cycle parts. Up-dated with the swinging-arm frame and separate gearbox for 1955, the A10 continued in production until 1962. This A10 belonged to the lady vendor's late father for over 40 years. Carrying a tax disc that expired in 2015, the BSA was last ridden circa five years ago, since when it has been dry stored under dust sheets. (The father passed away in June 2022.) Following a period of inactivity, the machine will require re-commissioning to a greater or lesser extent, or possibly more extensive restoration before returning to the road and thus is sold strictly as viewed. Accompanying paperwork includes an old-style RF.60 logbook (issued 1965); old/current V5C documents; expired MoTs (most recent 2013); DVLA correspondence; and a 1990 invoice from MPS Engine Research. It should be noted that the frame and engine numbers are believed to be non-factory restamped and that the RF.60 records the engine capacity as 498cc and the V5C records the frame number as 'BAV513089'. Prospective purchasers should satisfy themselves with regard to this motorcycle's authenticity, completeness, originality, and mechanical condition 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.For further information on this lot please visit Bonhams.com

1960 BSA 'RAS' Bantam 125cc Trials MotorcycleRegistration no. not registeredFrame no. to be advisedEngine no. YDL4959Many a now-mature motorcyclist's first two-wheeled experience will have been gained aboard a BSA Bantam, a model that was produced in various forms for over 20 years. Although BSA did market a trials Bantam for a while, there was no serious attempt at long-term development. The works team did occasionally use the little two-stroke, but for the most part the larger four-stroke models were preferred. However, just as they did in mainstream events 40 years ago, two-stroke lightweights have come to dominate Pre-'65 trials, and this highly modified Bantam roadster is not untypical of the breed. This unusual machine has been owned by the vendor for 12 months and is presented in restored condition, albeit never run and may therefore require recommissioning to a greater or lesser extent. There are no documents with this Lot. Key not requiredLot to be sold without reserve.For further information on this lot please visit Bonhams.com

1997 Honda CB50 DreamRegistration no. P129 DWP Frame no. AC15-1006553Engine no. AC15E-1006547A miniature masterpiece, the CB50 Dream was conceived to commemorate Honda's early racing history in the 'tiddler' class, which commenced on the latter's 1962 inauguration with the RC110. Introduced in 1997, its modern equivalent - the CB50 Dream - produces 7.0bhp at 13,500rpm with maximum revs a further 1,000 up the scale. The gearbox is a six-speeder and the Dream weighs in at an anorexic 157lbs dry. Immensely popular in Japan, the Dream 50 has been produced in various versions over the years, spawning an entire cottage industry of accessory and component suppliers.First registered in the UK in November 2011, this pristine example has covered a mere three 'push' kilometres from new and is presented in 'like new' condition. Accompanying documentation includes a (copy) C&E Form 386 (confirming its importation in 1999) together with other paperwork, a user manual, five delivery tags, a V5C document, an expired MoT (2012), and invoices relating to its subsequent sales. The current vendor purchased the Honda from Geomede Ltd (Motorcycles Unlimited) in August 2020, a new battery being fitted that same year. The machine was last run in 2020. It is not known for certain that the odometer reading represents the distance covered from new; accordingly, prospective purchasers must satisfy themselves with regard to the total's authenticity prior to bidding. 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

2004 CCM 404 SupermotoRegistration no. CJ53 UVUFrame no. SMZHC40DS3B003054Engine no. K418103261Clews Competition Motorcycles came into being in 1972 when proprietor Alan Clews purchased the stock of BSA's defunct competitions department. Clews already had plenty of experience in developing his own BSA-based scramblers, and the acquisition enabled him to offer complete machines. Clews finally abandoned the BSA-based design in the early 1980s, merging his company with Armstrong and turning to Rotax engines. In more recent times CCM has reinvented itself as supplier of bespoke limited-edition motorcycles aimed at the 'hipster/custom' market. The muscular Supermoto offered here, though, belongs to the interim period and clearly shows signs of CCM's off-road heritage. Owned by our vendor for a couple of years, and last run a few months ago, the machine is offered with a V5C Registration Certificate and current MoT. 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 ex-Jim Redman MBE, works 1963 Honda 247cc CR72 Racing MotorcycleFrame no. CR72-310138Engine no. CR72-310191•Known ownership history•Present ownership since 1971•Restored condition•Also ridden by Jim Redman at modern classic eventsRaced in period by multiple World Championship winner Jim Redman, this machine represents a once-in-a-lifetime opportunity for serious collectors to acquire a genuine, ex-works, 1960s Grand Prix Honda possessing impeccable provenance. 'Also-rans' in the late 1950s, Japanese manufacturers came to dominate Grand Prix racing's 1960s 'Golden Age' and none more so than Honda, whose jewel-like, small-capacity lightweights represented the pinnacle of motorcycle engineering in their day. Built for and run by the works team, with only occasional loans to selected privateers, these hand-crafted masterpieces are extremely rare in private hands and only infrequently offered for sale. In addition to the works-only exotica, Honda offered a range of purpose-built, over-the-counter racers for privateers, the most successful being the 125cc CR93 and 50cc CR110. For the 250cc category they offered the CR72. This was based on the CB72 sports roadster but boasted twin overhead camshafts, four valves per cylinder, and a six-speed gearbox. Maximum power output was 41bhp at 12,500rpm. There was also a 305cc CR77 version for the '350' class, based on the road-going CB77. Writing in his book Japanese Production Racing Motorcycles, the late Mick Walker says: 'However, even though several pre-production models were raced by various riders, including Tommy Robb (who debuted the 305 in the West German Grand Prix at Hockenheim), Luigi Taveri, Bruce Beale, Ralph Bryans and Bill Smith, they were never officially offered for sale to the general public in the UK.'Three of the new CR72s were ridden at the 1963 Isle of Man TT by works riders Kunimitsu Takahashi, Luigi Taveri and Bill Smith, the latter going on to finish 3rd in the race while his two team-mates retired. Mick Walker again: 'However, development continued throughout 1963, with a number of excellent results being obtained both in Grand Prix and short-circuit meetings. Everyone fully expected, after what was generally accepted as an outstanding year with their 250 and 305 twin-cylinder prototypes, that Honda would offer them for sale in 1964. This was not to be the case however, and in January 1964 the company announced that it had decided not to produce any more of the twins that year.' Honda then stopped allowing its works riders use the CR72/77 at non-championship meetings and they all but disappeared from view, although British rider Dave Simmonds did manage to obtain a CR77 from Japan. Before then Jim Redman had been one of the works riders to race the CRs. British by birth, Jim Redman emigrated to Rhodesia (now Zimbabwe) in his teens. He started motorcycle racing on a Triumph twin before going on to win the South African Championship on an AJS 7R and setting sail for Europe. His big break came in 1960 when he stood in for injured Honda works rider Tom Phillis and was offered a contract for the following season. By the time he retired from racing at the end of 1966, Jim had amassed no fewer than 45 Grand Prix victories and six World Championships for Honda: two in the 250cc class and four in the 350cc category. In a signed letter on file Jim states that he raced the machine offered here, frame number 'CR72-310138', in the 1960s along with (fellow countryman) Bruce Beale and for the Rhodesian/South African season. The machine was also ridden at Imatra in 2008, 2010, 2012 and 2014, and at Assen in 2010. Jim signed the tank during the 2008 Imatra event (photograph on file). Our vendor purchased the ex-Redman Honda in 1971 from Finnish rider Pertti Leinonen, scorer of three World Championship points in the 125cc Category in 1969 (see certificate of ownership change in file). Peritti had bought the machine from German Willi Stein in 1968 (see letter on file). The current vendor has restored the machine over approximately a 30-year period. He has now decided to sell it due to advancing age (he is 81 years old). Since the restoration's completing the Honda has been used by Jim Redman in classic events between 2008 and 2014: four times at Imatra and once at Assen, and is said by both Jim and the vendor to be in good working condition. The crankshaft and gearbox have been restored with new parts, all sourced with help from Honda. Apart from Jim riding it in various classic events, the Honda has had very little use since the restoration and was last ridden in 2018 at Pyynikki, Finland, a circuit at which Jim had won the 125cc World Championship race in 1962. The number on the fairing previously was '28' (the vendor's competitor number) but he has since changed this to '1' for Jim. (There is only one fairing.)Accompanying documents include the letter of confirmation from Jim Redman; letter from Pertti Leinonen; letter from Willi Stein; and copies/scans of letters from the current vendor to various parts suppliers. A DVD and copy of Jim's autobiography, given personally by him, are included in the sale. Jim has kindly offered to speak to anyone in advance of the sale and the successful purchaser about the Honda and its history.Footnotes:Please note that if this vehicle is to remain in the UK, it will be subject to Import VAT at 5% on the hammer price to clear customs. The administration for clearing customs is called a NOVA (Notification of Vehicle Arrival) and costs £350 (plus VAT). Both the Import VAT and NOVA charge will be added to the buyer's invoice. Please note that this fee does not include registering the vehicle in the UK. This vehicle will not be available for immediate collection after the sale and will only be released once customs is cleared. If you have any questions regarding customs, please contact the Motorcycle Administrator.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: * 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

Hagon-JAP 500cc Grass-Track Racing MotorcyclePerhaps best remembered now as one of the UK's most successful-ever drag racers, Alf Hagon only turned to 'straight line' motorcycle sport after a lengthy career in the top flight of international speedway and grass-track racing. Born in Ilford in 1931, the teenage Hagon first took up motorcycle racing after the war when he entered a Rudge in a local grass-track event. He would go on to become British Grass-track Champion on no fewer than 11 occasions. With help from sponsor Tom Kirby, Alf began developing his own speedway and grass-track frames, the first of which were built in his mother's garden shed, before setting up Hagon Products in 1957 in Leyton, East London for their manufacture. The frame-building venture was so successful that he retired from speedway and grass-track competition in 1965 to concentrate on the business, which nevertheless still allowed him sufficient time off to go drag racing. Hagon Products also specialised in wheel building, and when Girling were taken over by Boge in the 1970s, he acquired the rights to their suspension dampers (but not the name), selling them under the Hagon brand. Exported worldwide and fitted with a wide variety of engines, Hagon bikes have won countless championships over the years. This restored Hagon grass-tracker is fitted with JAP's four-stud speedway engine, which drives via an AMC gearbox. 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

c.1960 Triton 649cc Slimline Pre-unitRegistration no. NoneFrame no. None (see text)Engine no. T110 78525 (see text)This Triton is fitted with short roadholder forks, central oil and petrol tanks are alloy, carburation is via an Amal concentric carburettor, electronic ignition courtesy of a distributor, silencers are reverse-cone megaphones; clip-ons and rearsets are fitted, as are alloy levers. Possibly the most unusual feature are the wheels, which the late owner acquired from the John Player Norton racing team, and modified to suit. There appears to be an area of corrosion in the location where the frame number would be. However, the initial letter R of the number can be discerned, which would indicate the year of frame manufacture to be 1960. The engine number appears to be a non-factory stamping. We do not know if this machine has been used at any time, and it has been standing for a period of time, so will require some degree of recommissioning, and prospective purchasers should satisfy themselves as to the compatibility of its constituent parts. There are no documents, and one key is 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