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

c.1969 Suzuki 247cc T20 Super Six Racing MotorcycleFrame no. T20-579 (see text)Engine no. T20-23106This machine is one of several projects purchased by the vendor in 2020 from Roy and Peter Richardson, both successful Isle of Man racers. Restored over the last two years, the vendor still had a few minor jobs to finish at the time of consignment, which will be completed by the time of sale. The engine/gearbox unit was entrusted to another distinguished racer, Bob Jackson, to rebuild; this was completed with Carillo rods, straight-cut gears, new pistons/rebore, electronic ignition, new bearings etc., at a cost of £2684 (handwritten list and bill on file). The T20 has not been run since completion, so will require commissioning and safety checks prior to use on the track, where it will provide the new owner with a period mount for parades and track days. The last two digits of the frame number are obscured by welding, on reinforced rear engine mountings. Documentation comprises the engine work receipt and some invoices.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 biddingFor further information on this lot please visit Bonhams.com

Numerically the last Rocket Gold Star built, Property of the late Alan Windsor 1963 BSA 646cc Rocket Gold StarRegistration no. 544 HORFrame no. GA10 1898Engine no. DA10R 10382The Rocket Gold Star offered here - frame number 'GA10 1898', engine number 'DA10R 10382' - is numerically the last Rocket Gold Star built and was despatched to Phillips Bros (Aldershot) Ltd on 10th September 1963. The earliest registration record available is an old-style continuation logbook issued in June 1972 to Mr David Shepherd of Mitcham, Surrey. Three further owners are listed and the machine appears to have spent the rest of its life in the South London/North Surrey area. In September 1977, Hartgate Ltd of Mitcham, Surrey sold the RGS to the immediately preceding owner, who has confirmed that he sold the machine to Alan Windsor in 1984.An older restoration, '544 HOR' displays a total of 83 miles on the odometer and carries a tax disc that expired on 31st July 2006. A Bob Newby belt primary drive kit is fitted and it should be noted that one of the centre stand lugs has broken and the centre stand is detached. It possibly has an electronic ignition fitted as well. The machine would respond to detailing and will require re-commissioning to a greater or lesser extent before further use (the engine turns over). Additional documentation includes sundry bills; assorted correspondence; a quantity of expired MoTs; and old/current V5C Registration Certificates. The machine also comes with an original BSA spares catalogue. 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 biddingFor further information on this lot please visit Bonhams.com

Property of the late Alan Windsor 1967 Norton Dominator 650SSRegistration no. NOP 328FFrame no. 18 123069Engine no. 18SS/123069/PNorton launched its first 650cc twin, the US-market Manxman, in 1960. Available in Europe the following year, the Dominator 650 was built in standard, De Luxe and SS variants, all of which featured a new cylinder head with downdraft inlet ports. With 49bhp on tap, plentiful low-down torque and exemplary handling courtesy of its race-proven Featherbed frame, the 650SS was one of the outstanding sports motorcycles of the 1960s, being more than a match for Triumph's Bonneville in terms of all-round performance. Indeed, in February 1962 Motor Cycling achieved a best one-way speed of 119.5mph at MIRA with a 650SS, more than 10mph up on that of the Bonneville tested the previous summer. This Norton 650SS was advertised in Classic Bike magazine's August 2001 edition but not registered to Alan Windsor until 25th August 2004. Believed to be an older restoration, the machine was last taxed in 2013 and last MoT'd in 2015-2016. A total of 4,544 miles is currently displayed on the odometer. Not used for a few years, the machine will require re-commissioning to a greater or lesser extent before further use. Accompanying documentation includes bills, SORN paperwork, expired MoTs and old/current V5C Registration Certificates. 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 biddingFor further information on this lot please visit Bonhams.com

Property of the late Alan Windsor 1961 Triumph 649cc T120R BonnevilleRegistration no. 905 RTNFrame no. D14674Engine no. T120R D14674•Purchased in 1987•Believed an older restoration•Last MoT'd 1993-1994Hurriedly prepared for its debut at the 1958 Earls Court Show (it was too late for inclusion in the 1959 catalogue) the 'Bonnie' arrived at a time when young motorcycle enthusiasts wanted style as well as substance and had the money to pay for it. Finished in striking two-tone Tangerine/Pearl Grey with matching mudguards and black cycle parts, the bike was a real looker and the name 'Bonneville', chosen in honour of Johnny Allen's record-breaking achievements with his Triumph-powered streamliner at the eponymous Utah salt flats, was an inspired piece of marketing.Although, ostensibly, the Bonneville was little more than a T110 fitted with the splayed-port cylinder head and twin carburettors, there was, of course, more to it than that. As well as the performance-enhancing top end, the Bonneville, together with the rest of Triumph's twins, incorporated a new, stronger crankshaft assembly that development had shown was necessary to cope with the increased power. The latter now stood at 46bhp, an improvement of some 15% over that of the contemporary single-carb T110. Works tester Percy Tait had achieved 128mph at MIRA on a development bike, and even though this figure proved beyond the reach of the production version, the Bonnie was at least as fast as the opposition and much better looking, which was all that mattered. Apparently an older restoration, this well presented 1961 Bonneville was acquired by Alan Windsor in July 1987. Accompanying paperwork includes a five-page, hand-written report on its condition when purchased and the various non-standard components fitted: most notably the later TLS front brake and nine-stud engine top end. There is also a list of restoration works carried out but no related bills. A total of 2,525 miles is displayed on the odometer, which is believed to be the distance covered since the rebuild. The machine appears to be in good cosmetic condition but will require re-commissioning to a greater or lesser extent before further use. Its mechanical condition is not known. Additional documentation consists of the original old-style logbook; an expired MoT (1994); an old-style V5C; and a quantity of DVLA correspondence. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com

Property of the late Alan Windsor 1952 Vincent 998cc Series-C RapideRegistration no. 373 YUAFrame no. RC10197/C Rear frame no. RC10197/CEngine no. F10AB/1/8932 (see text) Crankcase mating no. II46 (see text)Ever since the Series-A Rapide's arrival in 1937, the Vincent v-twin has been synonymous with design innovation and engineering excellence. But above all else it was the v-twin's stupendous performance that captivated motorcyclists. 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.Factory records held by the Vincent Owners' Club show that this machine's upper/lower frame numbers correspond to those of a Rapide manufactured in January 1952. However, it should be noted that the engine number appears to have been re-stamped and that the crankcases with the mating number 'II46' are wrong for engine number '8932', which in any case left the factory with frame 'RC/10832/C'. The machine was last taxed in 2011 but we are advised that it was re-commissioned and ridden a couple of years ago, performing well at that time, and should require relatively little further re-commissioning before returning to the road. Notable features include a Smiths 150mph speedometer and a Tread Down centre stand. The machine is offered with a file of history to include an old-style logbook; sundry bills; assorted correspondence; a quantity of MoTs; old/current V5/V5C documents; a workshop manual; and an original Vincent Rider's Handbook. 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 biddingFor further information on this lot please visit Bonhams.com

Property of the late Alan Windsor 1955 BSA 500cc 'Gold Star' ReplicaRegistration no. YPG 447Frame no. CB32 4055 (see text)Engine no. DB34 GS 517 (see text)On Wednesday 30th June 1937, a specially prepared Empire Star 500 ridden by the great Wal Handley achieved a 100mph lap of the Brooklands circuit on its way to a debut race victory and award of the 'Gold Star' that would give BSA's new super sports model its evocative name. Today, the Gold Star remains one of the most highly sought after of post-war British motorcycles and is supported by a most enthusiastic owners' club.The restored example offered here has matching frame and engine numbers but neither of them is a correct BSA factory stamping. We are advised that the engine incorporates a Jawa crankshaft and a Bob Newby belt drive and clutch, and that it has been converted to 12-volt electrics and electronic ignition. Alan Windsor purchased the BSA from previous owner John Reyland in May 1983. The purchase receipt is on file and the machine also comes with an old-style logbook (issued 1961); sundry bills; some MoTs (most recent expired 2009); a V5C Registration Certificate; and several pages of notes describing work done and modifications made over the years (perusal recommended). Two editions of BSA Service Sheets are included in the sale. Not used for some time, the machine will require re-commissioning to a greater or lesser extent before further use. 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 biddingFor further information on this lot please visit Bonhams.com

Property of the late Alan Windsor c.1962 Matchless 498cc G50 Racing MotorcycleFrame no. 4317Engine no. none•One of only some 180 built•Purchased from the estate of the late Geoff Sawyer•Owned since 2015•Paraded by Ron ChandlerThe disappointing performance of the Matchless G45 twin-cylinder racer prompted Associated Motor Cycles to develop an over-bored version of the firm's successful AJS 7R 350 single as a contender for the '500' class. Using cycle parts virtually identical to the 7R, the prototype Matchless G50 first ran in 1958, with production versions becoming available the following year. Development was overseen by AMC's legendary engineer, Jack Williams, whose son Peter would later play a leading role in the G50 story. With a claimed power output of over 50bhp and weighing some 30lbs less than a Manx Norton, the G50 should have been a winner, but it was not until after manufacture ceased in 1962, by which time around 180 machines had been completed, that tuner/entrants in Britain and the USA began to exploit the model's full potential. Subsequent frame and suspension developments - most notably by Tom Arter and Colin Seeley - kept the G50 competitive into the 'Japanese era'.Ridden by Peter Williams, the Arter-Matchless proved that a single-cylinder machine could still be competitive on short circuits and at the Isle of Man TT, and in 1973 Williams finished 2nd in the Senior race, beaten only by Giacomo Agostini's works MV. Many-times British sidecar champion Colin Seeley was another convinced that the design still had untapped potential. Seeley had 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 four-stroke singles enjoyed renewed competitiveness, Dave Croxford winning the British 500 Championship on a Seeley G50 in 1968 and '69. Nevertheless, a G50 would not win an Isle of Man TT until 1984, when American Dave Roper rode Team Obsolete's example to victory in the inaugural Historic TT. Today, the Matchless G50 and its derivatives continue to be mainstays of classic racing's 500 class, thanks in no small part to the availability of faithful replicas of the original. The fact that so few were built makes a genuine original G50 a prized acquisition today. Alan Windsor purchased this example in September 2014 from the estate of the late Geoff Sawyer, the well known former racer and many-time Isle of Man TT and Manx GP competitor. Since then the Matchless has been paraded by former racer Ron Chandler and entered in some continental events, scrutineering stickers from the latter being still in place. The machine comes with a file of bills, but it should be noted that Alan has owned more than one G50-engined motorcycle over the years and it cannot be determined whether or not they all refer to this particular example. 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 biddingFor further information on this lot please visit Bonhams.com

A Triumph Projectcomprising frame (numbered TL32446), engine (numbered 3HW 56203), gearbox, petrol tank and front forks, close inspection advised. Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

Property of the late Alan Windsor Seeley 496cc G50 MkII Replica Racing MotorcycleFrame no. R.M.T. MK.2-102REngine no. A.W. G50 102•Roger Titchmarsh frame•Mick Taberer engine•Campaigned in IHRO events•Paraded by Colin Seeley, Leon Haslam and Dave CroxfordMany-times British sidecar champion Colin Seeley bought Associated Motor Cycles' racing department when the company went into receivership in 1966. Seeley's motorcycle dealership possessed an AMC agency and he was already well familiar with the Plumstead firm's race engines, having commenced his sidecar racing career with a G50-powered outfit. Believing that the engines possessed further potential if equipped with state-of-the-art cycle parts, 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 four-stroke singles enjoyed renewed competitiveness, Derek Minter winning first time out at the start of the 1966 season on both the 350cc 7R and 500cc G50-engined Seeleys. The Seeley frame progressed from the duplex cradle MkI to the similar but lighter MkII on which works rider Dave Croxford won the British 500 Championship in 1968. The down-tubes were abandoned with the MkIII, the headstock and swinging arm pivot of which were linked solely by tubes running diagonally above the engine. Supported by sponsor Gus Kuhn, Seeley-mounted Croxford triumphed again in the British 500 Championship in 1969. The Seeley MkIV introduced towards the end of 1970 featured a revised tubing layout and continued in production until 1973, achieving further successes. Production of Seeley frames was later licensed to Roger Titchmarsh and there have been countless unauthorised copies made over the years. This Seeley G50 replica was built for Alan by Roger Titchmarsh in 1998 (bill on file). The Mick Taberer engine incorporates a Newby crankshaft, titanium con-rod, Omega forged piston, coil valve springs, and a Nikasil-plated aluminium cylinder liner. Other notable features of this well developed machine include a Gardner carburettor, Maxton front fork, Maxton rear dampers, a Hemmings five-speed gearbox, and total-loss ignition. Alan raced the Seeley in IHRO events and it has been paraded by his friend, the late Colin Seeley, Leon Haslam and Dave Croxford. Showing that he had lost none of his speed, Croxford returned the Seeley to the paddock with its fairing scuffed on both sides! Re-commissioning to a greater or lesser extent will be required before the Seeley returns to the racetrack. The machine is offered with a selection of colour action photographs and some bills. It should be noted that Alan has owned more than one G50-engined motorcycle over the years and it cannot be determined whether or not all these bills belong with this particular example (some appear to relate to another Seeley G50 built for Geoff Sawyer). 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 biddingFor further information on this lot please visit Bonhams.com

Property of the late Alan Windsor 1914 Triumph 3½hpRegistration no. WY 4445Frame no. 255941Engine no. 36800 DTUThe 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 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 model in 1914. Alan Windsor purchased this restored 3½hp Triumph in March 1986 and has ridden it on the Pioneer Run more than once. Notable features include a Miller headlamp; P&H bulb horn; P&H tail lamp; and Bosch magneto. The engine's matching cylinder barrel is stamped '36800' and both crankcase halves are numbered '47'. The Triumph's entry card from the 76th Pioneer Run of 2015 is still in place, and the machine also comes with a Pioneer Certificate and two participant's certificates (1997 and 2014). Additional documentation includes an old-style logbook (issued 1953); a quantity of expired MoTs; an old V5; and old/current V5C Registration Certificates. There is also some photocopied historical/technical literature. Almost certainly not used since 2015, the machine will require re-commissioning to a greater or lesser extent before its next outing. 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 biddingFor further information on this lot please visit Bonhams.com

Property of the late Alan Windsor 1979 Honda CBX1000ZRegistration no. HLH 556TFrame no. CB1-2001907Engine no. none visibleJust as it had in the preceding decade with the four-cylinder CB750, Honda stunned the world again in the 1970s, introducing the Gold Wing super-tourer and the outrageous six-cylinder CBX1000. Launched in 1978, the latter was not the first six of the modern era, Benelli's 750 Sei having beaten it by a couple of years, but it was by far the biggest and fastest. Weighing around 550lbs and with 105bhp on tap, the CBX was good for 130mph and scorched through the standing quarter-mile in around 12 seconds. For most owners though, it was not the CBX's performance so much as its on-road presence that mattered. Even today, few bikes can match it for charisma, visual appeal and, above all, sound. Believed imported from the USA circa 1993, this desirable, twin-shock example of an increasingly collectible classic was purchased by Alan in June 1998 (bill of sale on file). The V5C states two former keepers and that the machine was registered/used overseas. Additional paperwork includes older V5/V5C documents; a quantity of MoTs (most recent expired 2013); and an owner's manual. Last taxed in 2013, and with a total of 13,808 miles showing on the odometer, the machine appears to be in good cosmetic condition but will require re-commissioning to a greater or lesser extent before further use. Its mechanical condition is not known.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 biddingFor further information on this lot please visit Bonhams.com

Property of the late Alan Windsor 1988 Honda VFR750R Type RC30Registration no. E39 KTRFrame no. RC30-2000623Engine no. RC30E-2000690•One owner•5,894 miles from new•Last taxed in 2007One of the modern era's few immediately collectible classics, the Honda VFR750R - better known as the 'RC30' - was created for just one reason: to win the World Superbike Championship, a feat it achieved in the nascent series' first two seasons of 1988 and '89. And while American Fred Merkel was bringing Honda its first two WSB crowns, Britain's Carl Fogarty used an RC30 to win the TT F1 World Championship in 1988 and '89, and the equivalent FIM Cup in 1990. No mere short circuit scratcher, the RC30 and its derivatives proved durable enough to win a hat-full of Endurance Classics too. That this latter requirement was also part of the design brief may be determined from the fact that a quick-release front fork and single-sided swinging arm - essential for speedy wheel changes - were part of an unrivalled specification that included a twin-spar alloy beam frame, 16-valve V4 engine with gear-driven cams, close-ratio six-speed gearbox and four-pot front brake calipers. All of which did not come cheap: at the time of its launch in 1988 an RC30 cost £8,499, getting on for double the cost of other super-sports 750s. Despite the passage of time and progress of motorcycle technology, the RC30 remains a match for the latest generation of sports bikes but possesses exclusivity that none of them can approach. 'No other bike from the late-Eighties is lusted after like the RC30,' reckoned Bike, and few would disagree. Alan Windsor acquired this RC30 from Harry Gill Motors (Gosport) Ltd on 18th March 1988 and registered it in the name of his company, Lasting Impressions of London SW19 (sales invoice and related correspondence on file). Last taxed to the end of 2007 and currently displaying a total of 5,894 miles on the odometer, the machine will require re-commissioning to a greater or lesser extent before returning to the road. Its mechanical condition is not known and it should be noted that the battery is flat and that the front brakes are binding. Accompanying documentation consists of the original service booklet (unstamped), SORN paperwork, some expired MoTs, and old/current V5/V5C registration documents.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 biddingFor further information on this lot please visit Bonhams.com

Property of the late Alan Windsor 1973 Honda 72cc ST70 Dax 'Mini Bike'Registration no. OYR 112LFrame no. ST70-139238Engine no. ST70E-118684With the launch of the CZ100 in 1960, Honda created the class of machine known as 'Monkey Bikes', so called because of their diminutive stature. The power unit was the C100 step-thru's reliable four-stroke single, and an ultra-short wheelbase, small wheels and a vestigial fuel tank were all features of a machine which, in the case of the folding handlebar version, could be fitted into the boot of car. A 72cc version, the ST70 Dax, with slightly larger and more practical frame was introduced in 1969 and remained in production until the end of 1979. Immensely popular as paddock-transport the world over, Monkeys are currently much in vogue, with a flourishing owners club in the UK. This Dax was purchased by Alan Windsor in June 2000 having had only one former keeper. The machine has recorded only 866 miles and appears original apart from a replacement exhaust. Last taxed for the road in 1993, it will require re-commissioning to a greater or lesser extent before further use (the engine turns over). Accompanying documentation consists of DVLA correspondence; an old V5 document (part); two expired MoTs (most recent expired 1993); and a current V5C Registration Certificate. 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 biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Alan Windsor 1964 Honda CB160Registration no. AKO 57BFrame no. B160 1000039Engine no. B160E 9006549Launched in 1964, the CB160 followed the pattern of previous Honda parallel twins, though with 360-degree crankshaft layout rather than the larger twins' 180-degree type, and used the recently introduced tubular spine frame and telescopic forks. Small as a '125' yet packing a 16.5bhp punch, the CB160's excellent power-to-weight ratio and fine handling endowed it with performance at least equal to that of most British 250s. With an overhead-camshaft engine, electric starter, rev counter and a twin-leading-shoe front brake, the CB160's specification and degree of refinement was unmatched by any of its home-grown rivals. It is now one of the most desirable of early Japanese classics. Alan Windsor purchased this CB160 from his friend, the late Colin Seeley, in October 2015 (sales receipt on file). An older restoration, the Honda had previously belonged to Mr Kevin Fitzgerald, who took it to his home in France, and before him to one Charlie Williams (see letter on file). Colin Seeley had owned the machine since 2008 when it was re-imported from France. The current odometer reading is 29,988 miles. Re-commissioning to a greater or lesser extent will be required before this charming little Honda returns to the road. The machine is offered with DVLA correspondence, a V5C document, and a (copy) workshop manual. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com

1971 Honda CD175Registration no. PBX 138JFrame no. CD175 2018255Engine no. CD175E 2019505Introduced in 1966, the Honda CD175 was aimed squarely at the market sector that regarded motorcycles merely as cheap and convenient transport rather than thrilling lifestyle accessories. The air-cooled twin-cylinder engine was constructed along Honda's established lines, boasting a single overhead camshaft, electric starter, and integral four-speed gearbox. Not exactly an exciting performer, the CD175 would nevertheless cruise comfortably at 65mph while at the same time delivering around 70 miles to every gallon. A lengthy - by Japanese standards - production run of almost 12 years proved the soundness of the basic concept. Photographs and bills on file indicate that this Honda CD175 was restored circa 2002/2003. The machine is offered for sale from a collection of 'display motorcycles' belonging to a well-known West Country dealership. All oils have been drained, and re-commissioning will be required before the machine returns to the road. Last run in 2019, and currently displaying a total of 18,446 miles on the odometer, the Honda is offered with V5C documents; MoT (expired 2008); owner's manual; list of parts replaced; the aforementioned bills and photographs; and a set of keys.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com

1977 Honda SS50 'Sixteener Special'Registration no. OEO 815RFrame no. SS50Z-1012184Engine no. SS50ZE-1012225Introduced in 1958, Honda's classic C100 Cub 'step-thru' gave millions of people the world over their first taste of two-wheeled mobility. The first sports derivative, the C110 Sports Cub, appeared in October 1960. This was a proper small motorcycle, with spine frame and a more powerful version of the C100 motor. Larger-capacity models soon followed and in 1964 an overhead-camshaft version of the engine was introduced on the CS90 sports, with 50cc and 65cc derivatives arriving in 1965. An even more sporting tiddler – the SS50 – arrived for 1967 equipped with a more powerful version of the OHC engine producing 6.0bhp at 11,000rpm and coupled to a five-speed gearbox. A café racer in miniature, the SS50 boasted a restyled tank, 'racing' dualseat, upswept exhaust system and telescopic front fork. During the mid-1970s it was offered on the UK market in 'Sixteener Special' guise equipped with a four-speed gearbox and pedals, thereby qualifying as a moped, and continued in production to the end of 1977. Restored in 2011, this Honda SS50 was acquired by the vendor in 2017 and since then has formed part of a well-known West Country motorcycle dealership's collection of 'display motorcycles'. This machine will require re-commissioning before further use. Last run in 2014 and currently displaying a total of 16,248 miles on the odometer, this delightful little SS50 is offered with a V5C document and four keys.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com

1976 Honda PC50 MopedRegistration no. GDR 227NFrame no. 2094501Engine no. 09120Built initially with an overhead-camshaft engine but subsequently with an OHV type, Honda's PC50 arrived in 1969. A simple to use, 'twist-'n-go' model with single gear and automatic clutch, the economical PC50 was soon almost as common a sight on UK streets as the ubiquitous C100 Super Cub. This PC50 was purchased new by her husband for its first lady owner, who never road it! Kept in storage, its registration passing from mother to daughter, the machine has covered a mere 11 miles from new. In July 2016, Dream Machine Motorcycles of Modbury sold the Honda to the current vendor, a well-known West Country dealership where it has since formed part of their collection of 'display motorcycles'. All oils have been drained, and re-commissioning will be required before the machine returns to the road. Offered with the 2016 sales invoice, a V5C and keys.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 biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com

1976 Honda PF50 Novio MopedRegistration no. UNP 586RFrame no. 250863Engine no. PF50E-EE54559First introduced in 1975, the PF50 Novio moped (marketed as the Amigo in some countries) was powered by essentially the same overhead-valve engine as its PC50 predecessor but differed from the latter by virtue of its telescopic front fork and fuel tank mounted ahead of the rider. A simple to use, 'twist-'n-go' model with single gear and automatic clutch, the economical Novio was last manufactured in 1978.Currently displaying a total of only 315 miles on the odometer, this Novio is offered for sale from a collection of 'display motorcycles' belonging to a well-known West Country dealership. All oils have been drained and re-commissioning will be required before the machine returns to the road. Offered with an expired MoT (2021) and a V5C.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 biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com

1964 Yamaha 246cc YDS3Registration no. CBU 345BFrame no. Y23-4954Engine no. D9-4954Introduced in 1962, Yamaha's YDS2 represented an evolution of the YDS1 rather than an entirely new model. Not so the successor YDS3, which was a new design in almost every respect and notable as the first Yamaha twin to feature 'Autolube' automatic lubrication by means of a gearbox-driven pump.Purchased at Bonhams' Stafford Sale in October 2013 (Lot 279), this YDS3 is offered from a collection of 'display motorcycles' belonging to a well-known West Country dealership. Its mechanical condition is not known (the engine turns over) and thus the machine is sold strictly as viewed. All panels were re-sprayed in 2014. All oils have been drained, and re-commissioning will be required before the machine returns to the road. Offered with a dating letter, DVLA paperwork, MoT (2013-2014), a V5C and one key.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com

1969 Yamaha 80 YG1Registration no. YRL 596JFrame no. G3-016319Engine no. G3-016319The nominally 80cc class has long been favoured by the major Japanese manufacturers, providing a convenient route into motorcycling for younger riders as well as cheap transport for city commuters. First introduced in 1963, Yamaha's YG1 was powered by a 73cc single-cylinder disc-valve two-stroke engine with integral four-speed gearbox, which was housed in a spine-type frame.This Yamaha 80 was restored in 2003 and is offered for sale from a collection of 'display motorcycles' belonging to a well-known West Country dealership, which supplied it new in 1969. All oils have been drained, and re-commissioning will be required before the machine returns to the road. Last run in 2005, and currently showing 29,550 miles on the odometer, the Yamaha is offered with a dating letter; owner's manual; some tax discs and MoTs; old-style V5C document; and a set of keys.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com

1971 Yamaha 347cc YR5Registration no. OPO 221JFrame no. R5- 026395Engine no. R5-026395The traditional British method of building a 350 - to sleeve down a 500 - usually resulted in an overweight sluggard with little more performance than a 250. The customary Japanese approach - over-boring a 250 - achieved exactly the opposite: a machine as light as its quarter-litre sibling yet with sufficient performance to see off most 500s. Yamaha's YR5 is a case in point: an over-bored YDS7, it weighed a little over 300lbs, produced 36bhp from its piston-ported two-stroke engine, and was good for around 100mph. The cycle parts bore close resemblance to the TD2 and TR3 racers', so good handling was assured. Produced between 1971 and 1973, the YR5 was superseded by the reed-valve induction RD350. This Yamaha YR5 was first registered in the UK in 1990. Last run in 2014, the machine was acquired by the vendor in 2015 and since then has formed part of a well-known West Country motorcycle dealership's collection of 'display motorcycles'. This machine will require re-commissioning before further use. Currently displaying a total of 26,593 miles on the odometer, this reportedly un-restored Yamaha YR5 is offered with four MoTs (most recent expired March 2016) and a V5C document. 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 biddingFor further information on this lot please visit Bonhams.com

1972 Yamaha 247cc YDS7Registration no. MCV 296KFrame no. DS7-118634Engine no. DS7-118634Yamaha's first motorcycle of 1955 was a development of one of the most influential designs of the late 1930s, the DKW RT125, but its next offering, the YD1 250cc twin, was an entirely Yamaha design. The YD was later augmented by a YDS sports version, and it was with these models that Yamaha first began to make an impression in foreign markets, aided by the performance of its 'RD' twins in Grand Prix racing. The YDS7's arrival in 1970 marked an important development for Yamaha's 250 twin, being the first to feature horizontally-split crankcases. Totally redesigned, the YDS7 featured a new frame inspired by that of the RD56 GP racer and owed almost nothing to the superseded YDS6. Stylish and fast, the YDS7 was an enormous success, helping to establish Yamaha's reputation for offering more performance per £ than any of its rivals. Possibly a US import, this YDS7 was first registered in the UK in 2009. The Yamaha is offered for sale from a collection of 'display motorcycles' belonging to a well-known West Country dealership, which acquired it in 2011. All oils have been drained, and re-commissioning will be required before the machine, which last ran in 2015, returns to the road. Offered with a V5C document and one key, 'MCV 296K' shows a total of 13,926 miles on the odometer.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 biddingFor further information on this lot please visit Bonhams.com

1973 Yamaha 197cc YCS5ERegistration no. CUH 421LFrame no. CS3-213658Engine no. unable to locateAlthough in a capacity class dominated by mundane ride-to-work bikes, Yamaha's sporty YCS5E was guaranteed to appeal to the commuter determined to have some fun on the way to the office. Like all Yamaha two-stroke twins it was a willing performer, the 22bhp on tap being capable of propelling the nimble lightweight to over 85mph. Like its YCS3 predecessor, the YCS5E employed a combined electric starter/generator while featuring numerous styling and mechanical revisions, including a new frame, Ceriani-type front fork and TLS brake, that brought its looks and specification bang up to date. Precise and predictable handling, a lively motor, strong brakes and reasonable fuel economy (for a two-stroke) were just a few of the characteristics that appealed to its owners. This Yamaha YCS5E was first registered on 9th February 1973. Acquired by the vendor in 2013 and last run in 2014, the machine has formed part of a well-known West Country motorcycle dealership's collection of 'display motorcycles' for the last nine years. This machine will require re-commissioning before further use. Currently displaying a total of 4,614 miles on the odometer, this beautiful Yamaha YCS5E is offered with an MoT certificate (expired June 2013) and a V5C document. There are two keys 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 biddingFor further information on this lot please visit Bonhams.com

1973 Yamaha 125cc YAS3Registration no. UFX 356LFrame no. AS3-017912 Engine no. AS3-017912Diversifying from its traditional role as a manufacturer of high quality musical instruments, Yamaha introduced its first motorcycle in 1955. This was the YA1, a 123cc single-cylinder two-stroke strongly influenced (like BSA's Bantam) by the pre-war DKW RT125. The foundations of Yamaha's sporting tradition were soon established when YA1s won the prestigious races at Mt Fuji and Asama that same year. Yamaha's first twin-cylinder model in the 125cc category arrived in 1969 in the form of the YAS1 sports roadster, a development of the 100cc YL1. With 15bhp on tap, the five-speed YAS1 was as fast as many British 250s, and owners were soon exploiting its potential for racing. This Yamaha YAS3 was first registered on 2nd January 1973. Restored in 2014, which is when it last ran, the machine was acquired by the vendor in October of that year and since then has formed part of a well-known West Country motorcycle dealership's collection of 'display motorcycles'. Oils have been drained and the machine will require re-commissioning before further use. Currently displaying a total of 3,580 miles on the odometer, the machine is offered with an MoT certificate (expired September 2015) and a V5C document. There is one key 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 biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com

1969 Yamaha 100 LT5 TrailmasterRegistration no. HUM 347GFrame no. LT5-005527Engine no. LT5-005527The increasing popularity of off-road riding in North America throughout the 1960s meant that the major manufacturers had to have a trail-styled model in every capacity class, even down to 50cc 'tiddlers'. Yamaha first introduced the Trailmaster series in 1967 and a couple of years later added the LT5 to the range. Undeniably handsome, the LT5 was unusual in having a three-speed dual-range transmission: 'low' for off-road work and 'high' for use on the road, with maximum speeds of around 35mph and 65mph respectively. The 97cc air-cooled single-cylinder two-stroke engine developed 8bhp and was lubricated by Yamaha's Autolube pumped system. With a minimum ground clearance exceeding 8' and weighing only 198lb, the little LT5 was easy to handle and, courtesy of its dual range transmission, one of the more versatile machines in its class. A model rarely seen in Europe, this LT5 was first registered in the UK in 2006. Restored in 2013, it was acquired by the vendor in 2014 (which is when it last ran) and since then has formed part of a well-known West Country motorcycle dealership's collection of 'display motorcycles'. This machine will require re-commissioning before further use. Currently showing 959 miles on the odometer (believed the distance travelled since restoration), this charming Yamaha trail bike is offered with a rider's manual, a service manual, a V5C document, and three keys.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com

c.1963 Aermacchi Harley-Davidson Ala d'Oro Racing MotorcycleFrame no. noneEngine no. 171185Aermacchi is a household name among motorcyclists thanks to its heroic achievement of producing the most highly developed and successful overhead-valve racing single ever made, which were christened 'Ala d'Oro' (Golden Wing). Alberto Pagani's 9th place on the 250's Dutch TT debut in 1960 demonstrated the bike's potential, which was confirmed the following week when Pagani finished 5th at the Belgian Grand Prix. The need for more power led to short-stroke engine dimensions (of 72x61mm) being adopted on the 250 for 1964, by which time a 350cc version had appeared. With increased power came increasing unreliability, necessitating a re-design for 1966. 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 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 three decades of development, remains a competitive force in historic motorcycle racing. Its engine capacity and history unknown, this Aermacchi racer was purchased five years ago from the IoM and has not been used since. The machine's mechanical condition is likewise unknown and thus it is sold strictly as viewed. Some spares (fuel tank, crankcase and other parts) are included in the sale.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 biddingFor further information on this lot please visit Bonhams.com

1968 Lawton Aermacchi 344cc Ala d'Oro Racing MotorcycleFrame no. noneEngine no. none•Believed purchased circa 1980•Believed a six-speeder•Comprehensive fileAermacchi is a household name among motorcyclists thanks to its heroic achievement of producing the most highly developed and successful overhead-valve racing single ever made: the 'Ala d'Oro' (Golden Wing). Alberto Pagani's 9th place on the 250's Dutch TT debut in 1960 demonstrated the bike's potential, which was confirmed the following week when Pagani finished 5th at the Belgian Grand Prix. The need for more power led to short-stroke engine dimensions (of 72x61mm) being adopted for 1964, by which time a '350' version had appeared. 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. In the UK the Aermacchi name is synonymous with that of Syd Lawton of Lawton & Wilson, the Southampton-based importers, who took on the concession in May 1963. Crucially, Lawton had been a keen racer until a serious accident at the Isle of Man TT in 1953 put an end to his career, and he saw racing as a way to boost sales. As the official importers, Lawton & Wilson enjoyed a measure of factory support for their racing activities and carried out their own independent development programme. They received one of the first '350' dry clutch models for 1966, which was ridden by Dave Degens to good effect. Syd Lawton played an active part in the classic racing movement from the late 1970s onwards, supporting numerous riders including Richard Swallow. He died in 1997.It is not known for certain when the vendor purchased this '350' Aermacchi (believed to be a six-speeder) from Antrim Motorcycle Services, though there are bills on file dating back to 1980, some from Syd Lawton and Dick Linton, and others from the renowned Norton and Aermacchi tuner, Francis Beart. The Aermacchi was advertised as 'un-raced since 1970, first class condition'. Ridden by the owner, this Aermacchi was a class winner in the CRMC's Classic Bike Magazine Kenning Championship in 1983. Little use in recent times, the machine will require re-commissioning to a greater or lesser extent before returning to the racetrack.The machine comes with a comprehensive file of bills, technical data, illustrated parts lists, correspondence, a CRMC Machine Registration Certificate, and a dynamometer printout showing maximum power as 46.45bhp.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 biddingFor further information on this lot please visit Bonhams.com

c.1982 Kawasaki KR250 Grand Prix Racing MotorcycleFrame no. 601F7818Engine no. TE 601 101•Engine professionally refurbished•Last used at the Goodwood Festival of Speed in 2014Few machines in Grand Prix racing's modern era have enjoyed such a lengthy period of dominance as the Kawasaki 'tandem twins' that ruled the 250 and 350 classes from 1978 to 1982, winning 72 GPs and securing eight World Championships for the Japanese manufacturer. A radical design, the KR250/350 employed the rotary inlet valves that had been a feature of previous Kawasaki two-strokes, but avoided the associated disadvantage of excess width (when applied to a conventional parallel twin) by using two inline cylinders with separate geared-together crankshafts. As well as the advantage of asymmetrical inlet timing, the use of direct crankcase induction via rotary disc valves enabled an extra transfer port to be accommodated in the cylinder where the inlet port would have been, while the tandem arrangement also left more room for the side transfer ports. After an inauspicious debut season in 1975, the KR250 took a Grand Prix sabbatical in 1976, returning to the fray in '77 in heavily revised form with altered crankshaft phasing and mono-shock rear suspension. Mick Grant scored the KR's debut GP victory at Assen that year and followed up with a win in Sweden, but it was not until Kork Ballington's arrival the following year that the KR posed a serious championship threat. The South African went on to secure both the 250 and 350 World Championships in 1978 and '79, while German Anton Mang took the 250 World Championship in 1980 and '81 and the 350 title in 1981 and '82. This particular KR250 is believed to have been campaigned by the French rider Jean-François Baldé, although, unfortunately, there is no firm documentary evidence to support this. Further research may yet prove fruitful but bidders should satisfy themselves as to the authenticity. Baldé had begun his Grand Prix career in 1973 in the 500cc class. He scored his first victory (riding a KR250 Kawasaki) in 1981 at the Argentine Grand Prix and went on to finish 2nd in the 250cc World Championship that year, his best-ever result. Consistency was the key to Baldé's success in 1981, the Frenchman scoring points in 10 out of the 12 rounds and finishing on the podium six times. His KR250 was outpaced in 1982 but on the KR350 he secured three World Championship victories, finishing 3rd overall at the season's end. He switched to Yamahas in 1983 and retired at the end of the 1989 GP season. In a 16-year career in Grands Prix, Baldé started over 200 races and finished on the podium's top step five times. Sadly, there were to be no points-scoring finishes in 1989.An excellent example, the Kawasaki was last used at the Goodwood Festival of Speed in June 2014, although, sadly, the vendor can no longer remember who rode it. Re-commissioning will be required before further use. Copy KR250/350 service manuals are included in the sale.With the 250cc class now defunct at World Championship level, these purpose-built Grand Prix racers are becoming increasingly collectible and this KR250 represents a wonderful opportunity to acquire an example believed raced by one of France's foremost Grand Prix stars of the 1970s and 1980s.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 biddingFor further information on this lot please visit Bonhams.com

c.1980 Suzuki RG500 Racing MotorcycleFrame no. RG500-11354Engine no. RG500-11354•Matching numbers•Original specification•Requires re-commissioningSix years out of Grand Prix racing, Suzuki returned in 1973 with a roadster-based TR500 twin for works rider Jack Findlay and, after what was essentially an interim season, was ready to take on the MV Agusta and Yamaha's TZ500 in the 500cc class. The Hamamatsu firm already had plenty of experience of 'square four' engines in the form of the defunct RZ63 250, and this compact layout was revived for its new premier-class racer: the RG500. Based on the square-four cylinder layout of Suzuki's earlier 250, the RG500 was first used by the works in 1974. In its first incarnation the water-cooled two-stroke employed bore/stroke dimensions of 56x50.5mm and featured twin geared-together crankshafts and a six-speed gearbox. Dimensions of 54x54mm were adopted later by the works bikes but the customer version, available from 1976, stuck with the original combination until the MkIV's arrival in 1979. The RG's initial maximum power output of 90bhp was eventually upped to nearer 150bhp before the factory switched to a V4 for 1987. By then the RG500 had won seven manufacturers' titles for Suzuki and provided Britain's Barry Sheene with his two World Championships. From 1983 onwards the pace of development slackened and the RG500 was less competitive with rivals Honda and Yamaha. The class of the field in its day, the RG500 provided talented privateers with a competitive mount at the highest level, and Jack Middleburgh's 1981 British Grand Prix-winning example remains the last entirely private entry to win a premier-class World Championship round. Although technically complex, the customer version was deservedly popular and many are still in action today in Post-Classic racing. The RG500 offered here will require full re-commissioning as its history is not known and neither is the date when it was last used. Notable features of this rare, matching-numbers example include the standard production frame; standard brake discs and callipers; believed original paintwork; thumb-operated choke lever; and magnesium engine cases, Mikuni carburettors, and throttle twist-grip. A nice example. 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 biddingFor further information on this lot please visit Bonhams.com

c.1978 Maxton-Yamaha TZ750 Racing MotorcycleFrame no. noneEngine no. none•One of only 16 Yamaha TZ750s made by Maxton Engineering•History unknown•Last used eight years ago•Requires re-commissioningAlthough Formula 750 had been intended as a class for modified production road bikes, Yamaha managed to get its purpose-built TZ750 racer homologated provided that at least 200 were built. Yamaha's new F750 contender drew on the Iwata firm's tried-and-tested two-stroke technology, its engine looking like two TZ350 twins on a common crankcase, although in actual fact few components were shared. The TZ350's 64x54mm bore/stroke dimensions were retained, giving the first TZ750 model (retrospectively re-designated TZ750A) a capacity of 694cc. Together with the contemporary YZR500 Grand Prix machine, the TZ750 was the first Yamaha road-racing motorcycle to feature reed valve induction, a measure considered necessary to broaden what would otherwise have been an unacceptably peaky power delivery. The TZ750 engine was built in unit with a six-speed gearbox and went into an entirely new, twin-shock frame that looked reminiscent of the Rob North-designed chassis used by the racing BSA-Triumph 750 triples. Despite the 'TZ750' moniker, displacement remained at 694cc until October 1974 when the second batch of TZ750Bs was released featuring a full-size (747cc) engine.Like the smaller TZ twins, the TZ750 was an enormous success, providing privateers the world over with the means to compete against the factory teams in Formula 750. Packed grids of near-identical bikes made for close racing, and no-one who witnessed these demanding machines being wrestled around UK short circuits, the Isle of Man TT course, or Daytona's bumpy banking will ever forget the sight. Recent research suggests that Yamaha eventually made slightly fewer than 800 of these spectacular motorcycles, which today are highly sought after by collectors and classic racers alike. Conceived at a time when rising power outputs were often more than factory frames and suspension could cope with, the TZ750 inevitably attracted the attentions of proprietary frame-makers, one of the foremost in the field being Cheshire-based Maxton Engineering. Designed and built by Ron Williams, Maxton frames and (later) suspension units were, and still are, regarded as among the best there is. This machine is one of only 16 Yamaha TZ750s made by Ron Williams. Unfortunately, nothing is known about when or by whom it was first raced. Last run eight years ago, the machine was crashed by the vendor at Spa Francorchamps, denting the left-side expansion chamber but otherwise causing only cosmetic damage, and has seen little use since. Full re-commissioning will be required before the machine returns 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 biddingFor further information on this lot please visit Bonhams.com

1981 Yamaha TZ250 Racing MotorcycleFrame no. 5F7-010293Engine no. 5F7-010293The 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. From the mid-1980s onwards, a succession of more radical changes would see the TZ fundamentally altered.This very smartly presented TZ250 raced in two events at the Goodwood Members' Meeting in March 2017, where its originality was much admired by TZ devotees. The machine has not been ridden since then. Prior to the GMM, the engine had been completely rebuilt by renowned TZ specialist Nigel Palmer. Offered with a selection of photographs and hand written notes/list detailing the parts/costs for the engine rebuild.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 biddingFor further information on this lot please visit Bonhams.com

Property of a deceased's estate 1990 Honda RS250R Racing MotorcycleFrame no. RS250RF 9010026 Engine no. RS250RE-9010027•HRC race-kitted RS250R originally intended for the HB team in Germany•Diverted and delivered new to the UK•Very little use in period•Unused since its acquisition in 1995Honda were latecomers in offering a 250cc production racer - the first RS250R not appearing until 1984 - and immediately found themselves at a disadvantage to Yamaha's long established TZ. Honda's problems stemmed from the fact that their new v-twin was based on the NS250 roadster, and thus even in race trim was both under powered and over weight. Its 1985 successor addressed these failings, boasting a new aluminium twin-spar frame and heavily revised engine. Reconfigured, the RS250R provided Joey Dunlop with his first Isle of Man Junior TT victory that year, while Massimo Matteoni won the European Championship's 250cc title. Freddie Spencer rode the works version to the 250cc World Championship in '85 and added the 500cc title for good measure, the first time this double had been done in the same year. The RS250R was mildly revised for 1986 before undergoing a wholesale redesign for '87, re-emerging as a replica of Spencer's works bike complete with 54x54.5mm crankcase-reed engine and cassette-type gearbox. For the '88 model, Honda ditched the ATAC exhausts, adopting conventional variable-height power valves and cylinders with appropriately revised porting. Front fork diameter increased and the TRAC anti-dive was dropped, while the existing combination of 17' front/18' rear wheels continued. A maximum power output of 71bhp and dry weight of 226lbs was claimed, and the RS continued unchanged for 1989. This 1990 RS250R was originally intended for the HB-sponsored race team. The team raced a pair of factory NSR250s for Helmut Bradl and a pair of race-kitted RS250Rs for Stefan Prein. However, this particular machine was shipped straight to the UK for a firm in the North West of England that had supplied industrial and scientific furnaces to Honda Racing Corporation in Japan. The RS was used for display and ridden once in a shakedown at a New Brighton meeting. The Honda then passed to Cheshire-based builder P W Danby, during whose ownership the Honda was raced at Darley Moor in 1994, still in HB livery (see photographs on file). The late owner purchased the machine from P W Danby in June 1995 (receipt on file). In 1997 the RS was displayed at the Stafford Classic Bike Show, entered by De La Salle College, Malvern. As presented today, the Honda appears complete but its mechanical condition is not known. Standing unused for some considerable time, the machine will require re-commissioning or possibly more extensive restoration before further use. Sold strictly as viewed, it comes with a history file; owner's manual/part list (x2); and a substantial quantity of technical literature. 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 biddingFor further information on this lot please visit Bonhams.com

1963 Honda 125cc CR93 Racing MotorcycleFrame no. CR93-3100191Engine no. CR93E-3100205•Iconic privateer racing motorcycle•Purchased new and raced at the Isle of Man TT by Ken Finney•Two owners from new•Engine professionally rebuilt in 2017•Offered with a substantial quantity of spares'It was robustly reliable, steered and handled to perfection, was, if anything, over-braked, and would exceed 100mph. At a stroke it made all other 125cc machinery in Britain obsolete. The CR93 was not cheap but it was, quite simply, built to exactly the same high standard as Honda's own racing machinery.' - Brian Woolley, Classic Racer magazine. Just one year after its breakthrough first success at World Championship level in 1961, Honda made its state-of-the-art Grand Prix technology available to privateers in the form of the 50cc CR110 and 125cc CR93 over-the-counter racers. Like their works equivalents, the 50cc single and 125cc twin employed gear-driven double overhead camshafts and four valves per cylinder, this combination of tiny cylinders and minuscule valves enabling them to rev safely well into five figures, the CR93's ceiling being a then stratospheric 13,000rpm with maximum power of 16.5bhp arriving at 11,500 revs. Both models employed a tubular-steel frame, devoid of lower rails, to which was attached a conventional set of cycle parts, and while the '50' boasted no fewer than eight gears in the 'box, the more tractable '125' made do with six. The duo immediately achieved a dominance of their respective classes that would last for many years, and countless stars of the future, including Bill Ivy, Jim Curry, Rod Scivyer and sidecar champion Chris Vincent, gained their early experience aboard the diminutive CRs. Just 40-or-so CR93s were imported into the UK and today they are highly sought after by classic racers and collectors alike. This particular CR93 was purchased new in 1963 by local Honda dealer and racer Ken Finney from Nantyglo in Gwent. Ken raced the little Honda in the Isle of Man TT by Ken in 1965, 1967 and 1968 with a best result of 15th place in the 1968 Lightweight 125 event. Colour photographs of Ken and the Honda competing at the TT are on file together with A-CU entry correspondence; 1964 TT programme; 1965 A-CU Final Instructions; and a 1907-1967 Diamond Jubilee Report. Ken passed away in 2012 and Thunder Road Motorcycles of Bridgend purchased the Honda from his widow. The engine was rebuilt in 2017 by Thunder Road technician Vince Morris, former TT race mechanic to Ian Laugher, Jason Griffiths and Robert Dunlop. It was found to be in excellent condition and rebuilt with a few new parts and gaskets. The Honda comes complete with its glass display case and a substantial quantity of very valuable spares.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 biddingFor further information on this lot please visit Bonhams.com

c.1972 Machin-Yamaha 125cc Racing MotorcycleFrame no. noneEngine no. AS3-220205 (see text)• Frame built by Jack Machin• One of only a handful made• Modified Yamaha AS3 engine• Unused in the present ownership for almost 40 years• 'As last raced' conditionIt would be fair to say that during the 1970s and into the 1980s the Japanese manufacturers' frame and suspension technology left a lot to be desired, both on road and track. The result was the emergence of a cottage industry of bespoke frame makers such as Harris and Spondon in the UK, and Bimota and Nikko Bakker in Europe, plus a host of smaller enterprises on both sides of the Channel.The machine offered here incorporates a frame made by Jack Machin, brother of the late Steve Machin, the former British 250cc Champion who was tragically killed in a testing accident at Cadwell Park in 1974. Steve Machin and his business partner Dave Saunders operated out of the Machin & Saunders garage at West Barkwith near Wragby, Lincolnshire. They modified and prepared Steve's race bikes and those of their customers, including manufacturing frames for the racing Yamaha TD and TR twins. One of their projects was an extensively modified Yamaha AS3 125, for which Jack Machin constructed a new and vastly superior rolling chassis. The engine too came in for modification: the cylinder fins being removed, and an aluminium water jacket welded on. The water-cooling helped reduce the power-sapping cylinder distortion of air-cooled two-strokes once they got hot; no water pump was employed, the water circulating via the thermo-syphon principle. The machine offered here has an engine modified in this way, though whether it was originally sold as a complete motorcycle or as a rolling chassis to take the customer's own engine is not known.It is understood that Jack Machin made only two of these frames for the 125 class: one for himself (later sold to Clive Horton) and the other for club racer Dave Saltwell. Their effectiveness can be judged from the fact that Clive Horton used his to secure his only Isle of Man TT victory, which came in the 1974 Lightweight 125cc event. The whereabouts of Clive's machine are known, so by a simple process of elimination the Machin-Yamaha offered here must be Dave Saltwell's. Nothing else is known about the history of this machine, which was bought by the previous owner from an MCN advertisement in 1981. The motorcycle has been dry-stored since then and not been used. Its mechanical condition is not known and thus the machine is sold strictly as viewed (it should be noted that there is damage to the engine number stamping). There are no documents with this Lot.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com

Walmsley Matchless 496cc G50 Racing MotorcycleFrame no. noneEngine no. none•Present ownership since circa 2014•Raced in Lansdowne Cup and CRMC events•Last ridden in 2019The disappointing performance of the Matchless G45 twin-cylinder racer prompted Associated Motor Cycles to develop an over-bored version of the firm's successful AJS 7R 350 single as a contender for the '500' class. Using cycle parts virtually identical to the 7R, the prototype Matchless G50 first ran in 1958, with production versions becoming available the following year. With a claimed power output of over 50bhp and weighing some 30lbs less than a Manx Norton, the G50 should have been a winner, but it was not until after manufacture ceased in 1962, by which time around 180 machines had been completed, that tuner/entrants in Britain and the USA began to exploit the model's full potential. Subsequent frame and suspension developments - most notably by Tom Arter and Colin Seeley - kept the G50 competitive into the 'Japanese era'.Many-time British sidecar champion Colin Seeley was another convinced that the design still had untapped potential. Seeley had 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 four-stroke singles enjoyed renewed competitiveness, Dave Croxford winning the British 500cc Championship on a Seeley G50 in 1968 and '69. Today, the Matchless G50 and its derivatives continue to be mainstays of classic racing's 500 class, thanks in no small part to the availability of faithful replicas of the original such as the Fred Walmsley-built example offered here, which has a Roger Titchmarsh frame. Purchased by the current vendor circa 2014 from the preceding owner's family, the machine has been maintained by Fred Walmsley (engine) and Manx GP race-winning mechanic Phil Crossland (cycle parts). The engine retains the stock bore/stroke dimensions of 90x78mm and is said to produce 54bhp. Notable features include Molnar electronic ignition; telescopic steering damper; Maxton shock absorbers; Hemmings six-speed gearbox; and belt primary drive. The Matchless has been raced in Lansdowne Cup and CRMC events, on the last occasion at Cadwell Park in September 2019. In addition, the owner has raced the Matchless at the Silverstone MotoGP in 2015; the Belgian Classic Motorcycle GP at Spa (best result, finished 7th in the IHRO event); IHRO Hockenheim in 2017; and the Lansdowne Portimao excursion in 2018. Described by the private vendor as in excellent condition, the machine is offered with a few bills; an engine specification sheet; race results spreadsheet; and its CRMC Classic Machine Registration Certificate. 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 biddingFor further information on this lot please visit Bonhams.com

1937 Norton 490cc Model 30 International Racing MotorcycleRegistration no. not registeredFrame no. 30 71953Engine no. 78494•Fully rebuilt in 2017•Engine rebuilt by Bernie Allen•Last run at Donington Park in August 2019.One of the most charismatic model names in motorcycling history, 'International' was first used by Norton for its top-of-the-range sports roadster in 1932. Following its successful Senior TT-winning debut in 1927, the overhead-camshaft Norton had enjoyed mixed fortunes in the Isle of Man, and when the engine's designer, Walter Moore, left to join NSU, Arthur Carroll was charged with carrying out an extensive redesign. First seen in the works racers in 1930, the new motor borrowed features from the successful KTT Velocette, contriving to look very different from its predecessor while remaining unmistakably Norton in execution. The Carroll engine retained the classic 79x100mm bore/stroke dimensions and shaft-and-bevels cam drive of the Moore unit but shifted the magneto drive to the right-hand end of the crankshaft where it was enclosed in a distinctive timing case. The new overhead-cam racer was not an immediate success - 1930 was Rudge's year in the Isle of Man - but came good in 1931 when works rider Tim Hunt kick-started a four-year period of Norton TT domination by winning both the Junior and Senior events. Towards the end of 1930, the Carroll-type engine was introduced on the CS and CJ road models, and in 1932 these were joined by a new top-of-the-range sports roadster - the International or 'Inter' - that bore a closer resemblance to the works racers and was equally at home on the track. Based on the works bikes and intended primarily for racing, the International could nevertheless be ordered with refinements such as lights and a kickstarter-equipped gearbox. By the time production halted in 1939 it was being built with a four-speed foot-change 'box and plunger rear suspension (the 'Garden Gate' frame), reappearing after the war in similar guise save for the adoption of the hydraulically-damped Roadholder front fork, replacing the pre-war girder. The Inter remained fundamentally unchanged until 1953 when it gained the race-developed Featherbed frame, an all-alloy engine, and the 'laid down' gearbox. The vendor advises us that this International was assembled from a collection of parts. Notable features include a post-war Manx-type double-overhead-camshaft cylinder head; telescopic steering damper; Smiths tachometer; modern racing tyres; twin-leading-shoe front brake; and modified footrests/controls. The machine was fully rebuilt in 2017, the engine (which runs on methanol) being overhauled by Bernie Allen with a new big-end bearing and high-compression piston, while the gearbox was rebuilt by Bernie at the same time. The Norton was last run at Donington Park in August 2019.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 biddingFor further information on this lot please visit Bonhams.com

Property of a deceased's estate 1972 Triumph 1,000cc T150 Trident 'Rob North' Racing MotorcycleRegistration no. VTM 22KFrame no. ME 0061Engine no. T150 DG 01969This Trident racer has belonged to the late owner since October 2008 and was already in Rob North specification when bought from Jon Blythe by previous owner John Young in March 2002 (purchase receipt on file). However, it should be noted that the V5C states that Mr Young registered the machine in 1999, which is supported by other documents. It appears Mr Young was also considering purchasing a different Rob North from John Blanchard (see file). An email on file from Jon Blythe states that the machine was built for him in 1980 around a Miles Engineering frame and used for racing in Holland where he lived (sales invoice on file). It also states that the engine features a 1,000cc Norman Hyde conversion and was rebuilt by Trevor Gleadall (who took over Les Williams' business) in 1998. The Trident last ran at Cadwell Park in 2021 and is presented in 'as last used' condition; re-commissioning will be required before the machine returns to the racetrack and thus it is sold strictly as viewed. Additional documentation consists of numerous bills; SORN paperwork; a quantity of old tax discs and MoTs (most recent expired 2016); and old/current V5/V5C documentsOffered 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 biddingFor further information on this lot please visit Bonhams.com

Property of a deceased's estate 1966 Triumph 649cc Thruxton Bonneville ProjectRegistration no. AUY 234MFrame no. T120DU 40868Engine no. T120DU 40868•One of an estimated 73 Thruxton models built•Believed a participant in the 1966 Thruxton 500-mile race•Present ownership since 1977•Offered for restorationLike Velocette's top-of-the-range Venom variant, the Thruxton version of Triumph's Bonneville took its name from the endurance race held at the eponymous Hampshire circuit. Intended for production machines, the Thruxton 500-mile race provided manufacturers with a valuable marketing opportunity, known in the trade as 'win on Sunday, sell on Monday'. Stakes were high and no stone was left unturned in the search for new ways of extracting extra performance from what were supposed to be standard street machines. Newly arrived from Norton, Doug Hele was in charge of Triumph's experimental department, which was charged with developing the Bonnie into a race winner. The first batch of eight specially prepared Thruxton Bonnevilles was completed in 1964 and the model was first listed in Triumph's 1965 catalogue. For the 1965 season a further batch of 52 machines was assembled in May of that year. Exiled from its Hampshire home for several years, the 500-miler was held at Castle Combe in '65 and saw the Thruxton Bonneville gain its first major success when Barry Lawton and Dave Degens brought their Syd Lawton-entered example home first. Ridden by Degens and Rex Butcher, another Lawton & Wilson-entered Thruxton won the 500-Mile race in 1966, held that year at Brands Hatch, which was followed by headline-grabbing victories in the Isle of Man Production TT in 1967 and 1969 for John Hartle and Malcolm Uphill respectively. Production of Thruxton Bonnevilles had ceased by that time, the factory having moved on to develop the BSA/Triumph 750cc triples. It is believed that some 73 Thruxton Bonnevilles were produced between 1964 and the end of 1967.This is one of seven Thruxton Bonnevilles produced in 1966, of which it is believed that four were used in the '66 Thruxton 500-mile race. 'DU40868' was built on 6th May 1966 and despatched on 20th July that year to H&L Motors in Stroud. The Bonneville was originally registered 'HDD 49D' and almost certainly was ridden in the Thruxton race by Stephen Spencer and Alastair Copland. It was probably used in the Hutchinson 100 later in 1966 and may have also have been used in 1967, again by H&L Motors. The late owner believed that the riders in 1967 were Gordon Keith and Tony Godfrey (see correspondence on file). How the Bonnie came to be reregistered in 1974 as 'AUY 234M' is not known, although it is possible that it was raced until no longer competitive and only then registered for the road. On 16th June 1976 the machine was registered to Paul Watts of London E17, from whom it was purchased by the late owner on 16th July 1977 (see old-style V5 document on file). The purchaser can apply to the DVLA for details of previous ownership, thereby identifying the owner between 1974 and 1976.The frame is a later replacement of 1969/1970 type (recorded in the factory records) and it seems highly likely that this Thruxton's other updates were carried out by the factory at around the same time. The crankcases have almost certainly been replaced (cases with the anti-tamper 'Triumph' back-stamping for the number did not start until 1969) and it seems highly likely the replacements were fitted at, or obtained from, the factory, as the engine number looks perfect for a factory stamping. In addition, the front brake has been changed to the twin-leading-shoe 1969 type; the instruments are 1970-onwards; and the Amal carburettors are of the later Concentric type, while the seat and tank are both of the later 1967-onwards Thruxton type.One of the rarest and most sought-after of post-war Triumphs, this Thruxton Bonneville is offered for restoration and sold strictly as viewed. The registration 'AUY 234M' is recorded in the DVLA and HPI databases; nevertheless, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding. A potentially most rewarding project.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 biddingFor further information on this lot please visit Bonhams.com

The ex-Les Graham, Swiss Grand Prix-winning 1948 Velocette 348cc KTT MkVIII Racing MotorcycleFrame no. SF 121Engine no. KTT 973•Originally owned and prepared by Reg Dearden•Raced by Les Graham throughout the 1951 season and into 1952•Known ownership history•Present ownership since 2005•Last run in 2012•Kept on museum display for the last 10 yearsWith its deep petrol tank, massively finned overhead-cam engine and purposeful appearance, the MkVIII KTT is unquestionably one of the most beautiful racing motorcycles ever made. The talking point of Velocette's new racer on its introduction in 1939 was swinging-arm rear suspension, an innovation first seen on the works bikes in 1936. By now tried and tested, the Velocette rear suspension comprised a pivoting fork made from tapered tubing and complemented by a pair of Dowty Oleomatic air-sprung struts. The rest of the cycle parts remained much as those of the rigid-framed MkVII. The engine, while basically the same as its predecessor's, incorporated a number of improvements intended to enhance power and reliability, and despite the springer's increase in weight over the rigid model, its superior performance and excellent handling made the MkVIII KTT a formidable competitor. Despite its pre-war origins, the MkVIII KTT proved good enough to provide Freddie Frith and Velocette with the 350cc World Championship in 1949, a year in which he won every Championship round, though in most cases courtesy of a special works twin-cam engine. Just 49 MkVIIIs were constructed prior to WW2 and a further 189 up to the end of production in 1950. Today the MkVIII KTT is one of the most sought after of all British racing motorcycles. Previously believed lost, the 1948 example offered here is Les Graham's Swiss Grand Prix-winning machine. Factory records show that this machine - engine number '973', frame number 'SF 121' - was sold new on 21st May 1948 to Fearnly's, a dealership in Manchester. Despite passing through a number of hands, it has remained in the North West of England for almost its entire life. Born in Wallasey, Cheshire in 1911, Les Graham began his racing career in the late 1920s but it was not until the late 1930s that a succession of good results on a home-prepared OK-Supreme got him noticed, leading to a job with the company. During WW2 Les Graham flew Lancaster bombers and was awarded the DFC. De-mobbed in 1946, he was approached by fellow racer and ex-RAF man, Wing Commander J M 'Jock' West, who offered him a job at Associated Motor Cycles that included riding the new AJS 'Porcupine' and 7R. After a difficult 1948 season bedevilled by unreliability and handling problems, Les won the first ever 500cc World Championship in 1949 aboard the improved Porcupine. He continued with AJS for 1950, finishing third in both the 350cc and 500cc World Championships, and at the season's end was offered a contract by MV Agusta. The Italian team was not contesting the 350cc class at that time, so for '51 Les used what was still, despite its age, one of the most competitive Junior-class mounts: the Velocette KTT. Riding the Velo, Les achieved good results at Mettet and Floreffe and finished 2nd at the Spanish Grand Prix, before triumphing over treacherously wet conditions to win the Swiss Grand Prix at Berne's Bremgarten Forest circuit. Les went on to win many more 350cc races in the 1951 season and the prize money the little Velo netted him was in excess of £5,000 (approximately £165,000 today). A further two Grand Prix wins in 1952 saw Les finish 2nd in the 500cc World Championship that year while he continued to race the KTT in the Junior class. In 1953, Les finally broke his Isle of Man TT 'duck', winning the Lightweight 125cc race for MV. Sadly, he was killed during the Senior event later in the week (see Classic Motorcycling Legends No. 6 'The Les Graham Story'). Les Graham's Swiss GP-winning KTT was owned by Manchester-based tuner/entrant Reg Dearden during the whole time that it was ridden by Les, and indeed was built by Reg specifically for Les to use in the 1951 season as his contract with MV was only for a 500cc ride. The bike proved to be extremely quick following modifications designed and made by Reg, to such an extent that Bertie Goodman (of Velocette) asked if he could take the engine for bench testing. This they did but not before Reg had replaced the special cylinder head with a standard one! Bertie could not understand why it was so quick, as it only produced a couple more brake horsepower than their factory models. Needless to say the secret was in the valve train!As far as Reg Dearden's son Nigel is aware, the only other person to ride the KTT after Les Graham's death was another of Reg's many riders, George Costain. Interviewed in Classic Motorcycling Legends (Issue 2), George Costain recalled riding it in the Southern 100. The KTT remained in Reg Dearden's hands until he sold it to Lancashire-based collector of classic racing motorcycles, Eric Biddle, circa 1968 (four years before Reg's death) on the understanding that Eric was to restore the machine and if it was ever offered for sale Reg would repurchase it. Sadly, this did not happen as Reg died in January 1972. As pictured in the catalogue, the bike is somewhat different from how it was when purchased by Eric Biddle. Notably, the front mudguard had two light alloy valances riveted onto each side to stop spray, and the seat was a one-piece affair, made by Les himself, with a rough hide top to stop him sliding about on it in the rain. On 9th March 1985, Eric Biddle sold the ex-Les Graham KTT to the late John Logan Thompson. John Logan Thompson's personal logbook records work carried out after acquisition, including re-bushing and repainting the forks, and fitting new head races, front/rear mudguards and exhaust system. As far as is known, the machine was not used while in John Logan Thompson's ownership. The current vendor - ex-patriot American, well-known classic racer and former podium finisher in the 125cc World Championship, Robert Lusk - purchased the ex-Les Graham KTT when the J L Thompson Collection was sold at Bonhams' Stafford Sale in October 2005 (Lot 381). The KTT was immediately despatched to Velocette guru Ivan Rhodes for re-commissioning to race-worthy condition, and then actively campaigned by Robert and his friend, Peter Crew. A formidable competitor, Crew rode the 350cc KTT to respectable finishes against 500cc opposition in the 2006 and 2007 Goodwood Revival Meetings, only for the gearbox to fail in 2008 when the Velo was being shared by Robert and his son Chester, himself also a former 125 GP racer. Peter Crew found a suitable replacement gearbox and the rebuilt KTT was ridden by the late Colin Seeley at the Festival of 1000 Bikes at Mallory Park in August 2010, featuring on the front page of Old Bike Mart. Robert continued to race the Velo at CRMC meetings for the next few years before deciding to retire the machine from active competition while it was still in good condition. Displayed at the British Grand Prix at Silverstone in 2010, the KTT last ran in 2012 at the CRMC's Donington Park meeting and since then has been kept on static display in the vendor's private museum; re-commissioning will be required before further use. Accompanying documentation includes various photographs (some copies showing the KTT racing in period); the two aforementioned copies of CML; and Peter Crew's maintenance, race settings and results logbook for 2006/2007 (Mallory Park, Oulton Park, Brands Hatch, Goodwood FoS, Lydden Hill, Donington Park, Goodwood Revival). By time of sale the KTT will have featured in Classic Racer magazine's March/April 2022 edition in an article by Alan Cathcart.Velocette MkVIII KTTs with important race history rarely come to market, so this Gra... For further information on this lot please visit Bonhams.com

1932 Velocette 348cc KTT MkIV Racing MotorcycleFrame no. TT4259Engine no. KTT426•One of approximately 148 MkIV KTTs made•Matching frame and engine•Present ownership since 2016By the early 1920s it had become apparent that Veloce needed a model more up-market than its Velocette two-stroke. Other manufacturers were fielding new overhead-valve and overhead-camshaft machines, and Veloce followed suit, the Percy Goodman-designed, overhead-cam Model K appearing in 1924. Of 348cc, the new engine employed a single overhead camshaft driven by a vertical shaft, and was unusual in having a very narrow crankcase, an arrangement determined by the existing transmission and frame design, but which made for a stiff crankshaft assembly. Entered in the 1925 Isle of Man TT, the model K did not fare well, all three entries retiring because of lubrication problems. Its engine redesigned to incorporate dry-sump oiling, the cammy Velo returned the following year to score a memorable victory, Alec Bennett romping home in the Junior race ten minutes ahead of the next rider! Second place in 1927 followed by another win for Bennett in '28 ensured a healthy demand for Velocette's overhead-cam roadsters and prompted the launch of the KTT. One of the most successful over-the-counter racers of all time, the KTT debuted at the 1928 Olympia Show where it was hailed as an 'exact replica' of Bennett's 1928 works bike, though in fact the production MkI KTT incorporated a number of improvements. The KTT would be regularly up-dated with improvements first tried on the works bikes, and the major change for the MkIV was the introduction of a four-speed gearbox with Willis positive-stop foot-change, together with a new cylinder head incorporating hairpin valve springs and a more-compact scavenge pump. Redesigning the latter enabled the spark plug - now a 14mm type - to be relocated for improved combustion. The cycle parts too had come in for revision, the frame's tank rails being lowered to accommodate a larger fuel tank and, later in 1932, a rear sub-frame being added beneath the engine and gearbox. Part way through production the MkIV benefited from another works experiment, the cylinder head material changing to bronze as a result of overheating experienced on Willis' blown racer 'Whiffling Clara' when the standard cast-iron 'head was used. Production of the MkIV ceased in October 1934 on the introduction of the MkV after around 148 machines had been made. According to Velocette authority Ivan Rhodes, 'KTT426' was invoiced on 8th July 1932 to Motorcycles Ltd London and sold to a Mr Cackman (or Lackman) of London E7 (letter non file). The current vendor purchased the KTT from Steve Griffith's Racing & Investment Motorcycles in June 2016 (receipt on file). A very valuable spare large-capacity fuel tank is included in the sale. 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 biddingFor further information on this lot please visit Bonhams.com

The ex-Cecil Sandford 1946 Velocette 248cc MOV Racing MotorcycleRegistration no. FNX 255Frame no. 3142Engine no. 6162•Unique British 250-class racer•Built by Arthur Taylor•Isle of Man TT competitor (1949)•Restored in 1999•Present ownership since 2010The machine offered here is one of the most successful of the many 'home brewed' British 250 specials that featured on the domestic racing scene in the 1940s and 1950s. A 1946 Velocette MOV, 'FNX 255' was owned and prepared by Shipston-on Stour Velocette agent, Arthur Taylor, competing at first in trials and scrambles events before being converted for road racing. Its rider was a young Cecil Sandford, Taylor's protégé and later his son-in-law, who would go on to become the 125cc World Champion for MV Agusta in 1952 and take the 1957 250 World title while riding for Mondial. He retired from racing when Mondial pulled out at the end of the '57 season and later took over the management of his father-in-law's motor business, A R Taylor Garages Ltd. After its conversion for road racing, the Taylor MOV was ridden in the Isle of Man Lightweight TT in 1949 by L R Higgins, who recounted the story in an article published in The Motor Cycle on 8th September 1949 (copy available). The little Velo had been prepared in Taylor's workshop by his chief mechanic, Ted Clark, under the supervision of Bob Burgess, formerly with Veloce Ltd. Remarkably, the cycle parts were left virtually standard apart from swapping the original girder fork for Dowty telescopics, most of the development work being concentrated on extracting more power from the pushrod engine. To this end the latter was equipped with a Wellworthy Alfin alloy cylinder barrel, an aluminium bronze head incorporating modified ports and valves, a Martlet high-compression piston and a larger-than-standard carburettor. After bench testing and fine tuning, the motor's maximum power had been raised to 20bhp on a 50/50 petrol/benzole mixture with 18-19 horsepower anticipated on 'Pool' petrol. 'This figure compared poorly with the power output of the Guzzis,' Higgins conceded, 'but was probably better than a great many of our British contemporaries.' Over on the Island the gear ratios were made closer, bottom gear being raised, and the little Velo set off on its first practice laps. On three successive mornings the MOV stopped with valve gear problems, leading to a rethink which saw the engine slightly de-tuned for the race in the interests of reliability. By the end of the week the Taylor Velocette had completed two non-stop trouble-free practice laps, although its top speed had been reduced from 92 to 85mph. In the race itself Higgins was enjoying a dice with the slightly faster New Imperial ridden by Reg Petty, only to slide off at Keppel Gate on the first lap. The Velo's Dowty forks were twisted in the crash making it impossible to continue. In his book, British 250cc Racing Motorcycles, Chris Pereira recounts that later developments included a post-war MAC alloy head modified to take hairpin valve springs, a megaphone exhaust system and an Amal TT carburettor. Despite its humble origins, the Taylor MOV was successfully transformed into a highly capable performer, especially on the shorter, tighter tracks. With Cecil Sandford riding it continued to win well into the 1950s, laying the foundations for his later success at international level. On occasions the MOV would get the better of pukka racing machines. Pereira quotes Sandford on a particular instance: 'I was due to ride one of the new Velocette works double overhead cam 250s at the Thruxton International meeting in August 1951. Arthur and I had taken the MOV with us just in case. It was a pretty awful wet day, which made me realise that the works bike, with its narrow power band, would prove tricky to ride in the prevailing conditions. I therefore made the decision to ride the MOV instead. This did not please team manager Bertie Goodman. My decision proved to be correct, and I won the race fairly easily on the MOV, with my team mates Bob Foster and Bill Lomas second and third on the works bikes.'The current vendor purchased the ex-Sandford MOV at Bonhams' Stafford sale in April 2010 (Lot 373). Restored in 1999 and presented in generally good condition, 'FNX 255' is offered with a comprehensive history file containing correspondence, photographs, press cuttings, and its original logbook listing A R Taylor Garages as the sole owner (inspection recommended). A rare opportunity to acquire a unique British racing '250' associated with one of this country's greatest World Champions. 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 biddingFor further information on this lot please visit Bonhams.com

1958 Velocette 499cc MSS Mark 2 ScramblerFrame no. 1001/35Engine no. MSS 12582SMuch development of Velocette's single-cylinder roadster engine was carried out as part of the scrambles programme, Hall Green having gone 'off road' after withdrawing its road-racing overhead-camshaft models in 1952. Released in 1954, the first production scramblers were handicapped by excess weight and wayward handling, and although these problems were eventually sorted out and the engine developed into one of the best, the small Velocette factory lacked the resources to compete on level terms with the likes of BSA and AMC, and production petered out in the mid 1960s. In 1958 significant changes had been made to the Mark 2 models, which benefited from a die-cast cylinder head and a return to the more reliable cast-iron cylinder barrel, while the heavy roadster-type rear sub-frame was replaced with a much lighter arrangement. The stock of original MAC-type fuel tanks having been used up, a switch was made to the tank from the Valiant flat twin.The first Mk2 model produced, this Velocette scrambler retains its original frame and engine but has had a change of gearbox. The Velo was purchased as a restoration project in 2006 (receipt on file). Its restoration was completed in 2014 and the machine comes with a comprehensive history file containing photographs and numerous bills from marque specialists Grove Classic Motorcycles of Cranfield, Bedfordshire. 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 biddingFor further information on this lot please visit Bonhams.com

1965 Rickman Métisse 600ccFrame no. to be advisedEngine no. G80/135240The 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. Having started out campaigning Triumph-engined BSAs, for 1961 the brothers introduced the first Rickman frame, the Métisse MkIII, which was produced in substantial quantities. It was followed by the more compact MkIV, intended for the unitary construction Triumph T100 and BSA Victor engines, while there were also a frame for two-stroke singles and a road racing chassis. Unable to compete 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 Rickman Métisse has a 600cc Matchless Typhoon engine, replacing the original 500cc Norton engine that it came with. Previously owned by the vendor's father, the machine was treated to a 'last nut and bolt' full restoration in 2012/2013, the work being undertaken by Steve Mann at MTS (bill available). We are advised that all details are correct for the period, even down to the Tomaselli Matador control levers. Since completion the Métisse had been kept in dry storage and run occasionally on private land for short periods of time.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 biddingFor further information on this lot please visit Bonhams.com

Property of a deceased's estate 1958 Ariel 499cc HT5 Trials MotorcycleRegistration no. NJR 537Frame no. CRT58DEngine no. CND386Ariel was one of the last manufacturers to introduce a trials frame with rear suspension, the prototype of what would become the HT5 first appearing at the 1955 Scottish Six Days event with production proper commencing in September of that year. Little was achieved by the works HT5s in their first season, but the arrival of Ron Langston for 1956 brought with it the success Ariel had been seeking, their new signing winning the Cotswold and Greensmith trials. For the next few seasons the HT5 was the class of the field. Arguably the most capable of the 'heavyweight' trials irons, the HT5 disappeared along with the other Ariel four-strokes in 1959 after only 450-or-so had been made, though Sammy Miller's famous and much modified example - 'GOV 132' - would continue winning at the highest level well into the 1960s. First registered on 24th September 1958, this HT5 was purchased by the late owner in November 1959 (sales receipt on file). Sadly, little else is known of the Ariel's subsequent history or present mechanical condition, although there is a tax disc present that expired in 2010, which is almost certainly when it was last used. Two spare wheels, a seat and an unused tyre come with the machine, which is sold strictly as viewed. Offered with a V5C.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com

c.1959 ESO 500cc Moto-CrosserRegistration no. not registeredFrame no. 1688Engine no. P500 025Founded in 1949, ESO specialised in speedway and other off-road competition motorcycles, and was part of the Jawa-CZ group. ESO is best known for loosening the British JAP engine's stranglehold on the speedway world in the 1960s when the first of these Czechoslovakian machines arrived in the UK. The P500 engine of this early ESO moto-crosser is essentially the same as that of the speedway models, albeit with a revised lubrication system (the speedway engine ran 'total loss') and the addition of a gearbox. The current vendor purchased the machine at Bonhams' Stafford Sale in October 2017 (Lot 318), at which time it was dated as 1964 and described as original and un-restored. The machine had last been started two years previously. Since acquisition it has been stripped and cosmetically restored (it is believed the engine had been rebuilt by a previous owner). Works carried out include new paintwork and chrome; wheels rebuilt with new rims and stainless spokes; engine cases re-polished; carburettor stripped, cleaned and rebuilt; and the engine and gearbox checked over. Following completion the Eso won the 'Best Motocross in Show' award at the 'London Classic Off-Road and Racing Show' in December 2021. This award-winning Eso is offered with a quantity of restoration invoices. 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 biddingFor further information on this lot please visit Bonhams.com

1914 Royal Enfield 6hp Model 190 with Wicker SidecarRegistration no. OA 3856Frame no. 7218Engine no. 44130•Formerly the property of the late Dr Gordon Hadfield, FRCS•Many-time Banbury Run and Pioneer Run participant•Pioneer Run Finisher's Awards for the last 10 years•Last run in February 2022The origins of the Royal Enfield marque can be traced back to a small light engineering firm - George Townsend & Company - founded in Redditch, Worcestershire in mid-Victorian times. The firm moved into bicycle manufacture and by the turn of the Century had been reorganised as the Enfield Cycle Company, makers of the 'Royal Enfield'. The Redditch company built its first powered vehicles - De Dion-engined tricycles and quadricycles - in the closing years of the 19th Century and its first motorcycles around 1900. By 1904 the firm was concentrating on motor car production, resuming motorcycle manufacture in 1910 with a 2¼hp v-twin Motosacoche-powered lightweight. A 2¾hp version with two-speed gear and all-chain drive followed. The famous JAP v-twin-engined 6hp (770cc) sidecar outfit joined the range for 1912.The splendid machine offered here formerly belonged to the late Dr Gordon Hadfield, FRCS, who served the motorcycling community for many years. Gordon Hadfield began as a medic in the Army where he gained experience with motorcycling, which led to his career as a Medical Officer, serving at most of the British circuits. During his time as a Medical Officer, Hadfield gave first-aid attention to Messrs Duke, Hailwood and Agostini, among others. Later in his career, he became President of the FIM Medical Committee. Always an enthusiast, he owned this Enfield for many years, regularly finishing the Banbury Run and Pioneer Run. It is understood that the machine was restored in the 1970s.The current vendor purchased 'OA 3856' at Bonhams' Stafford sale in April 2010 (Lot 385). Since then the combination has been ridden successfully on the VMCC's Banbury Run and Scottish Veteran and Vintage Gathering (conquering hills of 1 in 6) and for the last 10 years has gained a Finisher's Award at the Pioneer Run. We are advised by the enthusiast vendor that the Royal Enfield is fitted with an ingenious electric starter, designed by Gordon Hadfield. Accompanying documentation includes an old-style logbook; old/current V5/V5C registration documents; and Pioneer Certificate number '1149'. Last run in February 2022, this charming Royal Enfield motorcycle combination is ready for its fortunate next owner to enjoy on this summer's Veteran and Vintage events.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 biddingFor further information on this lot please visit Bonhams.com

From the estate of the late Bill Grove 1921 Wooler 348cc Model BRegistration no. BD 5253Frame no. B290Engine no. 290•Owned by the VMCC's Wooler marque specialist, Bill Grove •An older restoration•Last used at the 2015 Beamish Run (Durham)A byword for engineering eccentricity, Wooler displayed its first motorcycle at the 1911 Olympia Show where it was hailed by the press as 'The greatest novelty in the Show'. The machine was the work of John Wooler, who would go on to design a succession of bizarre motorcycles over the course of the next 40 years. Wooler's first design was powered by a 230cc two-stroke engine that featured a double-acting piston in an enclosed cylinder. This highly unusual power unit was carried in a frame that employed plunger springing for both wheels, while another unique feature was the tapering, missile-shaped fuel tank, protruding in front of the steering head, which gave the machine a distinctly futuristic appearance, at least by the standards of 1911. A winged spanner was chosen as the company's emblem: referring to the fact that supposedly only two sizes of fastening had been used throughout the machine.No Woolers were produced during WWI and when production recommenced in 1919 it was with a horizontally-opposed twin-cylinder four-stroke boasting inlet-over-exhaust valve gear: the Model B. The two-stroke's frame and cycle parts were carried over, as was the protuberant fuel tank, though this was now of a more angular, coffin-like shape. A predominantly yellow colour scheme was adopted, giving rise to the famous 'Flying Banana' nickname. This rare Wooler belonged to the VMCC's marque specialist Trevor William 'Bill' Grove of Northamptonshire. The Wooler was purchased in 1993 from Bill's employer Mr E A Timson shortly before the Regent in this sale (Lot 509), both machines being 'basket cases' when acquired. Unfortunately Bill fell ill after the 2015 Beamish Run and the Wooler and Regent were put into storage where they have remained ever since. Both are older restorations presented in 'as last used' condition (the Wooler carries a tax disc that expired in August 2015). Sadly, Bill passed away in 2020, hence the reason for sale. Following a period of inactivity and storage, the machine will require re-commissioning at the very least, or possibly more extensive restoration, before returning to the road and thus is sold strictly as viewed. In 1996 Timson's presented Bill with a Certificate of Achievement for the Wooler's restoration (copy available but original being retained). Additional paperwork includes V5/V5C documents; a VMCC machine examiner's report; and a printed copy of Bill's illustrated restoration diary. The machine also comes with a quantity of mainly Wooler engine spares and some other original parts (including the remains of the fuel tank). 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 biddingFor further information on this lot please visit Bonhams.com

From the estate of the late Bill Grove 1920 Regent 688ccRegistration no. BS 9429Frame no. 69Engine no. E5-564•Owned by the VMCC's Regent marque specialist, Bill Grove•Exceptionally rare make•An older restoration•Not used since circa 2014 'Small manufacturer, who fitted 688cc Coventry-Victor flat twin sv engines into heavy frames of own design and manufacture.' – Erwin Tragatsch, The Illustrated Encyclopedia of Motorcycles. Some measure of Regent's obscurity may be gained from the fact that the foregoing is all that Tragtasch has to say about this little-known make. Set up in London in 1919, Regent Motors approached Coventry Victor for the supply of their motorcycle's sidevalve engines and other components, which were assembled initially in Coventry and then sent down to London for finishing. Although Regent Motors folded after only a year or two, Coventry Victor took over manufacture and sold its first motorcycle products under the Coventry Regent name. The marque became plain Coventry Victor from around 1920 and before the decade's end had branched out into motorcar manufacture. Complete vehicles were produced up to 1938, whereafter the firm concentrated on its general engineering business, finally disappearing in 1991.This ultra-rare motorcycle from a long-forgotten make belonged to the VMCC's Regent marque specialist Trevor William 'Bill' Grove of Northamptonshire. The Regent was purchased shortly after the Wooller in this sale (Lot 508) both machines being 'basket cases' when acquired. Unfortunately Bill fell ill after the 2015 Beamish Run and the Wooler and Regent were then put in the garage where they have been stored ever since. Both are older restorations presented in 'as last used' condition (the Regent carries a tax disc that expired in February 2015). Sadly, Bill passed away in 2020, hence the reason for sale. Following a period of inactivity and storage, the machine will require re-commissioning at the very least, or possibly more extensive restoration, before returning to the road and thus is sold strictly as viewed. Noteworthy features include a Sturmey Archer gearbox, Binks carburettor, and Klaxon horn. Documents include a V5C; a numberplate certificate; a dating certificate from The Society of Automotive Historians dated 10.2.05; and a printed copy of Bill's illustrated restoration diary. A few spares are included in the sale.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 biddingFor further information on this lot please visit Bonhams.com

1925 Sunbeam 500cc Model 11 SprintRegistration no. FC 9062Frame no. OS 273Engine no. 229/350•One of only 18 Sprints known to exist worldwide•One of only two 1925 Model 11 Sprint's recorded•Meticulously restored•One of the rarest and most desirable Vintage Sunbeam'sJohn Marston, a successful maker of domestic wares in Paul Street, Wolverhampton, ventured into bicycle-making in 1887. Sold as 'The Sunbeam', his machines soon became famous for their beautiful, black-japanned and gold-leaf finish and were always expensive, their arrival coinciding perfectly with the boom in 'society' cycling in the 1890s. Marston prospered and the company's first car was made in 1899, although motorcycles were not made until 1912.For such a traditional firm, the entry into competition with new product was startlingly swift. The 1914 2¾hp and the 3½hp models proved successful in long-distance trials and road-racing from the start, the '3½' obtaining a solid 2nd place, ridden by H R Davies, in the 1914 Senior TT. At this time, a young and talented engineer and rider, George Dance, joined the company.Following the Great War and the death of John Marston in 1918, 'The Sunbeam' continued competing with enormous success. Two of Sunbeam's specialities were sprints and hill-climbs for which Dance, now acknowledged as chief tuner, developed a series of astonishingly fast OHV 'Dance Specials', which he and fellow development rider Charles Waterhouse used to dominate the field. The taciturn Dance was considered almost unbeatable in the 350 and 500 classes. Often winning every class in an event, he was immensely successful at Style, Kop, Pendine and Brooklands. Though less prominent in writeups now, Waterhouse also made an important contribution to Sunbeam motorcycling in the post-Great War and early 1920s era. Racing in the TT and speed trials, he took 1st-in-class awards at the Western Centre A-CU Hereford Speed Trials on 4th April 1925. This was the last event held on public roads of that era, following the incident the previous Saturday at Kop Hill which led the RAC and A-CU to cancel speed events on open highways. Though no authentic Dance machine is known to exist, his tuning genius resulted in the briefly catalogued 'Sprint' models, representing a synthesis of everything he had developed in a limited-edition sprinter. Two models were listed: the 350cc Model 10 and 500cc Model 11. Discontinued by 1926, when the public-road events for which it was designed were outlawed, the 'Sprint' was made in tiny numbers and authentic survivors are very rare; the Marston Sunbeam Club records only 18 Sprints of both types known to exist worldwide. 'FC 9062' is a 500cc Model 11 Sprint, and one of only two 1925 machines recorded. It was registered to The Layton Garages in Oxford as a 'Sunbeam 3½hp 250 lbs' on 17th July 1925, and while no period racing is currently traced to this machine, it has been said that Layton were known for supplying Oxford undergraduates with competition mounts, which may hint at the original purchaser. The bike has been known to the Marston Sunbeam Club for many years, being owned prior to 1981 by George Robinson of Darlington, then John Browne of Oxford, with one further owner before passing to the current owner at Bonhams' Stafford Sale in October 2012. While complete and original, when the bike was re-commissioned it became clear that many years of use were reflected in the engine, transmission and running gear. This overhaul evolved into a meticulous, full restoration covering all aspects. Works carried out included rebuilding the gearbox with new gears cut; engine fully rebuilt; wheels rebuilt; new tyres; brakes overhauled; carburettor overhauled; original cork clutch replaced with a stronger Triumph unit; straight-through exhaust fitted; seat recovered; full frame and tinware repaint; and all brightwork re-nickled. The result is the splendid machine presented here today. During restoration, the decision was made to preserve the original engine cases and use a replacement set cast from the originals. The original cases are fundamentally sound and offered with the machine should the new owner wish to re-employ them.During its club life, 'FC 9062' has attended many club rallies as well as being ridden at Banbury, Goodwood, Silverstone, the Isle of Man and Brooklands events. The bike comes with a V5C; a quantity of spare parts (including those items that were replaced during the restoration); some period photographs from the 1960s and '70s; and a history file. The 'Sprint' has always been one of the rarest and desirable of Sunbeam's Vintage models and opportunities to own such machines are few. The bike is fully overhauled and ready to be enjoyed, either to race or simply admire.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 biddingFor further information on this lot please visit Bonhams.com

1925 Zenith-JAP 1,000cc Model N Super 8Registration no. BS 9840Frame no. 9381Engine no. KTY 29688Zenith motorcycles were manufactured from 1904 until 1950 in various factories in or around London. The driving force behind Zenith was Chief Engineer and company owner, Frederick Barnes, who was responsible for the famous 'Gradua' gear. Although the expensive Gradua system gave way to a more conventional Sturmey-Archer countershaft gearbox in the 1920s, Zenith continued to pursue its racing and record breaking activities with enthusiasm. At Brooklands in 1922, Zenith rider Bert Le Vack became the first man to lap at over 100mph on a motorcycle – in the rain. In 1928 a Zenith-JAP ridden by Oliver Baldwin established a world motorcycle speed record of 124.62mph at Arpajon in France, while Joe Wright later raised the record to 150.736mph using his supercharged Zenith-JAP 'reserve bike'. Belonging to the previous owner since 2007, this Zenith was acquired by the current owner in 2016, at which time it was of 1,150cc capacity and fitted with a water-cooled top end. The vendor then carried out an extensive renovation, returning the engine to original specification and having new crankcases cast as part of a full rebuild of the entire machine, which included a new bespoke fuel tank. The vendor then rode the Zenith to France where it was featured in the January 2018 edition of Moto Légende magazine (copy on file). Offered with a V5C. 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 biddingFor further information on this lot please visit Bonhams.com

1922 OEC-Blackburne 8hpRegistration no. BK 7448Frame no. 2274Engine no. TB398ABest remembered for its curious 'duplex' form of steering gear and Claude Temple's record-breaking exploits on the mighty OEC-Temple-Anzani, the Osborn Engineering Company commenced motorcycle manufacture in 1914. The Gosport-based firm began by making motorcycles under contract to engine manufacturer Blackburne before marketing machines under its own name from 1920. OEC also made its own engines under the 'Atlanta' name but mainly relied on proprietary power units, mostly from Blackburne, during the 1920s. As well as the patented duplex steering, introduced in 1927, the firm offered rear springing from 1929. An option at first, this looked like a 'plunger' arrangement but in fact used a pivoted fork. By the late 1930s the rear springing was standard and the duplex steering optional. Blackburne, JAP and Matchless engines were used in the early/mid-1930s, then AJS engines from early 1937 onwards. There were also some Villiers-engined lightweights. This rare OEC-Blackburne v-twin comes with its original buff logbook issued on 19th April 1922 when the machine was licensed as a 'Bicycle & Sidecar'. Licensing is recorded up to 1925. Retaining its original frame and engine, the machine had been loosely assembled in the then owner's loft when the immediately preceding owner purchased it around 2009. The OEC had already been restored to its present condition when the current vendor purchased it on the 20th June 2021. Offered with a substantial history file and a V5C. 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 biddingFor further information on this lot please visit Bonhams.com

Same family ownership since 1968 1927 Norton 490cc Model 18Registration no. OP 4961 (see text)Frame no. 26369Engine no. 33223•Same family ownership since 1968•Restored in 1991/1992•Dry stored since 1992•Requires re-commissioningLike the majority of their contemporaries, Norton relied on the sidevalve engine until the 1920s, when the existing and well-tried 490cc unit was used as the basis for the firm's first overhead-valve design. Penned by James Lansdowne Norton himself and first seen in prototype form in 1922, the overhead-valve Norton made little impact in that year's Senior TT, though at Brooklands D R O'Donovan raised the world 500cc kilometre record to over 89mph using the new motor. A road-going version - the Model 18 - was catalogued for 1923, quickly establishing a reputation for both speed and reliability when a standard engine assembled from parts was used to set a host of records, including a new 12 hours mark. Alec Bennett won the Senior TT for Norton in 1924 and, demonstrating that racing really did improve the breed, the Model 18 gaining Webb forks and better brakes for 1925 as a direct result of the works team's experiences. The Model 18 retained its essentially Vintage characteristics until 1931 when the range was extensively redesigned, the most obvious external alteration in its appearance before then being the adoption of a 'saddle' tank on the 1929 range. Today the Vintage Model 18 enjoys landmark status as Norton's first overhead-valve roadster and is highly prized by discerning enthusiasts. This Vintage-era Model 18 has been in the same family ownership since 23rd May 1968 and has been stored in a dry garage since its restoration in 1991/1992. Works carried out at that time included stove-enamelling the frame and one wheel; repainting the fuel and oil tanks; and replacing the piston rings, valve springs, pannier bags and handlebar grips. On completion, the machine was MoT'd in March 1992 (bills and MoT certificate on file); it last ran in 1995 and will require re-commissioning at the very least and possibly more extensive restoration following this long period of inactivity. Accompanying documentation includes an old-style VE.60 logbook (issued 1971) and some charming period photographs, including one taken at the Isle of Man TT in the early 1970s. It should be noted that the registration 'OP 4961' is not recorded in the DVLA or HPI databases. Accordingly, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding. 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 biddingFor further information on this lot please visit Bonhams.com

Formerly part of the Comerford's Museum Collection 1920 Harley-Davidson 584cc Model W ProjectRegistration no. not registeredEngine no. 20W2093Inspired by the British Douglas, the Harley-Davidson Model W would prove more popular in Europe than America where the v-twin engine held sway. The Model W was introduced in 1919 and, like Douglas, Harley set its horizontally-opposed engine lengthways in the frame. Displacing 584cc, the 6hp twin was not overly powerful but the Model W obviously handled well and possessed a decent turn of speed, as evidenced by numerous record-breaking achievements. Nevertheless, American motorcyclists remained unconvinced and H-D pulled the plug on this promising design in 1923. Only 9,883 were built, of which 60-or-so are believed roadworthy today.Presented in 'barn find' condition, this Model W formerly formed part of a private museum at Comerfords Limited of Thames Ditton but has been sitting in a dry barn since the business was sold some years ago. The machine is offered directly from the Comerfords family. The vendor advises us that as far as he is aware the machine has never undergone any restoration; however there are some paint touch-ups in places and the fuel tank appears to be an older restoration. The odometer reading of 7,936 miles is believed genuine.Following a period of inactivity, the machine will require restoration to a greater or lesser extent and thus is sold strictly as viewed. Prospective purchasers should satisfy themselves with regard to the motorcycle's completeness, originality and mechanical condition prior to bidding. Offered 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 biddingFor further information on this lot please visit Bonhams.com

1921 BSA 4¼hp Model H2Registration no. HN 1535Frame no. B189Engine no. R210Introduced in 1910, the first series-production BSA to feature the marque's distinctive green and cream tank colours was a 499cc (3½hp) sidevalve single, built initially with single-speed, belt-drive transmission and later on with a three-speed countershaft gearbox. Well engineered and equally well made, this first BSA proved an enormous success and changed little over the next few years, though for 1912 a two-speed hub gear was available together with an all chain drive model suitable for sidecar work. For 1914 the range was augmented a 557cc (4¼hp) long-stroke version featuring a strengthened frame and the new three-speed gearbox, which was designated Model K if fitted with chain-cum-belt transmission or Model H with fully enclosed all-chain drive. An early example of the series, this 'all chain' Model H2 has belonged to the current vendor since 2014 and benefits from a full restoration completed in 2020. The machine was last run in 2021 but will require further re-commissioning before serious use. Accompanying documentation includes photocopied brochure pages and press cuttings, and an old-style green continuation logbook showing that the BSA was registered in the 1970s to E N Metcalfe & Son of Darlington (the previous keeper). The machine also comes with a photocopied parts catalogue and old/current V5/V5C documents. As is so often the case, the (penultimate) V5C incorrectly implies that the previous keeper was the original owner. 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 biddingFor further information on this lot please visit Bonhams.com

1923 Douglas 595cc 4HPRegistration no. YA 5352Frame no. 15478Engine no. 14393The Douglas flat twin, built in the Hanham Road works in the Kingswood area of Bristol, enjoyed a fine reputation enhanced by first and second places in the 1912 Isle of Man TT Junior class. The name was further improved with a government contract for 25,000 of the military version following the outbreak of the 1914-18 World War. In the 1920s the company was honoured with a Royal Warrant to supply motorcycles to the Princes Albert and Henry and in 1923 the sporting reputation was confirmed with domination of the TT: third in the 350cc Junior race, first in the 500cc Senior event and victory in the very first Sidecar TT.Owned by the same family of engineers since 1953, this rare example of the 4HP Douglas was restored by the vendor's father soon after purchase and it is a tribute to the quality of his work that the machine has not been further restored. First used as occasional pleasure transport by the man who had competed on Douglas machines in both grass track and scrambles in the 1930s, it served its new owner well until it was exhibited in the Local Business Area of Bristol Museum from 1958 to 1972. It was inherited by his son in 1975 and has been used for pleasure rides until recent times, being last ridden in 2020. It has been garaged and occasionally started since then and will require a thorough check before taking to the roads again.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 biddingFor further information on this lot please visit Bonhams.com

1920 Douglas 2¾hpRegistration no. MC 6912 (see text)Frame no. 44285Engine no. 43123Bristol-based Douglas Foundry commenced motorcycle production in 1907 with a machine powered by a horizontally-opposed, twin-cylinder engine, and the company would keep faith with this layout until it ceased making motorcycles in 1957. The design's virtues were soon demonstrated in competition, 2¾hp Douglas machines taking 1st, 2nd and 4th places in the 1912 Junior TT in the Isle of Man. Douglas were quick to realise the advantages of the countershaft gearbox, its three-speed entries gaining the Team Prize in the 1914 Six Days Trial, a conspicuous success that resulted in the firm obtaining a wartime contract for the supply of military machines.This Douglas comes with an old-style logbook issued in 1927, which lists three owners up to 1930 when licensing ceased. The machine next changed hands in January 1959 and was purchased by the current vendor in 1960. The Douglas has not been used on the road since then but has been started every so often, the last occasion being in January 2022. New tyres were fitted in 1975 and the magneto rewound in 2015. Further re-commissioning and/or more extensive restoration will be required before further use. A spare gearbox and clutch are included in the sale. It should be noted that 'MC 6912' is not recorded in the HPI database; accordingly, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding. 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 biddingFor further information on this lot please visit Bonhams.com

1909 Triumph 3½hpRegistration no. X 1631 (see text)Frame no. 139567Engine no. 9 3 09•Present family ownership for between 30 and 50 years•An older restoration•Started within the last year•Two-speed hub gearThe 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 down-tube' 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 famous 3.5hp model first appeared in 1907. Originally of 453cc, its 3½hp sidevalve engine was enlarged to 476cc in 1908 and finally to 499cc in 1910 before being superseded by the 4hp model in 1914. The company was involved in racing from its earliest days, and the publicity generated by competition successes - 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 dependability was well-established, leading to substantial orders for 'Trusty Triumphs' for British and Allied forces. This belt-driven 3½hp Triumph has been owned by the vendor's family for between 30 and 50 years. Kept on display in a private museum, the machine has not been used for at least 20 years but has been started within the last year or so (the engine turns over). The Triumph has obviously been refurbished prior to the present ownership but nevertheless will require re-commissioning before further use. Notable features include a two-speed hub gear; Cowey 0-70mph speedometer; and an unusual large USA-made Rushmore 'Searchlight' acetylene headlamp with its own large-capacity generator. There is a second smaller generator on the opposite side, presumably to supply the rear lamp. There are no documents with this Lot and it should be noted that the registration 'X 1631' is not listed in the HPI database; accordingly, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. 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 biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com

1930 Sunbeam 493cc Model 9Registration no. VR 6615Frame no. 7903Engine no. LL4445Sunbeam 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 roadster was known as the Model 9 while its race bike counterpart, which could top 90mph, was accordingly designated the Model 90. The John Greenwood design was advanced for its day, with a specification that included a crankshaft supported by three ball-bearings, dry-sump lubrication and primary drive enclosed in a cast alloy chain case. Power was transmitted by single-row chain to a three-speed, 'cross-over drive' gearbox with offside power take off. This Vintage-era Model 9 has been owned by the vendor's family for between 30 and 50 years. Kept on display in a private museum, the machine has not run for at least 20 years and will re-commissioning or possibly more extensive restoration before returning to the road (the engine turns over). Notable features include original-style white rubbers on the kickstart and one pillion footrest, while the Bosch electrics (headlamp, magdyno, horn) are unusual. The only documentation consists of an old-type V5C and an attached tax disc that expired in 1951. The V5C records a 'D' prefix to the frame number, presently obscured. 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 biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com

1930 BSA 493cc Model S30 SloperRegistration no. VK 1992Frame no. XH 9915Engine no. Y10 1190 (see text)Introduced for the 1927 season, the influential Sloper started a trend which saw many of BSA's competitors adopt inclined motors. The Sloper featured a trend-setting saddle tank that afforded a low seating position, and for 1930 gained chromium-plated brightwork and a new frame with forged steel spine. Models with the 493cc overhead-valve engine came with twin-port cylinder heads. For 1930 the Birmingham firm offered no fewer than 18 models, six of which had inclined engines. The Sloper range remained essentially Vintage in character until its demise in 1935, by which time the line-up had shrunk to just two models: one overhead-valve, the other sidevalve, both of 595cc. Originally displacing 557cc, this 1930 Sloper has been fitted with the 493cc engine from a 1931 De Luxe model. Owned by the vendor's family for between 30 and 50 years, the BSA has been on display in a private museum and has not run for at least 20 years. Apparently, first owner Jack Atkinson used the BSA to deliver newspapers around Garrigill in Cumbria, carrying his dog on the rear mudguard. 'VK 1992' appears to have stayed in the local area, as the attached 1955-expired tax disc was issued in Cumberland. Incomplete, the machine is offered in need of total restoration and sold strictly as viewed (the engine turns over). Offered with an old-type V5C (recording a different engine 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 biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com

1936 BSA 499cc W6Registration no. CTN 767Frame no. D6.443Engine no. D6.190.CDuring the 1930s its advertising slogan - 'One in Four is a BSA' - reflected the Birmingham-based company's status as the world's largest motorcycle manufacturer. The Depression of the early 1930s forced a cut back in the number of models, just ten being offered for 1932. Among these though, were three new 500s, one a sidevalve and two with overhead valves, all of which had the 85x88mm bore/stroke dimensions that would characterise all BSA's 500cc singles, including the legendary Gold Star, right up to the beginning of the unitary construction era in the 1960s. All three newcomers featured engines having vertical cylinders and magneto ignition, which were carried in conventional cycle parts with rigid frames and girder front forks. Owned by the vendor's family for between 30 and 50 years, this four-speed BSA W6 dates from the last year of this sidevalve model's production. 'CTN 767' has been on display in a private museum and not been run for at least 20 years. Evidently restored prior to the present ownership, the BSA will require re-commissioning and the usual safety checks before returning to the road (the engine turns over). The machine is offered with an old-type V5C document and 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 biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com