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

Hagon-JAP 350cc 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 350cc grass-track engine, which has coil ignition and drives via an AMC 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

1979 Suzuki GT200 X5 ProjectRegistration no. GDB 757VFrame no. GT-200 503967Engine no. GT200 - 104224By the late 1970s, Suzuki's long-running GT250 and GT185 were beginning to look rather long in the tooth, and in 1979 both were replaced with new models: the 250cc X7 and 200cc X5 respectively. The newcomers featured up-to-the-minute styling and were lighter and faster than their predecessors, and both featured reed-valve induction and cast alloy wheels. The X5 offered here appears to be an older restoration with some surface corrosion throughout; the side panels and seat unit loose, and the machine's condition and completeness are not known. Close inspection advised. The Suzuki was acquired by the elderly vendor in 1987. An expired MoT on file, issued in 1989 at 5,254 miles, suggests the machine has been unused since (the current odometer reading is 5,262 miles, unwarranted). According to the HPI check, this X5 was previously listed as 'Blue'. Offered with an old V5 document, this is a potentially most rewarding project that will require restoration to a greater or lesser extent and thus is sold strictly as viewed. Offered with a spare detached seat unit. 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

1950 Norton 490cc 500T Trials ProjectRegistration no. MXS 539Frame no. E3T 27267Engine no. E3T 27267The Norton 500T was introduced in 1949, and continued in the Norton range until 1955. During that period, it established itself as one of the more effective trials machines of its day. With 100 degrees of rotation on the front forks, alloy engine, Norton's class-leading long Roadholder forks, a Dunlop trials saddle, small petrol and oil tanks, low compression, and strengthened alloy mudguards, the 500T proved to be an extremely good trials tool for the likes of John Draper, Geoff Duke, Jeff Smith, Olga Kevelos, and many others. This project was purchased by the owner some years ago, as a restoration project, and some of the rarer parts were no longer with the machine. Accordingly, with not inconsiderable effort and expense, he has sought out and obtained the missing parts. It now has the correct petrol and oil tanks, tool box, rear mudguard stay, Manx-type clutch and brake levers (replicas), correct wide ratio short-shaft dolls-head gearbox, and correct Smiths 467/33/L speedometer, cradle and cup. As one side of the top gearbox mounting has cracked, there is also a spare gearbox shell. As the owner's plans have changed, there is now an opportunity for someone else to embark on a restoration of one of the most iconic trials bikes of the post-war era. Prospective purchasers should satisfy themselves as to the completeness, or otherwise, of this project which is sold strictly as viewed, for restoration. Documentation consists of a current V5C only. The machine does not have a 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

1970 Triumph 649cc TR6R TrophyRegistration no. DNP 251HFrame no. GD 54441 TR6REngine no. GD 54441 TR6RBy the time Triumph introduced unitary construction of the engine/transmission assembly on its 650 twins for 1963, the TR6 Trophy had long been established as the single-carburettor companion to the twin-carb Bonneville, whose specification in all other respects it closely followed. Following the wholesale changes of frame layout in the late pre-unit era, a single down-tube design was introduced on the 650cc 'unit' twins, 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; road testers duly reported a marked improvement in that respect. 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. Since purchasing this Trophy in 2012, the vendor has toured all over the world with it, travelling through Africa (Timbuktu), South America and North America. The condition of the panniers testifies to the fact that this Triumph has been a real workhorse! Recommissioning will be required before further use. Sold strictly as viewed, the machine comes with a V5C document and a trophy cup: 'Carole Nash Bike Night Survivor'. 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

1961 Ducati 250cc Mach 1 Racing MotorcycleFrame no. DM250*81617Engine no. B74 X S 57.8•Neil Brailsford's first racing motorcycle•Engine extensively modified•Paraded at CRMC eventsNeil Brailsford first built this Ducati in 1967 using a 1961 Mach 1 engine and frame, and raced it in Bemsee, KRC, Newmarket and 'Lord of Lydden' events from 1967 to 1976. Sold in '76, the bike went into the private collection of Bill Rose of Bemsee. The Ducati stayed there unused for many years and was eventually sold in 2008 and started racing again in Classic events. In 2018 Neil was able to buy back what was his original race bike. Jerry Fiford (former many-time Bemsee Champion) had owned and ridden the Ducati for many years and its thanks to him that Neil was able to buy it back again. The machine has not been rebuilt, but rather it is just how Neil raced it in 1967 with the exception of the high-level exhaust to meet modern noise regulations. The Ducati Mach 1 engine was modified from the old hairpin-type valve springs to coil springs. The inlet tract has been bored to accept the new 32mm Amal Concentric Mark 1 carburettor, now rubber mounted. Twin-plug ignition has been fitted also. The vendor advises us that the engine was fully rebuilt.The lubrication system has been modified to give external positive feed to the camshaft to prevent cam failure which can occur with the original system when racing. The alloy fuel tank is an original Vic Camp item from the 1960s. The front brake is a single-sided Ducati component, while at the rear there is a single-sided brake using the original Ducati hub. The exhaust system was ceramic coated in 2022.The Ducati has been paraded at various classic events including Donington Park, Cadwell Park, Snetterton, Mallory Park and Castle Combe. It was last used in 2021. 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

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 a Norton 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

A Cyclemaster Motor Wheel attachmentengine numbered 11252 with cables and petrol tank attached, 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

1952 Triumph 498cc T100 TigerRegistration no. Unregistered (see text)Frame no. 30542Engine no. T100 9109523Although Edward Turner's Triumph Speed Twin caused a sensation when it appeared at the 1937 Motorcycle Show, few of its admirers can have guessed how influential the design would prove to be. Performance was exemplary for a road-going 500, around 85mph being attainable by the Speed Twin while the Tiger 100 sports version was even faster. The latter's performance was boosted by the use of high-compression forged pistons and polished ports and internals, the result being a machine that could touch 100mph in road trim and exceed it with the silencer end-caps removed. When production resumed in 1946, the T100 reappeared with telescopic forks in place of the original girders, and separate dynamo and magneto instead of the pre-war version's magdyno. Looking somewhat like a tribute to the famous 'Jump Bike' ridden by Steve McQueen in The Great Escape, this Triumph was last taxed for the road in June 1993. The current vendor purchased the machine at Bonhams' Stafford sale in October 2019 (Lot 285), since when it has been stored. It should be noted that the displayed registration 'UMH 429' does not match the frame number in the logbook, and that therefore this motorcycle is offered unregistered without a valid registration document. Accompanying paperwork consists of a (copy) old V5, a dating certificate, and DVLA correspondence. Sold strictly as viewed.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

c.1954 Velocette 350cc MAC/ViperRegistration no. UnregisteredFrame no. RS5801Engine no. VR4219A dating document from Velocette specialists Grove Classic Motorcycles identifies this motorcycle as having a 1954 MAC frame and a 1963 Viper engine. The vendor inherited the machine and therefore its history is unknown. Prospective purchasers should satisfy themselves with regard to the motorcycle's registration status, completeness, originality, and mechanical condition prior to bidding. Following a period of inactivity, the machine will require re-commissioning to a greater or lesser extent and thus is sold strictly as viewed. Offered with the aforementioned dating document. 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

1993 BMW 980cc K1 'Black Edition'Registration no. K100 ABMFrame no. 6377744Engine no. 24912066Launched in 1989, the futuristically styled K1 represented BMW's bold attempt to create a hyper-sports flagship model using its K-Series 980cc four-cylinder engine, up-rated with a 16-valve cylinder head and Bosch electronic fuel injection. Despite BMW's self-imposed horsepower ceiling of 100bhp, Bike magazine's test K1 recorded a maximum of 107.9bhp on Motad's dynamometer, which was sufficient to propel the aerodynamically efficient 'Brick' to a top speed of around 150mph. Arguably more important than the headline speed figures was the manner in which this performance was delivered, Bike's tester Phil West being highly impressed by the way in which the wind-tunnel developed fairing made 120mph seem like 60, and at a mere 7,500 revs too. Produced for only four years, the K1 is already one of the more collectible of post-war BMWs, as well as remaining a thoroughly capable sports-tourer. Finished in black rather than the model's typical red/yellow colour scheme, this K1 has covered 36,189 miles from new and is described by the vendor as a credit to its previous owners and in full running order. Last run in March 2023, this rare and beautiful BMW comes complete with its original tool roll, old service sheets, old MoT certificates, the original service book, and the owner's handbook. Offered with a V5C. 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

2000 Honda CBR600FRegistration no. X339 EGPFrame no. JH2PC35AXYM104239Engine no. PC35E-2108497Although Kawasaki effectively 'invented' the 600 class with its GPZ600-R, it was Honda that quickly established dominance of this increasingly important market sector with the CBR600F. Introduced for 1987, the CBR set new standards for the class, and the UK's first batch sold out within weeks of arrival. 'Offering a previously mythical package, the CBR quite simply left all previous efforts at similar-sized tackle gasping in it whisper-smooth wake,' enthused Bike magazine. In 1991 the CBR received a new frame and an updated engine before undergoing a more thorough revision in 1998, re-emerging with an aluminium frame (replacing the steel original) and restyled bodywork. This CBR600 has not been run for approximately six years and now is refusing to start, very possibly because the carburettors need cleaning. Accordingly, prospective purchasers should satisfy themselves with regard to this motorcycle's mechanical condition prior to bidding. Following a period of inactivity, the machine will require re-commissioning at the very least, or possibly more extensive restoration, before returning to the road thus is sold strictly as viewed. Offered with a current V5C document. Keys present.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1939 Vincent-HRD 498cc Series-A CometRegistration no. EUR 109Frame no. D1705 Engine no. C967Rear Frame Number. D1705•Full matching numbers: registration, engine, upper and rear frames, gearbox, oil pump•Present ownership for over 50 years•Original and unrestored•For preservation The Vincent-HRD marque originated in 1928 when Philip Vincent acquired the name and assets of the recently liquidated HRD Company. ('HRD' stood for Howard Raymond Davies, the Isle of Man TT winner who had founded the firm in 1924). Vincent moved production from Wolverhampton to Stevenage and set about putting his motorcycle design ideas into practice, commencing with an innovative sprung frame that would remain a feature of Vincent motorcycles until production ceased in 1955.Like Davies before him, Vincent relied on proprietary engines until increasing dissatisfaction with suppliers led to the creation of Vincent's own in 1934. An overhead-valve, 500cc single, this all-new power unit was designed jointly by PCV and his Chief Engineer Phil Irving. Messrs Vincent and Irving brought fresh thinking to the design of what would become known as the Series-A motor, opting for a relatively short stroke of 90mm coupled to an 84mm bore; a high-set camshaft and two guides for each valve with the rocker arm engaging between them; the sum of all these features resulting in a compact engine with considerable scope for tuning. The names 'Comet' and 'Meteor' were chosen for the sports and touring versions respectively of the stylish new Vincent-HRD, which had not even been started, let alone ridden, when it was first exhibited at the 1934 Motor Cycle Show at Olympia. Fortunately, during the Show a tester achieved a speed of 90mph on a Comet, a highly respectable figure for a 500cc sports roadster and one that fully justified Philip Vincent's prior performance claims. In the 1935 Isle of Man Senior TT, the new Vincent-HRDs finished in 7th, 9th and 12th places, demonstrating that they possessed reliability as well as speed. Sales increased steadily, but the Vincent was an expensive product and ownership remained the privilege of a wealthy few. Production of all Series-A Vincent-HRDs ceased on the outbreak of WW2, and today the pre-war Comet and Meteor – the machines that effectively kick-started the Vincent legend – are highly prized by discerning collectors.This wonderfully preserved Vincent-HRD Comet comes with an old-style buff logbook issued in 1945 recording three owners. Last of the three listed, the current vendor purchased the Comet from the second listed (Richard Halfpenny, a friend of his) in 1970 but did not register it until 1971. The vendor was on a Vintage rally in Littlehampton and stopped halfway to drop in on Richard and strike a deal to buy two Vincent-HRDs (this one and another 'for spares') for all of £60!Showing circa 20,000 miles on the odometer when purchased, the Comet was in the 'oily rag' condition it is presented today; the vendor simply had to clean the carburettor, fuel taps and ignition points, etc to get it back on the road. A rocker broke some years ago and was replaced, but apart from that it has never let its owner down. The Vincent has been ridden on various events and rallies including some 600-or-so trouble-free miles in Hungary while visiting friends. It has also been ridden around Mallory Park on various occasions and used as occasional day-to-day transport over the years, but the owner preferred to put miles on his trusty 1920s Sunbeam. The current odometer reading is a believed genuine (but unwarranted) 22,425 milesThe vendor advises us that the machine is mostly original and unrestored, except for a BSA silencer and Lucas dynamo. All fittings are correct whereas on many bikes the square-headed bolts have been lost and replaced with more modern types. The Vincent Owners Club kindly confirm that this matching numbers example (a 'full set' including gearbox and oil pump) was manufactured on the 26th of June 1939 and the works order form lists the customer as 'Bodington', although it is not known whether this was a dealer or specific end-customer. And commented: 'What a great bike to find with its patina and more interestingly it has a lot of original features on it, some of which usually over the years get replaced or just lost'.Accompanying paperwork includes old/current V5/V5C documents: an HPI check printout; the aforementioned old-style logbook; and two instruction books. A unique opportunity to acquire an incredibly original example!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 250cc C15T Trials MotorcycleRegistration no. 738 FYDFrame no. C15S.1586Engine no. C15T 706With its heavyweight B32 and B34 models becoming increasingly un-competitive, BSA had begun developing a trials version for the lightweight C15 '250' roadster in the late 1950s, before the model's official launch. The trials C15 made its official debut at the start of the 1959 season when Jeff Smith secured a remarkable victory in the St David's Trial. Smith followed this up with wins in the Scott and Perce Simon events, and at the season's end the model was offered to customers for 1960 'as ridden by the works'. In production form the C15T incorporated many design compromises that were not inflicted on the works bikes, which continued their run of success throughout the 1960 season. This BSA C15T was purchased by the late owner in 1960 and ridden by him in that year's Scottish Six Days Trial where he won a silver medal. The vendor's wife told us that they had their first date/dance after the event and that he talked non-stop about it! The machine is presented in restored condition but it is not known when it was last used. Recommissioning will be required before further use. Accompanying documentation consists of sundry bills; a V5C Registration Certificate; copy old V5; a 1960 SSDT programme; SSDT rules and route card; and a copy of Motor Cycling (28th April 1960 edition). 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

1928 Rudge-Whitworth 500 SpecialRegistration no. WK4905Frame no. 30212Engine no. 51145Formed by the acquisition in 1894 of the Rudge Cycle Company Ltd by the Pugh family's Whitworth Cycle Company, Rudge-Whitworth built its first motorcycle in 1910 and is best remembered for its pioneering use of four-valve cylinder heads. Rudge-Whitworth's first four-valve production motorcycle made its public debut at the Olympia Show in 1923, and the company persevered with the layout until manufacture ceased at the outbreak of WW2. The motorcycling public's response to this new four-valve, four-speed model was enthusiastic and by the end of 1924 twice as many machines had been produced as in 1923. The 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' sports model. This Vintage-era Special was purchased in May 2022 with the intention to re-commission it, although nothing has been done and it has not been ridden by the current owner. Last started in March 2022, the Rudge is believed to be in original condition, including the tank paintwork, and will require recommissioning to a greater or lesser extent before further use. In 1928 'WK 4905' featured in an article in The Motor Cycle (copy included) and the history file also contains a current V5C and various bills/receipts.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, The 1969 Scarborough Gold Cup-winning1969 Dresda-Triumph 500cc Racing Motorcycle Frame no. DA507Engine no. noneThe last British machine to win the Scarborough Gold CupRaced in period and in modern Historic eventsHighly developed engineRequires re-commissioningDave Degens started 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 Syd 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. Dave's faith in the project was duly rewarded 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 Dresda had been born. Built in 1969, the machine offered here is the first to use the lightweight Dresda frame. Dave used this Dresda-Triumph to win the 1969 Scarborough Gold Cup; the last occasion that this prestigious race was won by a British rider on a British machine. Having won the Barcelona 24 Horas for the second time, in 1970 with Ian Goddard, he wound down his racing activities but returned in the 1980s, competing successfully in Historic events.Specification highlights of this highly developed racer include a Nourish 180-degree crankshaft; Nourish cams; Carrillo con-rods; lightened valves and rockers; squish-band cylinder head; electronic ignition; crankcase breather conversion; twin Amal Concentric Mk2 carburettors; Quaife five-speed gearbox; belt primary drive; Dresda box-section swinging arm; and a conical rear hub. It should be noted the glassfibre fuel tank is loose and that the oil filler plug is missing. 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

1955 Velocette 500cc MSSRegistration no. FGH 757Frame no. RS7052Engine no. MSS 10267 (see text)Dropped from Veloce Limited's range in 1948 while the company concentrated on the LE, the MSS reappeared in 1954 with a new swinging-arm frame and Hall Green's own telescopic front fork. The engine too was updated, gaining 'square' bore and stroke dimensions of 86x86mm together with an alloy cylinder barrel and 'head. For many years this MSS formed part of the private collection belonging to an old friend of the vendor. When the friend was forced to stop riding following an accident, he sold the machine to our vendor in 2004. The owner's 'everyday bike', the Velo has been ridden on various Irish rallies by him and the previous owner. However, it has not been used for at least 4-5 years and will require recommissioning and a new battery before returning to the road. Prior to being laid up, the MSS was regularly maintained by the enthusiast owner and is only being sold due to his advancing years. Close inspection of this wonderful example is highly recommended. The machine comes with a comprehensive history file; an original service manual; and a copy of The Book of the Velocette. It should be noted that the engine number has been eroded and appears to read 'MSS 10267' rather than '10227' as recorded on the V5C. Furthermore, the machine is listed as first registered in 1980 together with a 1936 date of manufacture - presumably historical errors. 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 Dave Degensc.1955 AJS 7R/Matchless G45 498cc Racing MotorcycleFrame no. 1673Engine no. G/45 163•Built by Dave Degens using all original parts•Raced by Dave at the Goodwood Revival in 2008•Requires re-commissioningThe prototype of what would become the G45 first appeared at the '51 Manx Grand Prix ridden by Robin Sherry, eventually finishing 4th after a promising debut. In fact, the G45 was not an entirely new design but essentially a hybrid comprised of AJS 7R-based cycle parts and a tuned Matchless G9 roadster engine. The engine's bottom-end remained more-or-less stock G9 but above the crankcase there was a new aluminium-alloy cylinder barrel and 'head. Fuel was supplied by a single Amal TT carburettor and exhausted via short, megaphone-ended pipes. In 1952 the prototype G45 garnered much valuable publicity, and not a little controversy, when Derek Farrant - later an AJS works rider - won the Senior Manx Grand Prix after leading from start to finish. Strictly speaking, a works prototype had no business running in an event for amateurs riding over-the-counter machines, but AMC quickly announced that a production G45 would be available for 1953. Although still based on that of the G9, the production version's engine incorporated a different camshaft, which opened the valves via roller-ended followers, and breathed via a pair of Amal GP carburettors mounted either side of a central float chamber. Claimed power output was 48bhp at 7,200rpm, increasing on later models to 54bhp at 7,400 revs. Apart from revised valve gear and the eventual adoption of a forged crankshaft, the G45 changed little over the course of its life. Production ceased in 1957 after around 80 machines had been built, of which approximately half are believed to survive worldwide today. Before then, the works team's best result at international level with the G45 had been Rod Coleman's 2nd place in the 1954 Ulster Grand Prix.Built using all original parts, the machine we offer is very similar to the Matchless G45 that Dave Degens raced in the 1960s. It was built using an original AJS 7R purchased at Bonhams' Stafford sale and an original G45 engine. The latter features Amal GP carburettors; lightweight valves; new big-ends and con-rods; and an upgraded oil pump and feed. The G45 was ridden by Dave at the Goodwood Revival in 2008 where he diced with Chas Mortimer on a 500 Manx Norton. Following a period of inactivity, the machine will require re-commissioning and thus is sold strictly as viewed. Included in the sale is the original AJS 7R engine ('7R/1673') and some spares. 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

1942 Norton 490cc Model 16HRegistration no. 741 YUUFrame no. W73171Engine no. W7713Having hitherto relied on proprietary engines, Norton introduced its own power unit in 1907. The long-stroke sidevalve single displaced 633cc and the new model it powered became known as the 'Big 4'. Smaller capacity versions followed and in 1911 the 500 adopted the classic 79x100mm bore/stroke dimensions which would characterise the half-litre (actually 490cc) Norton for the next 50 years. The 490cc engine was revised for 1914, and in 1921 the Model 16, as it had become known, received a new lower frame, becoming the 16H. Norton's trusty sidevalve would be continuously up-dated for the next 30-plus years - many seeing service with Allied forces in WW2 - before taking its final bow, alongside the Big 4, in 1954. This 16H comes with a Norton Owners Club letter stating that is a War Department machine, delivered under contract number 'C12526' in 1942, which has been fitted with a War Department replacement engine. The Norton was completely restored by highly regarded specialist restorers NP Veteran Engineering in 2013 and last ran in February 2023. Only 138 miles are recorded on the odometer, which is believed to be the distance travelled since the rebuild. Accompanying documentation includes restoration bills; a V5C Registration Certificate; and the aforementioned NOC dating letter.Key not required 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's estate1992 BMW 740cc K75SRegistration no. K185 AJBFrame no. 0211024Engine no. 1891 4100An all-new design that was supposed to replace BMW's traditional flat-twins, the four-cylinder K100 arrived for 1984 restating the virtues of solidity, comfort and exemplary build quality long associated with the marque. In 1985 the K100 spawned a 740cc three-cylinder K75 variant that featured a 120-degree crankshaft and a higher compression ratio. Weighing less than the K100 and with 75bhp on tap, the K75 was a lively performer and deservedly popular but did not receive the development that went into the four-cylinder models, which would later benefit from four valves per cylinder. The usual range of BMW model variants was produced up to the end of three-cylinder K-Series production in 1995. This half-faired K75S carries a tax disc that expired on 31st August 2015 and currently displays a total of 8,086 miles on the odometer (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). The machine is offered with its original BMW book pack; current V5C document; and a SORN confirmation printout. The BMW Touring panniers are included in the sale.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

1970 Honda CB750 K0Registration no. WOR 102HFrame no. CB750-1027024Engine no. CB750E-1026937• Rare early version• Restored prior to present ownership'Seldom has a road-test model attracted such a wide interest and appreciative comments from bystanders. That it justified the praise goes without saying. No manufacturer has come nearer than Honda to producing an ideal roadster.' - Motor Cycle.Fifty-plus years on, it is hard to imagine the impact the Honda CB750 had on the motorcycling world when it was unveiled to a stunned public at the Tokyo Show in October 1968. True, there had been plenty of four-cylinder motorcycles before, but these had been built in relatively small numbers and aimed at the wealthy few. Here for the first time was a mass-produced four within the financial reach of the average enthusiast, and one whose specification - overhead camshaft, disc front brake, five-speed gearbox, electric starter, etc - made the opposition look obsolete overnight. Bike magazine summed up Honda's achievement thus: 'Like BSA/Triumph's parallel twin and Ducati's desmodromic single, the Honda inline four is one of those engines which created a standard out of an ideal. The list of Honda's technical achievements is impressive but the appearance of a production four-barrel roadster at a Mr Everyman price was probably their greatest coup.' A trend-setting design of immense significance and one of the truly great classic motorcycles, the CB750 is highly sought after by collectors. The Honda CB750 made its United States debut at Las Vegas in January 1969 and was first shown to the UK public at the Brighton Show in April '69, having been sampled by the motorcycling press at Brands Hatch a few days previously. Deliveries were slow to arrive, but Motorcycle Sport was fortunate enough to ride a CB750 around the Isle of Man TT course during the summer, as reported in its August 1969 edition. By the time the first batches began to arrive in the UK over the winter of 1969/1970, a revised version had been introduced, known retrospectively as the 'K0'. The latter differed mainly by virtue of its die-cast crankcases, this casting method being better suited to mass production than the sand-casting process used for the earlier machines completed prior to September 1969. This K0 had already been restored when it was purchased by the current vendor two years ago. It is hoped that further information will be available at time of 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.For further information on this lot please visit Bonhams.com

1938 Cotton-JAP 500cc OHVRegistration no. Unregistered (see text)Frame no. 25135 (see text)Engine no. KOZ/O 60221/SJ (see text)• Top-of-the range model from a great sporting marque• Single family ownership since 1989• Kept dry stored when not in useGloucester-based Cotton established its reputation with a string of racing successes in the 1920s thanks to an innovative frame patented by its founder, Frank Willoughby Cotton. Cotton's design featured four straight tubes running from the steering head to the rear wheel spindle, augmented by further straight stays supporting the gearbox and engine. The result was a stiff, lightweight chassis far in advance of the bicycle-derived diamond-type frame used by the majority of manufacturers. Like other small independent firms Cotton relied on proprietary engines but such was the advantage conferred by its frame that the Cotton had little trouble seeing off similarly powered rivals. The legendary Stanley Woods made his Isle of Man TT debut on a Cotton in 1922, going on to win the Junior event at record speed the following year. Countless wins and placings were achieved in international events throughout the 1920s, Cotton's finest TT achievement occurring in 1926 when its entries finished 1, 2, 3 in the 250 Lightweight race. The current vendor's father-in-law purchased this Cotton-JAP in 1989; it was standing in the corner of Northants Classic Bike Centre's shop looking rather sad (see hand-written receipt for £1,750 on file). The machine was virtually complete but had flat tyres, no control cables or saddle, and had been painted a maroon colour. Once up and running, the bike was used for VMCC runs and owners' club meetings. Sadly, its owner passed away in 2002, since when the vendor has carried on enjoying and looking after the Cotton until today. The machine has kept dry stored in the garage when not in use, and was last taxed in 2014. Recommissioning will be required before further use. Despite displaying the VRN 'CN 6654' the accompanying V5C and R.F 60 list an alternative frame number (and engine number). Accordingly, the machine is offered unregistered. Therefore, prospective bidders must satisfy themselves as to the status of the registration number. 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 c.1915 Triumph 3½HP Registration no. XD 1116Frame no. 264178Engine no. 83013 URR•Purchased in 1967•An older restoration•Circa 1915 frame, circa 1910 engineThe 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 first of these - a 298cc single-cylinder sidevalve - arrived in 1904. This first engine was not without its weaknesses: pistons and bores wore out quickly and the curious 'tandem downtube' frame in which it was installed broke, but these shortcomings were soon sorted and within a couple of years 'Triumph' was a byword for reliability. 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 British and Allied forces. The 3½hp model 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 4hp model in 1914. The old-style continuation logbook of file shows that this machine's combination of a c.1915 frame and c.1910 engine has been together since at least 1965. The date of first registration recorded in the registration documents is 22nd April 1921, this being shortly after the introduction of the Roads Act of 1920, which required local councils to register all vehicles at the time of licensing and to allocate a separate number to each. (Many vehicles, although in existence for several years in some cases, were only registered for the first time after the Act's passing). The late owner purchased the Triumph at a Lincolnshire auction in 1967 for £66 (purchase receipt on file). An older restoration, the machine will require re-commissioning following a period of inactivity and thus is sold strictly as viewed. Prospective purchasers must satisfy themselves with regard to this motorcycle's authenticity, correctness, and mechanical condition prior to bidding. Additional paperwork consists of an old-style V5 and an HPI check sheet. The detached timing cover and primary drive case are included in the 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

1980 Honda CD200 BenlyRegistration no. GYV 202W (see text)Frame no. to be advisedEngine no. MA01E-2003516Introduced for 1979 and based on the preceding CD175 and CD185 models, the Honda CD200 was aimed squarely at the market sector that regarded motorcycles merely as cheap and convenient transport rather than thrilling lifestyle accessories. Not exactly an exciting performer, the CD200 would nevertheless cruise comfortably at 65mph while at the same time delivering around 70 miles to every gallon. A lengthy production run of over 20 years proved the rightness of the basic concept. The vendor purchased this CD200 four years ago and we are advised that the engine does not run properly. It should also be noted that both side panels are missing, but apart from that the Honda appears complete. This motorcycle is sold strictly as viewed and without any registration documents. Accordingly, prospective bidders must satisfy themselves as to the validity of the VRN and are responsible for applying for a replacement V5C.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1996 Honda C90 Cub EconomyRegistration no. N997 OEWFrame no. HA02-5307965Engine no. HA02E-2304887Introduced in 1958, Honda's classic Cub 'step-thru' gave millions of people the world over their first taste of two-wheeled mobility. Better built, more powerful and more reliable than the majority of contemporary mopeds, while at the same time endowed with handling superior to that of the small-wheeled scooter, the Cub set new sales records for motorcycle production and continues to be immensely popular today. This example is believed to have been owned previously by the elderly vendor's brother, one of seven former keepers (see New Keeper slips on file). A total of 33,026 miles is displayed on the odometer, while the most recent MoT certificate expired on 28th April 2011. The machine will require recommissioning before further use following a period of inactivity. Offered with a V5C document and SORN paperwork.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1945 Sertum 250cc Military MotorcycleRegistration no. not registeredFrame no. 31058Engine no. 70654Founded in 1922 in Milan, engineer Fausto Alberti's factory specialised in the manufacture of industrial engines and out board motors before producing its first motorcycle under the Sertum brand name - a 175cc single-cylinder four-stroke - in 1932. Many types of machine were made during the 1930s, ranging from a humble 120cc two-stroke single to a sturdy 500cc unitary construction sidevalve twin. Sertums competed in many endurance trials, including the ISDT, proving quite successful in this role, and contracts were secured for the supply of machines to the Italian Army. Despite a reputation for first class quality, Sertum stopped production in 1952, its new models having failed to catch the imagination of the public, which was more interested in mopeds and scooters. Presented in military livery, the single-cylinder sidevalve model offered here is typical strongly built and well designed. Unitary construction of engine/gearbox, cast-iron cylinder barrel and head, friction-damped rear suspension, blade-type girder forks, and full-width alloy hubs are a few notable features. Restored by Roger Ashby, the machine has been owned by the vendor for 10 years but has never been used. Recommissioning will be required before further use. There are no documents with this Lot. Key not requiredFor further information on this lot please visit Bonhams.com

1970 Triumph 649cc T120R BonnevilleRegistration no. not registeredFrame no. AD 39288 T120REngine no. AD 39288 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 Los Angeles licence plate. No history is known but the Bonnie appears in original condition. The vendor has checked the machine mechanically but left it untouched cosmetically. Recommissioning is advised before further use. The machine is offered with USA title (West Virginia) and Assignment of Certificate of Title to a UK-based owner dated 2004.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

1979 Honda CD175 ProjectRegistration no. HNV 89LFrame no. CD175-3006537Engine no. CD175E-3006900Introduced in 1966, the Honda CD175 was aimed squarely at the market sector that regarded motorcycles merely as cheap and convenient transport rather than thrilling lifestyle accessories. Not exactly an exciting performer, the twin-cylinder CD175 would nevertheless cruise comfortably at 65mph while at the same time delivering around 70 miles to every gallon. A lengthy - by Japanese standards - production run of almost 12 years proved the soundness of the basic concept. Suffering from extensive corrosion throughout, and with its saddle missing, this CD175 is offered for restoration and sold strictly as viewed. There are no registration documents with this Lot; accordingly, prospective purchasers must satisfy themselves with regard to the validity of the VRN and will need to apply to the DVLA to re-register/obtain a V5C. Offered with an original owners 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

1961 Triumph 350cc Twenty OneRegistration no. XSL 295Frame no. H22019Engine no. 3TA H22019Triumph re-entered the '350' class in 1957 with the introduction of the 'Twenty One'. Its arrival ushering in Triumph's unitary construction era, the model took its name from the engine's approximate cubic capacity in inches. Readily distinguishable by its Shell Blue metallic finish and 'bathtub' rear enclosure - a feature later applied to Triumph's larger models - the newcomer was later renamed '3TA'. With just 18.5bhp on tap, Triumph's smallest twin lacked the urgent acceleration of its larger brethren but nevertheless was a capable tourer good for around 80mph while delivering excellent fuel economy. The vendor inherited this Twenty One and therefore its history is unknown. Following a period of inactivity, the machine will require re-commissioning to a greater or lesser extent 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. Offered with a V5C Registration Certificate.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1934 Coventry Eagle 249cc Model K2Registration no. TYJ 469Frame no. 83662Engine no. AU 735 (see text)Originally a bicycle manufacturer, Coventry Eagle built a diverse range of motorcycles using proprietary engines, mainly JAP, from 1901 to 1939. A landmark development for the company was the introduction in 1927 of a two-stroke lightweight featuring a novel pressed-steel frame, and this method of construction spread to larger models the following year, remaining a characteristic of the marque until it ceased motorcycle production in 1939. Although Coventry Eagle manufactured its own small-capacity two-stroke engines, the majority of its 'strokers' used Villiers power, like the example offered here. Current vendor John Hodson is the Sunbeam MCC's Coventry Eagle marque specialist and author of the most comprehensive publication on the make: Coventry Eagle – The History of a Motorcycle Company. Formerly registered 'AKB 501', the machine was purchased by John in December 1993. More recently it has benefited from a rebore and new piston; a magneto overhaul; and two new tyres (invoices on file). This motorcycle was last used circa two years ago. Kept dry stored in the garage under sheet since then, it is only being sold due to John's advancing age and a recent hip operation. Following a period of inactivity, the machine will require recommissioning and thus is sold strictly as viewed.Accompanying paperwork includes old V5/V5C documents; an expired MoT (1994); marque-related literature; DVLA correspondence; and various bills. It should be noted that the V5/V5C records the engine number as 'AV 735' (actually 'AU 735'). 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 ex-works, Mike Hailwood 1960  Ducati 125cc Desmodromic 'Barcone' Grand Prix Racing MotorcycleFrame no. D1Engine no. D1• Acquired by Stan Hailwood directly from the Ducati factory• In-period racing history• Known ownership history• Part of the Forshaw Family Collection for 41 yearsDucati's first Grand Prix single was the 125cc Bialbero (Double Overhead Camshaft). This offered improved performance over the single-overhead-camshaft Marianna, but reliability was questionable at high revs. Valve-to-piston clearance was critical with the higher compression ratios now required, compounded by the problem of valve float and the wide included valve angle of 80 degrees. During his days at university, Taglioni had shown interest in desmodromic, or positive valve actuation, and had proposed such a system while at Mondial in 1953. Mondial's conservative Count Boselli would not permit Taglioni to pursue this path, but it was different at Ducati. Almost as soon as he joined the company he began to work on a desmodromic cylinder head for the Gran Sport, and during 1955 produced the first desmodromic prototype. Taglioni's faith in the concept was also reassured by the success of the desmodromic Mercedes W196 Grand Prix and 300 SLR sports cars during 1954 and 1955. Unlike the Mercedes desmodromic system that used a single overhead camshaft with scissor rockers operating the valves, Taglioni went for a triple overhead camshaft (Trialbero) layout with two outside opening camshafts (like the Bialbero), and a central camshaft closing the valves through forked rockers. This was provided with vernier adjustment for precise cam timing. Light closing rocker return springs were initially fitted but later discarded when it was found they were unnecessary, with the risk of broken springs also causing damage. The actual cylinder head design was similar to the Bialbero, with a 31mm inlet and 27mm exhaust valve set, still set at the wide 80 degree included angle, but the Desmo had considerably higher valve lift with 8.1mm inlet and 7.4mm exhaust. Drive to the three camshafts was the usual straight-cut bevel gear and 15mm vertical shaft, but the shaft was waisted to vary the engine's torque characteristics. A shaft diameter of 11mm (the safe minimum) provided peak torque at 8,000 rpm while a shaft diameter of 14.8mm (maximum) gave a higher torque peak. With the narrower shaft retarding the valve timing in relation to piston position this was an early form of variable valve timing. The crown wheel on the central camshaft was pressed into the large diameter central spur gear, but as this sometimes broke, welding later supplemented the press fit.

Single owner, 1,194 kilometres from new1986 Suzuki GSX-R750 Registration no. D850 CDDFrame no. GR75A-111014Engine no. R705-125467Suzuki rewrote the 750-class rulebook when it launched the GSX-R750 on an unsuspecting world back in 1985. The GSX-R's development had been heavily influenced by lessons learned from the works TT F1 and Endurance racers of the late 1970s/early 1980s; lighter than a 600 and as powerful as a 1000, it made all other super-sports 750s seem flabby and slow. One of the modern era's few instant classics, the GSX-R750 was a huge commercial success for Suzuki and enjoys cult status today. Now more than 30 years old, many early GSX-Rs have suffered at the hands of successive owners, with anodised fastenings, tinted screens and after-market pipes among the commonest modifications, a state of affairs that has resulted in original examples of the first version – such as the machine offered here – becoming increasingly sought after. Delivered to Suzuki France, this early GSX-R750 was sold new to the current vendor by Two-Four Sports Ltd (from either Robert Furnell or Tom Wheatcroft). Used sparingly, the Suzuki has covered a mere 1,194 kilometres from new and will require recommissioning before further use. In 2009 this machine was displayed on the Suzuki GB stand at the NEC show on the 25th anniversary of the GSX-R, and in 2010 it featured in the April edition of Fast Bikes magazine. Representing a rare opportunity to acquire an original example of Suzuki's iconic 'Gixxer', the machine comes with two expired MoTs (1990s); a service invoice (1991); and a V5C document.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1980 Honda 49cc C50 CubRegistration no. KAL 24V (see text)Frame no. C50-6222053Engine no. C50E-6222120Introduced in 1958, Honda's classic C100 'step-thru' gave millions of people the world over their first taste of two-wheeled mobility. Better built, more powerful and more reliable than the majority of contemporary mopeds, while endowed with handling superior to that of the small-wheeled scooter, the C100 set new sales records for motorcycle production and its descendants continue to be immensely popular today. Supplied new by Bob Minion Ltd of Derby, this C50 version has the overhead-camshaft engine first introduced on the CS50 ultra-lightweight sports model in 1965. 'KAL 24V' currently displays a total of 15,192 miles on the odometer and has probably not been used since the last tax disc expired in 2000. The engine, centre stand and rear wheel are seized. There is no registration document with this Lot, which is offered for restoration and sold strictly as viewed. The successful purchaser will have to reapply for the vehicle registration. 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

2004 Buell 984cc XB9SX Lightning City XRegistration no. GX54 ELCFrame no. 5MZKX12J053100188Engine no. ZXK5100188A marque that did not exist 40 years ago, Buell travelled a long way in a relatively short time before its recent sad demise. Founded by Erik Buell, the company established its own unique brand image, building a range of Harley-Davidson-powered sports bikes combining the Milwaukee twin's traditional 'stump pulling' torque with a state-of-the art chassis possessing the dimensions and geometry of a Grand Prix 250. As Buell production steadily increased so did Harley-Davidson's stake in the company, which it would come to own outright. With H-D's resources behind him, Erik Buell was able to take his unique concept a stage further, introducing an entirely new aluminium-alloy beam chassis on the XB Series in 2002. Innovative as ever, the latter contained fuel within its main spars and oil in the swinging arm.This restored Buell XB9SX City X has been well maintained and serviced by NP Veteran Engineering Ltd. The machine features a competition exhaust system and dedicated ECU (the stock parts are included in the sale). Last run in February 2023, the Buell has covered 13,038 miles from new and is described by the vendor as in good condition throughout. Offered with bills and a V5C. 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

1952 Norton 500cc Model 7 DominatorRegistration no. HMW 185Frame no. G12 42512Engine no. 42512 G12Norton jumped, somewhat belatedly, onto the vertical twin bandwagon in 1949, when it introduced the Bert Hopwood-designed Model 7. The new 500cc engine went into the existing ES2 plunger-frame/tele-fork cycle parts, a marriage that necessitated a redesign of Norton's well-proven four-speed gearbox. The vendor purchased this Model 7 from the Stafford auction (it was an added Lot) in April 1990. An enthusiast from Northern Ireland had had Tennant-Eyles restore the machine, reportedly with no expense spared, but for reasons unknown decided to sell it at auction. The vendor has used the Norton a lot, including attending a couple of Irish rallies. However, it has not been ridden for at least 4-5 years and will require recommissioning before further use. Prior to being laid up, the Dommie was regularly maintained by the enthusiast owner and is only being sold due to his advancing years. Close inspection of this very nice example is highly recommended. The machine comes with a spare fuel tank. The tank currently fitted was purchased from Bonhams' April 2007 Stafford Sale to replace the Tennant-Eyles tank, which had developed a weep. He had the Tennant-Eyles tank sealed by a boatbuilder but it became too heavy – hence the change of tank. Offered with a comprehensive history file. 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.1915 Sunbeam 3½hp Registration no. CF 1973Frame no. 3373Engine no. 3385 G.S● Owned by well-known moto-cross competitor, the late Jack Hubbard, from 1988● An older restoration● Comes with a Lucas acetylene lighting setThe first Sunbeam motorcycle - a 350cc sidevalve single - left the Wolverhampton premises of John Marston, manufacturer of finest quality enamelled goods, bicycles and - latterly - cars, in 1912. Designed by Harry Stevens (later to found AJS) the 2¾hp Sunbeam was equipped with a two-speed countershaft gearbox and fully enclosed all-chain drive, proving an instant success in an era when the norm was hub gears and belt-drive. Like Marston's other products, his motorcycles soon established a reputation for sound construction and exemplary finish. Their racetrack performances did nothing to discourage sales either. Howard Davies (later to found the HRD marque) finished 2nd in the 1914 Senior TT on his and Sunbeam's first visit to the Island. Sunbeam's second model was the John Greenwood-designed 3½hp of 1913. A sidevalve single like its predecessor, the 3½hp came with a three-speed hand-change gearbox and fully enclosed oil-bath chain cases, the latter first seen on the company's bicycles. With the coming of WWI, most of Sunbeam's production was earmarked for Allied forces, the biggest 'home' user being the Royal Naval Air Service (forerunner of the Fleet Air Arm), which ordered the 3½hp as its favoured model. Believed to be an older restoration, this 3½hp Sunbeam was formerly owned by well-known moto-cross competitor Jack Hubbard, who died in 2008. A former 'works' rider for AMC, Jack won his ACU Centre's Scrambles Championship many times; the Channel Islands' Sand Racing Championship; and the Eastern Centre Grass-track Championship. Jack Hubbard purchased the Sunbeam at the Beaulieu auction in July 1988 (catalogue extract on file). Notable features include a Senspray carburettor, Brooks toolboxes and a Splitdorf magneto.The machine is offered with continuation RF.60 logbook, issued 1925, listing the date of first registration as 24th January 1921, this being shortly after the introduction of the Roads Act of 1920, which required local councils to register all vehicles at the time of licensing and to allocate a separate number to each. (Many vehicles, although in existence for several years in some cases, were only registered for the first time after the Act's passing). The logbook records the 'Year of Engine' as 1915. However, both frame and engine numbers appear to fit the Sunbeam range for circa 1915. Additional documentation includes a current V5C and HPI check, and the machine also comes with a Lucas 'King of the Road' headlamp, acetylene generator, rear light and numberplate.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 John Cooper 1952 Velocette 349cc MACRegistration no. LRM 558Frame no. MB12692Engine no. MAC 18930In 1933 Veloce Limited augmented its established range of overhead-camshaft models with an overhead-valve 250: the MOV. The newcomer's power unit was a 'high camshaft' design with enclosed valves, and the compact and sprightly machine featured a four-speed gearbox equipped with the company's new foot-change mechanism. The following year an overhead-valve 350 built along MOV lines appeared; this was the long-stroke MAC, which was subsequently bored out to create the 500cc MSS. Post-war, the trio of OHV Velocettes continued much as before, with rigid frames and - initially - Webb girder forks. The MAC gained an alloy cylinder barrel and 'head for 1951, as well as Velocette's own telescopic forks in place of the previous Dowty, and was further updated with a swinging-arm frame in 1953. Property of former racer John Cooper, this Velocette MAC was completely restored by John in 2014 following a full engine rebuild by Worldvista Ltd (detailed bills on file). The engine overhaul included new big-end and main bearings; cylinder sleeved back to standard; new valves, guides and springs; and a reconditioned magneto. Presented in excellent running order - currently taxed and in regular use - the machine is offered with restoration photographs, tax/SORN paperwork and a V5C document. 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

1966 Honda 305cc CB77 ProjectRegistration no. unregistered (see text)Frame no. CB77-1003406 (see text) Engine no. CB77E-317151With an overhead-camshaft engine, electric starter, rev counter and twin-leading-shoe front brake, Honda's CB twins boasted a specification unmatched by any of their rivals. They were no slouches either: producing 28.5bhp at 9,000rpm and weighing just 350lb, the CB77 possessed an excellent power-to-weight ratio endowing it with a level of performance equal to that of most British 500s. The model is now one of the most sought after of early Japanese classics.A wonderful barn find displaying a total of 34,676 miles on the odometer, this CB77 is potentially a most rewarding restoration project. (The engine turns over.) It is not known when the elderly vendor acquired the Honda. Carrying the registration 'HUT 407D', the machine comes with a (part) old V5 document in the name of the previous owner, who acquired it in 1981; however, the frame number ('CB77-1005675') listed therein differs from that on the machine ('CB77-1003406'), though the engine number matches that on the V5. It would appear that this CB77 either had a frame change or this is a clerical error. Accordingly, the machine is offered unregistered and without a valid registration document, and is sold strictly as viewed. Prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding. The successful purchaser will be responsible for registering this machine with the DVLA. 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

1930 Indian 750cc 101 ScoutRegistration no. not registeredFrame no. EGP 680Engine no. EGP 680This Series 101 Scout is believed to have been supplied new to the UK where it was used on 'The Wall of Death', which may account for it never being registered for road use. The machine has recently undergone a complete mechanical and cosmetic restoration in 'Bobber' style. The 'Bobber' jettisons surplus weight in pursuit of increased performance, and to this end later and rarer Sport Scout cylinders with larger valves and manifold have been installed. The bike has a rebuilt period-correct Bosch magdyno as well as a period Linkert carburettor and the iconic 'Feather Face' Autolite horn.One of many other interesting details is the 'skull' gear knob, while the gear lever itself curls down in a graceful arc, referencing the machine's previous life on 'The Wall of Death' where the riders used their knee to shift gears. Also note the Corbin speedometer. LED bulbs are installed in both the John Brown Motolamp headlight and the period US rear lamp, ingeniously wired to perform both stop and tail light functions. Yet another bespoke and unique feature is the 'Coast to Coast' auxiliary oil tank. This feature not only relieves the rider of any 'total loss' oiling anxiety, but also doubles up as a chain oiling device. Offered with an Indian Riders Motorcycle Club dating letter, this unique machine has not been run since the restoration's completion in 2022. 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

1998 Honda CBR600F 50th Anniversary Limited Edition ModelRegistration no. S18 CBRFrame no. JH2PC31A8WM202561Engine no. PC35E-2718760Although Kawasaki effectively 'invented' the 600 class with its GPZ600-R, it was Honda that quickly established dominance of this increasingly important market sector with the CBR600F. Introduced for 1987, the CBR set new standards for the class, and the UK's first batch sold out within weeks of arrival. In 1991 the CBR received a new frame and an updated engine before undergoing a more thorough revision in 1998, re-emerging with an aluminium frame (replacing the steel original) and restyled bodywork. That same year Honda celebrated its 50th anniversary as a motorcycle manufacturer, and to mark the occasion Honda UK released Limited Edition versions of the CBR600F and other models. The CBR600s were entrusted to renowned engine tuner Russell Savory, who owned RS Performance and also ran the Honda Sanyo Race Team, one of the 'official' Honda Britain teams at the time. The Limited Edition benefited from various enhancements including different camshafts; a Proflex shock absorber; Dream Machine red and white paintwork; Akrapovic exhaust system; Harris rear-sets; and an Ohlins steering damper. This lovely example, garaged throughout its life, is numbered 18/50 and gold badged to designate the 50th Anniversary model. The Honda has covered only 607 miles and is presented in effectively 'as new' condition. It last ran in 2003 and will require re-commissioning before further use. Offered with a V5C document, two expired tax discs and MoT's, warranty book, owners' card, owner's manual, two bike covers, a selection of service parts and a copy of 'two weeks in June'. Offered with two 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

1929 Triumph 4hp Model CSDRegistration no. GF 8889Frame no. 811273Engine no. 602718 LSD 51Triumph's famous 3½hp model first appeared in 1907. Originally of 453cc, its sidevalve engine was progressively enlarged before being superseded by the 549cc (4hp) model in 1914. Equipped with three-speed Sturmey-Archer gearbox, it was Triumph's revised 4hp - the Model H - that did such sterling service in WWI, some 30,000 'Trusty Triumphs' seeing action with Allied forces. Up-dated with chain final drive for 1920, it became known as the 'SD' (Spring Drive) because of its clutch-mounted coil-spring shock absorber, and formed the basis of various subsequent models including the CSD and four-valve Ricardo.The vendor inherited this CSD and therefore its history is unknown. Last run in August 2018, the machine will require re-commissioning to a greater or lesser extent and thus is sold strictly as viewed. Prospective bidders should satisfy themselves with regard to the motorcycle's completeness, originality, and mechanical condition prior to bidding. Offered with V5C. 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

An AJS Model 20 enginenumbered 57/20 50812 with Burman gearbox attached, and detached Lucas K2F magneto, condition and completeness unknown, close inspection advised. (2)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

1989 Yamaha RD350F2 YPVSRegistration no. F758 SHUFrame no. 1WT016891Engine no. 1WT016891After only a couple of years in production, the original RD350LC was superseded in 1982 by the RD350 LCII, a model better known by the initials 'YPVS' 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. 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 faired RD350F and naked RD350N models. Production continued in Japan until 1988 and then in 1992 was revived in Brazil.According to the vendor, it is highly original with no modifications, and retains its tool roll and tools, and the original owner's manual. Although the V5C states six former keepers, the Yamaha was in the same family ownership from new until our vendor purchased it in 2022. (The first recorded owner was the supplying dealer, Fowlers Motorcycles, whose name is on the numberplate.) The bike has only 12,800 miles on the odometer and is offered with sundry bills, a V5C document, and MoT to March 2024.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

c.1951 BSA 250cc C11 ProjectRegistration no. unregistered (see text)Frame no. none visibleEngine no. ZC11 20005Aimed at the ride-to-work market, BSA's 'C' range of lightweight singles was first introduced in 1938. Its first exemplar was the C10, a sidevalve-engined model with coil ignition and three-speed hand-change gearbox. A de luxe version with foot-change gearbox joined the range in 1939, as did the overhead-valve C11 variant. The original girder front fork was superseded by a telescopic unit in mid 1946, and part way through '49 the C10 gained an alloy cylinder head. From 1954 onwards the pair continued as the updated C10L and C11G, with alternator electrics, plunger rear suspension, and a four-speed gearbox, eventually bowing out in 1957. Rusted, seized and incomplete, this C11 is offered for restoration and sold strictly as viewed. The machine displays the VRN 'OLE 80'; however, the VRN does not appear in the HPI/DVLA database and thus this motorcycle must be considered unregistered. 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

Hagon-Weslake 500cc Grass-track Racing MotorcycleJust as it had displaced the ageing JAP, the Jawa speedway motor eventually gave best to a more modern design, this time one from specialist engine manufacturer Weslake. Founder Harry Weslake had been a long-time proponent of the four-valves-per-cylinder layout for racing engines, and incorporated this technology into the new pushrod speedway motor. Introduced in 1975, the four-valve Weslake outclassed the two-valve Jawa, the result being a wholesale switchover to the British engine and a rash of after-market four-valve conversions for the Czech engine, even Weslake climbing on the latter bandwagon. Weslake turned to manufacturing complete speedway machines in 1977 and the Rye-based firm's dominance of the sport would not be challenged until the decade's end and Jawa's introduction of a twin-overhead-camshaft engine, a move that would eventually force Weslake down the same road. This restored Hagon-Weslake grass-tracker has the two-speed 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

1952 Velocette 349cc MACRegistration no. 702 XUWFrame no. 12068Engine no. MAC 18515In 1933 Veloce Limited augmented its established range of overhead-camshaft models with an overhead-valve 250: the MOV. The newcomer's power unit was a 'high camshaft' design with enclosed valves, and the compact and sprightly machine featured a four-speed gearbox equipped with the company's new foot-change mechanism. The following year an overhead-valve 350 built along MOV lines appeared; this was the long-stroke MAC, which was subsequently bored out to create the 500cc MSS. Post-war, the trio of OHV Velocettes continued much as before, with rigid frames and - initially - Webb girder forks. The MAC gained an alloy cylinder barrel and 'head for 1951, as well as Velocette's own telescopic forks in place of the previous Dowty, and was further updated with a swinging-arm frame in 1953. This MAC comes with a Velocette OC dating letter confirming frame '12068' was manufactured in 1952. Other paperwork includes a DVLA numberplate authorisation form; VOC vehicle inspection form (copy); four expired MoTs (2010-2013); and old/current V5C documents. 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

1935 Excelsior 250cc Manxman Racing MotorcycleRegistration no. YFO 793Frame no. ME269Engine no. XBR160Although it had proved fast enough to win the 1933 Lightweight TT in Syd Gleave's hands, Excelsior's complex 'Mechanical Marvel' proved something of a disappointment thereafter, and at the end of the 1934 season the Tyseley firm opted for something simpler: the Manxman. A single-overhead-camshaft, two-valve design, the Manxman was built in 250, 350 and 500cc capacities. Road and race versions were offered, though the 500 was only ever marketed as a sports roadster. Although it never won a TT, the Manxman enjoyed considerable success in international racing and the Manx Grand Prix, Denis Parkinson winning the Lightweight race three times on the trot between 1936 and 1938. Notable Manxman developments included the switch to a shorter-stroke 250 engine in 1937 and the adoption (also applied to the 350) of an aluminium-alloy cylinder head with right-hand exhaust port.Rebuilt by the previous owner in 1997, this '250' Manxman had belonged to our vendor since 2004 and last ran in 2019 (the most recent MoT expired in 2013). Said to be a cracking bike to ride, it runs on Castrol R so also smells wonderful! The machine comes with a file of documentation to include a VMCC dating statement; old/current V5Cs; and four pages of hand-written notes concerning its mechanical specification (perusal recommended).Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Ex Bud Ekins1970 Husqvarna 400cc CrossFrame no. MH1364Engine no. 401126●Purchased new by Bud Ekins●Used for film stunt work●Unrestored condition●Documented provenanceThis machine left Gothenburg, Sweden with 55 other 400 Cross models in late 1969 bound for Los Angeles, California. They were the first consignment of Husqvarna's 400 Cross to arrive in the USA, most of which were destined for motorcycle dealerships along the USA's West Coast. Included in this consignment were actor Steve McQueen's and Malcolm Smith's bikes that would feature in the award-winning documentary film, On Any Sunday. 'MH1364' was purchased by Bud Ekins in the same week that McQueen bought his 400 Cross and it should be noted that this machine is only two engine numbers apart from the iconic On Any Sunday Husqvarna that Steve McQueen rode and was sold by Bonhams in 2018 for $230,500. A consummate off-road racer, bike restorer, occasional stunt rider and all-American hero, Ekins was a close friend of McQueen and performed the famous motorcycle jump (as McQueen's stunt double) in the movie The Great Escape. Ekins also won four Gold Medals and a Silver Medal during his seven years of competing in the International Six Days Trial in the 1960s.Bud Ekins bought the Husqvarna for his own personal use and to ride as a stunt bike in films, as confirmed by the supporting letter from Husqvarna importer, M E Dye. The bike remains in an unrestored condition. The engine turns over and the gears select; however, it should be noted that at some point in the 1970s a decompressor valve was fitted to the cylinder head. After-market Goki air caps have been fitted to the front forks and the rear shock absorbers moved further back on the swinging arm, commonplace alterations made to improve competitiveness during the 1970s. The machine has also been fitted with a Hooker performance exhaust pipe. Little has been done to the Cross, which has been stored and neither used nor started since the vendor acquired it a few years ago (its NOVA number is 16E221288). It is not known when the machine was last used and its mechanical condition is likewise unknown. Thus it is sold strictly as viewed. Accompanying paperwork consists of a California DMV transfer of ownership document in Bud Ekins' name dating from February 1970 and the aforementioned importer's letter. A rare opportunity to purchase an unrestored Husqvarna moto-crosser with confirmed celebrity provenance.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

1924 Coventry Eagle 350cc Model C35Registration no. CC 4758Frame no. 34316Engine no. 1Y/M 24994/M (see text)This Coventry Eagle Model C35 was purchased new as a motorcycle combination in July 1924 by Robert Owen Vaughan of North Wales, who used the machine at least until the outbreak of WW2. Among other things, Mr Owen used the outfit to collect and deliver radio accumulators to farms and houses in the Conway area. Nothing is known about the machine until it appeared in very poor condition, minus the sidecar, at a Beaulieu autojumble in the late 1980s. Then in a distressed state, the bike was purchased and sympathetically restored by the new owner. The current vendor, John Hodson, purchased the machine in February 1994. John is the Sunbeam MCC's Coventry Eagle marque specialist and author of the most comprehensive publication on the make: Coventry Eagle – The History of a Motorcycle Company.Last used circa two years ago, the machine has been kept dry stored in the garage under sheet since then 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 before further use and thus is sold strictly as viewed. Accompanying paperwork includes old/current V5/V5C documents; an old-style logbook; expired MoTs (most recent 2012); assorted correspondence; invoice and purchase receipts; and a 1990 letter from VMCC Coventry Eagle marque specialist Ken Sheppard stating that he knew of no other surviving example. It should be noted that the V5C/V5 records the engine number prefix as '17' whereas it is actually '1Y'. 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

Single owner for 55 years1950 Vincent 998cc Series-C Black Shadow Registration no. PJ0 175Frame no. RC7247B Rear frame no. RC7247BEngine no. F10AB/1B/5347 Crankcase no. JJ96•Matching numbers•Present ownership since 1965•Continuously maintained and in good orderEver since the Series A's arrival in 1937, the Vincent v-twin has been synonymous with design innovation, engineering excellence and superlative high performance. From Rollie Free's capture of the 'world's fastest production motorcycle' record in 1948 on a tuned Series-B Black Shadow to the final fully enclosed Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features, offering adjustment of brake pedal, footrests, seat height and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries.But above all else it was the v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. This was a time when the average family saloon was barely capable of reaching 70mph, and not until the advent of Jaguar's XK120 was there a production sports car that could live with the thundering v-twins from Stevenage. With a top speed approaching 120mph and bettering it in the Black Shadow's case, the Vincent v-twin was quite simply the fastest road vehicle of its day. The Black Shadow was indeed a legend in its own lifetime, and in the 60-plus years since production ceased, the esteem in which this iconic motorcycle is held has only increased, fuelling the demand among discerning collectors for well preserved, matching-numbers examples of the marque, such as that offered here. 'PJO 175' was purchased by the current vendor in 1965 and used regularly when first acquired. Rebuilt over time to facilitate constant use, the Vincent has been ridden sparingly over the last 20-or-so years and is presented in good order. Offered from careful long-term ownership, it is a prime candidate for continued use or sympathetic restoration. A wonderful opportunity to acquire a genuine Black Shadow that can be used 'as is' or further improved. Accompanying documentation includes an VOC dating certificate; an old-style continuation logbook (issued 1955); a V5C Registration Certificate; and copies of the Works Order Form and other factory paperwork. 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

1946 Norton 490cc Model 18Registration no. 116 JLBFrame no. A3 2353Engine no. A3 2353The current vendor has owned this Norton Model 18 since 1984. Previously the machine had been owned by a young man from the Republic of Ireland, who had known it from boyhood and completed the first restoration once he and the machine had moved to the UK. Science Museum documentation (dated 1993) shows that the Norton was supplied to Kelly (shown as agent) in Dublin on 13th March 1946. Interestingly, the speedometer is listed as an extra.Finished in Norton's traditional silver/black livery, the Model 18 is maintained for seasonal - albeit infrequent – use. Recent refurbishment has involved overhauling the magneto, dynamo and clutch, and fitting an electronic CVC. The machine presents in good order, having been treated to various restorations over the years. We are advised that the Norton starts and runs (most recently in the autumn of 2022) but nevertheless would benefit from some recommissioning by the new owner. There is some engine noise, but that is only to be expected of a bike over 70 years old. Sold only because the owner is reducing his automotive collection, the machine is offered with a V5C registration document; sundry bills; and an old-style continuation logbook (issued January 1947) confirming matching frame and engine numbers. The original voltage controller is 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.For further information on this lot please visit Bonhams.com

1933 Morgan 1,100cc SportsRegistration no. ABH 123Frame no. D1315Engine no. LTOWZ/Z 26465SMFirst registered on 7th April 1933 in Buckinghamshire, this Morgan three-wheeler is believed to have started life as a Super Sports before being re-bodied as a Sports in the late 1950s. There is no firm history, but the car appears to have spent some time in Huntingdonshire before being acquired by Howard Alan des Forges of Bromley, Kent in 1997, passing to our vendor in 2001 having been restored in 2000. Recent work carried out includes a full engine and gearbox rebuild three years ago. Major new items fitted include the following:Barrels and pistons (standard size)Pressed-up crankshaft and con-rods (Merlin Engineering)Valves guides and springsRocker armsBearingsSet of gears and gearbox bearingsOther notable features include a radiator rebuilt with a new correct-for-year honeycomb core (Bob Angel); an owner-fitted valve guide oiling system; flashing indicators; and a Clarrie Coombes front wheel brake conversion. The body is new, as are the seats and trim, while the chassis has been refurbished. Many events have been completed at home and abroad with no issues, and the Morgan is described by the vendor as 'A1' throughout and ready to go. It should be noted that very few miles have been covered since the engine rebuild and that running-in needs to be completed. 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

Hagon BSA 441cc Grasstrack Racing Motorcycle ProjectFrame no. none visibleEngine no. B44R 605Alf Hagon was an exponent in both Speedway and Grasstrack racing during the 1950s and 60s, and it seemed a natural step for him to use the experience he gained to manufacture bikes and parts for other riders to use. Hagon made anything from single components to complete machines, for both disciplines, although possibly more for Grasstrack bikes. The project offered here is typical of the machines raced in Grasstrack, which may have been built by an individual using their own engine; in this case a BSA B44 engine (stamped 'Jamie' near the engine number) has been utilised. It was acquired by the vendor some years ago, and whilst the bike has not been used since that time, it has been kept in good, dry storage. No key is required, and there is no documentation for this machine, which is sold strictly for restoration, and buyers should satisfy themselves as to its completeness, or otherwise, and the compatibility of its constituent components.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

1985 Suzuki RG250 Gamma ProjectRegistration no. B212 FTLFrame no. G21A-139095 Engine no. J201-139232The elderly vendor purchased this Suzuki RG250 Gamma in January 1994. 'B212 FTL' currently displays a total of 35,683 miles to the odometer, which is the same total recorded on the expired MoT on file, issued in September 1995, suggesting that the machine has not been used since. The Gamma appears substantially original apart from an aluminium plate screwed to the left-side engine cover close to the gearbox sprocket. The engine turns over but the brakes have seized, hence callipers removed for transport. The machine's mechanical condition in not known and thus it is sold strictly as viewed. A potentially most rewarding project, the machine will require recommissioning or restoration to a greater or lesser extent before returning to the road. Offered with an old V5 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

One owner from new 1992 Honda VFR400 Type NC30Registration no. J507 UJBFrame no. NC30-2100058Engine no. NC13E-2200069 (see text)Following the arrival of the VFR750R (RC30) race replica in the late 1980s, it was only to be expected that some of its style and technology would rub off on Honda's smaller V4s. The first of these was the NC21, which was followed by the NC24 with RC30-style single-sided swinging arm. Restricted to a maximum of 59PS (59.8bhp) for the Japanese market, these models were not officially imported into the UK, unlike the successor NC30 which boasted a specification not far short of the RC's. Boasting RC30 looks and equally exemplary build quality, but at a fraction of the cost, the NC30 is one of the most collectible classics of the 1990s. This one-owner example currently displays a total of 29,433 kilometres on the odometer (at the time of cataloguing). Although not ridden, the machine has been taken for regular MoT tests, passing every year, while the engine oil has been changed every two years. When successfully MoT'd in February 2023, the Honda proved difficult to start and almost certainly needs the carburettors to be cleaned. The machine will require re-commissioning at the very least before returning to the road and thus is sold strictly as viewed. Accompanying documents include a current V5C; MoT to February 2024; and Service Book with Owners Card. It should be noted the V5C records the engine number as 'NC30E2200069'(actually 'NC13E-2200069'). 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

1983 Kawasaki Z250CRegistration no. EDB 688YFrame no. KZ250C003124 Engine no. KZ250DE021632Kawasaki's single-cylinder '250' debuted in 1980 in a variety of guises, the sports roadster version being known as the Z250C. The Z250C's single-overhead-cam engine boasted an electric starter and a five-speed gearbox, and the machine came with alloy wheels as standard and drum brakes at both ends. The elderly vendor acquired the Kawasaki in October 2015 from his brother, who had owned it since 2007; other than that, its history is not known. The machine was last taxed to 30th June 2015. Currently displaying a total of 26,762 miles to the odometer, this is a potentially most rewarding project that will require recommissioning and/or restoration to a greater or lesser extent before returning to the road (the engine turns over). Sold strictly as viewed, the machine is offered with a V5C document, SORN papers and a Kawasaki Motorcycle Service 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

c.1959 Norton 745cc Featherbed / Commando Racing MotorcycleRegistration no. unregisteredFrame no. P122 79818Engine no. 20M3S/141429This Featherbed Norton race bike was built and raced by the owner, Richard Cook, during the early 1970s. The machine is equipped with a Wideline frame,750 Commando engine, Seeley swinging arm, Manx clutch, a Quaife 5-speed close ratio gearbox, external-spring short Roadholder forks, double-sided Seeley front brake, Manx rear conical hub, and Krober tachometer. He tasked Jim Boughen with preparation of the engine (invoice on file), which was rebuilt with a balanced crankshaft, triple S camshaft, Powermax pistons, and nimonic exhaust valves. The exhaust system was made by Owen Greenwood, the electronic ignition system was from Gus Kuhn, and other parts came from Paul Dunstall. The central alloy oil tank is Manx, and the petrol tank is a Lyta short-circuit Manx-type. Carburation is provided by a pair of Amal Concentrics. The owner raced the bike from 1972 to 1975 in British Championship events, since when it has languished unused, due to the owner having other priorities. There are photographs on file with the vendor racing it in 1973 at Mallory Park. It will provide a new custodian with the opportunity to participate in track days, classic events, or to be used in anger as an economic mount for classic racing exploits. The machine comes with some spare parts, including rear sprockets, carb jets, cam followers, racing plugs, and a (damaged) Seeley fairing. The bike is not road-registered, the only paperwork being invoices etc. from some of the above-named suppliers. The machine does not have a 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.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Dave Degensc.1978 Dresda-Honda 810cc Racing MotorcycleFrame no. DA 378Engine no. DA2•One of six built in period•Raced by Dave Degens in the late 1970s•Restored circa five years ago•Displayed at Salon PriveProprietor of Dresda Autos, previously a retail outlet for scooters on Putney Bridge Road in South West London, Dave Degens was one of the first special-builders to put the Triton into what might be termed 'limited production'. A happy marriage of Triumph power and Norton roadholding, the Triton is rightly regarded by enthusiasts as the quintessential British sports special. The idea caught on after the Featherbed's arrival in the mid-1950s and many hundreds have been made since, varying in quality from the professional to the horrendously amateurish. Dave Degens' were among the very best and he set out to prove it in the most convincing way possible – by racing them. Riding one of his own Dresda Tritons, Degens won the prestigious Barcelona 24-Hour endurance race in 1965, defeating many works-entered bikes in the process, and went on to develop his own Featherbed-derived frame to take power units other than the original Triumph. Using the new Dresda frame and a 650cc Triumph engine, he won at Barcelona, for the second time, in 1970, and this versatile chassis would later accommodate all manner of multi-cylinder engines from Japan. Wrapped around a four-cylinder Honda motor, Degens' Dresda chassis again demonstrated its superiority on the racetrack when the JapAuto-entered machine of Debrock/Ruiz won the 1972 Bol d'Or 24-hour race at Le Mans. The Honda connection led to Dave building bikes for Honda Britain, and Dresda Autos became a Honda main agent. This Dresda-framed race replica is one of six such machines commissioned in the 1970s by Honda Britain, some of which were used to promote their distinctive livery and branding. This example is finished in the Dresda colours of the period. Bikes like these could be supplied to customers fitted with 750cc, 810cc or 960cc big-bore kits. A novel feature was the nylon rear sprocket that wore less than aluminium in endurance races. Dave came out of retirement to race this machine in the late 1970s, completing three events on it.The Dresda was restored approximately five years ago and is now fitted with an electric starter. Other notable features include magnesium alloy wheels; a Scitsu rev counter; a 4-into-1 exhaust system; and the inevitable Dresda box-section swinging arm. Since completion the Dresda has been displayed at Salon Prive. Following a period of inactivity, the machine will require re-commissioning 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

1998 Ducati 996cc 916 SPSRegistration no. R848 YPXFrame no. ZDMH100AAWB001084 (see text)Engine no. ZDM996W4*001151*•Limited edition number 693•Used sparingly•Regularly serviced 'Is the 916 sexy? Like no inanimate object has any right to be. It's cliché-ridden, but it's Italian, red, sculpted from sheer speed and Da Vinci nudes, demanding, expensive, sometimes cantankerous and it wears the soporific aphrodisiac of success effortlessly.' – Bike magazine.Introduced for 1994, the Massimo Tamburini-styled 916 superbike and its subsequent evolutions captured the motorcycling public's imagination and established Ducati as one of the world's foremost brand names. Universally recognised as icons of automotive art, Ducati motorcycles have been exhibited in some of the world's foremost museums, including the Guggenheim in New York and the Museum of Modern Art in San Francisco. Within a short time the original 916 Strada had been superseded by the Biposto (two-seat) version and the higher-specification SP. The latter's engine remained at 916cc but added twin fuel injectors and bigger valves to the package for increased power and torque. The SP reverted to a single seat unit (with white number boards) while gaining superior Öhlins rear suspension. Next came the ultra-exclusive 916 SPS ('Sport Production Special') derivative of which only 1,462 examples were made (plus 202 of the UK-only 'Fogarty Replica' version). Despite the name, the 916 SPS enjoyed the advantages of an over-bored engine displacing 996cc and delivering a mighty 132bhp at the rear wheel. The cost new was an equally staggering £18,400. Of all the members of the 916 family, the SPS and closely related 'Fogarty Replica' are considered the most collectible. Number '693' of the limited edition, the 916 SPS offered here currently displays a total of only 16,925 kilometres (approximately 10,500 miles) on the odometer. Although the machine has been used sparingly, it has been regularly serviced (including the all important belt change) and MoT'd. Kept dry stored in the garage on trickle charge, the Ducati was last started in March 2023 (video of the machine running available on request). Lack of use is the reason for sale. There is a Datatool System 3 and alarm installed (receipt on file) and the machine comes with the original silencers (and programme chip); chain guard; clutch cover/guard; paddock stand; and trickle charger.Documents include a V5C; service record/notes; bills and invoices: MoT record; MoT certificates (most recent expired 13.04.2023); and a Ducati 916 SPS Owners Manual. It should be noted that the V5C records the frame number as 'ZDM4100AAWB001084' (a typographical error). 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

1939 Brough Superior 990cc SS80Registration no. YXS 105Frame no. M8/2195Engine no. 39/X 5497This SS80 follows the line of 460 AMC-engined models built, of which some 300-or-so survive. The Brough was built by club stalwart Peter Tustin, between 2015 and 2018 out of parts accumulated over a very long period of time, and registered on an age-related plate in March 2019 (see Peter's hand-written notes on file). A Brough Superior Club letter on file states that frame 'M8/2195' was manufactured on 2nd August 1939, just before the factory switched to war work. It was never used in a complete motorcycle and languished in the works 'cellar' until the factory closed in 1970. The frame has since been rebuilt into a complete motorcycle using AMC engine number '39/X 5497', the latter dating from 1939 and of correct type, albeit one that started life in a Matchless. The gearbox ('SN.31472') is also of the same type used by Brough Superior in 1939. The numbered fuel and oil tanks came from slightly older Brough Superiors (1937 and 1935 respectively). The machine was last run at the time of its completion in 2018 and will need recommissioning and careful running in prior to any extended use. Offered with a V5C. 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-works, Arthur Lampkin, 1966 ISDT 1966 BSA-Triumph 490cc EnduroRegistration no. GOB 657DFrame no. T100C 45500Engine no. H44954 (see text)One of only three made•ISDT Gold Medal winner•Well documented•Present enthusiast ownership since 2005'A former 500cc motocross Grand Prix winner, gold medallist in the International Six Days Trial, no mean grass track racer, and a brilliant trials rider, Arthur rode into history when he won the 1963 Scottish Six Days.' - On Two Wheels. During the 1965 International Six Days Trial (ISDT), held that year in the Isle of Man, all the BSA Victor works team were eliminated with electrical problems. For the 1966 ISDT, held in Sweden, the Auto-Cycle Union governing body declared that, due to BSA's poor showing in 1965, they would not be invited to submit a team. The reply was that if BSA (who owned Triumph) was not invited, no Triumphs would go either! A compromise was worked out whereby the BSA machines would be powered by the Triumph engine. Only three such machines were built, and only two were ridden in the ISDT alongside a BSA Victor. Arthur Lampkin won a Gold Medal on this bike, as did his brother Alan 'Sid' Lampkin on the other, but BSA lost the Manufacturer's Team Award when the third bike, the BSA Victor, predictably failed. Arthur's bike was proudly displayed on the ISDT stand at the Earls Court Motorcycle Show in November 1966 (see file). BSA refused to take part in the 1967 ISDT in Poland and were not prepared to loan or sell any of the previous year's BSA or Triumph bikes, so this was the end of competitive participation in the ISDT for both manufacturers. This BSA-Triumph, without its registration plates and documents, was stored in the Triumph competition shop at Meriden until 1970, when it was sold by the factory. The purchaser then registered it as 'VAA 26H' (as a Triumph) and it was sold on for restoration. During the restoration the machine's original number was discovered painted on the underside of the seat, and by matching its frame and engine number to those in the BSA and Triumph factory records, the original registration number 'GOB 657D' was reinstated. It should be noted that the engine currently installed is not original to the frame but dates from the same period. One important feature that identifies this motorcycle as Arthur Lampkin's bike is the distinctive welding on the headstock, which can be seen clearly in a photograph of his machine taken at the ISDT and reproduced in The Classic Motor Cycle (January 1987 edition, article copy on file). Also on file are numerous contemporary press cuttings showing Arthur Lampkin and 'GOB 657D' at the 1966 ISDT in Sweden together with assorted correspondence; VMCC dating document; and copies of factory documents concerning the development of the BSA-Triumph ISDT bikes. The late vendor had owned this historic ex-works BSA-Triumph since 2005, since when it has formed part of his private collection of off-road competition motorcycles. In the world of off-road motorcycle sport there is no more celebrated family than the Lampkins: brothers Arthur, Alan and Martin, and Martin's son Dougie, the latter winner of no fewer than five indoor and seven outdoor World Trials Championships. Eldest of the three, Arthur (born 30th May 1938) made his competition debut on a 197cc James while still a 'learner', and such was his obvious talent that at the tender age of 17 he became the youngest-ever member of BSA's works trial team. He made his scrambles debut with BSA, and aged 18 won the Pinhard Prize for best performance by an under 21 rider. In 1959, still only 21, he won the British 500cc Moto-cross Championship.Arthur also distinguished himself in Yorkshire's famous Scott Trial, which he first won in 1960 and would go on to win twice more (in 1961 and 1965). In 1961 he won the British Moto-Cross Championship in the 250cc category and finished 2nd in the European Championship behind BSA team-mate Dave Bickers. With the European series elevated to World status for 1962, Arthur finished the season in 3rd place behind Torsten Hallman and Jeff Smith. He was also a member of the British moto-cross teams that won the 250cc Trophée des Nations in 1961 and 1962, as well as the 1965 500cc Motocross des Nations. He also competed internationally in enduro events, representing Great Britain and earning a gold medal in the 1966 International Six Days Trial, held that year in Sweden, where the British Trophy team finished 2nd behind East Germany (further information about the 1966 ISDT may be found online). Arthur later switched to sidecar trials and proved just as competitive in that discipline. 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