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

Offered from The Forshaw Speedway Collection c.1972 Jawa-'Briggo' 500cc Speedway Racing MotorcycleEngine no. MM 6859•Described as having a four valve conversion•Possibly used by Barry Briggs whilst competing in Africa•Part of the Forshaw Collection since 1989By 1972 Barry Briggs had been building his business very successfully, securing the ESO/Jawa concession from Alec Jackson in 1966, Alec having gained the concession only the year before. Barry secured Ove Fundin's dealership interests as well, providing Briggs with a considerable business. All this had restricted his riding career but by 1972 he wanted to gain more track time, in April saying, 'This is going to be my year...I am going to get back to the top'. This 1972 Jawa is well presented and a very original example entering the Forshaw collection in 1989. The museum text which accompanied it described it as having a four valve conversion and that it was used by Barry in 30 races whilst he was in Africa, winning 14 races and finishing 2nd in four and 3rd in two. Whilst we know Barry and Richard were great friends, we have not been able to locate evidence to corroborate that this was a machine he raced. Further research may prove fruitful. Accompanied with the receipt dated 16/8/1989 and extracted articles relevant to Barry Briggs mostly dating from the 1970s. The mechanical condition is not known and therefore we recommend rec-commissioning and/or restoration to a greater or lesser extent.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

Offered from The Forshaw Speedway Collection c.1975 Jawa-ERM 500cc DOHC Speedway Racing MotorcycleFrame no. 8073 (prefixed and suffixed with '0' at 90 degrees to the frame number)Engine no. 12826•Purchased from Henny Kroeze, the ten times Dutch Speedway Champion•Appears to be very original and unrestored•An excellent example of the independent drive to produce four valve technologyThe ERM started with the Swedish rider Jan Johansson in 1973. He made a double overhead camshaft head for a 2 valve Jawa engine later teaming up with Johany Lundberger to provide an engine for Christen Lofqvist in his quest for the World Final Championship. The engine became the LLM (Lundberger, Lofqvist Motors). To develop the engine further Lundberger approached the renowned Ehar Endfors, renowned for his motocross engines as well as being associated with Hedlund. Endfors worked his magic on the engine which now became the ERM (Endfors Racing Motors). Lofqvist rode a storming race in the opening heat of the 1974 World Final breaking both the track record and beating world favourite Ivan Mauger. But in the final he reverted to his 2 valve Jawa finishing in ninth place, Anders Michanek winning the title from Ivan Mauger by four points. Despite the evident potential of the ERM the engine did not become popular, with others now entering the field. The conversion designed by Neil Street was an immediate success ridden by world class rider Phil Crump but when in 1975 the Weslake arrived on the scene it overshadowed all the remarkable and innovative conversion technology. Ivan Mauger certainly had an ERM motor in a Jawa frame when Jawa were slow to adopt four valve technology. Doug Wyer used this machine in the 1975/6 English Lions Ashes in Australia with impressive results breaking the lap record at the intimidating Claremont track. He was very impressed with the engine and so was Scott Autry when he tried out the machine in the same series. However, Jawa was compelled to follow the four valve route and the world moved on. Purchased by Roger from Henny Kroeze, the ten times Dutch speedway champion, c.1993, this Jawa ERM has Henny's name on the engine (below the ERM emblem) and is complete with various Dutch sponsors stickers. The machine appears to be a very original, unrestored an excellent example of the independent drive to produce four valve technology, a brief but exciting period in speedway history. Accompanying a letter from Henny Kroeze are photographs, as well as copies of articles describing the ERM. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent. 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

Offered from The Forshaw Speedway Collection c.1979 Rotrax-JAP 4 Valve Speedway Racing MotorcycleEngine no. 4V 78602•An extremely rare example of the final evolution of one of the greatest engines in the history of speedway•Well presented conditionThe Tottenham factory of J.A. Prestwich have been known as manufacturers of a multitude of engines including the ubiquitous JAP speedway in 1931. Realising that speedway was a highly specialised sport Prestwich gave the sales concession of the engine to Victor Martin and Company Ltd in 1932. Victor Martin produced complete machines based on both Rudge (Lot 498) and Wallis (Lot 503) designs throughout the 1930s. After the war Victor Martin working with Clem Mitchell from Edinburgh developed a frame to meet the new post war demands. The Martin Mitchell lightweight frame was associated with Jack Young's back to back World Final titles in 1951-2. By this time other manufacturers were moving in - Mike Erskine with the Staride and Rotrax (Lot 520). In 1951 Alec Jackson bought the manufacturing rights to the JAP speedway engine as well as the concession to market Rotrax. The Mk I Rotrax frame used Reynolds 531 tubing in an all-bronze welded construction that was light and strong but with the desired flexibility. The frames were chrome plated by the neighbouring company, Blakes of Gosport. The Rotrax was another epitome of the 1950s speedway machine. However, with competition from Jawa moving in and pushing frame design, Rotrax followed the lead, producing the Mk II in 1969. George Greenwood succeeded Alec Jackson in 1967 and in 1979 gave the venerable JAP engine it's final development. With the 4 valve revolution now firmly established first with Weslake and Godden with Jawa eventually succumbing to the inevitable tide, Greenwood produced a 4 valve version of the JAP. The JAP engine had reigned supreme for more than thirty years but was now past its sell by date and this 4 valve development was never likely to be too successful. The attempt to produce a 4 valve JAP was a noble effort but very few engines emerged as it was never a popular choice. Today this intriguing engine is a great rarity. This Mk II Rotrax JAP is a well presented example of an extremely rare example of the final evolution of one of the greatest engines in the history of speedway. Accompanied with a considerable amount of JAP literature, photographs, parts books and adverts concerning the JAP legacy, the mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent. 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

Offered from The Forshaw Speedway Collection c.1980 Godden GR500 Speedway Racing MotorcycleFrame no. SSW 05 1908Engine no. 55 1226 MX 855 86•Supplied to Richard Forshaw by Don Godden•Appears very original and well presentedDon Godden was the first British European Long Track Champion in 1969, two years before the stature of the event was raised to a world title – and it would be another ten years before another British rider won it. More than a rider, Godden also had an intuitive mechanical understanding. When Weslake produced their first engine it was Godden they turned to test it therefore he was at the forefront of the 4 valve revolution. Godden's straight talking eventually soured his relations with Weslake and he decided to create his own engine based on his vast experience with JAP, Jawa and now Weslake. Whilst the initiative came from Don the detail was drawn by Colin Knight, leading to the first GR500 ready for test in February 1979 - just five years after the introduction of Weslake. The GR500 was basically a grass track engine, the prototype having cost £60,000 but success was not too far away with Karl Maier winning the 1982 World Long Track Championship. The following year the engine won the Championship again this time with Shawn Moran, the only American to win the crown. Throughout 1983 Hans Nielson was a Godden works rider but this was the year that GM entered the fray with Eric Gundersen. The two riders as much a match for each other as the GR500 was to the GM with Nielson and the Godden winning a further World Title in 1986 by which time Weslake was not the choice of champions. Whilst the GR500 with its aggressive power delivery was better suited to Long Tracks Godden was anxious to tame it for the obviously more lucrative speedway market. With modified porting and different cams the engine soon settled in to its new role. But once again times were changing. Jawa with their far more extensive engineering background and with their 4 valve engine fully developed, enticed Nielson away from the Godden camp in 1992. Also, the 'laydown' engine era was underway in speedway where Godden was largely absent, the company moving away to more profitable projects. Don Godden died in 2011 but the company lives on with an attempt to reintroduce the engine to the sport with the advantages of an all-British product in a post-Brexit world, but the GM monopoly has made it very difficult to break into the party. Dating from c.1980, this GR500 appears very original and well presented – and an excellent reminder of Don Godden's contribution to the sport. Coming directly from D.V. Godden Engineering, in a letter to Don dated 30th November 1989 Richard Forshaw asked if he could help him find a complete 'stock Godden bike'. Evidently Don was certainly able to oblige, witness a receipt dated 21st December 1989 for motorcycle, engine number 1226. Accompanied with much information on Godden and Godden Engineering with photographs and much literature relevant to Don Godden and Godden Engineering.The mechanical condition is not known and therefore we recommend recommissioning and/or restoration to a greater or lesser extent.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

Offered from The Forshaw Speedway Collection c.1986 Scorpio GM Speedway Racing MotorcycleFrame no. 106Engine no. 87232 SL THR•Formerly the property of Mike Yeates•Ridden by him during his captaincy of the Poole Pirates team•Believed to be the last machine he used before retirement in 1987•Powered by a 1986 GM LT engineSpeedway has always attracted innovative frame builders and through the long history there is a record of at least one hundred and seventy frame makers not including all the one-offs. This Scorpio was owned by Martin Yeates, captain of Poole Pirates speedway in 1987. Yeates had ridden for the Weymouth and Oxford teams winning the Northern League Pairs Championship in 1982 and 1983. In 1984 he was the first National League rider to reach the Overseas Final round of the Speedway World Championship. Retiring at the end of the 1987 season he later became manager and co-promoter of the Swindon Robins. This Scorpio GM is believed to have been Martin Yeates machine and ridden by him during his captaincy of the Poole Pirates team and the last machine he used before retirement in 1987. The engine appears to be a GM LT from 1986 - a development introduced that year, the engine now with an internal oil pump now capable of 10,000 rpm. Since 1983 when Egon Muller was the first to win a World Final with a GM this Italian engine has won more than forty World Finals and Long Track Championships. Giuseppie Marzotto was an established speedway rider winning Italian championships on five occasions. He rode in Germany, Argentina and New Zealand and in 1976 he was riding with Wolverhampton in the British League. He had always ridden under the name of Charlie Brown from the days when he tried to hide his racing activities from his parents. In the late 1970s he started to develop his own engine and by May 1979 prototypes were under test. The GM engine impressed the famed engine builder and tuner, Otto Lantenhamme who became the first distributor. In May 1983 Ottovino Righettom was due to be the first to use a GM in British speedway at Eastbourne but it was certainly in 1983 that Trevor Hedge, former World Finalist, persuaded Dave Jessup to ride it. Slowly the engine began to gain interest. The defining moment was when later in 1983 Egon Muller won the World Final and the following year in 1984 Eric Gundersen won both the Speedway World Final and the World Long Track Championship. Despite this it was some while before world domination because the early engines although powerful were subject to blow up. It was really the 'laydown' era that bought GM to dominance, Marzotto being enthralled by the concept. There is no record of when this Scorpio joined the collection, but it is certainly a very well presented speedway machine. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.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

Offered from The Forshaw Speedway Collection, Ex-Peter Collins 1977 Weslake Speedway Racing MotorcycleEngine no. L283•Used by Peter Collins during the 1977 season•Acquired directly from Peter by Richard Forshaw in 1996•One of the very first Mk I Weslakes•Presented in in remarkably original conditionHarry Weslake joined the Royal Flying Corp in the First World War designing carburettors for aero engines. He had taken out a patent for an improved version of the Rudge Senspray and after the war he began to manufacturer a carburettor of his own design under the name Wex. But his expertise moved to cylinder head improvements including emphasis on port shape and gas flow, his work for Bentley securing the first four places at Le Mans in 1929. Later work for many other manufacturers included the SS Jaguar and much later still contributing to the BMC Mini launched in 1959. With the formation of Weslake Research and Development based in East Sussex, design projects continued including the design and building of the 3 litre V12 engine for Dan Gurney's Eagle in 1967 leading to Gurney's win of the German Grand Prix of that year. For some time the company had been carrying out gas flow tests on the JAP speedway engine for Don Godden's use in Long Track racing. In 1974 work started on their own speedway engine to challenge the Jawas. This new 4 valve engine was designed by Ron Valentine working with development engineer, Brian Lovell. Early tests were carried out in late 1974 by Don Godden, the engine mounted in a Godden frame. Testing the engine at Hackney in December 1967 John Louis was so impressed that he asked for two of the engines for himself. In 1975 John Louis won the British Championship and finished third in the World Final. Not satisfied in producing just the engine by early 1976 Weslake had a full speedway machine under way designing and manufacturing everything themselves. In early 1976 director David Short was able to claim that they had already produced four hundred engines and spares since April 1975. They were now planning to produce up to twelve engines a week, at least five hundred a year with perhaps only a hundred engines alone, the majority for complete machines. This considerable commitment was rewarded when Peter Collins took his early Mk I Weslake to win the World Final in 1976. For this Collins received the highest recognition with the award of the MBE as well as the Segrave Trophy for his success by 'Riding a British Weslake powered motorcycle'. This placed him in the pantheon of past winners of the Trophy, including Malcolm Campbell, Stirling Moss and Jackie Stewart. Harry Weslake was not forgotten with his award of the Segrave Medal. This MK I Weslake in the Forshaw collection is a very early example acquired by Richard Forshaw directly from Peter Collins, the receipt from Peter Collins dated 30th May 1996. There is further confirmation of this from a recent conversation with Peter where he explained that the machine was indeed one of the very first Mk I Weslakes. Peter went on to explain that as a works rider he was provided with four machines and about six engines a year. This Mk I was one of his stable that was used through 1977 when once again he qualified for the World Final missing the title by just one point to Ivan Mauger. One of Peter Collins works machines, it is in remarkably original condition with evidence of only maintenance as to be expected of any racing machine. Accompanied with reports of Weslake articles taken from the press, photographs, Weslake stickers and a part history of Weslake. The mechanical condition is not known and therefore we recommend re-commissioning and/ or restoration to a greater of lesser Extent.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

Offered from The Forshaw Speedway Collection PJ GM Laydown Speedway Racing MotorcycleFrame no. 1504 PJ LDEngine no. 8590•Historically the culmination of The Forshaw Collection and the only 'laydown' in the collection•Rare example of a highly sort after machineThis Peter Jarvis 'laydown' machine is historically the culmination of The Forshaw Collection. An illustration of the laydown future and an introduction to the world of speedway today. It could be argued that the Douglas machine of 1928 was the first laydown with it flat twin engine nearly 50 years ahead of the laydown future. This initial if short lived overwhelming success of the Douglas was the proof of the concept. Unfortunately as a fore and aft flat twin engine the wheelbase was much too long also resulting in unnecessary extra weight. Other early attempts at a flat or laydown arrangement were notably made by McEvoy, the first to produce a flat single for the dirt track and very much later by George Wallis who inclined a JAP engine in 1948. The concept of horizontal engines in racing are well known particularly the very successful Moto Guzzis. Even Norton flirted with the idea in the 1950s but discarded it before it ever reached the track reverting to the trusted but out-dated Manx models. With hesitancy to use laydown engines in speedway it was not until 1974 that Barry Biggs and Martin Ashby appeared at the Brandon Stadium with a strange device, the well-known Jawa engine sitting nearly flat in the frame. So far as handling was concerned it was a revelation but with the engine designed to be vertical but now horizontal there were problems to be solved. Engine balance had to be drastically revised and the carburation was terrible. The vibration was so appalling that Ashby reported on that inaugural test that the handlebars, 'felt about a foot in diameter'. The concept of mounting the engine as low as possible to spread the mass led to vastly more grip and acceleration as well as being faster through the bends. However, the apparent potential phenomenon took a long time to be understood before the problems could be solved. It was another 10 years in 1986 before Barry Briggs continued to persevere with the problem although others had tried it out as well. Briggs discussed it with the renowned Alf Hagon who immediately appreciated the concept and started experiments himself. As Martin Hagon, Alf's son, has said the two problems were engine balance and carburation. The former was soon solved, and carburation was improved with a Wal Phillips fuel injector. Not an injector at all but more of a straight tube with no need for a float chamber - fine with methanol and with no concern for fuel economy. It was in Long Track racing where the problems with the laydown engine were finally laid to rest and eventually this filtered through to speedway. There was a lot of resistance to the engine particularly in British speedway where the engines were actually banned in 1995. But with Hans Nielson winning his fourth world title that year with a laydown Jawa the immense pressure for change became an unbearable force, an incoming tide that was not to be stopped. Laydown engines flooded British speedway. Jawa had mastered the problems overwhelming GM for a time but eventually GM took control and from 2007 they have dominated the sport with Jawa and others struggling to make an appearance. This Peter Jarvis machine with its GM engine is both a reminder and a document of the new world. Peter Jarvis had been a notable cycle frame maker before he made his first speedway frames from 1977. His earlier experience with ultra-lightweight frame making stood him in good stead. Jarvis speedway frames are highly sort after, and this PJ is a very rare example. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.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

Offered from The Forshaw Speedway Collection c.1968 Jawa Model 890 Speedway Racing MotorcycleFrame no. 2112Engine no. 3739/1968•The 'photo opportunity' machine at the start of The Forshaw Collection display in the Haynes Motor Museum•A very early example with the banana seat and the separate oil tankIn 1950 Jaroslav Simandl decided to produce an entirely new engine for speedway. This became the ESO (Czech for Ace) the most significant factor of the new two valve engine was the over square bore stroke dimensions of 88mm x 82.8mm totally different from the all-conquering long stroke JAP of 80 x 99. The company was soon nationalised and in 1964 became part of the Jawa Corporation, the ESO name now replaced with Jawa. Jawa motorcycles had been founded in 1929 when Frantisek Janeceic bought the motorcycle division of Wanderer, a part of the Auto Union car company. The Jawa logo derived from the Janeceic and Wanderer names. Jawa became by far the most active Eastern European manufacturer in motor cycle sport. The first speedway machine, the Model 890 launched in 1966 with its distinctive feature of a banana shaped seat and a separate oil tank on the rear frame soon to be superseded by oil in frame models. Ivan Mauger won the first of three consecutive world titles on the 890/1, continuing to ride Jawas until 1981 when he transferred his allegiance to Weslake. It took some time for Jawa to overtake the market from JAP which was still a very much favoured engine into the 1970s especially in the lower leagues. The Czech engine remained competitive in the forefront enjoying world titles in both speedway and long track. Initially Jawa was the preferred engine in the 1990s when the 'laydown' concept entered the sport undeniably through their effective 'laydown' experimental work on the fast continental long tracks. Jawa frames have always been very popular right up to the present day. This Jawa Model 890 is famously the 'photo opportunity' machine at the start of The Forshaw Collection display in the Haynes Motor Museum – and one that many thousands of people will have sat on with great excitement. A very early example with the banana seat and the separate oil tank, there is no documentation and it is not known when it entered the Forshaw collection. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a great or lesser extent.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

1925 Douglas 596cc Model OBRegistration no. SV 4962Frame no. HF263Engine no. UG 317•Rare overhead-valve sports model•Present family ownership since 1954•Requires re-commissioningDouglas had built racing and experimental overhead-valve motorcycles prior to WWI but the first production OHV models did not emerge until after the war's end. In September 1921 at Brooklands an overhead-valve Douglas set new 350cc records at 200, 300 and 400 miles. The first production models appeared at that year's Motor Cycle Show and soon demonstrated an enviable combination of speed and reliability. Sales were boosted considerably when in March 1922 Cyril Pullin became the first man to exceed 100mph on a '500' riding one of the new OHV Douglas models. Having made a successful start, Douglas improved upon the concept with the successor RA model, which took its name from the British Research Association, designers of the novel disc brakes fitted front and rear. There was a new frame and the gearbox was relocated above the rear cylinder, enabling the engine to be mounted lower down. Instead of a separate oil tank, engine lubricant was contained within a large aluminium sump. Another novel feature was the use of a twist grip for throttle control instead of the customary lever. Extensive use of aluminium kept the weight down to an admirable 275lb.Riding an RA, Manxman Tommy Sheard won the 1923 Isle of Man Senior TT while Jim Whalley won that year's French Grand Prix and Spanish 12 Hours race. Capitalising on the RA's success, Douglas marketed it as the 'IOM Model', claiming that it was identical with the TT- winning machine. The first standard production versions of the RA were launched at the Olympia Show in October 1923 designated OB/24 (596cc) and OE/24 (346cc). Listed in the Douglas Machine Register (1993), the 1925 Model OB offered here was first registered to the vendor's father in 1954. Accompanying documentation includes an old-style logbook (issued 1950); old/current V5/V5C documents; and a quantity of MoTs (most recent expired 2009). (It should be noted that the registration documents incorrectly list the engine capacity as 500cc.) Not run for a number of years, the machine will require re-commissioning before further use and thus is sold strictly as viewed. It should be noted that the engine number is recorded as 'EL293' in the registration documents. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1928 Douglas 498cc DT5 Speedway Racing MotorcycleRegistration no. not registeredFrame no. TF782Engine no. EL172Bristol-based Douglas Foundry commenced motorcycle production in 1907 with a machine powered by a horizontally-opposed twin. Fore-and-aft installation made for a slim machine with a low centre of gravity, and the design's virtues were soon demonstrated in competition. When speedway, or dirt track, racing arrived in Britain in 1928 the new sport quickly caught the public's imagination. Before long almost all major UK manufacturers listed a dirt-track model, Douglas being the first to establish dominance. The company's inline twins had benefited from much development on the Australian long tracks, but as shorter tracks became the norm in the UK, the DT5's otherwise excellent handling could no longer compensate for the handicap of a longish wheelbase, and rival single-cylinder models began to assert themselves. Listed in the Douglas Machine Register (1993), this example of the dirt-track Douglas was purchased in 1957 from Alec Jackson, Director of Wembley Speedway at that time. A letter on file dated 22/4/89 states it is understood that 'the bike was ridden by Dick Case in 1929 and in the early post-war years used for Vintage demonstration runs at Wembley' however prospective bidders should satisfy themselves as to the authenticity of the history. The late owner rode the Douglas at the Royston hill climb a few times before placing it in storage. Accompanying paperwork consists mainly of bills for parts and services. Not used for some time, the machine will require re-commissioning before further use and thus is sold strictly as viewed. 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

1928 Douglas 498cc SW5 Speed ModelRegistration no. SV 6123Frame no. TF107Engine no. EU171Bristol-based Douglas commenced motorcycle production in 1907 with a machine powered by a horizontally-opposed twin. Fore-and-aft installation made for a slim machine with a low centre of gravity, virtues that were soon demonstrated in competition, Douglas machines taking 1st, 2nd and 4th places in the 1912 Isle of Man Junior TT. When speedway racing arrived in Britain in 1928, the new sport quickly caught the public's imagination and before long almost all major UK manufacturers listed a dirt-track model, Douglas being the first to establish dominance with its overhead-valve 500cc DT5 and 600cc DT6. The company's inline twins had benefited from much development on the Australian long tracks, but as shorter tracks became the norm in the UK, the DT's otherwise excellent handling could no longer compensate for the handicap of a longish wheelbase. Nevertheless, away from the speedway tracks, the DT in its less specialised 'SW' form proved a most competitive mount. This rare overhead-valve Douglas was registered by the current vendor's late father on 1st July 1996 having been rebuilt by him over the preceding few years (note the Norton gearbox). Accompanying paperwork consists of an expired MoT (1997); a V5C document; and a substantial quantity of restoration bills. Unused for some time (the attached tax disc expired in 1997), the machine will require re-commissioning before returning to the road and thus is sold strictly as viewed. 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

1915 Norton 633cc Big FourRegistration no. SV 5021Frame no. 3370Engine no. BA1587Norton relied on proprietary engines in its formative years - winning the inaugural Isle of Man TT with a Peugeot-engined machine - before introducing its own design of power unit in 1907. The long-stroke (82x120mm) 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. Norton's sidevalve engines were revised for 1914 and in 1921 the Model 16, as it had become known, received a new lower frame, becoming the 16H. Considered by many to be an ideal sidecar 'tug', the Big Four (and 16H) would be continuously up-dated for the next 30-plus years, many seeing service with Allied forces in WW2. Post-war, the Big Four was revised with a shorter (113mm) stroke for a capacity of 597cc before taking its final bow, alongside the 16H, in 1954. This Big Four was registered to the vendor's late father on 8th January 1993. Accompanying paperwork includes a VMCC dating statement; photocopied parts list and brochure pages; registration correspondence; a V5C document; and two MoTs (most recent expired 1997). Not run for a number of years, the machine will require re-commissioning before further use and thus is sold strictly as viewed.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

1925 Norton 490cc Model 16H & Swallow SidecarRegistration no. CB 5548Frame no. 17729Engine no. 25685Having hitherto relied on proprietary engines, Norton introduced its own in 1907. The long-stroke sidevalve single displaced 633cc and the new model it powered became known as the 'Big 4'. Smaller capacity versions followed and in 1911 the 500 adopted the classic 79x100mm bore and stroke dimensions which would characterise the half-litre (actually 490cc) Norton for the next 50 years. The 490cc engine was revised for 1914 and in 1921 the Model 16, as it had become known, received a new lower frame, becoming the 16H. Norton's trusty sidevalve would be continuously updated for the next 30-plus years, many seeing service with Allied forces in WW2, before taking its final bow in 1954. The vendor's late father purchased this 16H (known as 'Nora') on 17th January 2009 from Ted Gabbott of Lancashire, its owner since December 1956 (see Ted's notes on file). A Science Museum dating letter on file shows that the machine was originally despatched on 30th June 1925 to the Norton agent Walsh in Blackburn. Accompanying paperwork includes an old-style buff logbook (issued 1949); a quantity of MoTs (most recent expired 2012); old/current V5/V5C documents; and a substantial quantity of photocopied literature (parts lists, brochures, etc). Not ridden for some years, the machine will require re-commissioning before further use and thus is sold strictly as viewed. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1923 Scott 496cc SquirrelRegistration no. NRA 698Frame no. 1424Engine no. 5624Alfred Angas Scott's experiments with two-stroke motorcycle engines began in the closing years of the 19th Century. The first complete Scott motorcycle followed in 1908, its twin-cylinder engine, two-speed foot-change gear, and all-chain drive marking it out as an exceptionally advanced design for its day. Lightness, ample power and sure-footed handling thanks to a low centre of gravity were Scott virtues from the outset. After three years of development, Scott made its Isle of Man TT breakthrough in 1912, works rider Frank Appleby winning the Senior race having led from the start. Scott returned to the Isle of Man in 1921 but was unable to repeat its pre-war success, though that did not stop the Shipley firm announcing a new sports model. Known as the Squirrel, the first use of this famous name, it was Scott's first genuine sports roadster and came with a guaranteed top speed of 60mph. The vendor's late father purchased this two-speed Squirrel from the proprietor of his local garage in July 2000. Details of its subsequent restoration may be found in a document on file together with an old-style buff logbook (issued 1949); sundry bills; expired MoT (2009); SORN paperwork; old/current V5/V5Cs; and a quantity of photocopied technical literature. Offered requiring further re-commissioning or restoration, the machine is sold strictly as viewed. The attached tax disc that expired in 2014 is an indication of when, probably, it was last used. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1929 Scott 496cc Flying SquirrelRegistration no. SV 6769Frame no. 2048Engine no. FZ2067AAlthough recognisably derived from Alfred Angas Scott's earliest designs, the Scott motorcycle of the 1920s gained steadily in both complexity and weight, a particularly significant development being the introduction of a three-speed countershaft gearbox for 1923. Like its major rivals, Scott was well aware of racing's publicity value and the allure of models with a TT connection, so the adoption of an optional full-frame tank, like that of the works racers, for the new Flying Squirrel was not surprising. Launched at the Olympia Show in 1925, the 'Flyer' came in 498cc and 596cc capacities, the latter the most expensive machine in the range. Subsequent models further benefited from racing, gaining the duplex frame and bigger brakes (first seen on the 1926 works bikes) and the magneto-platform Pilgrim oil pump adopted for the '27 TT machines. This Flying Squirrel was acquired by the vendor's late father (a member of the Scott Owners' Club) on 1st August 1997. Accompanying documentation includes a quantity of photocopied technical and other literature; assorted correspondence; a VMCC dating statement; SORN paperwork; a V5C Registration Certificate; and an expired MoT (2012). Not ridden for some time, the machine will require re-commissioning before returning to the road and thus is sold strictly as viewed. 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

1928 New Hudson 496cc Model 86Registration no. TVS 930Frame no. 14561Engine no. MSO 1337Birmingham-based bicycle manufacturer New Hudson's first powered machine of 1903 used a clip-on Minerva engine, and this was followed by their first proper motorcycle in 1910. New Hudson made its Isle of Man TT debut in 1911 but major competition success eluded the Birmingham firm until Bert Le Vack took over racing development in 1927, becoming the first man to lap Brooklands at over 100mph on a '500' that same year. Le Vack's mount was powered by a development of New Hudson's own overhead-valve engine that had first appeared at the 1924 TT, and this handsome power unit was also used by the factory team in the 'Island' in 1927, works rider Jimmy Guthrie finishing the Senior race in 2nd place. New Hudson announced a new range for 1931, but the economic depression did little to encourage sales and in 1933 the company, by then manufacturers of Girling automotive components, ceased to build motorcycles. There was a brief return in 1940 with the New Hudson Autocycle, later built by BSA. This overhead-valve New Hudson was acquired by the vendor's father in June 1993. Accompanying documentation consists of a VMCC dating statement; marque specialist correspondence; SORN paperwork; old/current V5/V5C documents; three MoTs (most recent expired 2012); and a substantial quantity of photocopied technical literature. Not ridden for some years, the machine will require re-commissioning before further use and thus is sold strictly as viewed.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

1928 Sunbeam 493cc Dirt-Track Racing MotorcycleRegistration no. not registeredFrame no. none visibleEngine no. D.T.113.EXThe introduction of dirt-track, or speedway, racing into Britain in the late 1920s prompted many manufacturers to jump on the bandwagon with purpose-built machines. Douglas and Rudge dominated speedway's formative years in the UK, before the arrival of the 'Speedway JAP' engine in 1930 ushered in a period of dominance that would last until the 1960s.Sunbeam's dirt-track racer was listed and illustrated in the 1930 catalogue only and was not considered a success. It is also pictured on page 118 of The Sunbeam Motorcycle by Robert Cordon Champ with text on page 125, and in both versions of The Illustrated History of Sunbeam Bicycles and Motorcycles by the same author. It may well be that only two or three were made since when tested the model did not come up to expectations. Sunbeam experimental or pre-production frames were stamped 'EX', like the engines, often without a number and usually on the steering head; however, so far it has not proved possible to locate such a stamping on this machine. The Sunbeam was imported from Austria some years ago and subsequently purchased by the current vendor, who then carried out a full restoration. 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

From the estate of the late 'Rocket' George Wander 1971 BSA 740cc Rocket III Mk1Registration no. EVB 92J Frame no. HD00193 A75REngine no. HD00193 A75R•Owned by Rocket George since April 1977•Fastidiously maintained in the current ownership•Large history fileThis was the bike that gave our friend Rocket George Wander his nickname. In April 1977 George responded to a small ad which read 'BSA Rocket Three £550 or P/X cheaper British bike'. We know this because the very small advert is taped to the back of an envelope (within the history file) which has been cut in half. The bottom half of the same envelope bears a handwritten and dated receipt for £540 – so we know that George negotiated a £10 reduction in the price! It was the start of a 45 year love affair, and the bike became part of the family. The BSA triple had a short production life which started in 1968 and ended prematurely in 1972 due to the company's huge financial problems. By contrast the last Triumph T160 rolled off the production line in 1976. The Rocket 3 and Trident were brought to the market shortly before Honda's ground-breaking CB750. The triples were faster, but the styling didn't meet with universal approval, and they lacked the glamour of the Honda which boasted a five-speed gearbox, an overhead camshaft, a disc brake, and an electric starter. A successful but hugely expensive racing programme ceased when the money ran out. By this time the British motorcycle industry was in deep trouble, and the arrival of several other Japanese superbikes was imminent. George's Rocket 3 is supplied with a current V5C, an older V5, multiple tax discs, the oldest being 1982, and a stack of old MoT certificates. The earliest supplied MoT was issued 14.2.78 and records a mileage of 20,327. By 2005 the mileage on the MoT certificate had increased to 45,427, but in 2006 it is quoted as only 37. Therefore a new speedometer is presumed to have been fitted around that time. The bike is offered with a Haynes manual, BSA's own workshop manual, parts list, and maintenance notes. George's BSA M24 website includes a photo of the Rocket 3 with the comment 'fully restored in 2006', but the very large number of invoices supplied suggest that he may also have restored it at some previous date, and that regular maintenance was certainly ongoing. The engine oil is believed to have been drained, and some recommissioning will be necessary following a period of inactivity. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. Offered with keys. There cannot be many BSA triples boasting longer ownership or such fastidious maintenance. George's cherished Rocket 3 is offered for sale now because he couldn't face parting with it while he was still with us. This is a rare opportunity to acquire a much-loved machine.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

From the estate of the late 'Rocket' George Wander 1938 BSA 499cc JM24 Gold StarRegistration no. CMJ 159 Frame no. JM24.102Engine no. JM24.102•Oldest surviving matching numbers Gold Star•Offered from the estate of the world's leading BSA M24 expert•Wonderful original patina, but used regularly•22 years in the current ownershipAs the writer of this catalogue entry, I would like to say that the late George Wander was a very good friend of mine, and he is greatly missed. Widely known as Rocket George, he was THE world authority on BSA's pre-war M24 Gold Stars. Indeed, his website www.bsa-m24.co.uk remains the best and most accessible source of information regarding these fabulous machines. George's most cherished motorcycles were his Rocket III (Lot 538) which he had owned for 45 years, and this 1938 JM24 which he bought in 'our' Brooks auction at Stafford in April 2000. It is the second Gold Star ever manufactured by BSA, and the oldest surviving matching numbers example.It is well documented that Wal Handley, one of the star riders of the inter war period, came out of retirement in June 1937 and rode a factory entered and tuned BSA Empire Star to victory at Brooklands with a fastest lap of 107.57 mph. He therefore won a coveted Brooklands Gold Star which was awarded for laps of over 100 mph. BSA were very soon to announce their new top of the range sports machine, and as they already had a tradition of 'Star' model names such as Blue Star, and Empire Star, the new M24 was appropriately named the Gold Star. It was based closely on the existing Empire Star model, but differences included: a lighter frame in Reynolds 531 high tensile tube, an all alloy engine, a petrol tank with integral toolbox, a ribbed rear brake drum, TT carburettor, and a gearbox shell in 'Electron' (this was unique to the 1938 models, BSA switched to aluminium for 1939).George was not just a collector – he rode all his machines, and this one had its legs stretched on regular occasions. An accomplished restorer, he went to great pains to preserve this machine's precious original finish while ensuring that all its mechanical aspects worked as they should. In George's own words (written at a date unknown): 'It left the BSA factory with nine others on 17.12.1937 and was delivered to Imperial Motors in Bedford, where it was displayed until registered in May 1939. Nothing is known of the bikes history until December 1947 when it was acquired by a Mr George Lockwood of Bedford, who may well have bought it from Imperial Motors where it would have remained during the war years. He sold it in July 1948 to a Mr Joseph Ford of Stony Stratford, Bucks and it was next sold on to Mr Gilbert Ball of Cheltenham in March 1949. (I have a copy of the original advertisement in 'The Motorcycle' dated 10.3.49, which describes the bike as being in 'as new' condition). Mr Ball owned the bike until June 1961 when it was sold to a Mr James Hehir. From 1962 until 1994 it lay unused in a shed in Gloucestershire, where it was discovered by the family of the last known owner, a Mr Tony Price. His sons Rob & Dexter Price, both ex TT & Manx GP riders, recommissioned the bike in 1996, and it was ridden again for the first time in 34 years at the Silverstone Classic Motorcycle Festival, and displayed on the BSA Gold Star Owners Club Stand. The bike saw little use after that until I acquired it in April 2000. I carried out a thorough mechanical and electrical overhaul, after which I have used it regularly on the road. It has appeared every year since 2001 at the Coupes Moto Legende at Montlhery and Dijon and on two occasions at Cadwell Park at the Beezumph Rally. It remains 100% original and unrestored, and, in my opinion, is the finest and most interesting of the 30 or so M24 Gold Stars still in existence around the world.'CMJ 159 is accompanied by a notebook, multiple invoices, current and old style V5Cs, photocopies of period magazine articles, correspondence from the previous owner with our own Malcolm Barber as well as the Gold Star Owners club, and the Brooks invoice dated 16.4.2000 which is made out to George's great friend, the late Dr George Cohen, who had bought it on his behalf. No keys are supplied. The engine oil is believed to have been drained and some recommissioning is recommended following a period of inactivity. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. This is a truly unique opportunity to acquire the oldest surviving matching numbers BSA Gold Star in wonderfully original condition.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

1937 BSA 499cc M22 Sports ProjectRegistration no. EKL 775Frame no. HM19 5186Engine no. HM22 1372BSA's single-cylinder range was re-designed by Val Page for 1937, the engines taking on many of the characteristics they would retain in the post-war era, most notably dry-sump lubrication, rear-mounted magneto and that distinctively shaped timing cover. The larger M series comprised two sidevalve-engined models - the 500cc M20 and 600cc M21 - and two overhead-valve 500s with foot-change gearboxes - the M22 Sports and M23 Empire Star. Bore/stroke dimensions of 82x94mm were used for the 500cc engine, which in mildly tuned form would power the first of a long line of BSA sports singles: the Gold Star. In June 1937 a specially prepared Empire Star ridden by the great Wal Handley achieved a 100mph lap of the Brooklands circuit on its way to a debut race victory. 100mph laps of the Weybridge track were traditionally rewarded by the award of a gold star, thus giving BSA's forthcoming super sports model its evocative name. Apparently substantially complete and ripe for restoration, this handsome Gold Star forebear represents an exciting prospect for the fortunate next owner. Sold strictly as viewed, the machine is offered with a V5C Registration Certificate and an old-style RF.60 logbook issued in 1962.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

1926 Raleigh 248cc Model 15Registration no. KM 7960 (see text)Frame no. 7924Engine no. M7974During the 1920s Raleigh's line-up expanded to include machines of numerous different capacities, both sidevalve and overhead-valve engined, ranging from a 175cc unitary construction lightweight to a hefty 998cc v-twin. A typical lightweight Raleigh of the Vintage era, the Model 15 was manufactured between 1925 and 1929 and was powered by a 248cc single-cylinder sidevalve engine driving via a three-speed Sturmey-Archer gearbox with chain final drive. This Raleigh Model 15 was purchased by the vendor's father as a 'barn find' in 1994. An older restoration, it appears to require only relatively light further restoration or re-commissioning. Pre-restoration images are on file. It should be noted that the registration number 'KM 7960' has lapsed and is not recorded in the DVLA/HPI databases. Accordingly, prospective purchasers must satisfy themselves with regard to the registration number's validity prior to bidding, and be aware that they are responsible for making the relevant applications should they wish to recover it. The machine is offered with a 1926 RF60 logbook and a purchase receipt issued by Hayward & Ashcroft of Whitstable, Kent in 1926.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

1925 Raleigh 799cc Model 12Registration no. KM 189Frame no. 1654Engine no. V1644•Rare Raleigh twin-cylinder model•An older restoration offered for re-restoration•Comes with a spare Raleigh v-twin engineBritain's best-known and longest-lived bicycle maker, Raleigh also manufactured motorcycles from circa 1902 to 1905, and again from 1919 to 1933. More recently, the Nottingham company offered a range of mopeds plus a scooter in the late 1950s/1960s. Raleigh's first powered two-wheeler looked very much like the contemporary Werner, carrying its engine in front of the steering head with drive being transmitted via belt to a large diameter pulley clipped to the spokes of the front wheel. Already obsolete, that first Raleigh was soon superseded by a range of more conventional machines, the first of which appeared at the 1903 Motor Cycle Show. Sales must have been disappointing though, for only two years later Raleigh announced its complete withdrawal from the motorcycle market. The firm was back immediately after The Great War with a horizontally-opposed inline twin of advanced design, and during the 1920s the Raleigh range would expand to include machines of a wide variety of capacities and types, ranging from a 175cc unitary construction lightweight to a hefty 998cc v-twin. In 1924 the horizontal twin was replaced by a new 799cc v-twin, which was available as a solo (Model 12) or motorcycle combination (Models 13 and 14). Rated at 7hp for taxation purposes, the sidevalve engine was of Raleigh's own design and manufacture. The new v-twin featured all-chain drive via a Sturmey Archer three-speed gearbox, Brampton Biflex forks, dummy belt rim front brake and a 7' drum brake at the rear. A compact design meant that wheelbase ended up only 2' longer than that of the contemporary 350 single, making the twin a pleasant machine to ride in solo trim. This example of a rare British v-twin was purchased by the private vendor's father sometime before 1970, from a Kent-based dealer who had secured this and various other motorcycles from Chatham docks where they had been laid up by WW2 servicemen. We are advised the motorcycle has benefited from a replacement Alpha big-end bearing (at date unknown). An older restoration offered for re-restoration, the machine comes with a semi-dismantled Raleigh v-twin engine (numbered 'V1511') and a V5C Registration Certificate.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1924 Triumph 550cc SDRegistration no. KM 8169Frame no. 340231Engine no. 101461 (see text)Triumph's 3½hp model had first appeared in 1907. Originally of 453cc, its sidevalve engine was enlarged to 476cc in 1908 and finally to 499cc in 1910 before being superseded by the 550cc 4hp model in 1914. Equipped with three-speed Sturmey-Archer gearbox, it was this revised 4hp - the Model H - that did such sterling service in WWI, some 30,000 'Trusty Triumphs' seeing action with British and Allied forces. Updated 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 the later four-valve Ricardo model.This Triumph SD was purchased in the late 1930s from the original owner by the vendor's father, who used it with a box sidecar for his trade. The machine benefits from a replacement fuel tank (fitted at date unknown) and appears to require only relatively light restoration. No dynamo is present. The machine is offered with a V5C Registration Certificate, and it should be noted that although the V5C lists the date of registration as 1926, it is believed that the frame and engine both date from late 1924. 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

1936 Triumph 550cc Model 5/1 ProjectRegistration no. CYF 459Frame no. S4639Engine no. 1.56.3481Just as he had done at Ariel in the 1920s, Val Page transformed his employer's ageing range on his arrival at Triumph as Chief Designer in 1932. The new line-up comprised overhead-valve and sidevalve singles in capacities ranging from 250cc to 500cc, plus the range-topping 650cc 6/1 sidecar tug. Endowed with distinctive timing covers for the magneto gear drive - a feature Page would employ at BSA later in the decade - the engines were simple yet robust in construction and amenable to a fair degree of tuning in the case of the overhead-valve units. Suitably embellished with extra chromium plating, the latter formed the basis for Edward Turner's even more stylish Tiger models from 1936 onwards.Offered here is an example of the Page-designed Triumph 5/1, a 550cc sidevalve model intended for sidecar-pulling duties and catalogued for only three years (1934 to 1936), making it relatively rare. Apparently substantially complete, it is an eminently suitable candidate for sympathetic restoration. Sold strictly as viewed, the machine is offered with a V5C Registration Certificate and an old-style RF.60 logbook issued in 1956. 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

Ariel 500cc Red Hunter ProjectRegistration no. not registeredFrame no. 3902 (see text)Engine no. 3139 (see text)Val Page's arrival at Ariel in 1925 as Chief Designer would trigger an upturn in the Selly Oak firm's fortunes. Page designed new models to replace the existing range, the first of which - a pair of singles displacing 600cc (sidevalve) and 500cc (overhead-valve) - debuted later that year. By 1930 the Ariel single had gained a rear-mounted magneto and its distinctive timing cover, and the engine's basic design - though frequently revised - would stand the company in good stead well into the post-war era. In 1932 the sports versions were christened 'Red Hunter' and under Page's successor Edward Turner, developed into fast and stylish machines, production of which recommenced after WW2.This Red Hunter is believed to incorporate a circa 1946 frame and a circa 1937 engine. However, it should be noted there is no frame number prefix and that the engine number prefix is indistinguishable (possibly 'CC'). Accordingly, prospective bidders must satisfy themselves with regard to the date and suitability of these component parts prior to bidding. The gearbox dates from 1946. Ripe for restoration, the machine is offered without documents and is sold strictly as viewed.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

1942 Harley-Davidson 739cc WLA ProjectRegistration no. not registeredFrame no. to be advisedEngine no. 42WLA 36240Introduced in 1929 as a competitor to Indian's successful 750cc sidevalve v-twin, the Harley-Davidson Model D - better known as the '45' (its capacity in cubic inches) - really took off when the USA's entry into WW2 created an unprecedented demand for military motorcycles, around 90,000 of the WL (military) version rolling off the Milwaukee production lines before hostilities ceased. After rigorous testing in 1939, the US Army ordered its first batch of WLs in March 1940, with further substantial orders of machines from South Africa and Great Britain following soon after. These military Harleys benefited from the new aluminium cylinder heads fitted to the civilian version from 1939 and came with a full complement of equipment including D-shaped foot-boards, crash bars, skid plates, cargo racks and panniers. Designated WLA (Army) or WLC (Canadian-built), the Harley '45' saw action in just about every theatre of war. 'De-mobbed' Harleys helped meet the upsurge in demand for motorcycles in the immediate post-war years, doing much to establish the marque's reputation worldwide. Purchased by the vendor's father from a breaker's yard around 1970, this WLA appears to have been prepared for civilian use but does not seem to have been registered. Ripe for restoration, the machine is fitted with an unusual seat unit and comes with a silencer and right foot-board (both detached).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

1947 Harley-Davidson 1,200cc EL 'Knucklehead'Registration no. 289 YUNFrame no. 47EL 3325Engine no. 47EL 3325•Iconic American v-twin•Restored in the USA in 2000 by Carl's Cycle Supply•Present ownership since 2012•Fewer than 560 miles since restorationWithout question one of the most handsome and readily recognisable motorcycle power units of all time, the Harley-Davidson 61ci (1,000cc) overhead-valve v-twin - known as the 'Knucklehead' after its distinctively shaped rocker boxes - arrived powering a stylish all-new motorcycle in 1936. A twin-loop frame was deemed necessary to handle the increased power (37bhp in 'E' and 40bhp in high-compression 'EL' forms) while the front suspension too was beefed up, the forks switching to oval tubing in place of the previous forged I-beams. Teething problems associated with the earliest examples had been sorted out by 1937 and the Milwaukee factory quickly set about establishing the EL's performance credentials, Joe Petrali setting a new speed record of 136mph at Daytona Beach on March of that year while Fred Ham later averaged 76mph for 24 hours at Murco Dry Lake in California to set a new best mark. Progressively improved, the OHV Harley became available in 1,200cc (FL) form from 1941, remaining a cornerstone of the Milwaukee range in 'Panhead' and later 'Shovelhead' versions until superseded by the Evolution-engined bikes in the 1980s. This beautiful Knucklehead was restored in 2000 by Carl and Matt Olsen of Carl's Cycle Supply, who brokered its sale to the current vendor in 2012. At that time the machine went back to their shop for wiring updates to the best factory specifications (Carl is an AMCA judge). The Harley is all 'Milwaukee metal' apart from the usual restoration items: tank badges, exhaust system, etc. The engine has been rebuilt to 1,200cc FL specification and the transmission converted from three-speeds-plus-reverse (a sidecar was fitted previously) to conventional four-speed specification. Fewer than 560 miles have been covered since 2000 and only 10 while in the vendor's ownership. The Harley was last run in 2021 and only relatively mild re-commissioning should be required before returning it to the road. Accompanying documentation includes a South Dakota Certificate of Title, the 2012 purchase receipt, a dating certificate, and a V5C Registration Certificate. An upgraded competition clutch from Carl's Cycle Supply is included in the sale together with an installation guide. 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.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1941 Harley-Davidson 750cc WL ProjectRegistration no. 941 YNYFrame no. none visibleEngine no. 41WL3137It is known that this WL was purchased from Africa. It was restored by the previous owner in Wales, the colour being changed from yellow to white (not corrected on the V5C). The restorer first registered the machine in 1978 and is believed he rode it for a few months before selling it to the late owner in May 1980 (receipt on file). The late owner never rode the Harley, and for many years it sat in the front room until a house move 20 years ago saw it dismantled and stored. The vendor recently collected the Harley-Davidson and reassembled the bike, taking lots of photographs, but did not attempt to get it running. He did not even attempt to clean the bike during re-assembly, and describes it as in 'barn find' condition and highly original, having been off the road in dry storage for some 40 years. We are advised that the only component missing is the headlamp, which was replaced with a Lucas unit to get the bike MoT'd in 1979. This motorcycle will require careful re-commissioning/assembling before returning to the road and thus is sold strictly as viewed. Prospective purchasers must satisfy themselves with regard to its completeness and mechanical condition prior to bidding. Included in the sale are some reproduction catalogues and parts lists plus spares such as spark plugs and an original gasket set. 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.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1959 Harley-Davidson 74ci FL Duo GlideRegistration no. RSU 237Frame no. none (see text)Engine no. 59FLH3568First registered in the UK in 1989, this Duo Glide was purchased by previous owner Keith Whitehead of Hampshire at the Stafford motorcycle auction in April 1990. In June 2001 the machine was treated to a complete 'last nut and bolt' restoration by The Milwaukee Motorcycle Company of Tunbridge Wells, Kent at a total cost of £18,000 (bills and photographs available), the present colour scheme of red and white being adopted at that time. Very rare, the 'angel bags' are an original feature, while sensible modern upgrades include 12-volt electrics and electronic ignition, making the bike easier to start and more usable in modern traffic. Purchased by the late owner at Bonhams' Beaulieu sale in September 2008 (Lot 265), the 'Glide was said to have been preserved in a heated garage since restoration, covering negligible post-rebuild mileage. Not used for the last few years, the machine has nevertheless been regularly started while stored; some brightwork has been removed and not refitted (see below), and thus finishing and re-commissioning will be required prior to further use. Sold strictly as viewed, this collectible 1950s Duo Glide comes complete with panniers (detached), screen, lights, mudguard, chromed fittings and sundry other items. The machine is offered with a history file containing an old-style V5C registration document, VMCC dating letter, H-D Service Manual, the aforementioned restoration records, etc. It should be noted that the V5C records a frame number of 47651-58, however there is no frame number present as Harley-Davidson did not stamp frame numbers until as late as 1970.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

Ex-Barry Sheene, ex-John Cronshaw 2001 FWD Manx Norton 500cc Racing MotorcycleFrame no. FW02Engine no. FW02•Frame FW02 ridden by Barry Sheene in his last (winning) race, as confirmed in writing by Fred Walmsley •Frame FW02 and engine FW02 used by John Cronshaw in the 2002 INCA European Classic Series•Purchased by a consortium of private collectors' from Fred Walmsley at The International Classic MotorCycle Show, Stafford, April 2003•Current family ownership since August 2003•Requires re-commissioningA machine of some considerable historical significance, the Fred Walmsley Development Manx Norton offered here - 'FW02' - was ridden to victory by the late great Barry Sheene in his last ever motorcycle race, at the Goodwood Revival Meeting in 2002. World Champion in the 500cc class in 1976 and 1977, Barry had retired from motorcycle racing at the end of the 1984 season. He then turned to other forms of motor sport, including truck and touring car racing, before emigrating with his family to Australia in the late 1980s in the hope that the warmer climate 'Down Under' would help mitigate the pain of his injury-induced arthritis. Settled in a new home on the Gold Coast, he combined a property development business with a role as a television commentator on motor sport. From the late 1990s, Sheene became involved in historic motorcycle racing, competing at events such as the Philip Island Classic in Australia and at Donington Park, Scarborough and Goodwood in the UK. In 2002 he was invited back to what would be his final competitive outing on a motorcycle, the Goodwood Revival Meeting, held in September. Barry's mount that day was this machine, one of celebrated engineer/tuner Fred Walmsley's modern Manx Norton re-creations. The pair's relationship had begun back in 1999 when Barry had asked Fred to provide a machine for F1 World Champion Damon Hill to ride at the second running of the Goodwood Revival. Barry was riding someone else's Manx in practice, only for the bike to suffer a serious mechanical failure which Fred fixed; from then onwards Barry only ever rode machines supplied by Fred. Barry had already scored two wins on one of Fred's bike at Donington Park earlier in 2002 before receiving his cancer diagnosis in July. His request for Fred to provide a machine for the Goodwood Revival came out of the blue. Fred and his rider John Cronshaw were at Most in the Czech Republic having just won the InCA European Classic Series when the call came in, necessitating an overnight dash back to the UK to get a bike prepared for Barry in time for Goodwood. Both of the engines used in the European Classic Series were rather tired, but Fred managed to put together a motor using the best bits of the two. Unfortunately, the cobbled-together engine proved unsatisfactory, so on the Friday after practice Fred had to borrow one of his '90-bore' motors that he'd sold to Norton specialist, the late George Cohen. Barry used George's engine at Goodwood that weekend, finishing second in the Lennox Cup on Saturday and winning it on Sunday to take overall victory. Barry Sheene died in hospital in Australia in March 2003 aged 52. The Lennox Cup was later renamed the Barry Sheene Memorial Trophy in his honour. In April 2003, at the International Classic MotorCycle Show, Stafford, Fred Walmsley sold 'FW02', now reunited with its original engine, to a small consortium of private collectors' - each of whom paid one third of the cost. Shortly thereafter, in August 2003, 'FW02' was sold to a private collector, since deceased. The machine is offered for sale by his widow. Rider Nick Allison rode the Manx at Le Mans in April 2004, achieving two podium finishes, while Marcus Bisson demonstrated it at the Greve de Lecq hill climb in Jersey in 2003 and 2004. Its last outing is believed to have been the 2005 Sheene Run through Rugby town centre. The Norton has also been displayed at various other events. Not used for some years, the machine will require re-commissioning, at the very least, before further use and thus is sold strictly as viewed. As presented today, 'FW02' departs from its 2002 specification in various ways, most notably the engine, front wheel, forks, controls, gearbox and swinging arm are not those used by Barry Sheene. As stated above, the engine is the bike's original (as used by John Cronshaw), Sheene's 2002 Goodwood engine having been retained by the late George Cohen. Close examination of contemporary photographs - particularly with regard to the fairing's decals and their placement - suggests that the fairing is the one fitted to Barry's bike at Goodwood in 2002 (please speak to Bonhams for further clarification). Prospective bidders should satisfy themselves as to the motorcycle's original components and mechanical condition. Included in the sale is a race fairing (with former 500cc World Champion Wayne Gardner's name and scrutineer sticker for The Barry Sheene Memorial Trophy at the 2003 Goodwood Revival), seat (with applied sticker for The Sheene Run, 2005) and alloy fuel tank.The machine also comes with a substantial history file, which contains provenance documentation from Fred Walmsley dated 4th May 2003; 24th March 2006 and further correspondence on 17th May 2022 (perusal recommended) among many other documents, photographs, press cuttings, etc. Much missed, Barry Sheene has left behind a racing legacy admired by everyone connected with motorcycle sport, and this Manx Norton, the last machine he rode, represents a fitting coda to a glittering career. 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- H J 'Bert' Bacon, Edmond 'Boy' Tubb, Brooklands 'Gold Star'-winning 1929 Grindlay-Peerless 498cc Brooklands 'Hundred Model' (Lacey Replica)Frame no. B1124 Engine no. JOR/S 45521•Documented history from new•77 years in the Tubb family's possession•Restored in the 1970s•Widely displayed and demonstrated•Present ownership since 2012Competition success has been recognised as an ideal means of promotion since motorcycling's earliest days, but during the Vintage years in particular the breaking of speed records was reckoned as good a means of securing valuable publicity as victories gained on the racetrack. The most coveted prize was the One-Hour record, and once the 90-mile mark had been reached, all efforts were directed towards exceeding the magic 'ton' for 60 minutes. Claude Temple was the first man to do so, averaging almost 102mph at Montlhéry in 1925 on his 996cc OEC-Temple-JAP, and then the following year Norton-mounted Bert Denly achieved the feat on a '500' for the first time, again at the French track. To stimulate competition on home ground, The Motor Cycle magazine offered a silver trophy for the first successful attempt on British soil. That, of course, meant Brooklands, and on 1st August 1928, C W G 'Bill' Lacey, already a formidable competitor at the Weybridge track, wheeled out his immaculate Grindlay-Peerless and raised the record to 103.3mph, lapping at over 105mph in the process and taking the 750cc and 1000cc records into the bargain!Although ostensibly a Grindlay-Peerless, the record bike featured a nickel-plated frame constructed by Lacey and was powered by a twin-port JAP racing engine heavily reconfigured with Lacey's own cams and rocker gear. Grindlay-Peerless lost no time in bringing out a replica of Lacey's machine: the Brooklands '100 Model', a solitary example of which was exhibited at the Motor Cycle Show in November 1928. Like the record bike, the production version was also constructed by Lacey, the difference being the brazed-on tank support (instead of clamped). Priced at £90, the '100 Model', though different in detail, was essentially the same as Lacey's original, right down to its distinctive nickel-plated frame and cycle parts. However, the replica was not capable of the 100mph lap guaranteed by the factory. The job of fettling the bikes and tweaking the twin-port JAP engine to Lacey's specification fell to his assistant Wal Phillips, whereupon each was tested by Lacey at 100mph-plus and issued with a certificate. Two were sold complete with an extra Lacey 'sprint' fuel tank.However, lacking the resources of larger rivals and perhaps over-estimating the demand for such a specialised piece of racing equipment, Grindlay-Peerless sold only a handful, believed to be no more than five or six machines. Only two of these are known to survive: the one first owned by Brooklands and Manx Grand Prix competitor J D Potts (sold by Bonhams at Stafford in April 2001 and again in April 2018) and that offered here, which belonged to prominent VMCC member, the late Edmond Joseph 'Boy' Tubb, who won his Brooklands 'Gold Star' aboard the Grindlay. This '100 Model' was originally purchased by H J 'Bert' Bacon, a Brooklands habitué and Gold Star holder (1932), who raced it at Brooklands from 1929 to 1932. 'Numbered among the top flight of Brooklands riders', A L Loweth, who worked for Bert's friend Pat Driscoll and gained his Gold Star (500cc) in 1929, continued racing the bike at Brooklands during 1932 until it was purchased towards the end of that year by A J McClure, who continue to race it in 1932 and 1933.Edmond James 'Boy' Tubb's interest in motorcycle racing started at an early age (his family owned the well-known Middleton Garage at Bognor Regis). The Grindlay-Peerless with its predictable handling and 'Gold Star'-winning speed was a natural choice, and in November 1935 Tubb purchased McClure's '100 Model' for £30. Initial testing at Brooklands in April 1936 proved unsatisfactory, Tubb having lapped at 'only' 88mph. E C E 'Barry' Baragwanath, a Brooklands legend, multiple record holder and close friend of Bill Lacey, offered to help improve the performance and in May 1936 the engine was sent to Baragwanath's Tottenham workshop. Baragwanath fitted a longer con-rod (raising the cylinder barrel appropriately), swapped the twin-port cylinder head for a single-port 'Speedway' version, and installed cams developed by Bert Le Vack. The cost was £12 10s.Soon after, on 23rd May 1936, Tubb entered the Brooklands Second BMCRC Meeting; however, he experienced a severe 'tank slapper' and retired. Baragwanath was at hand, and after the fork dampers had been screwed down hard, the Grindlay exhibited the superior handling for which it was famous. On his third event after the re-tune, Tubb proceeded to lap at 102mph, gaining the coveted Gold Star for a lap over 100mph in a BMCRC race. In his next event, the gearbox was damaged and repaired by Baragwanath. A month or so later, on 18th June 1936, Francis Beart set an unbeaten record of 6.66sec on the famous Brooklands Test Hill with Lacey's old Grindlay-Peerless record-breaker, launching himself into the air and landing twenty yards on in the process!1937 was a good year for Tubb and the Grindlay. In the numerous events entered, Tubb was placed in most all of them, gradually building confidence and achieving increasing speeds culminating in his fastest lap of 105.74mph. This while achieving 4th place from scratch against twice TT-winner Walter Handley, who was given a six seconds start. Later that year, Tubb was unlucky in the Hutchinson 100, retiring after only seven laps with a broken crank-pin and cracked crankcase, which meant another rebuild by Baragwanath. A few weeks later, Tubb was back at Brooklands racing and sprinting. He achieved his best-ever Brooklands lap on 30th June 1937 at over 105mph (see letter on file appended by Brooklands' official timekeeper, A V 'Ebby' Ebblewhite). Also on file is a fascinating article from the Brooklands Society Gazette (2005) in which 'Boy' Tubb evocatively recalls his racing exploits. Perhaps not noticing the gathering clouds of war, Tubb returned to Brooklands in the spring of 1938 with continued vigour, regularly lapping at 104mph and scoring more podium places; that year's Hutchinson was given a miss, though Tubb was there on that October day competing in other events. Escalating racing costs and saving for a ride in the 1939 TT meant that the last year of Brooklands racing saw little of Boy Tubb and his Grindlay. Tub spent the war in the Army but as soon as the British Motor Cycle Racing Club was re-formed in March 1947, Tubb rejoined as member No.20. At the celebratory supper at the Talbot Restaurant in London EC2 Tubb no doubt rekindled pre-war friendships with Baragwanath, Lacey, Bacon and Pat Driscoll. Ravished by war, Brooklands had closed, but hopes were still high that the home of British racing would reopen and activities resume. In 1947 there was not much one could do with an Outer Circuit bike running on exotic fuels but Tubb found the solution in the Brighton Speed Trials where he gave good account of himself with a time of 34.72sec.Tubb continued to attend the handful of post-war events both as a spectator and marshal, and occasionally stretched the Grindlay's legs. 1949 saw Tubb compete in the North East London MCC's Trent Park Speed Trials, which he did again in 1950 and 1951. He also attended the early Goodwood meetings. The 1952 Brighton Speed Trials were to be Tubb's last competitive entry with his Grindlay.When the Montagu Motor Museum opened in 1952, the Grindlay found a temporary home at Beaulieu while venturing out yearly for the Brooklands reunion and other events. But it was soon back at Tubb's Bognor Regis home where in 1960 it w... For further information on this lot please visit Bonhams.com

The Isle of Man Junior 250cc TT-Winning, Ex-Douglas Prentice 1921 New Imperial 250cc Racing MotorcycleRegistration no. OH 6926Frame no. W11858 Engine no. BR/21/125•Documented ownership history from new•Only five owners in over 100 years•Restored circa 1988•Maintained continuously•Remarkably well preservedAfter an abortive attempt in 1901, New Imperial commenced series production of motorcycles in 1910. By 1913 the fledgling firm was contesting the Isle of Man TT races, entering a trio of 500s in the Senior event, none of which finished. This disappointment and the intervention of WWI delayed New Imperial's next appearance until 1921, but what an historic return it would be. At that time there was no separate Lightweight TT race (the 250s would not have their own separate Lightweight TT race until 1922); instead a trophy was awarded for 250cc machines entered in the Junior (350cc) event, the first such award having been made in 1920 when Levis secured a resounding victory, taking the first three places. New Imperial entered five JAP-engined 250s in the 1921 Junior and although four retired, Douglas Prentice went on to win the class at an average speed of 44.82mph, Bert Kershaw's having set the fastest lap. After the race, new Imperial's boss Norman Downs presented Prentice with his winning machine. New recruit Bert Le Vack came close to victory in the Junior event the following year and finished 2nd in the Lightweight race in 1923, and then the Twemlow brothers' 1924 Junior/Lightweight TT double - Ken winning the former, Eddie the latter - plus Eddie's repeated Lightweight victory in 1925, confirmed New Imperial as one of the dominant forces in 250 racing in the Vintage years. New Imperial had switched from JAP engines to those of its own manufacture by the decade's end, and although the 1930s brought fewer success in the Isle of Man TT, Bob Foster's 1936 Lightweight TT win was notable as the last achieved by a British-made machine before WW2. In July 1921 Prentice rode his New Imperial in the first and last Brooklands 500-Mile event. Bert Kershaw on a sister machine dominated and won the class while picking up 14 records. New Imperial went on to win the Team Prize as well as the Gold Medal in the A-CU Six-Day Trial that was held at Brooklands in September 1921. In the following season Prentice rode his machine in the Brooklands Junior TT, where Class A was again won by a New Imperial (J V Prestwick). Prentice kept his New Imperial for three years, recalling later: 'In addition to sundry trials etc, I used it as general hack for running from my home to the works.' Prentice finally sold the New Imperial to Reginald Wright of The Cycle Shop, Backwell Street, Kidderminster on 23rd August 1924. Wright kept 'OH 6926' for the next 30 years. The machine we offer is Douglas Prentice's 1921 Junior 250cc Trophy-winning machine, which comes with his signed letter of authenticity, dated 23rd August 1924, confirming that it was this actual motorcycle that he rode in the 1921 race. It should be noted that photographs in the Keig archive show Doug Prentice (No. 24) astride 'OH 6924' before the race and his team-mate Les Horton (No. 20) on 'OH 6926' at the start. However, it was common practice for race teams to swap frames, engines and registration plates as and when it suited them. Interestingly, Prentice was photographed by Keig prior to the 1922 race aboard a works New Imperial registered 'OE 250', a registration issued in 1919/1920. Furthermore, although it is partially obscured in Keig's start-line photograph, this may well have been the registration that Prentice's bike carried during the 1921 race! It most definitely is not 'OH 6924' on which he had been photographed during practice. New Imperial does seem to have had a somewhat casual attitude to registrations! It should also be remembered that Prentice authenticated 'OH 6926' in 1924, a mere three years after the 1921 race, and again some 40 years later. Of equal significance is the fact that Prentice's machine had been given to him after the race by New Imperial boss Norman Downs. Also contained within this historic machine's accompanying file are two old-style buff logbooks, the earliest of which (issued January 1925) records Reginald Wright of Kidderminster, as the sole owner. Mr Wright appears as owner in the second book (issued September 1954) and John Bone as '1st Change' from October that same year. One of the founding committee members of the VMCC's North Birmingham Section, John Bone owned 'OH 6926' until 2008 when the machine was offered for sale by his family at Bonhams' Stafford sale in April of that year (Lot 560).In August 1961 John Bone had corresponded with Doug Prentice, whose accompanying letters reveal that the Trophy-winning machine was given to him by 'Mr Downs of New Imps' (company founder Norman T Downs). Doug Prentice states that the bike never gave him the slightest trouble 'either in the Isle of Man where I did countless practice laps prior to the official practice period, in the Race itself, or during the English Six Days Trials where it gained a Gold (after changing the TT close-ratio 'box!)'. He also states that while other members of the 1921 team changed valve springs prior to the actual race, he decided to leave well alone and ended up the only New Imp finisher. Sadly, Doug Prentice died in September 1961 without having had the opportunity to see his old bike again. John Bone used the TT-winning New Imp extensively on VMCC and other events throughout the late 1950s and into the 1960s, winning in the process around 40 cups, medals and awards in trials all over the UK, including three successive Land's End to John O'Groats runs (1959-1961). In interviews John modestly said: 'the bike gave me no trouble at all'. For his heroic achievement John was awarded the Vintage Invincible Triple Trophy. The latter is included in the sale together with a substantial quantity of other trophies and commemorative awards (list available). The 1954 bill of sale, an old MoT certificate (expired August 1974), owner's notes, assorted press cuttings and various period photographs are contained within the accompanying history file, close inspection of which is recommended. When offered for sale at Stafford in 2008, 'OH 6926' had been in the hands of only three owners for almost 90 years, all living within a stone's throw of Kidderminster, and had last been taxed for road use in 1977. The New Imp had been restored circa 1988 and looked after by Geoff Bishop for nine years and prior to that by retired engineer, Bernie Hill. The machine was sold to an important private collection in the USA and in 2011 was repatriated to this country by its current discerning owner and collector.The only survivor from New Imperial's successful 1921 TT works team, 'OH 6926' has been used, loved, and maintained continuously from new and is remarkably well preserved. Including the winners of the 'Junior 250 Trophy', only 38 motorcycles won Isle of Man TT races during the Vintage period; thus 'OH 6926' represents a rare, possibly once-in-a-lifetime, opportunity to acquire an historic machine belonging to this most exclusive category. 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

1931 Montgomery-JAP 490cc Greyhound TT ModelRegistration no. JO 2449Frame no. 4063 (see text)Engine no. KO/Y23699/S/F•Rare model from a relatively obscure make•Restored in the 2000s•Not started since restoration'These Montgomery machines are for the men who prefer a distinctive mount in appearance and performance. That extra degree of soundness – those little touches which distinguish the 'super' machine from the mere motor cycle, come naturally to the Montgomery and at a price that is amazingly low.' – Montgomery advertisement. Bury St Edmunds-based Montgomery diversified after WWI, extending its line-up to encompass a 147cc two-stroke at the more affordable end of the range while offering a mighty 996cc v-twin at the other. In 1931 Montgomery expanded its line-up with the introduction of the Greyhound range, these being sports versions of existing models in varying engine capacities. The sporting Greyhounds continued to be part of the range until production of Montgomery motorcycles ceased with the outbreak of WW2. Today Montgomery is best remembered for its 8-valve Anzani-engined v-twin: one of the Vintage era's first 'superbikes' and a worthy rival to the Brough Superior SS100.One of the rarer TT Models, this matching-numbers Montgomery Greyhound had already been restored when it was purchased by the vendor in 2018 (during the restoration the handlebars, tank, exhaust pipes and mudguards had been replaced using the original unusable parts as patterns). Since acquisition the machine has been kept a heated garage with various other cars and motorcycles but has not been started. Among accompanying documents is a letter from previous owner Mr J Reid outlining its history.The Montgomery had been found in Kyle on the West Coast of Scotland by a Mr C Buchan of Aberdeen in the mid-to-late 1970s and purchased from the then owner. In 1987 Mr Buchan decided to sell the (now dismantled) machine to Mr Reid, who commenced its restoration in the 1990s and finished it in early 2009. In June 2009 the Montgomery was on static display at the Fraserburgh annual Vintage car rally where it won 'The Best Restored Bike' award. In March 2010 the machine was placed on display for the 2010 season at The Grampian Transport Museum in Alford. Mr Reid did not attempt to start the machine, which has not run since the restoration's completion. It appears the last time the Montgomery was licensed for the road was 1955 ('JO' is an Oxford registration issued between June 1930 and April 1934). Among other documentation, the substantial history file contains 'as found' images from the 1970s; an old-style buff logbook; and a V5C Registration Certificate. It should be noted that the frame number is heavily over-painted and indiscernible. 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

1950 Douglas 348cc 90 PlusRegistration no. GMW 305Frame no. 8800/90Engine no. 11886/90 (see text)Douglas commenced post-war production in 1947 with, naturally enough, a horizontally opposed twin, although unlike the vast majority of previous models the T35 mounted its engine across the frame. The engine was of unitary construction while the frame displayed even greater innovation with its swinging-arm rear suspension controlled by torsion bars, and leading-link Radiadraulic front fork. After development work had cured frame breakages and improved engine power, the revised version was dubbed the MkIII. The latter lasted until the advent of the new-for-1949 MkIV, which featured an un-sprung front mudguard and altered rear sub-frame with distinctive teardrop-shaped toolboxes. Standard and Sports versions were catalogued until the introduction of the MkV in 1951. Also part of the range were two specially tuned sports models known as the 80 Plus or 90 Plus depending on the level of performance achieved, a bench-tested 25bhp being required for a 90 Plus. A 21' front wheel and 9' brake were fitted to both models, which had contrasting finishes: maroon for the 80 Plus and gold for the 90 Plus. This very smartly turned out 90 Plus has not run since 2002 and will require re-commissioning before further use. No history is known. It should be noted that the engine number differs from that on the V5C document, indicating that there has been a change of engine at some point. Sold as seen, the machine also comes with some old MoTs (most recent expired 2001).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

1939 Norton 490cc InternationalRegistration no. SO 6727Frame no. 61155Engine no. 91258'SO 6727' was bought new in 1939 by Robert McLaren, whose father was a Norton agent in Forres, Scotland, through Alexander's of Aberdeen. His elder brother stayed at home during WW2 and kept the Norton licensed and ready to go. Robert, when on leave, regularly went to Gailes in Ayrshire on the bike, a trip he funded by playing the accordion for 10 shillings a night! When the War ended, Robert was posted to RAF Lossiemouth with the Royal Electrical and Mechanical Engineers. Circa 1947/48, he sold the International, with 7-8,000 miles on the clock, to a friend called Willy Anderson of Muirfield Road, Elgin. The next owner, James Angus Gellatly, saw the International advertised in Motorcycle Sport in 1954. He told the story above to the late John Foster in 1995. John Foster bought the Norton in 1993, its previous owner (since December 1986) being Alan Douglas Clark of Auchterhouse, Dundee. John covered many miles on the Norton and returned it to the original rubber-seat-and-separate-pillion layout. He also rode it from Fife, Scotland, to Switzerland for the Klausen Hill Climb in the 1990s. His son inherited the Norton when John died in 2019 and has since had it sympathetically restored. It has sat for six years, but the tyres were new. Re-commissioning will be required before further use. Offered with a 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.For further information on this lot please visit Bonhams.com

1906 Peugeot Frères 5hpRegistration no. JAS 793Frame no. 11559Engine no. 16943•Pioneer motorcycle from one of the European industry's founding manufacturers•Formerly part of the Ernst Wouters collection in Belgium•An older restorationOne of the pioneering firms of the French motorcycle industry, Peugeot followed the familiar progression, first adding proprietary clip-on engines to its bicycles before building complete machines of its own manufacture. The first Peugeot was manufactured in 1882; at this time the firm was known as Peugeot Frères, but as more family members joined, changed its name to Les Fils de Peugeot Frères. Dating from its manufacturer's 'Peugeot Frères' period, this 5hp Peugeot v-twin once formed part of the collection of Ernest Wouters. Wouters' was one of the finest collections of early motorcycles and bicycles in original, untouched condition and was housed in the Bicycle and Motorcycle Museum, 'La Petite Reine', situated at Falmignoul in the Belgian Ardennes. The collection comprised some 60 early motorcycles, including tricycles and forecars, and 300-or-so bicycles. Due to its founder's illness, the museum was liquidated circa 1985 and all exhibits sold to other collectors, including this Peugeot's previous owner, noted collector Brian Moore, who purchased the machine directly from the museum and restored it, sparing no effort to make this one of their finest restorations ever. The machine has the optional Truffault front fork and Bosch magneto, while another useful 'extra' is the NSU-patent two-speed epicyclic gear with crankshaft-mounted clutch, top gear being direct drive. The handlebars carry Bowden-type levers (that operate the two Garrier-type rear-wheel brakes) a beautiful twisted bulb horn and leather case for spare inner tube. Lighting is by Riemann self-contained acetylene headlamp, while the leather Brooks-type saddle bears the 'Peugeot Frères' logo. The machine was ridden in several rallies, including the Dutch Horsepower Run and other pre-1915 events on the Continent. The immediately preceding owner, a Peter Sanders of Putney, London, purchased the Peugeot at Bonhams' Olympia sale in December 2002 (Lot 233). Now offered from the collection of noted collector, the late Ken Senior, the machine has not been used for some time and would respond well to detailing and recommissioning or restoration to a greater or lesser extent. Accompanying documentation includes an expired MoT (2004); an old-style V5 registration document; starting/operating instructions; and a quantity of marque-related literature. A truly beautiful specimen of an early Pioneer motorcycle from one of the European industry's founding manufacturers. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1911 Abingdon King Dick 500ccRegistration no. SV 4992Frame no. LVL0399CV871Engine no. 198S•Rare Veteran-era British motorcycle•Part of the Senior collection for almost 20 years•(Copy) Pioneer Certificate availableThis ultra-rare Veteran-era machine was manufactured by the Abingdon King Dick company of Tyseley, Birmingham, a firm whose name is more readily associated with high-quality tools. Abingdon Engineering had been founded in 1856 to make chains and tools, diversifying into motorcycle manufacture around 1904 and trading as Abingdon-Ecco up to WWI. Like many 'start ups' of the period, Abingdon used various makes of proprietary engine at first before producing its own four-stroke single-cylinder 350cc and 795cc v-twin engines, which were also supplied to Ariel and Invicta. They also built tricycles and the Kerry-Abingdon motorcycle for the Kerry company. Much of Abingdon's production at this time was exported to countries of the British Commonwealth. Civilian motorcycle production stopped at the end of 1916, resuming in 1919 when Abingdon offered three models to prospective buyers: two of 3½hp (one direct drive, the other with a three-speed gearbox) plus the 6/7hp v-twin. In 1926 the company was renamed AKD (Abingdon King Dick) and ceased producing motorcycles for a couple of years, returning in 1928 with a range of six models, all powered by the same 172cc overhead-valve engine. New designs were added to the catalogue over the next few years, the largest being a 350cc sidevalve, before production of motorcycles was halted at the end of 1932, the company concentrating on its highly regarded 'King Dick' mechanics' tools thereafter. Offered from the collection of noted collector, the late Ken Senior, this rare machine comes with copy correspondence dated May 1980 from previous owner, VMCC stalwart Arnold Davy, stating that he had bought the machine from a Mr J F Hornsby. Also on file is a (copy) Pioneer Certificate issued to Mr Hornsby when the Abingdon was registered as 'BW 2947'. The machine has formed part of the Senior collection since March 2003, and at some time has been updated with later 1915 season Druid forks. Additional documentation consists of some expired MoTs and an old-type V5C document. It should be noted that we have been unable to locate the frame number '531' stated on the Pioneer Certificate, the machine having been stamped with a Local Vehicle Licensing Office frame number at some point; accordingly, the machine is sold strictly and viewed and prospective purchasers must satisfy themselves with regard to the validity of the VRN prior to bidding. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1912 Rudge 499cc Multi TTRegistration no. AC 1466Frame no. 651258Engine no. 3616By 1912, the desirability of incorporating a clutch into the transmission had become obvious, and Rudge offered various options including the Mabon variable gear. Although preferable to direct drive, the Mabon had its weaknesses, prompting Rudge's John Pugh to devise a better alternative: the Multi. Controlled by a tank-mounted lever, the Multi worked by varying the diameter of two pulleys, one on the crankshaft, the other on the rear wheel, while maintaining drive belt tension. An outstanding success, it would remain in production for the next 10 years.According to Rudge Club records, 'AC 1466' is the oldest Multi known. The Rudge completed the London-Brighton Run in 2010 and took part in the 100th anniversary of the Isle of Man TT Mountain Course in 2011. Fitted with a new engine pulley and clutch parts, the machine was last run in August 2022. The tank has been signed by John McGuinness and Mick Grant, both of whom rode the machine circa eight years ago. Accompanying paperwork consists of a Pioneer Certificate, some MoTs, and a V5C document. The Rudge is fitted with a lower-geared belt rim at present and comes with the original higher-geared alternative. Other spares include two engines numbered '17608' and '14882' (the latter partially dismantled), a carburettor, a Ruthardt magneto, and other sundry parts. 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 estate c.1904 Ariel 3½hpRegistration no. not registeredFrame no. none visibleEngine no. none visibleA firm with its roots in the cycle industry, Ariel exhibited its first powered two-wheeler in 1901, employing a 211cc, 1½hp Minerva engine. Ariel's own 2¼hp power unit followed in 1903, but the Birmingham firm continued to rely mainly on proprietary engines. In March 1903 the company introduced a 3½hp (417cc) engine of its own design, which was one of two power units available for the No.1 model, the other being the aforementioned 2¼hp. It would appear that the 3½hp engine had a short life, as in his definitive marque history, The Ariel Story, Peter Hartley makes no mention of it after 1904. Believed to be a 3½hp model, this rare Edwardian Ariel was purchased in the late 1950s and restored over the course of the next 60 or so years. Most of the restoration work was carried out by the late owner and there are no receipts to indicate what was done. The machine is offered with another engine and a fuel tank. This motorcycle's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding. There are no documents with this Lot, which is sold strictly as viewed.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

1918 Harley-Davidson Model F Motorcycle CombinationRegistration no. SV 6533Frame no. 18F 3231Engine no. 19 T3 683•Built to European specification and sold new in Paris•Louis Vannod top-of-the-range Grand Luxe sidecar•Numerous additional 'extras' and safety features•Only four owners in 104 yearsThis Harley-Davidson motorcycle combination was purchased new by a Mr Cante, whose address is recorded on a brass badge attached to the front fork. He purchased the machine from the Harley-Davidson Agence Parisienne Exclusive dealership in Paris, France. This machine is an original civilian Harley-Davidson built to European specification; thus it has two brakes rather than the single (rear) stopper standard on American models. Both brakes operate on the rear wheel and the machine has two foot-brake pedals, conforming to the European regulations at that time.In 1922 Mr Cante sent the Harley to sidecar manufacturer Louis Vannod, a company recognised as France's premier sidecar maker. The original Harley-Davidson sidecar was removed while the chassis, supplied with the machine in 1918, was retained. This striking looking sidecar is Louis Vannod's top-of-the-range Grand Luxe model and has several additional 'extras' and safety features:•An extra brake on the sidecar wheel•An electrical system featuring a 6-volt dynamo driven from the crankshaft•Electric lighting set•Unusual 'V' windscreen (a work of art)•Brass handle for the passenger door•Tool box boot•Extra front chassis support•Child's sprung seat fitted to the luggage rack•A different carburettor (far superior to the original Schebler carburettor)•Up-rated forks•Stronger wheels and larger tyresMr Cante owned the Harley until WW2 when he gave it to a Mr Bouquet in Paris as a token of thanks for the latter having saved his son's life during the war. The current vendor purchased the machine some 40 years ago from Mr Alain Bouquet, grandson of the aforementioned Mr Bouquet senior. The vendor is only the Harley's fourth owner in 104 years! Restored in 1992, this magnificent Harley-Davidson motorcycle combination was last run this summer and is described by the vendor as in good condition. Unique in its specification, the machine comes with a dating certificate, a V5C document and its original French-language handbook, which must be extremely rare. 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

1928 Sunbeam 493cc Model 9Registration no. UA 4789Frame no. D3042Engine no. L2036•Ridden throughout WW2 by its original owner (an RAF sergeant flight mechanic)•Only three owners from new•Present family ownership since 1987•Professionally restored 1999/2000Sunbeam had begun experimenting with overhead valves on their factory racers in the early 1920s and these duly appeared on production models in 1924. The new '500' sports roadster was known as the Model 9 - the '350' as the Model 8 - while its racing counterpart, which could top 90mph, was accordingly designated the Model 90. The overhead-valve Model 9's frame and cycle parts, which had much in common with those of Sunbeam's larger side-valve models, evolved slowly. Sunbeam missed the industry's virtually wholesale switch from flat-tank to saddle-tank frames for the 1928 season, and a saddle-tank version of the Model 9 did not appear until September of that year. Changes to the Model 9's engine were confined mainly to its top-end. The early flat-tankers featured a straight-ahead exhaust port, a peculiarity which necessitated the adoption of a bifurcated down-tube. Pushrod enclosure had arrived by 1930 to be followed a couple of years later by partial enclosure of the rocker gear. Dating from the last year of the 'flat tank' Sunbeams, this rare Vintage-era Model 9 was ridden throughout WW2 by its original owner, Walter Stoney of Hetton, North Yorkshire. Walter served as a sergeant flight mechanic with RAF 101 Squadron and would regularly drop into Leeds Railway Station for a 'pot of tea' when riding home from Norfolk in the winter months. The late historian and author of Skipton and the Dales - Ken Ellwood from Skipton, Yorkshire - was an RAF pilot and close friend of Walter Stoney. Upon Walter's death, Ken purchased the Sunbeam in 1987 and successfully applied to have the original registration reassigned to it. In 1999/2000, Ken had the Sunbeam professionally restored to its former glory; however, he did not have a motorcycle license and was more interested in flying his Tiger Moth! His son, the current vendor, purchased the Model 9 from his father's estate in 2015. He has never ridden the Sunbeam, which was serviced and tested briefly by a local enthusiast in 2019 and last started in 2021. Walter Stoney is therefore the Sunbeam's only owner/rider. Following a period of inactivity, the machine will require re-commissioning to a greater or lesser extent before returning to the road and thus is sold strictly as viewed. One of circa 19 Model 9 Sunbeams of its type recorded in the VMCC Register, 'UA 4789' comes with fascinating copy photographs including some showing Walter Stoney with other ground crew in front of Lancaster bombers, and a copy of the Skipton and the Dales book showing Walter in later life with his Sunbeam on page 64. The history file also contains correspondence, an old-style logbook and a current V5C document. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Offered from a deceased's estate 1912 New Hudson 349cc Lightweight ProjectRegistration no. LE 2248 (see text)Frame no. 1365Engine no. 2561•Owned since the 1960's•Offered with Pioneer certificate number 2•Ex Angus MaitlandBirmingham-based New Hudson started out as a bicycle manufacturer in the Victorian era. The company's first powered machine of 1903 used a clip-on Minerva engine, and this was followed by their first proper motorcycle in 1910. The first model powered by an engine of its own make arrived in 1911. The economic depression of the early 1930s hit New Hudson hard, and in 1933 the company (by then manufacturers of Girling automotive components) ceased to build motorcycles. There was a brief return in 1940 with the New Hudson Autocycle, later built by BSA. The late owner's family has confirmed they have owned this early new Hudson since at least the 1960s. Ridden by the vendor's father and grandfather, the machine comes with Pioneer Certificate No.2, only the second granted, and carries a tax disc expiring in May 1965, which is probably the last time it was used. The aforementioned grandfather was Trump-JAP manufacturer, Angus Maitland, and there is a copy article on file from The Veteran and Vintage Magazine depicting him on the New Hudson. Partially dismantled and incomplete, the machine requires full restoration and is sold strictly as viewed. There are no registration documents with the motorcycle, which does not appear on the HPI database; accordingly, prospective purchasers must satisfy themselves with regard to the validity of the registration number prior to bidding. Offered with a large quantity of correspondence, most dating from 1949, and the aforementioned Pioneer Certificate. 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

1938 Vincent HRD 498cc Series-A Comet Registration no. EVU 557Frame no. D1499 Rear Frame no. D1499Engine no. C846 Crankcase Mating no. 40 / 40• Rare Series A• Engraved signature to engine by Phil Irving• Matching numbers machine• Owned since 1972In 1927, HRD was placed in voluntary liquidation by its founder, Howard Davies. It was acquired by young engineer Philip Vincent, with financial backing from his father. Unimpressed by the standard of 'bought-in' engines, Vincent and fellow engineer Phil Irving designed their own engine for 1934, incorporating their high-camshaft layout. Initial models with this engine were the Meteor and Comet, later variations being the Comet Special and the TT model. The Rapide twin was to follow in 1936, but production lasted only until war broke out in 1939.The vendor purchased EVU 557 in his native USA in 1972, when it was in a poor state. It had originally been registered in the UK, and probably travelled to USA in the late 1960s, as evidenced by the continuation duplicate RF60 on file, which shows that the bike resided in the Cheshire and Chester areas during the late 50s and early 60s, being last taxed in 1963. When acquired, the bike was in poor condition, necessitating renovation / restoration by the owner, which he completed in approximately two years. Thereafter, the Comet was used by him regularly for touring in USA and Canada, for club rallies and events. The vendor was friendly with one of the brains behind Vincent, Phil Irving, who would visit the vendor in Washington State on regular occasions with his wife, Edith. On one of the visits in 1983, Irving decided that he should sign the vendor's Comet, having been responsible for its existence, and this he duly did with an engraving pen on the Comet's timing chest. The signature is still evident, and the event was recorded on a photograph (see photos).The bike was in regular use until the owner moved to the UK in 2018. It was shipped to the UK, and reallocated its original Manchester registration mark. Unfortunately, the vendor has some health problems which have curtailed his riding career, hence the sale of his much-loved machine. Running and working well when last in use, EVU should need only light re-commissioning prior to use by a new custodian. The Comet is running on Castor engine oil, and a quantity of the lubricant comes with the bike, along with assorted spare parts.The history file includes photocopies of the Engine Specification Sheet and Works Order Form, which detail that this Comet was originally equipped with Amal carburettor, Miller magdyno, TT bars, and Dunlop saddle. It still has the original engine, upper frame, and rear frame. The gearbox number was not recorded. Other documentation accompanying EVU 557 includes a current V5C, the aforementioned duplicate continuation RF60 log book, US Title document, and miscellaneous papers. It is presently declared SORN.Key not requiredFootnotes:Please click the link to view a video of this lot: click hereAll lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1947 Vincent-HRD 998cc Series-B RapideRegistration no. KHU 523Frame no. R2073 Rear frame no. R2073Engine no. F10AB/1/74 Crankcase mating no. A80 / A80•Fully matching numbers•Present ownership since 1985•In dry storage for some time•Requires re-commissioningThe outbreak of WW2 in 1939 brought production of all Series A models to a halt, and when Vincent resumed production at the war's end it was with the all-new Series B. Its rear suspension aside, the Series A Vincent-HRD had been conventional enough: tubular steel frame, girder forks, separate gearbox, etc but with the Series B Messrs Vincent and Irving effectively established the marque's reputation for the defiance of convention in the pursuit of engineering excellence. For a start there was no 'frame' as such, merely a fabricated box attached to the cylinder heads, that served as the oil tank and incorporated the headstock and the attachment point for the rear springs. The gearbox was integral with the engine, and the swinging arm pivoted directly in the engine/gearbox casings, features commonplace today but unusual 60 years ago. Only in his retention of the pre-war Brampton girder fork did Phillip Vincent appear to be lagging behind other manufacturers, almost all of which had switched to telescopics, but this apparent shortcoming would soon be addressed by the introduction of the famous 'Girdraulic' fork.Introduced in 1946, the Vincent-HRD Rapide Series B was immediately the fastest production motorcycle on sale anywhere, with a top speed of 110mph. The basic design clearly had even greater potential though, which would be realised later in the form of the Black Shadow and Black Lightning models. In 1948 the Vincent range began to be up-dated to 'Series C' specification but it would be 1950 before all Vincents left the factory in this form. This particular matching-numbers Series B Rapide was despatched to a dealership called Waycott Bros in Bristol in April 1947; as far as is known 'KHU 523' is the original registration. Its late owner acquired the Vincent in 1985 and rode it to the Isle of Man TT on many occasions, lapping the circuit and visiting most of the landmark sites there. Kept in dry storage for some time, the Rapide will require re-commissioning before returning to the road and thus is sold strictly as viewed. The machine is offered with than old-style V5 and old/current V5C documents. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1950 Vincent 998cc Series-C Black ShadowRegistration no. LRO 538Frame no. RC5738B Rear Frame No. RC5738BEngine no. F10AB/1B/3838 Crankcase Mating No. FF47 / FF47•Matching numbers•Present family ownership since 1987•Stored since 2005•Requires re-commissioningEver since the Series A's arrival in 1937, the Vincent v-twin has been synonymous with design innovation, engineering excellence and superlative high performance. From Rollie Free's capture of the 'world's fastest production motorcycle' record in 1948 on a tuned Series-B Black Shadow to the final fully enclosed Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features, offering adjustment of brake pedal, footrests, seat height and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries.But above all else it was the v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. This was a time when the average family sedan was barely capable of reaching 70mph, and not until the advent of Jaguar's XK120 was there a production 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 Vincent Owners' Club has kindly confirmed that this matching-numbers Series C Black Shadow was despatched to a dealer called Humphreys in London in April 1950. The old V5 on file shows that its late owner registered the Vincent on 17th October 1987, the previous keeper being listed as Mr Richard Armstrong of Hertford. The Shadow's condition when purchased by the vendor's late father is not known, but the machine now presents as an 'older restoration' that would benefit from detailing (note the crankcase breather modification). Invoices on file suggest that it was subject to a rolling restoration or simply maintained to a good standard. The odometer displays 5,256 miles, presumably since restoration. SORN'd since 2005 and last taxed until 31.5.2005, the machine has remained off the road since then and will require re-commissioning and/or restoration to a greater or lesser extent before further use (the engine turns over). Sold strictly as viewed, the Shadow comes with a substantial file of documentation to include sundry invoices, expired MoTs and tax discs, copy Works Order Form, old/current V5Cs and a Rider's Handbook. It should be noted that the V5C incorrectly records the frame prefix as 'R8' (R8/5738B).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 estate 1952 Vincent 998cc Series-C Rapide Registration no. MUV 768Frame no. RC9983/C Rear frame no. RC9983/CEngine no. F10AB/1/8083 Crankcase Mating No. 86MM / 86MM•Present family ownership since 1958•Stored for some time•Requires re-commissioningEver 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 'Series D' Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features including adjustable footrests, brake pedal, 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. With a top speed approaching 120mph, and bettering it in the Black Shadow's case, the Vincent v-twin was the fastest road vehicle of its day.In 1948 the Vincent range began to be up-dated from 'Series B' to 'Series C' specification. The most significant changes made concerned the suspension, there being a revised arrangement at the rear incorporating curved lugs for the seat stays and an hydraulic damper between the spring boxes, while at the front the new models boasted Vincent's own 'Girdraulic' fork: a blade-type girder fitted with twin hydraulic dampers. These advances began to find their way onto production models during 1948 but it would be 1950 before all Vincents left the factory in 'Series C' specification. This Vincent Rapide was part of a motorcycle combination when the late owner purchased it from Lawton & Wilson of Southampton on 6th June 1958. The combination was used extensively for family holidays and commuting to work. Apparently, the owner was regarded as 'the street's alarm clock', as the departing Vincent would wake everyone up, and when he retired the locals complained that now they had to set their alarms! Stored for some time, the machine will require re-commissioning or possibly more extensive restoration before returning to the road. Accompanying documentation consists of the 1958 bill of sale, an old-style continuation logbook (issued 1958), two expired MoTs from the 1990s, and an old-style V5. Sold strictly as viewed.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.For further information on this lot please visit Bonhams.com

1950 Vincent 498cc Series-C CometRegistration no. MKP 68Frame no. RC/1/5941 Rear Frame No. RC/1/5941Engine no. F5AB/2A/4602 (see text) Crankcase Mating No. 95K / 95K•Present family ownership since 1964•Off the road in dry storage for many years•Rebuilt from parts in 2004•Last run in 2019Unlike in pre-war days, when the first (Series-A) Vincent-HRD v-twin had been created by - in effect - combining two of the existing singles, post-WW2 Vincent's approach was reversed, with the Series-B twin appearing first, in 1946, and the single-cylinder version in 1948. The latter was offered in two forms initially: Series-B Meteor and Series-C Comet. Apart from its Burman gearbox and 'missing' cylinder, the Comet followed Series-C twin lines, featuring the newly introduced Girdraulic front fork and hydraulic dampers at front and rear, while the Meteor retained the old Brampton girders. The Meteor was soon dropped but the Comet continued in production until 1954, offering the same degree of refinement as its bigger brother, albeit with reduced performance. Even so, the Comet combined a 90mph potential with excellent fuel economy, and was the ideal touring mount for the discerning rider who placed civility of manners and quality of construction above outright performance. An expensive machine to produce, the Comet did not sell as well as its maker had hoped and was dropped when the Series-D range was introduced. First registered in May 1950, this Comet was acquired by the vendor's father in 1964, incomplete and with no paperwork, from a scrap merchant for £2. It was to provide some spares for the owner's Vincent Rapide. After using some parts for the Rapide, others were given away and the remains put under the bench and forgotten. In 2003, it was decided to try and recreate the Comet from the parts that had survived 40 years of neglect (photograph on file). Thanks to fellow VOC members, the VOC Spares Co, and Vinparts, all the missing parts were assembled in 2004. Fortunately, the original registration number was recovered with the help of the VOC.The paintwork is mostly original and the bike is deliberately in 'oily rag' condition, while the electrics have been converted to 12V (original Miller dynamo with bike). The centre stand is not an original fitting but is said make life so much easier. The rear numberplate came from an Argentinean Vincent! After some initial problems with a supposedly rebuilt bottom end, the Comet ran well, covering 10,000 miles over the next eight years. The Vincent last ran in 2019. The machine comes with a good file of history to include restoration photographs and bills; owner's journal of the restoration; riding logbook; VOC Certificate of Authenticity; a quantity of expired MoTs; SORN paperwork; and old/current V5C documents. Re-commissioning will be required before returning the machine to the road. It should be noted the engine fitted is not the original and featured part of another 1950 Comet despatched to Williams of Cheltenham. 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.For further information on this lot please visit Bonhams.com

1955 Vincent 998cc Series-D Black Shadow Registration no. UAU 939Frame no. RD12606B Rear frame no. RD12606BEngine no. F10AB/2B/10706 (see text) Crankcase Mating no. F34V / F34V•Original UK registration and full matching numbers•Original logbook and VOC Certificate of Authenticity•Present ownership since 2006It had been Philip Vincent's belief that provision of ample weather protection combined with enclosure of engine and gearbox would make the Vincent Series-D the ultimate 'gentleman's motorcycle' and to reflect this change of emphasis the enclosed Rapide and Black Shadow were known as Black Knight and Black Prince respectively. In actuality, delayed delivery of the glassfibre panels - plus continuing demand for traditionally styled models - resulted in over half the production leaving the Stevenage factory in un-enclosed form. Other Series-D innovations included a new frame and rear suspension. A steel tube replaced the original fabricated upper member/oil tank while the paired spring-boxes gave way to a single hydraulic coil-spring/damper. In place of the integral oil reservoir there was a separate tank beneath the seat. The user-friendly hand-operated centre stand was a welcome addition, and there were many improvements to the peerless v-twin engine including coil ignition for easier starting and Amal Monobloc carburettors. 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. Its creator's vision of the Series-D as a two-wheeled Grande Routière just did not conform to the public's perception of the Vincent as the ultimate sports motorcycle. The firm lost money on every machine made, and when production ceased in December 1955 only 460 Series-D v-twins had been built, some 260 of which were un-enclosed models like the example offered here. Its original logbook shows that this Black Shadow was first owned by one Alfred James Wilson of Nottingham while there are two further owners listed (the current V5C states that there have been six former keepers, which seems credible). The current vendor acquired 'UAU 939' from marque specialists Conway Motors in January 2006, and the following year participated with it on the VOC's International Rally in Australia. Conway's Inspection Report dated 6th January 2006 is on file. Last taxed and MoT'd in 2009/2010, the machine has been laid up since then and therefore requires re-commissioning to a greater or lesser extent thus sold strictly as viewed. The machine retains its original Birmabright mudguards; Smiths 150mph speedometer; Lucas 'red spot' ammeter; and correct hubs and brakes. Deviations from standard include Borrani alloy wheel rims and Amal alloy control levers. The clutch is partially dismantled. In addition to the documents mentioned above, the machine comes with a 2001 issued VOC Certificate of Authenticity and current/previous V5C document. It should be noted that, in the VOC's opinion, the apparent over-stamping of the engine number is a factory error/correction ('10607' corrected to '10706'). 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

1955 Vincent 998cc Series-D Black PrinceRegistration no. 919 XVP (see text)Frame no. RD12388B/F (see text)Engine no. F10/AB/2B/11088•Matching factory correct numbers•Single family ownership between 1963 and 2014•Off the road for 52 years (1967-2019)•Professionally restored by Mick Cook between 2016 and 2019•Original logbook presentEver since the Series-A Rapide's arrival in 1937, the Vincent v-twin had been synonymous with design innovation, engineering excellence and superlative high performance. So in September 1955 when it was revealed that production of the Stevenage-built machines would cease, the news stunned the motorcycling world. It had been decided that the firm's future lay in more profitable lines of manufacture, and only 100 more of the fabulous v-twins would be completed. By the time its demise was announced, Vincent's final twin - the Series D - had been in production for just six months. It had been Philip Vincent's belief that provision of ample weather protection combined with enclosure of engine and gearbox, would make the Vincent Series D the ultimate 'gentleman's motorcycle' and to reflect this change of emphasis the enclosed Rapide and Black Shadow were known as Black Knight and Black Prince respectively. In actuality, delayed delivery of the glassfibre panels - plus continuing demand for traditionally styled models - resulted in over half the production leaving the Stevenage factory in un-enclosed form. Other Series-D innovations included a new frame and rear suspension; a steel tube replaced the original fabricated upper member/oil tank while the paired spring boxes gave way to a single hydraulic coil-spring/damper unit offering a generous seven inches of suspension travel. In place of the integral oil reservoir there was a separate tank beneath the seat. The user-friendly hand-operated centre stand was a welcome addition, and there were many improvements to the peerless v-twin engine including coil ignition for easier starting and Amal Monobloc carburettors. Sadly though, the Shadow's magnificent 5'-diameter Smiths speedometer had been replaced by a standard 3' unit. Notwithstanding the fact that, as far as Philip Vincent was concerned, the Series D was his finest design, the motorcycle-buying public greeted the innovative new models with suspicion, as is so often the case. 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. Its creator's vision of the Series D as a two-wheeled Grande Routière just did not conform to the public's perception of the Vincent as the ultimate sports motorcycle. The firm lost money on every machine made, and when production ceased in December 1955 only 460 Series-D v-twins had been built, some 200 of which were enclosed models like the example offered here. First registered in June 1956, this Black Prince comes with its original logbook recording one William Noble of Falmouth as first owner followed by three others, the last of whom, Roy Drawater, purchased it in 1963. Around 1967 the Vincent was taken off the road for restoration but the project never got beyond disassembly and it remained in dry storage for 47 years. In June 2014 the machine was offered for sale for the first time in 50 years by a member of Roy Drawater's family at Bonhams' Banbury Run auction (Lot 55). Despite being dismantled, it achieved a then world record price of £91,000! Since then the Black Prince has been treated to a no-expense-spared 'ground upwards' restoration by marque specialist Mick Cook, which was completed in 2019 (bills available). Later that same year the Vincent was featured in an article for Classic Driver written by Simon de Burton (printout on file). Engine and frame numbers match but it should be noted that, due to a clerical error, the logbook and V5C record the latter as 'FF401.638585', which is actually the casting number on the front forks! Expired in May 1967, the last tax disc (still in its holder) is included in the sale. The original registration ('WCV 870') having lapsed, the Vincent is currently registered in the UK as '919 XVP'. Undoubtedly one of the finest of its kind in existence, this beautiful Black Prince is described by the vendor as in excellent, 'like new' condition throughout and is worthy of the closest inspection. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1955 Vincent 998cc Series-D Black KnightRegistration no. XWL 245Frame no. RD12715/F Rear Frame No. RD12715/FEngine no. F10AB/2B/10815 Crankcase mating no. G98V / G98V•One of the rarest of post-war Vincents•Matching frame and engine•Present family ownership since 2003•Requires re-commissioningEver since the Series A's arrival in 1937, the Vincent v-twin had been synonymous with design innovation, engineering excellence, and superlative high performance. So in September 1955 when it was revealed that production of the Stevenage-built machines would cease, the news stunned the motorcycling world. It had been decided that the firm's future lay in more profitable lines of manufacture. By the time its demise was announced, Vincent's final twin - the Series D - had been in production for just six months. It had been Philip Vincent's belief that provision of ample weather protection combined with enclosure of engine and gearbox, would make the Vincent Series D the ultimate 'gentleman's motorcycle', though delayed delivery of the glassfibre panels - plus continuing demand for traditionally styled models - resulted in over half the production leaving the Stevenage factory in un-enclosed form. The enclosed Rapide and Black Shadow were known as the 'Black Knight' and 'Black Prince' respectively. Other Series D innovations included a new frame and rear suspension, and a user-friendly centre stand, plus many improvements to the peerless v-twin engine. Sadly, its creator's vision of the Series-D as a two-wheeled Grande Routière just did not conform to the public's perception of the Vincent as the ultimate sports motorcycle. The firm lost money on every machine made, and when production ceased in December 1955 around 460 Series-D v-twins had been built, some 200 of which were enclosed models. The Vincent Owners' Club has kindly confirmed that this Black Knight was manufactured in 1955 and retains matching numbers. The Vincent was supplied to Layton's of Oxford (Motors Ltd), who registered it as 'XWL 245' on 21st May 1955. It was then sold to Leo Patrick Robinson on 16th June 1955 (see old RF.60 logbook on file). Subsequent ownership is unknown up to 1986 when the Vincent was owned by a Kenneth Francis Day of Oxford (old V5 photocopy on file). The machine was purchased by the late owner from a B K Robinson of Droitwich Spa in 2003 (invoice on file). 'XWL 245' was last taxed until 31.3.2005 and has remained off the road since then (there are SORNs on file for the period 2005-2011). Re-commissioning and/or restoration to a greater or lesser extent will be required before the Vincent returns to the road (the engine turns over). Sold strictly as viewed, the machine comes with a current V5C and a history file of documentation. Offered with 3x ignition keys and 1x throttle lock key.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1955 Vincent 998cc Series-D RapideRegistration no. RYE 421Frame no. RD12929 Rear Frame No. RD12929Engine no. F10AB/2/11029 Crankcase Mating No. J29V / J29V•Matching numbers•Present ownership since 2002•Stored for some time•Requires re-commissioningThe Vincent v-twin had been synonymous with design innovation, engineering excellence, and superlative high performance since the Series A's arrival in 1937. So in September 1955 when it was revealed that production of the Stevenage-built machines would cease, the news stunned the motorcycling world. It had been decided that the firm's future lay in more profitable lines of manufacture, and just 100 more of the fabulous v-twins would be completed. By the time its demise was announced, Vincent's final twin - the Series D - had been in production for just six months. It had been Philip Vincent's belief that provision of ample weather protection combined with enclosure of engine and gearbox, would make the Series D the ultimate 'gentleman's motorcycle' and to reflect this change of emphasis the enclosed Rapide and Black Shadow were known as Black Knight and Black Prince respectively. In actuality, delayed delivery of the glassfibre panels - plus continuing demand for traditionally styled models - resulted in over half the production leaving the Stevenage factory in un-enclosed form. Its creator's vision of the Series D as a two-wheeled Grand Routier just did not conform to the public's perception of the Vincent as the ultimate sports-bike. The firm lost money on every machine made and when production ceased in December 1955 only 460 Series D v-twins had been built.The Vincent Owners' Club has kindly confirmed that 'RYE 421' is a matching-numbers Series D Rapide manufactured in 1955. The original RF.60 logbook on file shows that the Vincent was supplied to Claude Rye Ltd of Fulham Road, London SW6 and registered by them as a 'Sidecar Bicycle' on 10th May 1956. It was then sold to one A Davies on 16th July 1956, subsequently passing to Henry James Hales of West Tilbury (date stamp illegible). On 28th February 2002 the Vincent was purchased by the late owner from a Mr Stephen Hales of Chelmsford (perhaps the son of the above). Henry Hales is believed to have owned the machine since at least 1959. VOC correspondence on file states that the Rapide features in VOC yearbooks for 1959, '62, and '68 while in Mr Hales' ownership. 'RYE 421' was last taxed until 28.02.2005 and has been SORN'd since 2005. The Rapide has remained off the road since then and will require re-commissioning and/or restoration to a greater or lesser extent before further use (the engine turns over). Sold strictly as viewed, the machine comes with a current V5C and a file of documentation. 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

1955 Vincent 998cc Black Series-D Shadow Registration no. 754 XVHFrame no. RD12829B Rear Frame no. RD12829BEngine no. F10AB/2B/10929 Crankcase Mating no. I49V / I49V• Timed at 124.82mph at Bonneville Salt Flats• Long term ownership for 47 years• Matching numbers exampleIntroduced in 1946, the Vincent series B twin was certainly fast, and the Black Shadow, announced in 1948 was even faster, with a top speed of around 125 mph. The Series B machines were supplanted by the Series C bikes in 1949, which ran through to 1954.For 1955 the series D was announced with a number of improvements, and new names – Black Knight and Black Prince. The crankcases were die castings for the first time; the cylinder heads became interchangeable with the adoption of the front head pattern for both cylinders; the new, state-of-the-art Amal Monobloc carbs replaced the inefficient and leaky 289s; coil ignition was fitted to improve starting; suspension was improved; the hand-operated centre stand appeared, and they were fitted with fibreglass enclosures to give a sleek streamlined appearance. However, the bikes were also available 'naked', without enclosures, and in this form retained the traditional model names of Rapide and Black Shadow.This naked Series D Black Shadow was purchased by the owner in 1975 in his native USA. In 1976 he decided the engine needed attention, so he stripped and rebuilt it to his own exacting standards. The proof of the quality of his work can be gauged by the fact that the year after, 1977, he took the bike to Bonneville Salt Flats, and was recorded at 124.82mph. The Shadow was used every year thereafter for rallies and for touring in the USA and Canada, covering many miles. It is fitted with a pair of Craven panniers, and the front brakes have been uprated to a pair of twin leading shoe brakes to enhance stopping power, although the original brakeplates and shoes accompany the bike.The bike stayed in regular use until the owner moved to the UK in 2018. It was shipped to the UK, and registered for use in the UK as 754 XVH. Although this machine was a UK-supplied bike, originally registered SLU 232, DVLA would not re-allocate the original registration without further documentary evidence of the connection. Unfortunately, the vendor has some health problems which have curtailed his riding career, hence the sale of his much-loved machine. Running and working well when last in use, the Shadow should need only light re-commissioning prior to use by a new custodian. 754 XVH is accompanied by some spares, including the original front brakeplates and clutch, together with a quantity of engine oil. Still with the original engine, upper frame, and rear frame, this Black Shadow represents a very original, and largely unmolested example of one of the rarest models of Vincent HRD machines. Documentation comprises a current V5C, a copy US Title, a VOC dating certificate, and sundry papers. The machine is presently on SORN.Offered with keyFootnotes:Please click the link to view a video of this lot: click hereAll lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1949 Vincent 998cc Series-C 'Rapide' Registration no. GNK 564 (see text)Frame no. RC/1/4786 Rear frame no. noneEngine no. none Crankcase mating no. WW34 / WW34•Long-term single family ownership since 1960•Stored for some time•Requires re-commissioningEver 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 'Series D' Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features including adjustable footrests, brake pedal, 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. With a top speed approaching 120mph, and bettering it in the Black Shadow's case, the Vincent v-twin was the fastest road vehicle of its day.In 1948 the Vincent range began to be up-dated from 'Series B' to 'Series C' specification. The most significant changes made concerned the suspension, there being a revised arrangement at the rear incorporating curved lugs for the seat stays and an hydraulic damper between the spring boxes, while at the front the new models boasted Vincent's own 'Girdraulic' fork: a blade-type girder fitted with twin hydraulic dampers. These advances began to find their way onto production models during 1948 but it would be 1950 before all Vincents left the factory in 'Series C' specification. This upper frame of this Vincent Rapide is that of a Series C Comet that left the factory in September 1949, while the engine is not numbered. The crankcase mating number 'WW34' does not appear in the factory records but is from a sequence in late 1951. Since at least 1957 this motorcycle has carried the registration 'GNK 564', the prototype Rapide of 1946. Writing many years later in MPH, former factory engineer George Buck had this to say about 'GNK 564': 'We did install one Picador flywheel assembly in a Company motorcycle. I am pretty sure it was the Works sidecar float GNK 564. This long suffering outfit was continuously and mercilessly thrashed by 'Garry' (Paul Garrod of the Transport Dept, who, as mentioned earlier, was our area Scrambles and Trials Ace) and used often to test fresh innovations such as early samples of die-cast crankcases or any other alternative supplier's products like chains, tensioners, spark plugs, engine shaft shock absorber springs, silencers, etc. Anyway, I think all who tried this combination were impressed with the improvement in smoothness, already noted, and the attendant reduction in vibration - I thought it felt almost turbine like compared with the standard unit.' As a 'works hack', 'GNK 564' would have had components, both major and minor, changed on a regular basis, which may explain the later frame and un-numbered engine and rear frame. However, as the frame number does not match the V5C, this motorcycle must be considered unregistered and is offered without documents. Stored for some time, the machine will require re-commissioning or possibly more extensive restoration before returning to the road and thus is sold strictly as viewed. 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.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1970 Egli-Vincent 499cc Comet ReplicaRegistration no. NJT 422HFrame no. CTG 022Engine no. F5AB/2A/4977 Crankcase Mating No. 82N / 82N•Frame supplied by Cyril Maylem•First registered in 2011•Not ridden since completion•Requires fine tuningOne of the world's best known motorcycle frame makers, Swiss engineer Fritz Egli built his first frame in what would turn out to be a highly successful attempt to tame the wayward handling of his Vincent v-win racer. The Vincent used a spine-type frame and so did Egli, though his was tubular rather than box-section and all-welded rather than bolt-up in construction. This trademark large-diameter spine has been a feature of virtually all Egli's frames made since, proving adaptable to almost all types of motorcycle engine layout from British singles to across-the-frame Japanese fours. These days widely regarded as a marque in its own right, it is the Egli-Vincent v-twin, with its exciting combination of classic power and modern chassis technology, that has proved to be his most enduring legacy. First registered in 2011 (as an Egli Vincent Special), this Comet-engined Egli-Vincent was built by its late owner and a friend, Peter Wardropper. The engine, gearbox and primary drive were purchased by the late owner fully restored, by whom is not known, while the frame and fuel tank were supplied by Cyril Maylem. The engine has correct factory stamps. Cycle parts (i.e. wheels, brakes, forks) were purchased new from Norvil (the footrests are new-old-stock Norton Commando). Other notable features include modern switchgear, matching 5' instruments, and an Alton electric starter motor, while many small parts were specially made for the project. Initially an Amal GP carburettor was tried but without success. One of Cyril's Vincent friends suggested the Mikuni carburettor, which was fitted and set up. The bike was run on several occasions but was never easy to start, and unfortunately its constructors never had the opportunity to get it fully sorted. The Egli was last taxed in 2013 and has recorded only 1 mile. Beautifully presented, this unique Egli-inspired 'special' comes with a V5C document, VOC certificate, and luggage (not shown). 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.For further information on this lot please visit Bonhams.com

'Egli-Vincent' 998cc ProjectRegistration no. not registeredFrame no. noneEngine no. removed•Late 1960s superbike•Components unidentified•Offered without documentsOne of the world's best known motorcycle frame makers, Swiss engineer Fritz Egli built his first frame in what would turn out to be a highly successful attempt to tame the wayward handling of his Vincent v-twin race bike. The Vincent used a spine-type frame and so did Egli, though his was tubular rather than box-section and all-welded rather than bolt-up in construction. This trademark large-diameter spine has been a feature of virtually all Egli's frames made since, proving adaptable to almost all types of motorcycle engine layout from British singles to across-the-frame Japanese fours. It proved to be the complete answer to the Vincent racer's handling problems, and Fritz duly took the Swiss hill climb championship in 1968, winning every round. These days widely regarded as a marque in its own right, it is the Egli-Vincent v-twin, with its exciting combination of classic power and modern chassis technology, that has proved to be his most enduring legacy. As Fritz Egli moved on to other projects, the machines continued to be produced in limited numbers by other specialists. Graham Binnion, who had worked with Egli in Switzerland, was licensed to build frames in the UK, which were marketed by Slater Brothers, the Laverda concessionaires at the time. There have been countless unlicensed copies since then. This machine is offered from the collection of noted collector, the late Ken Senior. The frame and engine were found in a scrapyard many years ago. Unfortunately, the machine has no frame number and the engine and crankcase mating numbers have been removed so it has proved impossible to determine the origin or identity of these components. The Egli has been assembled into a rolling chassis but requires completion. Accordingly, prospective purchasers must satisfy themselves with regard to the completeness, condition and suitability of this motorcycle's component parts prior to bidding. There are no documents with this Lot, which is sold strictly as viewed. 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.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1935 Brough Superior 1,096cc 11-50hpRegistration no. ATV 833Frame no. PS1475Engine no. LTZ/R 44954/S•Present family ownership for 52 years•Matching registration, frame and engine•Stored for some time•Requires re-commissioningLegendary superbike of motorcycling's between-the-wars 'Golden Age', the Brough Superior was synonymous with high performance, engineering excellence and quality of finish. That such a formidable reputation was forged by a motorcycle constructed almost entirely from bought-in components says much for the publicity skills of George Brough. But if ever a machine was more than the sum of its parts, it was the Brough Superior. Always the perfectionist, Brough bought only the best available components for his motorcycles, reasoning that if the product was right, a lofty price tag would be no handicap. And in the 'Roaring Twenties' there were sufficient wealthy connoisseurs around to prove him right, T E Lawrence ('Lawrence of Arabia') being the most famous example. The speed with which the name 'Brough Superior' established itself as synonymous with excellence may be gauged from the fact that the famous 'Rolls-Royce of Motorcycles' sobriquet was first coined in 1921 when the marque was barely two years old. The story goes that Rolls-Royce objected to their name being associated with a mere motorcycle - until they examined one of George's creations. Launched in 1933, the 1,096cc 11-50 was the largest Brough Superior to enter series production. Powered by a sidevalve v-twin (of unusual 60-degree configuration) supplied exclusively to the Nottingham factory by J A Prestwich, the 11-50 fitted into the Brough price range between the SS80 touring and SS100 super-sports models. The 11-50 was conceived as a long-legged, effortless tourer and could exceed 90mph in solo form or pull a heavy sidecar at up to 75mph; indeed, in the latter role it was one of the finest sidecar mounts of its day. Production lasted until 1939, by which time the 11-50 was the only JAP-powered machine in the Brough Superior range. Despatched new to one A H Rodgers, this 11-50 is very much the 'De Luxe' model in so far as it has the spring frame, Castle forks, and twin carburettors, all of which were 'extras'. 'ATV 833' has been in the late owner's family's possession for the last 52 years and when acquired still had its factory-fitted (in 1938) AGS Cruiser sidecar attached. Kept in dry storage for some time, the Brough will require re-commissioning before returning to the road and thus is sold strictly as viewed. The machine is offered with a copy of its Works Record Card, an old-style continuation logbook, assorted correspondence, and old/current V5C documents. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1928 Excelsior 750cc Super-XRegistration no. BF 7573Frame no. P4-9002 (see text)Engine no. L5346 (see text)•Charismatic American v-twin•Formerly used by the Dutch Police•Restored in the Netherlands•Present ownership since 2015The famous American Excelsior motorcycle was produced by the Excelsior Motor Manufacturing Company of Chicago, Illinois from 1907 until 1931, latterly under the 'Super-X' brand name. The first Excelsior was a belt-driven single cylinder machine, the engine of which formed part of the frame. A 61ci (1,000cc) v-twin joined the range for 1911, at which time Excelsior was acquired by bicycle maker, Ignaz Schwinn. In 1913 the twin was offered with all-chain drive while two-speed planetary transmission and a leaf-sprung, Indian-style front fork were two of the following season's innovations. Alongside rivals Harley-Davidson and Indian, Excelsior offered a three-speed countershaft transmission for 1915, at the same time introducing a new frame with curved top tube and smoothly rounded tank, a first for Excelsior. Deeply valanced mudguards distinguished the v-twin of 1917. 'Military' olive green was adopted as the Excelsior livery that year and would remain the only option until 1920 when Navy Blue became the norm. In 1921 a 74ci (1,200cc) v-twin was added to the range, but by this time Excelsior had acquired the manufacturing rights to the Henderson Four and the days of the big v-twins were numbered. They were gone by 1925, Excelsior preferring to concentrate its resources on the Four and the newly introduced Super-X 45ci (750cc) v-twin. Introduced to the US market in 1925, the Super-X retained the Big Twin's F-head valve gear while reverting to the leading-link front fork used on its earliest ancestors. Elsewhere though, it was extensively redesigned, featuring unitary construction of the engine/gearbox and geared primary drive encased with an alloy casting, innovations doubtless inspired by the contemporary Indian Scout and Chief. There was a higher-performance Super Sport model available, and this pair of Super-X's continued with few changes, other than a switch to a streamlined, teardrop-shaped fuel tank for 1929, until Ignaz Schwinn pulled the plug on motorcycle production in the spring of 1931. Formerly used by the Dutch Police, this Super-X was restored in the Netherlands and purchased by the vendor in September 2015 from VOF Dutch Lion Motorbikes (bill of sale on file). Stored in a dry garage and last run in May 2022. It should be noted that the generator is not wired in. Lack of use and downsizing the collection are the reasons for sale. Copies of old Dutch paperwork and restoration costs, a copy parts list and a V5C registration document come with the machine. It should be noted that the engine number is incorrectly recorded in the V5C; erroneously lists a casting mark 'P4-9002' which is used as the frame number. 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.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1919 Harley-Davidson 1,000cc Model F Motorcycle CombinationRegistration no. NH 998Frame no. 19F9199Engine no. 19A8344•Acquired in the late 1950s•Restored over the last 60 years•Requires re-commissioningBoyhood friends William S Harley and Arthur Davidson began experimenting with powered transport in the early 1900s, producing their first complete production motorcycle around 1903. Little more than a motorised bicycle, the first prototype Harley-Davidson had proved fragile, prompting a major redesign and the establishment of a reputation for ruggedness that endures to this day. Like many of their contemporaries, Harley-Davidson laid out their engine along De Dion lines. A single-cylinder four-stroke displacing 24.74ci (405cc), the latter remained in production essentially unchanged until superseded by a 30.16ci (494cc) version in 1909. Of greater significance was the appearance that same year of the firm's first v-twin, though this would turn out to be a failure and was dropped at the year's end. The twin returned for 1911 in redesigned form boasting mechanically operated inlet valves (replacing the 'atmospheric' type inherited from the single) and production really took off. Known by the sobriquet 'pocket valve', this 'F-head' (inlet-over-exhaust) engine - built in 61ci and 74ci capacities (1,000cc and 1,200cc respectively) - would remain in production for the next 20 years. The Harley single's transmission arrangements - direct drive by means of a leather belt - were continued at first on the twin but the need to make better use of the engine's power characteristics, particularly for sidecar pulling, prompted the introduction of a two-speed rear hub for 1914, by which time chain drive and a proper clutch had been adopted. Later that same year a conventional, three-speed, sliding-gear transmission with 'step starter' was introduced on the top-of-the-range version of the twin which, with full electrical equipment, was listed from now on as the Model J. Periodically revised and up-dated, the Harley-Davidson F-head twin had gained a front brake, stronger fork and pumped lubrication by the time production ceased in 1929.This Model F motorcycle combination was acquired by the late owner in the late 1950s and restored over the next 60 years. Unfortunately, nothing else in known about it and re-commissioning will be required before further use. Accompanying paperwork includes an old-style continuation logbook (1927); original 1919 Owner's Memorandum and Motorcycle Registration Card; an old-style V5 document; and a copy of Harley-Davidson Enthusiast (August 1916 edition). Sold strictly as viewed. An un-restored fuel tank 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

1920 ABC 398ccRegistration no. BF 8309Frame no. 2446Engine no. 2480Produced by the Sopwith Aircraft Company, the ABC drew heavily on designer Granville Bradshaw's wartime experience with aero engines. A ground-breaking design, the engine was a 398cc overhead-valve flat twin with integral four-speed gearbox, while the duplex loop frame and front and rear suspension marked out the ABC as one of the most advanced motorcycles of its day. Despite successes at Brooklands, this promising design was hamstrung by production difficulties and price increases. Only 3,000-or-so were made up to 1921 when Sopwith ceased manufacture, although production of a modified version was continued by Gnome & Rhone in France.Recorded in the VMCC Register for many years (see photocopy), this ABC was discovered, dismantled, in 1942 in a chicken shed in Letchworth. In 1994 it was bought from a dealer by a family member, still incomplete and un-restored. During 2016 the ABC was at last restored, with any missing parts found, manufactured, or replaced with substitutes. Completed in 2017, the machine was exhibited at Montlhéry that year; it has been running but requires running in. The following components are either remanufactured or not correct; rear hub and bearing (newly remanufactured); handlebars and control levers; oil pump (incorrect); rear brake pedal; exhaust; front mudguard; foot boards. Accompanying documentation consists of a VCC statement of date; an old-style logbook; and a V5C Registration Certificate. All components for a kickstart come with the machine. 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 estate c.1927 Ner-a-Car 350ccRegistration no. PH 7625Frame no. 5221Engine no. PD3665Despite the demonstrable advantages of hub centre steering and the fact that the system has appeared at regular intervals since motorcycling's earliest days, there had only ever been one machine - before the advent of Yamaha's GTS - that made it into volume production - the Ner-a-Car. Invented by American Carl A Neracher in 1919, the machine was built under licence in the UK by Sheffield Simplex, using part of what had been the Sopwith Aviation works in Kingston-on-Thames. The basic design remained unaltered - pressed-steel chassis, voluminous front mudguard, hub-centre-steering, friction drive transmission - but whereas US-built models were powered by a two-stroke engine of 221cc, Sheffield Simplex chose to fit their own 285cc unit. Four-stroke sidevalve and (later) overhead-valve 350cc Blackburne-engined versions equipped with conventional three-speed gearboxes followed. Endowed with excellent handling and weather protection, the Ner-a-Car was a great success, production only ceasing in 1927 because of problems within other parts of the Sheffield Simplex group. This Sheffield Simplex-built Ner-a-Car was first registered on 2nd March 1928. The machine was purchased by the late owner in the late 1950s and restored over the next 60 years. Unfortunately, nothing else is known of its history. Offered for re-commissioning and sold strictly as viewed, the machine comes with an old-style continuation logbook (1959) and an old-style V5. 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