186062 Preisdatenbank Los(e) gefunden, die Ihrer Suche entsprechen

Honda 350cc RC172 EvocationFrame no. RC172REngine no. RC.1.348 1077 68.57This evocation of Honda's 350cc RC172 Grand Prix racer incorporates a Honda CB350F four-cylinder engine and what is believed to be a one-off racing frame. The machine was built by Honda apprentices, we believe in the mid-1970s, under the guidance of Technical Director Tony Bingley and for many of years was displayed in the foyer of Honda UK's Milton Keynes Technical Centre. It has been ridden (and signed) by former Honda works rider Jim Redman in numerous demonstration events and parades. Tony Bingley rode the machine at the Isle of Man TT Parade in 2002 and at numerous other events, and it was also demonstrated and paraded by Gary Long at the 2010 'Festival of 1,000 Bikes'. The machine was purchased from Tony Bingley. Notable features include a lightened crankshaft; six-speed gearbox; Swarbrick exhausts; electronic ignition; and twin-leading-shoe brakes. Accompanying spares include an engine, carburettors, sprockets, crankshaft, six-speed gear cluster, etc. The Honda has been raced and paraded by the current owner for the last eight years, mostly in European events, and is said to be easy to start, very reliable, and in generally excellent condition. It last ran in April 2022 at the Houghton Tower Sprint, receiving a 1st place award. 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

c.1980 Motori-Minarelli 50cc Racing MotorcycleFrame no. none visibleEngine no. CR 1879Minarelli was founded in Bologna, Italy in 1951 by Vittorio Minarelli and Franco Morini, who set up Fabbrica Bolognese Motori (FBM) to build lightweight motorcycles. In 1954 the company began to produce 48cc moped engines, which were supplied to a host of independent manufacturers worldwide, and in 1956 gave up motorcycle manufacture to concentrate on its proprietary engine business. The company continued to grow and in 1967 changed its name to Motori Minarelli.Although it was no longer in the business of building road bikes, Minarelli became actively involved in Grand Prix racing at this time, no doubt as a means of publicising its core business. In addition to its Grand Prix activities, the Italian firm set a number of world speed records in the 1970s, some of which remain unbeaten. Although its only significant Grand Prix successes were gained in the 125cc class, Minarelli also built 50cc and 80cc racing machines at this time and supplied engines to independents such as the Italian PCB company.This charming little Minarelli racer was purchased privately at Stafford circa 30 years ago, since when it has formed part of the vendor's extensive private collection. The machine has not been run since purchase and will require thorough re-commissioning should the fortunate next owner wish to return it to the racetrack. 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

Yamaha RD56 Replica Racing MotorcycleFrame no. TD2-0461Engine no. A7E27819•A unique opportunity•Lovingly executed replicaTalking to the owner and builder of this replica of Phil Read's 1964-65 250 world championships winning RD56 might convince you it one of the most lovingly executed tributes to have been offered for sale. Number boards show 64 and 65 to recognise Read's remarkable victories, achieved when Yamaha were the under resourced underdog. Celebrating the 50th anniversary of their debut world championship Marco Riva, Yamaha Motor Racing's general manager, observed 'our success with the RD56 wrote a page in motorcycle history. It was very competitive for many years and is still in my opinion the best race bike'.Phil Read added 'I came to Monza with two factory 250 Yamaha RD56s in the back of my car with one English mechanic and a Japanese mechanic who came over for the race in Monza. I think we had our carburettor settings written on a postcard!'Remembering those remarkable years it is understandable that the vendor wanted an RD56 but, of course, that is all but impossible. Instead he set out to build a motorcycle that would look – and just as importantly ride – as much like Read's RD56 as was possible.Starting with a Kawasaki Avenger parallel twin which replicates the RD56's rotary disc valve induction and gives a flavour of what the genuine racer would be like to ride, it has been rebuilt to run with pre-mix (30/40-1), the RD56 having an oil pump with a little oil added to fuel. Satisfied with the engine (having previously rejected a Bridgestone motor as too wide to fit a TR2 frame) the vendor set to the chassis. A TR2 frame was modified to accept RD56-style parallel top rails and steering head geometry. The front forks were manufactured with offset axle boxes, and the replica swinging arm has the appropriate cam snails for chain tension. The vendor advises that the brakes are authentic works RD56 magnesium alloy 4-leading shoe front and single leading shoe rear; and that the fork yokes were machined using Yamaha drawings, with brake and clutch levers made to the 1964 pattern including the butterfly cable box. Pattern exhausts were fabricated by Abacon, with easy attachment from the stinger pipes to silencers (included in the sale). Similarly, the vendor advises the front mudguard and racing seat are original RD56, as is the fairing, patterned from Bill Ivy's 1965 TT machine. The aluminium alloy tank was painstakingly constructed by the owner aided by Brian Talbot with QD front mounting. Brian also undertook the frame welding/Brazing changes. In advising prospective bidders of this provenance the vendor wishes to acknowledge the assistance of Ferry Brouwer (most especially for parts), Paul at CT Engineering, Andy Bacon (exhausts), Bert Clark (tuning) and the late Dave Bexon who supplied otherwise unobtainable components. This wonderful motorcycle offers its new owner an almost unique opportunity to parade and show what to most observers would appear to be Phil Read and Yamaha's debut world championship winner.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1967 Yamtaco 250cc Racing MotorcycleFrame no. B600690Engine no. D6-427•Rare 1960s racing hybrid•Bultaco TSS frame, Yamaha TD1B/1C engine•Beautifully restored in 2020-2021The name 'Yamtaco' is a derivation of Yamaha and Bultaco. In 1962 Yamaha produced the TD1 production racer with a very quick 250cc two-stroke engine that was let down by its chassis. During the years to 1968 the engine was refined in the form of the TD1A, TD1B and TD1C, still using the same frame. Privateer racers soon found the obvious solution and slipped the Yamaha engine into a more capable frame. The frame used to create this hybrid was sourced from one of Yamaha's competitors at the time, the Spanish Bultaco TSS 250, which was powered by a single-cylinder 250cc two-stroke engine. The most famous Yamtaco was raced by Rod Gould in the 1968 season when he came 4th in the 250cc World Championship behind Phil Read (1st), Bill Ivy (2nd), both on factory Yamahas. In 5th place behind Rod was Ginger Molloy on the factory Bultaco TSS. Rod's £200 giant-killer was written off coming out of Devil's Elbow at Mallory Park in October 1968. Fortunately, Rod was not badly injured. The following year Yamaha released the TD2 production racer with a redesigned and a much improved frame, which made the Yamtaco concept redundant. Rod went on to race for the Yamaha works team on TD2s and TR2s. The origin of this Yamtaco is unknown; however, the frame number 'B600690' indicates it was originally in a Bultaco TSS250 Agua (water-cooled) Model 41 manufactured on 14th November 1967. Unfortunately, the records are not clear enough to show who purchased the machine. The engine (number 'D6-427') is a Yamaha TD1B unit that has been converted to TD1C specification, it is believed by Fahron Engineering. The TD1B clutch was mounted on the end of the crankshaft, which had a tendency to snap, while the TD1C clutch is mounted conventionally at the gearbox. The forks are Bultaco and were supplied from the factory painted silver and not polished because of the rough sand-cast finish. The running gear is probably Yamaha TD2The vendor has rebuilt the bike in Bultaco style and appreciates that the purist would probably expect to see it in white and red, more like a Yamaha TD. When the vendor first acquired the machine it had a Yamaha TD fairing which did not fit the frame (the TSS fairing is narrower as the original Bultaco engine had a single cyclinder). His research into period photographs of Rod Gould's Yamtaco suggests it looked more like a Bultaco, although not in the silver and red livery. Offered with restoration bills and a extensive documentation of yamtaco history. 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

1974 Harris-Kawasaki 748cc H2R Replica Formula 750 Racing MotorcycleEngine no. H2E 90826•Expertly created between 2004 and 2007 by Nigel Everett•Harris frame kit•Believed to be an ex-works engine•Last run in 2018When it arrived in the early 1970s, Formula 750 was the world's most exciting motorcycle race series. Honda and BSA-Triumph soon quit the scene, leaving the contest to be dominated by the powerful multi-cylinder two-strokes fielded by Kawasaki, Suzuki, and Yamaha. Formula 750 rules required that engines be taken from production models, so Kawasaki's was based on that of their three-cylinder H2 roadster, which was housed in a frame essentially the same as the H1R Grand Prix bike's.The jewel in the Formula 750 crown was the AMA's Daytona 200, though the Bob Hansen-managed Kawasaki works team's first major success came with wins at the Talladega 200 (Yvon Du Hamel) and Ontario 200 (Paul Smart), both in 1972. Sadly for Kawasaki, neither the H2R nor its water-cooled successor - the KR750 - would achieve that much sought-after Daytona win, and overall victory in the Formula 750 World Championship would prove equally elusive. Elsewhere, in 1975 Kawasaki works rider Mick Grant won the British Superbike Championship and set a new outright lap record at the Isle of Man TT aboard a KR750, and in 1977 added the Classic TT to his, and Kawasaki's, tally. This H2R Replica is constructed around a Harris frame kit and incorporates all the kit items on the accompanying list except the AP Racing brakes. We are advised that its build started circa 2004 and was completed circa 2007 and is one of only 2 constructed using replicated factory parts that were directly copied from a works machine. Soon after completion the machine was advertised for sale as never ridden but started at Lydden Hill in October 2007, 'bringing the pits to a standstill'! Acquired by the current vendor in 2008, the machine has formed part of his private collection since then and is described as in excellent condition. According to information supplied to the vendor, the engine is likely ex-Team Hansen, and indirectly may have come from Hansen's former manager, Randy Hall. Close examination of the engine reveals several differences from the stock roadster unit. Expertly created by Nigel Everett, the Kawasaki has been run twice since acquisition, most recently in 2018. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1985 Harris-Kawasaki 1,179cc Racing MotorcycleFrame no. 014532•Formerly part of a private collection in Italy•Present ownership since 2012•Last ridden in 2018 (will be started prior to sale)One of the most famous names in frame building, the Harris brothers - Steve and Lester - have been in business as Harris Performance Products since 1972. Engineers as well as motorcycle racers, they built their first frame – a tubular steel design with mono-shock rear suspension – to house a Suzuki Super Six engine. The Harris mono-shock rear end proved immensely successful and was used for a variety of frames housing (mainly) pukka two-stroke racing engines. Their first venture into the world of production-based, large-capacity four-stroke came in 1980 when they built a Kawasaki Z1-engine machine for Formula 1 racing. This design gave rise to the celebrated Magnum frame, which would be adapted to take engines from all the major Japanese manufacturers and prove an immense commercial success for Harris over the next decade. We are advised that this collectible future classic is fitted with 75.4mm-bore Wiseco pistons, which combined with the stock 66mm stroke (of the 998.6cc '1000' engine) would give a capacity of 1,179cc. Other noteworthy features include titanium valves; a twin-plug cylinder head; Mikuni 33mm racing carburettors; Yoshimura exhaust; Suzuki RG500 Kayaba forks; self-generating Kokusan ignition with pit lane speed limiter; fully floating front brake discs; Brembo quick-release endurance racing brake callipers; and Dymag alloy wheels. The current vendor purchased the machine at Bonhams' Stafford sale in October 2012 (Lot 381) when it was offered for sale from a private collection in Italy. Since then it has been ridden at the VMCC's Festival of 1000 Bikes in 2013 and 2018, the latter occasion being the last time it was run. It will, however, have been started prior to sale. The machine comes with a (copy) article from an Italian motorcycle magazine. 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

Jawa 350cc Type 673 ReplicaFrame no. KT1.0105059Engine no. none•Accurate copy of this legendary Czech two-stroke racer•Engine professionally rebuilt•Requires further restorationIf ever there was a Grand Prix racing motorcycle famous for all the wrong reasons, it is the notorious Jawa V4, which claimed the life of former World Champion Bill Ivy at the Sachsenring in 1969. Ivy crashed in practice when the temperamental Czech two-stroke seized at high speed, the bike and its rider sliding into an unprotected concrete wall. The Type 673 350cc V4 was just one of a host of different designs drawn up by Jawa during the mid-to-late 1960s as its old four-stroke racers were pensioned off and a range of alternative two-strokes was developed. Designed by Zdenek Tichy, the Type 673 was effectively two twin-cylinder engines of 48x47.6mm bore/stroke mounted one above the other on a common crankcase at a narrow included angle, the two crankshafts driving a large primary gear and thence the seven-speed gearbox. Water-cooling was employed, with circulation by the 'thermosyphon' principal, there being no pump. MZ had shown that disc valves offered an effective route to increased power and this form of induction was adopted by Jawa, while ignition was controlled by four separate sets of contact breakers. The compact V4 engine was carried beneath a tubular steel frame, the lower pair of cylinders being horizontal. As if portending what was to come, the 350cc V4 made an inauspicious race debut in 1967 at the Dutch TT where, ridden by Gustav Havel, it repeatedly seized in practice and retired from the race for the same reason. The rest of the '67 season and most of 1968 were taken up with further experimentation to achieve a measure of reliability, one of the first developments being the fitting of a pump in the cooling system. These efforts began to pay off in the second half of 1968; works rider Franta Stastny achieving a number of top-six finishes in Grands Prix, the highlight being a 3rd place behind Giacomo Agostini's all-conquering MV Agusta at Brno. Following Yamaha's withdrawal from Grand Prix racing at the end of 1968, Jawa recruited Bill Ivy, 125cc World Champion for the Japanese factory in 1967, to head its rider line-up. After an inauspicious debut at a non-Championship meeting at Cesanatico, where the bike seized, Bill bounced back at the Hockenheim round of the World Championship, harrying Agostini's MV on his way to a fine 2nd place, with Stastny on another of the Jawas 3rd. By this time the V4 was running electronic ignition; maximum power had been raised to 70bhp, putting it on a par with the three-cylinder MV. At the next round contested, the Dutch TT at Assen, Bill had passed Agostini before the Jawa slowed, eventually finishing in 2nd place. Thus it was with a keen sense of anticipation that the Czech team arrived at the Sachsenring, only for their hopes to be cruelly dashed. Jawa's hopes of Grand Prix glory effectively ended with Bill Ivy's passing. Yet despite its fearsome reputation there was no shortage of riders willing to race the V4, which was the only credible rival to MV Agusta in the 350 class. The likes of Jack Findlay, Ginger Molloy and Silvio Grassetti all raced the Czech two-strokes with some success, Grassetti's 2nd place at the Italian Grand Prix in 1969 being the best result achieved. When the FIM banned multi-cylinder engines from the 350 class at the end of the '69 season, the Jawa V4's career was effectively over. According to information kindly supplied by Arnost Nezmeskal of the National Technical Museum in Prague, only three complete Type 673 racers were completed by the factory in period, plus two spare engines. All three bikes survive and are known. There was no factory bike sold into private hands except the sole example now in a private collection in Germany, currently on display at the Top Mountain Motorcycle Museum, Hochgurgl, Austria. It seems probable that the machine we offer is one of the early replicas made by Mr Fiala in south Bohemia. In the late 1970s or early 1980 his Tabor-based MAS company concluded an agreement with Jawa permitting them to make a copy of a Jawa Type 673 engine. That engine was mounted in their own frame, and they used castings of original Jawa hubs. Mr Fiala raced his MAS 350 in the early 1980s in Czechoslovakia. Fiala's Jawa replica was later sold to France and further improved to make it look more like the original. In 1991 it was sold by noted collector Michelangelo Pochettino, a Jawa-CZ importer in Italy, before being purchased by a UK collector in 2014. Fiala later made more such copies, although precisely how many is not known. The machine offered here has benefited from the expert attention of Jawa specialist Roger Henderson, who found that the engine was seized solid, the cause being a severely corroded water pump, which had locked the engine. Further inspection revealed a cracked clutch pressure plate, severe internal corrosion to the water passages, corrosion in the gearbox section of the crankcase (which had caused a hole), and various wrecked bearings. Judging by the corrosion in the water passages, which were full of plain water with no inhibitors, the bike had been standing for decades. It took a considerable time to dismantle the engine completely as so much damage was present. A regular report and update was made to the then owner, who asked Roger Henderson to rectify matters. Obviously, parts for the Type 673 are rare if not non-existent. A new water pump casting was made and machined to specification (original with the bike) and various new studs and fasteners made as the originals were of several non-standard sizes. The cylinders and pistons were scored so new liners were made and fitted. KTM con-rods and pistons were used. The engine was reassembled with much help and advice from BDK Engineering, which is about the only concern with knowledge of these machines.At this point matters came to a halt when Administrators were appointed to run the owner's company. Subsequently the engine was reinstalled in the frame, and the carburettors and exhausts refitted together with the tank, seat and fairing. Nothing has been done to the rolling chassis, suspension, brakes etc, so all this will need attention, as will the carburettor settings and cooling system plumbing (the original brief was to leave the cosmetics strictly alone.) Sold strictly as viewed, this well-made Jawa Type 673 replica will surely be welcome at any gathering of historic racing motorcycles.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

1956 Jawa 500cc Grand Prix Racing MotorcycleFrame no. P-500-36Engine no. P-500-36•One of four built in 1956•Sold by the factory in 1958•Kept in various private collections•Partial restoration of the transmission and running gearCzechoslovakia's National Arms Factory diversified into motorcycle manufacture in 1929, coining the name 'Jawa' for its two-wheeled products. Jawa's operations were combined with those of erstwhile rivals CZ in 1949, and throughout the 1950s and 1960s the marque's main claim to fame was an outstanding run of success in the ISDT, speedway racing and international moto-cross. In road racing, the two companies were not so successful, despite a spirit of innovation that saw them produce a diverse range of designs in the post-WW2 era.Jawa commenced its post-war campaign with double-overhead-cam parallel twins in 250, 350 and 500cc capacities. Racing at first only behind the 'Iron Curtain', Jawa began to venture into western Europe in the 1950s, one of its most successful early forays being Jan Kostir's visit to Zandvoort in 1954 when he won the 500cc event, beating some of the top privateers from Britain and Holland. Progressively developed, the Jawa twins provided star rider Franta Stastny with numerous international wins and places in the 1960s.As ridden by Kostir, Jawa's Grand Prix 500 produced a claimed maximum of 45bhp, good enough for a top speed just short of 130mph. The air-cooled twin-cylinder engine's aluminium alloy cylinders and 'heads sat above magnesium-alloy crankcases, while drive to the twin overhead camshafts was by means of shaft and bevel gears. There was an in-unit gearbox boasting four speeds and the entire ensemble was housed in a duplex loop frame made of square-section tubing. The example we offer is one of the very last of its kind built, being one of four DOHC 500s completed in 1956. This particular machine was sold from the factory in 1958. At time of going to press no information regarding its race history had come to light. However, it has benefited from the expert attention of Jawa specialist, Roger Henderson, albeit some time ago. The work was confined to wheels, brakes, front suspension and primary transmission. The brake plates (magnesium) were stripped and the shoe retaining posts (badly worn) replicated and replaced. Cracks in the plates were repaired and the shoes relined. The front forks were stripped, checked and re-greased, and new Avon Grand Prix racing tyres fitted. No major problems were found. The carburettors have been stripped, ultrasonically cleaned, reassembled and refitted. The geared primary transmission has been stripped and all bearings replaced. The clutch has new bearings and new friction plates. No work has been done on the engine.An example of a rare works Grand Prix racing motorcycle, manufactured in strictly limited numbers and only very infrequently offered for sale, this Jawa 500 represents an opportunity to gain entry into some of the most prestigious of historic motorcycle sport events worldwide. Key not requiredKey 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 Ron Chandler; 1973 Rouen 200-mile winning 1973 Triumph 750cc Trident 'Rob North' Formula 750 Racing MotorcycleFrame no. noneEngine no. A75R KG00356•The first privateer (non-works team) frame supplied•Original factory BSA engine •Also campaigned successfully by Alistair Frame for the Bee Bee brothers•Rebuilt by Arthur Jakeman in 2003•Paraded by Ron in the UK and on the Continent•Good history fileThe historic Triumph racing motorcycle offered here was originally commissioned by Ron Chandler and used by him to win the Formula 750 200-mile race at Rouen in 1973.The Triumph and BSA 750 Triples had been launched in the UK in 1969, just in time to be up-staged by Honda's four-cylinder CB750. Faced with ever-increasing foreign competition the Triple failed to fulfil its makers' expectations in the showroom, but success on the racetrack did more than enough to ensure a place in motorcycling history. BSA-Triumph's Chief Engineer Doug Hele spearheaded engine development throughout 1969, while frame builder Rob North devised a chassis that would stand the test of time like few others. The team narrowly missed victory at the 1970 Daytona 200, its first major event, Gene Romero finishing 2nd on a Triumph. A revised 'lowboy' frame, twin front disc brakes and the racing Triple's characteristic 'letterbox' fairing were all new for 1971, a year which would see the Triple established as one of the most formidable racing motorcycles ever. Dick Mann's BSA won at Daytona, and John Cooper - also BSA-mounted - at Mallory Park's Race of the Year, vanquishing the hitherto unbeatable combination of Giacomo Agostini and his four-cylinder MV. Percy Tait and Ray Pickrell had won the 24-hour Bol d'Or endurance race the preceding week on another Triple, and Cooper wrapped up a memorable international season for BSA-Triumph with victory in the 250-mile race at Ontario Motor Speedway in October. The company's financial difficulties meant that there was no works effort in 1972, but privateers kept the Triple winning for many years, and the bike remains a potent force in classic racing today. Ron Chandler was an established star on the international road-racing scene when he bought the Rob North frame back in 1973. A Thames lighterman by trade, Ron had been using a pre-war AJS 250 and then a Matchless G9 to ride to work when the opportunity presented itself to purchase the ex-Lewis Carr Matchless G45 from dealer Geoff Monty. After a couple of years learning the ropes, Ron felt confident enough in his abilities to purchase a brand new Matchless G50. That was in 1960. Ron won his first two races on the G50 and caught the eye of sponsor Tom Kirby. Moving up a gear, he began competing in the Manx Grand Prix, Isle of Man TT, and World Championship events on the Continent. After a few relatively successful seasons, Ron transferred his allegiance to Tom's brother, Reg Kirby, and began working for Colin Seeley, building frames and bikes in Colin's Belvedere workshop. With Colin preparing his machines, Ron was able to progress to the next level. In 1967 he was crowned 'King of Brands' and completed his best-ever season by winning the British 500cc Championship. He rode the works Seeleys for a couple more years before the 7R's waning competitiveness forced a switch to the ubiquitous TZ Yamaha for the '350' class, while for 1971 he had a more competitive Kawasaki H1R to ride in 500cc events. With the advent of Formula 750, Ron decided he needed a bike for that class and approached frame builder Rob North. 'I was talking to Mick Boddice about moving up to the 750cc class, and said that I'd like to get hold of a Triumph or BSA Triple. Mick said that he had a factory BSA Rocket 3 engine that was unsuitable for his outfit. We did a deal, and at the end of the season I went up to Mick's garage in the Midlands and collected the engine. 'Chris Allen (my sponsor) and I went up to Rob North's workshop and bought a complete rolling chassis. We delivered the rolling chassis and motor to (Triumph Experimental Department engineer) Arthur Jakeman, who prepared the engine at his home.' Arthur Jakeman remembers that Rob North had made it very clear that this frame was the first commercial (i.e. non-works team) sale. With the blessing of Doug Hele (Triumph's Chief Development Engineer) Ron was able to buy all the factory racing components needed. Ron designed the tank and seat and had them made in alloy by Weldatank in Swanscombe (John Pearson, Lyta). By January '73 Arthur had finished the bike and Ron went up to Coventry to collect it. Although it had a BSA engine, the bike was badged as a Triumph. There is a (copy) document on file, signed by Arthur Jakemen and former BSA-Triumph team manager the late Les Williams, testifying to the machine's origins. Ron again: 'My first outing on the bike was at Mallory Park in March 1973. At the race I was talking to Percy Tait and he asked whether I was going to Rouen, the second meeting of the year. I managed to get a late entry and went down to Rouen with the former Triumph works team: Percy, Tony Jefferies and Les Williams. There was only enough room in their twin-wheel Transit van for the bike, me, and my leathers bag, so I couldn't take any tools or spares! 'Well, I won the first leg by eight seconds and finished 2nd in the second leg, Tony Jefferies beating me by half a wheel's length. On aggregate I won overall.' Reputedly, the £2,200 Rouen prize money was the same sum it had cost to build the bike! There are black-and-white photographs on file of Ron receiving the victor's trophy, laurel wreath and Champagne, one of which also shows a somewhat disgruntled looking Tony Jefferies being interviewed!Ron used the Triple for the rest of the 1973 season, riding in the Transatlantic Match Races (also in 1974) and taking it to continental 750cc races, getting some decent placings. 'In '74 we were racing against the 700cc Yamahas and Suzuki 750s and the BSA (sic) was no match for these machines so we decided to sell it and buy a Yamaha.' Ron retired from racing in 1975 but in 1983 was tempted back on track to take part in classic parades, which he would enjoy for the next 30 years. In the meantime, Ron's Rouen-winning Triumph had been acquired by the Bee Bee brothers, and while racing under their banner it had an engine displacement of 830cc. Bee Bee team rider Alistair Frame used this machine extensively, amassing an impressive 52 race wins in three years (1977-1979 inclusive) during which period he won three Championships at Aintree and for a while held the lap record at that circuit. He also held the Midland Club Championship for three years, riding at circuits like Cadwell Park, Mallory Park, Donington Park and Wellesbourne.Having retired in 1975, Ron did not ride again until Mike Hailwood's memorial meeting at Donington Park in 1983. Meanwhile, Chris Allen had bought the ex-Eddie Mannschreck lowboy-framed BSA Triple and Ron began riding it at various parades, commencing in 1998. Ron takes up the story again: 'I had often wondered what had happened to my old Rouen-winning machine, and felt that it would be nice to buy it back someday. The problem was, of course, that I had no idea where it was. 'I was riding Chris Allen's ex-Jim Rice BSA at Silverstone when I met Michel Laurette, a French journalist. I asked him whether he could get me a ride at Montlhéry in France, which he arranged. Michel was reading on the internet about Alistair Frame, one-time Bee Bee Triple rider, and some way through the piece it read '... this bike once belonged to Ron Chandler who rode it to victory in Rouen 1973'.'To cut a long story short, Ron successfully traced the collector who had bought the bike from the Bee Bee brothers: Ronnie Niven, who revealed that he had kept it in his bedroom for the last fiv... For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell; the ex-Barry Randle 1970 Seeley 497cc G50 Mk3 ProjectFrame no. MK3 CS32Engine no. CS/24•Known ownership history from new•Matching frame/engine numbers•Present ownership since 1992•Requires re-commissioning/restorationMany-times British sidecar champion Colin Seeley bought Associated Motor Cycles' racing department when the company went into receivership in 1966. The previous year he had constructed the first Seeley racing frame to house a Matchless G50 engine, and the AMC purchase enabled him to produce complete Seeley G50 and 7R machines. With their improved frames, the ageing four-stroke singles enjoyed renewed competitiveness, Dave Croxford winning the British 500 Championship on a Seeley G50 in 1968 and '69. The Seeley frame progressed from the duplex cradle Mk1 to the similar but lighter Mk2, before the down-tubes were abandoned with the Mk3, the headstock and swinging arm pivot of which were linked solely by tubes running diagonally above the engine. The Mk4 introduced towards the end of 1970 featured a revised tubing layout and continued in production until 1973. Production of Seeley frames was later licensed to Roger Titchmarsh and there have been countless unauthorised copies made over the years. A letter on file from former Classic Racer editor Malcolm Wheeler states that this Seeley G50 was built for Barry Randle, who sold it to club-racer Martin Bland from Sleaford. (Colin Seeley's letter confirming the machine's sale to Barry Randle is on file.) Martin Bland sold the Seeley to John Borsberry, who, like Malcolm Wheeler, was sponsored by Freddie Frith at that time. When John Borsberry retired, Malcolm Wheeler acquired the Seeley in 1974 in a deal with Freddie Frith. Malcolm raced the Seeley on short circuits and at the Manx Grand Prix before selling it in 1982 to Vin Duckett. Warrick Blackwell bought the Seeley from Vin Duckett in 1992. In his letter to Warrick Blackwell, Vin Ducket states that he overhauled everything and that the machine had never let him down, its career highlights including 4th at the 1989 Classic TT; 10th at the 1990 Southern 100; 8th at the 1991 Classic TT; and 3rd at the 1991 Southern 100. Warrick continued to ride and display the Seeley at various classic motorcycling events and venues. The machine appears mostly complete apart from the missing fuel tank however prospective bidders must satisfy themselves as to its completeness before biding. Having been standing unused for a considerable length of time, the motorcycle will require re-commissioning and/or restoration to a greater or lesser extent and thus is sold strictly as viewed. The Seeley is offered with a CRMC Machine Registration Certificate (1992); sundry bills; various photographs; a number of motorcycling magazines and event programmes; and a large quantity of fascinating marque-related correspondence and literature (inspection highly recommended). A small collection of spares is also included in the sale. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell c.1974 MZ RE250 Grand Prix Racing Motorcycle ProjectFrame no. 3161Engine no. St 111•Former MZ factory machine•Part of the Blackwell Collection for at least 30 years•Not ridden for some time•Offered for restorationAlthough the Zschopau marque established its reputation with the general public as purveyor of reliable, if somewhat unexciting, commuter machines, the East German concern was in the forefront of high-performance two-stroke development in the post-war years. Under the direction of engineer Walter Kaaden, MZ achieved some notable triumphs against the might of Japanese opposition in the 1960s, and although its Grand Prix effort eventually faded, the firm produced many highly successful ISDT machines in the 1960s and 1970s. What would become Motorradwerk Zschopau (Zschopau Motorcycle Works) was founded in the old DKW factory in Saxony after WW2, although its first machines were marketed under the IFA brand name. That first machine was based on the pre-war DKW 125, and derivatives were soon being raced in the East German Championship. The pace of development quickened following Kaaden's arrival in 1952, for it was he who redesigned the engine to accept a rotary disc inlet valve and resonant exhaust system. The machine offered here represents MZ's 250cc Grand Prix racer in its ultimate form. Introduced in 1955, the first 250 racer - effectively a doubled-up 125 - was air-cooled and fitted with a four-speed transmission. Maximum power was 25bhp at 8,000rpm. Water-cooling was adopted in 1962 on the RE250, boosting power to 48bhp at 11,000 revs. By 1970 a six-speed gearbox was standard, and with 50-53 horsepower on tap the RE250 was good for a top speed of 140mph. When the factory's racing effort folded in 1977, all the existing bikes and parts were sold off to privateers, who continued to race them for years afterwards. This ex-works example has formed part of the Warrick Blackwell Collection since at least 1992 and has been displayed at both the International Classic Bike Show and Midland Classic Bike Show. Sadly, nothing is known of its in-period racing history. Accompanying history includes photocopied marque-related literature; a selection of photographs; and an invoice/letter from John Mossey dating from November 1992 in which he states that 'the bike starts good and runs up a treat and sounds sharp and clean on both cylinders'. MZ authority Manfred Woll has advised us that the front fork is from a 1977-onwards production roadster, while the rear suspension struts have been modified to a later specification. The covers for the expansion chambers are incorrect also. Otherwise the machine is believed to be correct. Not ridden for some years, this motorcycle will require restoration before returning to the racetrack. Partially dismantled, the machine is sold strictly as viewed and prospective bidders must satisfy themselves as to its completeness, provenance, authenticity and engine capacity prior to bidding. A fairing, screen, two tyres, clutch parts, assorted sprockets, cylinder block and sleeves are included in the sale. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell c.1972 MZ 250cc Grand Prix Racing Motorcycle ProjectFrame no. 001/72 (see text)Engine no. 1/71 and 7010136•Part of the Blackwell Collection for at least 30 years•Semi-dismantled and incomplete•Offered for restorationAlthough the Zschopau marque established its reputation with the general public as purveyor of reliable, if somewhat unexciting, commuter machines, the East German concern was in the forefront of high-performance two-stroke development in the post-war years. Under the direction of engineer Walter Kaaden, MZ achieved some notable triumphs against the might of Japanese opposition in the 1960s, and although its Grand Prix effort eventually faded, the firm produced many highly successful ISDT machines in the 1960s and 1970s. What would become Motorradwerk Zschopau (Zschopau Motorcycle Works) was founded in the old DKW factory in Saxony after WW2, although its first machines were marketed under the IFA brand name. That first machine was based on the pre-war DKW 125, and derivatives were soon being raced in the East German Championship. The pace of development quickened following Kaaden's arrival in 1952, for it was he who redesigned the engine to accept a rotary disc inlet valve and resonant exhaust system. The machine offered here represents MZ's 250cc Grand Prix racer in its ultimate form. Introduced in 1955, the first 250 racer - effectively a doubled-up 125 - was air-cooled and fitted with a four-speed transmission. Maximum power was 25bhp at 8,000rpm. Water-cooling was adopted in 1962 on the RE250, boosting power to 48bhp at 11,000 revs. By 1970 a six-speed gearbox was standard, and with 50-53 horsepower on tap the RE250 was good for a top speed of 140mph. When the factory's racing effort folded in 1977, all the existing bikes and parts were sold off to privateers, who continued to race them for years afterwards. This ex-works example comes with a file of history containing press cuttings, correspondence photographs, etc. MZ authority Manfred Woll has advised us that although the frame is of the type built from 1972 onwards, the frame number is not an original MZ stamping. Furthermore, the fuel tank is 1974-onwards while the gearbox dates from 1971. The radiator is modified and the expansion-chambers are of a later type. The fairing and seat may be replicas. Semi-dismantled and incomplete, the machine is sold strictly as viewed and prospective bidders must satisfy themselves as to its provenance, completeness, authenticity and engine capacity 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.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell c.1975 AMF Harley-Davidson 250cc Grand Prix Racing MotorcycleFrame no. 250/2C/2T/10153Engine no. 250/2C/2T/10153•Rare Grand Prix racing motorcycle•Offered for re-commissioning/restoration•Large quantity of sparesWith the competitiveness of its over-the-counter single-cylinder four-stroke racers rapidly diminishing as the 1960s progressed, Aermacchi (by now part of AMF-owned Harley-Davidson) had no option but to develop a new generation of two-stroke machines. They started out with a simple piston-ported 125cc single in 1967, which was doubled up to form a 250cc twin in 1969 and later a similar 350. Delays meant that the new 250 did not see its first race until March 1971, when Renzo Pasolini finished a promising 7th place at Modena despite crashing. Weighing the same as the 250cc pushrod single but with an extra 11bhp on tap, the two-stroke represented a huge leap forward; indeed in 1972 it garnered three Grand Prix wins for Aermacchi and Pasolini, who lost the 250cc World Championship by a single point to Yamaha's Jarno Saarinen. Pasolini's tragic death in 1973 put the brakes on Aermacchi's racing effort that year, and when the new two-strokes returned to the track in 1974 they were badged as AMF Harley-Davidson, Aermacchi having severed its links with the motorcycle business. A water-cooled version of the 350 had appeared in 1973, and this innovation was applied to the 250 in time for the 1974 season. Riders that year were Frenchman Michel Rougerie and Spaniard Walter Villa. By the season's end, Villa had secured four Grand Prix victories to bring the Varese factory its first World Championship, a feat he repeated in '75 and '76, adding the 350 crown in the latter year for good measure. By this time, the 250 was producing 58bhp and the 350 70 horsepower. This marked the high point of the strokers' development, as the cash-strapped factory could no longer afford the expense of running a Grand Prix team. Villa was forced to contest the 1977 season as a privateer, finishing 3rd in the 250cc World Championship behind team-mate Franco Uncini in 2nd place. This rare example of AMF Harley-Davidson's Grand Prix 250 is sold strictly as viewed, its condition, completeness and history being unknown. The machine comes with a sizeable selection of spares (some NOS) including cylinder heads and barrels, sprockets, carburettors, water pump and sundry other parts. Please note, a selection of mostly AMF spares (Lot 255) are offered separately within the auction. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell A believed c.1973 Jawa 350cc Racing Motorcycle (see text) Frame no. none visibleEngine no. none visibleHistories of 1960s Grand Prix racing usually concentrate on the inexorable rise of the Japanese manufacturers and their titanic struggles against Western European rivals and each other, while the important supporting role played by Eastern Block factories, most notably MZ in East Germany and CZ/Jawa in Czechoslovakia, tends to be overlooked. Despite the handicap of annual development budgets that would not have kept Honda in spark plugs for a week, and political restrictions that severely limited forays abroad, these 'Iron Curtain' makes achieved some notable successes against the much better funded opposition from Japan and the West. Forsaking the overhead-cam four stroke twins it had been campaigning for many years, Jawa turned to two strokes in the mid-1960s, most notably the fearsome 350cc V4. For the privateer there were 250cc and 350cc twins based loosely on Yamaha designs using the same bore/stroke dimensions (250: 54x54mm; 350: 64x54mm). They were also raced, mainly in Czechoslovakia, by works riders Bohumil Stasa and Frantisek Snra. This interesting racing motorcycle is believed to be of Jawa manufacture and its blue plates suggest it is of 350cc capacity however, similar machines were also built to 250cc specification. Offered without documents and in the absence of any frame/engine numbers, prospective bidders must satisfy themselves as to the machine's manufacture, capacity, condition, completeness and history 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.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell c.1970 Rickman Métisse 'Commando' Racing Motorcycle Project (see text)Frame no. R841Engine no. noneThe Rickman brothers - Don and Derek - were already established moto-cross stars when they built the first Métisse in 1959, and within a decade their company would grow to become one of the biggest and best-known independent motorcycle frame-makers. Unable to continue competing with the Japanese factories, the Rickmans gave up frame-making in the early 1980s, the rights to their designs passing in 1983/84 to Pat French's firm, MRD Métisse, which continued to cater for the increasing 'classic' market.This Lot consists of a rolling chassis; an unnumbered Norton Commando engine; a gearbox numbered 'N17492'; various clutch and gearbox components; a spare fuel tank and seat unit; and an upper fairing with tachometer and two Southern 100 scrutineering stickers. One of the accompanying folders is labelled 'ex-Dave Innocent' and 'bought 1984' but there is no actual documentation confirming the machine's origins or history. In the factory records 'R841' is listed as a Triumph pre-unit T100/T110 rolling chassis despatched to Two Wheel Spares on 13/10/70. Sold strictly as viewed, this potentially most rewarding project is offered with a large quantity of instruction manuals, parts lists, spares catalogues, etc. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell c.1963 Tohatsu 125cc Racing Motorcycle ProjectFrame no. 71-84Engine no. none (see text)•Rare Japanese over-the-counter racing motorcycle•Possibly imported by Jim Pink•Useful spares includedAlthough no longer a manufacturer of motorcycles, Tohatsu had a significant impact in the ultra-lightweight classes back in the 1960s. The company originated in 1922 when Tanaka Motors Enterprises began experiments with gasoline engines. In 1939 the company was renamed Tokyo Hatsudoki Co Ltd (hence 'Tohatsu'), by which time it was a major producer of generators. Motorcycle production commenced in 1949. All Tohatsu's motorcycles were two-strokes, and by 1957 the range consisted of four models, the largest of 199cc. With its domestic rivals all reaping the rewards of publicity generated by competition successes, Tohatsu had no option but to follow suit, introducing a pair of moto-crossers in 1961 together with a 50cc road-racer, the Runpet CR50. A twin-cylinder '125' followed and both models made their international debut in the US Grand Prix at Daytona in February 1962 with promising results. As well as the works bikes, Tohatsu also built over-the-counter racers for privateers, the first of which were exhibited at the Tokyo Show in October 1962. On offer was a revamped '125' and the 49cc twin-cylinder CA, the latter notable as the only twin-cylinder '50' ever offered for public sale. The engine of the '125' was unusual in having a vertically-split three-piece crankcase, which facilitated stripping the engine using only a handful of special tools. One of the first privateers to race a Tohatsu in the UK was Dave Simmonds, whose efforts were rewarded with the supply of a pair of new twin-cylinder 50cc and 125cc racers for 1963. Despite not being the most reliable bike on the grid, Simmonds' 125 Tohatsu proved good enough for the Middlesex rider to claim the ACU Star that year, one of the highlights being Dave's victory over Honda works rider Tommy Robb in October. Things looked bright for 1964 (a possible factory team was mooted) but in February the company was declared bankrupt. Dave Simmonds continued to race Tohatsus with considerable success for the next few years before joining Kawasaki for 1967. In 1969 he would become 125cc World Champion for the Japanese firm, only to lose his life fighting a fire in another rider's caravan at the international meeting in Paris in October 1972. Wallingford-based dealer Jim Pink imported a number of Tohatsu racing motorcycles circa 1965/1966, and the machine offered here comes with a substantial amount of related paperwork. Dave Simmonds' name appears on some of these documents, but it is not known whether or not he owned or raced the machine offered here. Included in the sale are two semi-complete engines and a set of crankcases numbered 'Z2-116', 'BAB-1008' and 'Z2-101' respectively.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell c.1969 Yamaha 350cc 'TR2' (see text)Frame no. TR2-90032 (see text)Engine no. R3-900179The mainstay of 250cc and 350cc class racing at national and international level for many years, the twin-cylinder two-stroke Yamaha well deserved the title of 'privateer's friend'; indeed, without it, grids in these classes would have been depleted in extremis during the 1970s. The 250cc TD2 arrived in 1969, replacing the TD1C, and immediately proved capable of winning Grands Prix, privateer Kent Andersson triumphing in the German round at Hockenheim that year, one of Yamaha's most significant classic victories. The giant leap forward from the TD1C had been achieved thanks to a comprehensive redesign that saw the engine porting and exhaust system updated; superior Mikuni carburettors adopted; and the chassis, suspension and brakes greatly improved. Looking like a scaled down Manx Norton Featherbed, the TD2's chassis was a development of that used for the RD56 works racer of 1963. Broadly similar as far as its frame and cycle parts were concerned, the 350cc TR2 differed mainly by virtue of its different porting and horizontally-split crankcases, a feature not introduced on the 250 until the arrival of the TD3 in 1972. A TR2's six-digit frame and engine numbers should match, and both should be prefixed 'R3'. Accordingly, prospective purchasers must satisfy themselves with regard to the provenance and correctness of this motorcycle and its component parts prior to bidding. The machine comes with a quantity of instruction manuals and is sold strictly as viewed. Its history and usage are not known. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell c.1973 Yamaha 'TZ350A' Racing Motorcycle (see text)Frame no. R5-990265 (see text)Engine no. DS7-111797 (see text)This believed Yamaha TZ350A is believed to have been campaigned during the 1973 Grand Prix season by the Swiss rider, Werner Pfirter, with backing from the Swiss Yamaha importer, Hostettler. A former Swiss national champion, Pfirter caused a sensation in his first Grand Prix season when he finished second behind Giacomo Agostini's MV Agusta in the '350' race at the 1971 Austrian GP. Sixth overall in the 1971 '350' class would turn out to be his best World Championship result. Sadly, Pfirter was killed in a road traffic accident after the 1973 Spanish GP at Jarama. An older restoration by John Mossey, this TZ350A formerly belonged to the Werner Pfirter Society. It has formed part of the Warrick Blackwell Collection since at least 1993 (see accompanying correspondence) and in 1994 won the 'Best Racing Machine' award at the 14th International Classic Bike Show at Stafford. Additional documentation includes a photocopied owner's service manual and parts list; sundry photographs; some Werner Pfirter biographical material; and various decals. It should be noted that the frame number is that of a TR3 and that the engine number is not a Yamaha factory stamping. (There are some references in the file to this machine being a pre-production factory YZ-634.) Accordingly, prospective purchasers must satisfy themselves with regard to this motorcycle's provenance and correctness prior to bidding. 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

Property of the late Warrick Blackwell c.1978 Yamaha TZ350E Racing Motorcycle ProjectFrame no. 383-996173Engine no. R5-996173Minstay of 250cc and 350cc class racing at national and international level for many years, the twin-cylinder two-stroke Yamaha well deserved the title of 'privateer's friend'. Following its successful adoption on the 1972 works twins, water cooling first appeared on Yamaha's over-the-counter racers with the introduction of the TZ 'A' range in 1973. Power output increased only marginally over that of the preceding air-cooled TD/TR models but reliability was much improved. Over the succeeding decade the TZ engine was updated with reed-valve induction, exhaust power valves, separate cylinders and a backwards-rotating crankshaft, but the layout always remained that of a parallel twin. On the chassis side, discs replaced the original drum brakes, a 'lowboy' frame was introduced and an aluminium swinging arm adopted. With Yamaha concentrating their resources on developing their 500 Grand Prix bike and the new TZ750, the smaller TZs remained unchanged through 1974 (TZ250/350B) and 1975 (TZ250/350C). Mono-shock rear suspension and disc brakes came in with the 'C' models for 1976 together with revised cylinder porting and reshaped expansion chambers. Few changes were made to the successor 'D' and 'E' models. This matching-numbers TZ350E has been upgraded with a TZ750-style twin front disc brake. Its history, condition and completeness (or otherwise) are not known and thus the machine 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

Property of the late Warrick Blackwell c.1978 Yamaha TZ250E Racing Motorcycle ProjectFrame no. 430-996548Engine no. DS7-996548The mainstay of 250cc class racing at national and international level for many years, the twin-cylinder two-stroke Yamaha well deserved the title of 'privateer's friend'. Following its successful adoption for the 1972 works twins, water cooling first appeared on Yamaha's over-the-counter racers with the introduction of the TZ range in 1973. Power output remained the same as that of the preceding air-cooled TD/TR models but reliability was much improved. Over the succeeding decade the TZ engine was updated with reed-valve induction, exhaust power valves, separate cylinders and a backwards-rotating crankshaft, but the layout always remained that of a parallel twin. On the chassis side, discs replaced the original drum brakes, a 'lowboy' frame was introduced and an aluminium swinging arm adopted. With the 250cc class now defunct at World Championship level, these purpose-built Grand Prix racers are becoming increasingly collectible and this TZ250E represents a wonderful opportunity to acquire one. Unfortunately, nothing is known of the racing history of this incomplete example, which is rare in retaining matching frame and engine numbers. The only documentation is an undated sales receipt for the sum of £1,000 (the last two frame/engine number digits are transposed). Not ridden for some time, the machine is offered for restoration and 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

Property of the late Warrick Blackwell c.1981 Yamaha TZ125H Racing Motorcycle ProjectFrame no. 3V3-002219Engine no. 3V3-002219By 1973, Yamaha's air-cooled over-the-counter racers had been superseded by the water-cooled TZs and it was only logical that Yamaha's next customer 125 should use an engine in effect half that of the TZ250. The TZ125 developed in line with its larger siblings, gaining an exhaust power valve, disc brakes, alloy wheels and frame, revised engine dimensions, etc as time progressed. This TZ125H was purchased from Mr Alan Wright in July 1994; the purchase receipt is on file together with assorted correspondence, a selection of photographs, service manuals, parts lists, etc. The machine's condition and completeness is not known; unused for some time, it will require re-commissioning or possibly more extensive restoration before returning to the racetrack. A detached fairing is present but its suitability is not known. 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

Property of the late Warrick Blackwell c.1969 Aermacchi Harley-Davidson Ala d'Oro Racing Motorcycle ProjectFrame no. none visibleEngine no. none visibleAermacchi is a household name among motorcyclists thanks to its heroic achievement of producing the most highly developed and successful overhead-valve racing single ever: the Ala d'Oro (Golden Wing). Although the pushrod Aermacchi never won a World Championship race, it did achieve a number of 2nd places, Alan Barnett's in the 1970 Junior TT on a Lawton Aermacchi being one of the most memorable. Despite a lack of ultimate success in Grands Prix, the Aermacchi single was outstandingly successful at national level and today, having benefited from another four decades of development, remains a competitive force in historic motorcycle racing. Offered for restoration and sold strictly as viewed, this incomplete Ala d'Oro comes with a folder labelled 'Aermacchi 408 7 speed 1969-70', but it has not been possible to verify the engine capacity or specification. Its history is likewise unknown. The aforementioned folder contains various photographs, manufacturers' brochures, transfers, an owner's manual and a service manual. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell 1973 BMW 750cc R75/5Registration no. RLL 98L (see text)Frame no. 2997724Engine no. 2997724Offered for restoration and sold strictly was viewed, this BMW R75/5 was supplied new by Slocombe's of Neasden to a Mr Frederick Peyman. Warrick Blackwell purchased the machine at the Stafford auction in April 1988 (Lot 101). The most recent of the eight MoTs on file was issued in March 1988 at 41,245 miles, while the current odometer reading is 41,715 miles, so it seems probable that the BMW has not been on the road for over 30 years. The 1973 purchase receipt and 1988 auction catalogue are on file and the machine also comes with various instruction manuals. However, there is no V5C or other registration document present (the registration 'RLL 98L' is recorded in the HPI database). Accordingly the successful purchaser will need to make the relevant application to the DVLA to obtain a replacement V5C.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1925 Triumph 550cc Model SD & Gloria SidecarRegistration no. PR 5358Frame no. 312873Engine no. 104127 10R•An older restoration•Part of a private museum collection since 2011•Kept on static display•Requires re-commissioningThe first Triumph motorcycle of 1902 used a Belgian Minerva engine but within a few years the Coventry firm - originally a bicycle manufacturer founded by German immigrants Siegfried Bettman and Maurice Schulte - was building its own power units. The first of these - a 298cc single-cylinder sidevalve - arrived in 1904. This first engine was not without its weaknesses: pistons and bores wore out quickly and the curious 'tandem downtube' frame in which it was installed broke, but these shortcomings were soon sorted and within a couple of years 'Triumph' was a byword for reliability. The company was soon involved in racing, and the publicity generated by competition success - Jack Marshall won the 1908 Isle of Man TT's single-cylinder class for Triumph having finished second the previous year - greatly stimulated sales. By the outbreak of The Great War the marque's reputation for quality and reliability was well-established, leading to substantial orders for 'Trusty Triumphs' for British and Allied forces. Triumph's famous 3½hp model first appeared in 1907. Originally of 453cc, its sidevalve engine was enlarged to 476cc in 1908, and finally to 499cc in 1910 before being superseded by the 4hp (550cc) model in 1914. Equipped with three-speed Sturmey-Archer gearbox, it was Triumph's revised 4hp - the Model H - that did such sterling service in WWI, some 30,000 'Trusty Triumphs' seeing action with Allied forces. Up-dated with chain final drive for 1920, it became known as the 'SD' (Spring Drive) because of its clutch-mounted coil-spring shock absorber, and formed the basis of the later four-valve Ricardo model.Restored at some point, this beautifully presented Triumph motorcycle combination (featuring Triumph's own Gloria sidecar) has formed part of a private museum collection since 2011. Kept indoors on static display, the machine will require re-commissioning before returning to the road. An ideal mount for next year's Banbury Run. Key not requiredFor further information on this lot please visit Bonhams.com

A large quantity of believed Pre-War BSA engine componentscomprising bearings; conrods and big ends; believed M24 valves and guides; oil pumps and sump plates; timing gears and cams; cam followers and other sundry spares; condition and completeness unknown, close inspection advised. (Qty)Footnotes:This lot is offered from the estate of the late 'Rocket' George Wander.This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

A selection of believed Pre-War BSA engine componentscomprising an OHV cylinder head, cylinder barrel with fin damage, cylinder liner and a unidentified crankcase halve with some extensive repairs/damage, condition, completeness and suitability unknown, close inspection advised. (Qty)Footnotes:This lot is offered from the estate of the late 'Rocket' George Wander.This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com

A partially complete and dismantled BSA Industrial Stationary Enginenumbered G HS 28339/PL/CF, believed 420cc; together with a second set of engine cases numbered G7046/PL/AN; and a BSA Power Unit, condition and completeness unknown, close inspection advised. (Qty)Footnotes:This lot is offered from the estate of the late 'Rocket' George Wander.This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com

Unboxed Matchbox vehicles and a plastic Matchbox garage including tram, fire engine, cars and vans, F-G

Matchbox Moko 1 road roller, No 3 cement mixer, No 9 fire engine, boxes G, models G-E, and a No 13 box only and three playworn unboxed models

Corgi G14 Tower Wagon, 1127 Simon Snorkel Fire Engine and 1137 Express Delivery Service Wagon, boxes poor, vehicles F-G

Vintage Glory Fowler Showmans Engine, boxed, E, and a Lledo Showmans cardboard carousel, boxed E

Unboxed playworn Corgi vehicles including Le-France fire engine, circus transport trucks, Ferguson tractor and T.V. camera van, F

Corgi 1127 Simon Snorkle Fire Engine, box F-P, vehicle P

Dinky Fire Engines comprising 955 Fire Engine, 956 Turntable Fire Escape and Streamline Fire Engine, two items boxed F (3)

Two Dinky mechanical horse trailers and a Fire Engine trailers, F with some signs of fatigue

Unboxed Dinky commercial vehicles including Coles crane truck, Luna bug and fire engine, some items have parts missing, some paint loss, F-P

Dinky Super Toys 901 Foden Diesel eight wheel wagon red/brown, 955 Fire Engine and 237 Mercedes Benz Racing Car in white, boxes F, models G-E

Trackside buildings and accessories including station, goods shed, engine shed and figures, F-G

A large quantity of Trix Twin Manyways station buildings including platforms, canopies, signal box and engine shed, some items boxed, F-P

A Stuart single cylinder mill engine and boiler, non-reversing engine, boiler with pressure gauge, water gauge and regulator, some rusting to boiler support, G

A small hot air engine flywheel and cylinder on cast base, most castings have rust, F, weighs 2.73kg, 10" long, 6 1/2" high and 4" across

A single cylinder gas engine rotary valve, twin fly wheels, ignition plug absent, 30cm x 20cm x 15cm, F-G

A small oscillating Marine boat engine spirit fired on wood base, F-G

A single cylinder gas engine, much rusting to metal part, requires some restoration, 30cm x 20cm x 30cm, P

A single cylinder gas engine, rotary drive with single valve and spark ignition, some storage wear, 35cm x 30cm x 15cm, F-G

A twin cylinder petrol engine with four spark plugs, two carburetters and eight inlet exhaust valves, a complex engine, no castings, all parts fabricated from steel and aluminium, on platform base with fuel tank, 20cm x 15cm x 22cm

A radio controlled steam launch fitted with non-reversing twin cylinder steam engine and gas boiler, G.R.P. hull and wooden decking, finished in black and varnished wood, excellent level of construction, 130cm x 30cm x 22cm

A part built steam launch with wooden hull and super structure, approximately 80% finished, good level of work on built parts, and also included is a twin cylinder Stuart steam engine and gas boiler (as new), 160cm x 25cm x 30cm

Stuart S10 Mill Engine with Sprit Fired Boiler, water and pressure gauges. Displacement lubricator and hand operated water feed pump, G

A battery operated remote controlled sports car, friction powered fire department car by Schudo Japan, friction powered fire engine Japan, and clockwork track toy from Russia, all items boxed, G-E (4)

A made-up Pocher model kit of Alfa Romeo 8c 2300, some items detached, part of engine missing, cover missing, other parts unchecked for completeness

Airfix Jet Engine kit and BAE Hawk Kit, unchecked for completeness, and a quantity of jigsaw puzzles and Navy Strategy game

Mamod steam traction engine, some rusting and paint loss, P

A Mamod spirit fired steam traction engine TE1a, box AF, F

A Mamod steam engine Minor 2, box AF, model F

A Wilesco steam engine with two workshop tools and pulleys, steam engine chimney missing, F

Computer car game by Mettoy with battery sports car, Marx BBC Daleks, bagatelle and a plastic motorbike engine for fitting to child's bike, some items boxed, G-F

Bowman M158 steam engine, single cylinder non-reversing engine with box, and parts from Bowman Dynamo, F

Mamod TE1a traction engine box with accessories, very little use, G-E

Late issue clockwork tinplate vehicles comprising fire engine, tram car, taxi and Bugatti type 35, G