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

1932 Matchless 592cc Silver HawkRegistration no. GG 7329Frame no. 866Engine no. B899Reviewing the new Matchless Silver Hawk v-four luxury tourer at the time of its launch in the autumn of 1930, Motor Cycling magazine stated that this exciting overhead-camshaft model was 'designed primarily to give really high speed, and to give this speed with silence and the added safety of a spring frame'.This apparently well restored example was purchased privately in September 2020 from its previous keeper, who had owned the Matchless since at least 1983. There is a photograph on file of the machine as purchased by the previous owner. The vendor understands that the previous owner had the crankshaft rebuilt and the dynamo overhauled; the rest of the engine was rebuilt by the vendor, while the tank had been repainted by the previous owner. The machine has been run for approximately 100 miles since the rebuild's completion in 2020. Noteworthy features include a modern electrical charging system and a (replica) 2' clock. Accompanying the machine is a large folder of paperwork to include copy/current V5/V5C documents; an old-style buff logbook (issued 1954); some old tax discs; previous-owner correspondence; sundry receipts; and copies of manuals, parts books, printed publications and articles.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

1928 Velocette 349cc Model KRegistration no. YX 7016Frame no. 2181Engine no. KCR2093Velocette's two-strokes had proved very popular, but by the early 1920s it had become apparent that a more upmarket model was required. Other manufacturers were fielding new overhead-valve and overhead-camshaft machines, and Veloce Ltd followed suit, the overhead-cam Model K first appearing in 1924. Of 348cc, the new engine employed a single overhead camshaft driven by vertical shaft, and was unusual in having a very narrow crankcase, an arrangement determined by the existing transmission and frame design, which made for a stiff crankshaft assembly. Entered in the 1925 Isle of Man TT, the new Model K did not fare well, all three entries retiring with 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 10 minutes ahead of the second-place rider! This Model K Velocette comes with its original sales invoice issued on 18th August 1928 by Velocette's London agents L Stevens Ltd of Goldhawk Road, Shepherd's Bush to first owner Mr G J Stanford. Including electric lighting, the purchase price was £75 17s 1d when the UK average annual wage was around £100. Documentation on file includes two old-style buff logbooks and numerous receipts for parts relating to the Velo's full rebuild by the current owner, who purchased it in 2018. 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

1934 Velocette 348cc KSSRegistration no. OXS 764Frame no. KTL 4956Engine no. KSS 5297Velocette's innovative two-strokes had proved reliable, economical and very popular but by the early 1920s it had become apparent that a more upmarket model was required. Other manufacturers were fielding new overhead-valve and overhead-camshaft machines, and Veloce Ltd followed suit, the Percy Goodman-designed, overhead-cam Model K first appearing in 1924. Of 348cc, the new engine employed a single overhead camshaft driven by vertical shaft, and was unusual in having a very narrow crankcase, an arrangement determined by the existing transmission and frame design, which made for a stiff crankshaft assembly. By the end of the 1920s Veloce's range of K-series roadsters boasted a host of variations on the theme that included Normal, Sports, Super Sports, Touring, Economy and twin-port models. Introduced in 1925, the KSS was the Super Sports version while the KTS tourer employed the same overhead camshaft engine in virtually identical cycle parts, differences being confined mainly to mudguard style and wheel sizes. This original KSS was despatched on 27th July 1934 to E A Mason of Lund, East Yorkshire (see VMCC dating document confirming matching numbers). The current owner purchased the Velo from a friend a few years ago as a non-runner that had never been registered. Since then the vendor has refurbished the engine, gearbox, and all cycle parts, etc and has obtained an age-related registration from the DVLA. 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

1932 BSA 349cc L32-2/Blue Star Special (see text) Registration no. JF 3591Frame no. Z3.616Engine no. Z11.1153 (see text)This sporty lightweight BSA special left the factory as a model L32-2 weighing just 224lbs. A photo of the bike in 1992 when acquired by the previous owner shows that the ohv engine had already replaced the original side valve unit by that time. The combination of light cycle parts and a pokey engine make the bike both quick and agile. The crankcases and high compression piston are top of the range Blue Star items, we are told that the flywheels and cams are also Blue Star, the ohv head has a single port. Throughout the vendor's twenty year ownership the BSA has been meticulously maintained: in 2004 a hairline crack in the left hand crankcase was welded up, and has been secure ever since, the brakes have been re-lined, clutch plates replaced, chains are reported as excellent, but the battery may need replacing. It was last ridden earlier this year. It is accompanied by a V5C, continuation buff log book, a large selection of spares (please refer to website photos) including the original crankcases, invoices dating back to 1992, restoration photos, an original instruction book, copy parts book, MoTs and a selection of tax discs going back to 1937. Prospective bidders should satisfy themselves as to the motorcycle's completeness 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

1931 Douglas 596cc S6Registration no. HB 3984Frame no. W6/T 2421Engine no. EQ2201The Bristol-based Douglas Foundry took up motorcycle production in 1907 with a machine powered by a horizontally-opposed twin, and the company would keep faith with this engine layout until it ceased motorcycle production in 1957. Ace rider/engineer Freddie Dixon began a fruitful association with Douglas in the early 1920s, and in 1925 took up a technical post within the company where one of his first commissions was the design of the S5 and S6 models. Launched at the 1929 Olympia Show, the 'Dixon Douglases' set new standards of quietness and refinement for the motorcycle industry. Of advanced design, the duo featured sidevalve engines with detachable cylinder heads, fully enclosed valvegear, dry-sump lubrication, cast-in inlet manifolding for better cold starting, gear-driven 'pancake' dynamo and unusually long service intervals. The S5/S6 and the latter's touring equivalent, the T6, proved strong and reliable performers and were soon the top sellers in the Douglas range.Formerly part of a private collection, this beautiful Douglas S6 was purchased by the private vendor two years ago. Used only once since then, the machine was last run in November 2021 and is described by the vendor as in excellent condition, having been stored under cover off the floor. 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

Property of a deceased's estate c.1936 Rudge 499cc UlsterRegistration no. CEL 727Frame no. 57086Engine no. U1412The full potential of Rudge's four-valves-per-cylinder design was slow to emerge, but in 1928 Graham Walker's works 500 became the first motorcycle to win a road race - the Ulster Grand Prix - at an average speed in excess of 80mph, a feat that led to the introduction of the legendary 'Ulster' sports model. Early engines deployed parallel valves in a pent-roof combustion chamber. Subsequently, Rudge produced a 'head for the 500 featuring parallel inlet valves and radial exhausts, and this arrangement debuted on the works bikes for 1931. The Ulster, though, together with the TT Replica 500, sported a fully radial 'head for 1932 only before reverting to the semi-radial arrangement, which was fully enclosed from 1937. Featuring the correct bronze cylinder head, this Ulster appears to be an older restoration in substantially original specification. It is not known when the machine was acquired or when it last ran; its mechanical condition likewise is not known (the odometer reading of 17 miles is assumed to be the distance covered since restoration). There are no documents with this Lot, which requires re-commissioning and is sold strictly as viewed. The registration 'CEL727' 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. 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 Montgomery-JAP 245cc TerrierRegistration no. BSL 482Frame no. 9244Engine no. POZ/V 51440/SKMLike many of its contemporaries, including rivals Brough and McEvoy, Montgomery relied heavily on proprietary components, although the frame and forks were manufactured in-house. Indeed, Montgomery supplied frames and its own sprung fork to George Brough in the latter's early days. The company diversified after WWI, extending its line-up to encompass a 147cc two-stroke at the more affordable end of the range while offering a 996cc v-twin at the other. A make that did not re-emerge after WW2, Montgomery is best remembered today for its 8-valve Anzani-engined v-twin: one of the Vintage era's first 'superbikes' and a worthy rival to the Brough Superior SS100. Representing one of Montgomery's more affordable models, this JAP-engined Terrier was purchased privately in a completely dismantled state and restored by the vendor over a period of many years, the rebuild being completed in 2000. Last run in March 2022, the machine has been exhibited at numerous shows in the Coventry area, winning several awards. A rare survivor from one of the most charismatic of British makes, this beautifully restored Montgomery Terrier is offered with its purchase receipt; (copy) old-style V5; and V5C registration document. It should be noted that the engine number is incorrectly recorded in the V5s. 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

Property of a deceased's estate 1933 Norton 490cc ES2Registration no. SFO 113Frame no. 50268Engine no. noneIntroduced at the 1927 Motor Cycle Show, the ES2 sports roadster used the Model 18's overhead-valve engine in the cradle frame of the overhead-camshaft CS1, and from then onwards the 'ES2' designation was always applied to Norton's top-of-the-range overhead-valve single. The ES2 was built in several versions during a production run lasting until 1963, though the engine dimensions of 79x100mm bore/stroke - first adopted by James Lansdowne Norton in 1911 - remained unchanged to the end. This particular ES2 was first registered on 24th June 1933 by dealers Whitty of London to a Mr B Lander of Walworth, London. The machine was delivered with the following 'extras': 3-gallon tank, dynamo, foot-change gearbox, and an 80mph speedometer. The late owner purchased the Norton in 1996 from a Mr Rose of Northwich, Cheshire. Restoration has been carried out to a good standard and some receipts are available, but the machine needs finishing and thus is sold strictly as viewed (it is believed that the engine has been rebuilt as there are some receipts for parts on file). The engine turns over with compression. Accompanying documentation includes pre-restoration photographs; a V5 registration document; a continuation buff logbook from 1959; and a Norton Owners Club extract from factory records.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 1938 Norton 490cc Model 16HRegistration no. AFU 461Frame no. 91466Engine no. 87109Having hitherto relied on proprietary engines, Norton introduced its own power unit in 1907. The long-stroke sidevalve single displaced 633cc and the new model it powered became known as the 'Big 4'. Smaller capacity versions followed and in 1911 the 500 adopted the classic 79x100mm bore/stroke dimensions which would characterise the half-litre (actually 490cc) Norton for the next 50 years. The 490cc engine was revised for 1914 and in 1921 the Model 16, as it had become known, received a new lower frame, becoming the 16H. Norton's trusty sidevalve would be continuously up-dated for the next 30-plus years - many seeing service with Allied forces in WW2 - before taking its final bow, alongside the Big 4, in 1954. First registered on 10th June 1938, this 16H was purchased by its late owner in 1992 from a Peter Spooner. Restored to a good standard, the machine carries a tax disc that expired in June 2015, which is almost certainly when it was last used (however, it should be noted that the odometer reading is only 1 mile). Re-commissioning will be required following a period of inactivity and thus the machine is sold strictly as viewed (the engine turns over with compression). Accompanying documentation includes an old-style V5; an instruction book; spare parts lists; and a few receipts.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 1953 Norton 490cc ES2Registration no. PFO 422Frame no. illegibleEngine no. H4 51306Introduced in 1927, the ES2 sports roadster used the Model 18's overhead-valve engine in the cradle frame of the overhead-camshaft CS1, and from then onwards the 'ES2' designation was always applied to Norton's top-of-the-range overhead-valve single. Post-war developments included the adoption of an alloy cylinder head (1955), alternator electrics (1959) and the slim-line version of the race-developed Featherbed frame, which was introduced on the single-cylinder range for 1961. Production of all of Norton's traditional singles ended in 1963, though the 'ES2' designation was later applied to a re-badged Matchless. This ES2 was originally supplied to a Mr D Cooke of Mansfield by Humphreys of Mansfield on 27th June 1953. Formerly registered as 'ONN 836', the Norton was reregistered with the age-related number 'PFO 422' in July 1996 at around the time that the late owner purchased it from the estate of the late Mr Pritchard of Walsall, Staffordshire. Restored to a good standard, the machine carries a tax disc that expired in May 2004,which is almost certainly the last time it was used. Re-commissioning will be required following this period of inactivity and thus the machine is sold strictly as viewed (the engine turns over with compression). Accompanying paperwork includes correspondence relating to the original registration number; old/current V5/V5C documents; pre-restoration photographs; a few receipts for parts; and Norton Owners Club letters relating to the factory records.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 1965 Matchless 745cc G15CSRegistration no. FAW 92CFrame no. 114189Engine no. G15CS/114189By the mid-1960s, Norton production had been shifted to AMC's Plumstead factory, and in a further move towards product rationalisation, the new G15 roadster (and similar AJS Model 33) was fitted with a Norton engine, hubs and Roadholder forks. CSR sports roadsters and trail-styled CS models followed. This rare, matching-numbers G15CS was built on 16th September 1965 and despatched to Berliner Motors in New Jersey, USA. The machine was imported from Canada in November 1997 by Fairspares (Norvil) of Burntwood, Staffordshire and registered in the UK on 1st September 1999. The machine has been fully restored to a good standard by its late owner and has covered a mere 25 miles since the rebuild's completion. Notable features include 'lead-free' valves and valve seats; cartridge-type oil filter system; stainless steel mudguards; stainless wheel spokes; and all new instruments, electrical equipment, cables, chains, clutch parts and seat (see detailed list of all works carried out on file). The machine caries a tax disc that expired in May 2003, which is when it is believed to have last been used. Re-commissioning will be required before it returns to the road and thus the machine is sold strictly as viewed (the engine turns over with compression). Accompanying paperwork includes numerous restoration receipts, old/current V5/V5C documents, Ontario document, and an AJS & Matchless OC dating letter.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 1967 Norton 745cc AtlasRegistration no. KAW 920EFrame no. to be advisedEngine no. 20/121907 (over-stamped)First seen in prototype form in 1962, the 745cc Atlas represented the biggest stretch yet applied to Norton's parallel twin. Built for export only initially (home market deliveries commenced late in 1964), the Atlas was fundamentally a larger-engined version of the existing 650SS, using the same Featherbed frame/Roadholder fork cycle parts. The arrival of the similar-capacity but Isolastic-framed Commando in 1967 spelled the end for the Atlas, which disappeared from the range towards the end of 1968. Almost the last of Norton's traditional featherbed-framed twins (the 650 lasted into 1970) this muscular road-burner is today highly sought after by collectors. Declared manufactured in 1967, this particular Atlas was imported from Canada and first registered in the UK on 1st July 2002. The Norton was dismantled and in boxes when the late owner bought it from Fairspares. The machine has been partially restored to a good standard by the deceased owner, the engine and gearbox being refurbished by Pete Lovell (note the Commando-type TLS front brake). It does require finishing and there are no receipts available for work already done (the engine turns over with compression). Sold strictly as viewed, the machine is offered with an old Ontario document; old/current V5/V5C documents; and a Norton Owners Club dating letter.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

Ex-Reg Barton, Dick Knight 1929 Brough Superior 996cc SS100 'Alpine Grand Sport' Sprint SpecialRegistration no. EY 3601Frame no. S1000 (see text)Engine no. JTOR/D 13560•Ex-Eric Fernihough Brooklands engine•Sprinted, raced and hill-climbed by Messrs Barton and Knight•Purchased by its late owner in 1979•Offered for sympathetic restorationIntroduced in 1922, the JAP-powered SS80 achieved instant fame when a racing version ridden by George became the first sidevalve-engined machine to lap Brooklands at over 100mph. With the new SS80's performance threatening to put the overhead-valve MkI in the shade, it was decided to completely redesign the latter. The result was the legendary SS100. First shown to the public in 1924, the SS100 employed an entirely new overhead-valve 980cc JAP v-twin engine. A frame of duplex cradle type was devised for the newcomer, which soon after its launch became available with the distinctive, Harley-Davidson-influenced, Castle front fork patented by George Brough and Harold 'Oily' Karslake. And just in case prospective customers had any doubts about the SS100's performance, each machine came with a written guarantee that it had been timed at over 100mph for a quarter of a mile - a staggering achievement at a time when very few road vehicles of any sort were capable of reaching three-figure speeds. With this level of performance available in road trim, it was only to be expected that the SS100 would make an impact on the race track, particularly the ultra-fast Brooklands oval, and the exploits of Brough Superior riders - among them Le Vack, Temple, Baragwanath, Fernihough and Pope - did much to burnish the marque's image. When Brooklands closed forever at the outbreak of WW2, Noel Pope's Brough Superior held both the sidecar and solo lap records, the latter at an average speed of 124.51mph. Success in an altogether different branch of motorcycle sport resulted in one of Brough's most iconic models: the SS100 'Alpine Grand Sports' or 'AGS'. Introduced in September 1925 for the 1926 season, this new machine took its name from the Austrian Alpine Trial, the 1925 event having been contested by a number of SS100s, one ridden by George Brough himself, resulting in the award of six cups, including one for 'Best Performance'. The introduction of the Alpine Grand Sports coincided with that of a new frame for the SS100, and the AGS came as standard with a lower compression ratio (making it more suitable for touring), a small fly-screen and a pair of tool boxes. Brough entered the 1930s with an entirely JAP-powered range and then in 1936 the SS100 was redesigned with an engine built by Associated Motor Cycles, in which form it continued until production ceased in 1939. Lighter and faster than the subsequent Matchless-engined version, the JAP-powered SS100 has long been regarded as the ultimate incarnation of this famous model. This particular SS100 - frame number 'S1000' - was despatched on 1st May 1929 complete with the spring frame, Castle forks and a two-seater sidecar, as recorded on the accompanying copy of its Works Record Card. The machine was supplied to R Evans & Sons and registered on Anglesey as 'EY 3601'. Frame number 'S1000' is a very clear factory stamping but the final two 00s appear to be over-stamped, possibly reflecting the fact that the frame had been returned to the factory and then reissued. Although the frame number is recorded in the HPI database as 'S1060', this is clearly a clerical error resulting from a misreading of the old RF.60 continuation logbook. Issued in July 1956, the logbook records regular licensing in Kent up to March 1959. The first name in the RF.60 is that of Reginald Barton of Farnborough, Kent, who registered the Brough on 22nd July 1952. Well-known motorcycling journalist John Griffith wrote an article about Reg Barton and his Broughs for Motor Cycling's 30th January 1958 edition (copy on file). There is also an old V5 on file. (The registration 'EY 3601' 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.)The next owner listed in the RF.60 is Richard ('Dick') Knight, the well-known Brough Superior exponent and former Club President, who acquired 'EY 3601' in September 1975 and is believed to have rebuilt the machine in its present form. Engine 'JTOR/D 43560' is not ex-Brough but would have been manufactured in 1934 (finished Broughs with near numbers were ex-works in January I935). The engine is stamped 'Supplied by Fernihough Brooklands'. An old report in the Brough Club files states that the remains of the original engine ('33390') may have been with Dick Knight in the 1960s. The SS100 still has its original gearbox ('SB 192'), its original tank ('2027', detached) and its original Brough front numberplate. Modified by Dick Knight, 'EY 3601' was raced and sprinted extensively but with a 1930 SS100 engine (since reunited with its original frame) installed, and once achieved a speed of 122mph in a British National Sprint. An article about Dick Knight and his Brough Superiors was published in Superbike magazine's April 1979 edition (copy on file). The Brough later passed to Dick's son William and then, via dealer John Coleman, to the late Richard Gulvin in May 1979 (sales receipt on file). 'EY 3601' was in running order when acquired and Richard rode it in various Brough Superior Club events. In a letter on file, Richard Gulvin states that the engine came fitted with a set of Dick Knight's racing 'Brooklands' cams, reiterating: 'The engine is definitely a Fernihough Brooklands racing engine as prepared by Mr Dick Knight.' It is to be hoped that the fortunate next owner resists the temptation to restore 'EY 3601' to factory specification, as this wonderful old warhorse, which has been used competitively for most of its life, deserves to have its battle scars respected and preserved. 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 1927 Brough Superior Overhead 680 ProjectRegistration no. TO 5890Frame no. 612Engine no. GTO/I 82136/SD•Present ownership since 1978•Offered for restorationWith the SS80 and SS100 well established by the mid-1920s, it was decided to add a smaller and cheaper alternative to these two 1-litre models to the Brough Superior range. JAP was already producing a 674cc sidevalve v-twin engine and this unit, redesigned to accommodate overhead valves, went into Brough's new 'Overhead 680'. First shown to the public at the Olympia Motorcycle Show in 1926, the 'Miniature SS100', as George Brough called it, entered production for 1927. The new middleweight Brough was an instant success and for the 1930 season was joined by a version to higher specification. First seen at the 1929 Motorcycle Show, the newcomer was dubbed 'Black Alpine 680', a reference to the lavishly equipped SS100 Alpine Grand Sports and the fact that the newcomer boasted a distinctive all-black eggshell finish. Principal mechanical difference from the standard Overhead 680 was the adoption of the patented Draper sprung frame. This early Vintage-era Overhead 680, frame number '612', left the factory on 2nd June 1927 with engine '80033' bound for Hiltons Garage. Brough Superior Club records note that 'TO 5890' was acquired in April 1978 by the late owner, Richard Gulvin, who installed the engine currently fitted ('82136') which had started life in frame '606', an Overhead 680 sent to Halloway Bros on 31st May 1927. It is worthwhile noting that '82136' is fitted with one of well-known Brough Superior restorer Dave Clark's through-bolt conversions. The gearbox ('11636') does not appear in Brough records though '11631', '11638' and '11639' do (in August and September 1928). Tank '1720' is original to '612'. The front numberplate likewise is a Brough original, and the (unfitted) front and rear mudguards and carrier look correct. The loose rear numberplate is a modern cast reproduction, while the ML magneto is not correct for this model. Records show that in 1973 'TO 5890, was resident in Chapel Allerton, Leeds having once been fitted with a c.1923 non-Brough sidevalve engine. This potentially most rewarding project is offered with a copy of its Works Record Card; an old-style buff logbook (issued 1938); and an old-style V5 registration document. The registration 'TO 5890' 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. 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 1926 Brough Superior 981cc SS80 De Luxe ProjectRegistration no. TO 2980Frame no. 417Engine no. KT/C 95312/S•Non-original engine and gearbox•Present ownership since circa 1981•Offered for restorationWhile equalling a Rolls-Royce for quality of construction and finish, in spirit the Brough Superior was more akin to the sporting Bentley. Not an unwieldy beast intended primarily for sidecar duties like the majority of its v-twin-engined contemporaries, the Brough Superior was, in its maker's own words, 'a type of machine designed from the experienced solo rider's point of view'. To prove the point, Brough lost no time in demonstrating his machine's capabilities in the most attention-grabbing way possible: by racing at Brooklands. Introduced in 1922, the JAP-powered SS80 (so-called because of its guaranteed 80mph top speed in road trim) achieved instant fame when a stripped-for-racing version (nicknamed 'Spit and Polish') ridden by George became the first sidevalve-engined (flat head) machine to lap the Surrey track at over 100mph. Even more surprising was the fact that this landmark figure had been achieved on its maker's Brooklands debut. Brough entered the 1930s with an entirely JAP-powered range, and then, after a brief absence, the SS80 re-appeared in 1935 as the SS80 Special, this time with an engine built by Associated Motor Cycles. Similar to that of the Matchless Model X, the 982cc sidevalve v-twin incorporated Brough's preferred 'knife-and-fork' big-end bearing arrangement instead of the side-by-side connecting rods of the Matchless. The SS80 continued to use the AMC engine until production ceased in 1939. Its accompanying copy Works Record Card shows that frame number '417' formed part of an SS80 De Luxe despatched to G C & J L Howarth of Sale, Cheshire on 26th March 1926. When the accompanying old-style logbook was issued in 1965, it was noted that the Brough had last been taxed in 1933. The Brough Superior Club first heard of 'TO 2980' in 1973 when it was purchased by club founder-member the Rev Michael Staines. By 1975 the SS80 had passed to one J B Davidson of Finchley, London N3, who kept its (non-original) engine when he sold the Brough's cycle parts to D W Belvoir of San Jose, California in 1976. Dating from early 1928, the (non-Brough) engine with the machine today was acquired by the late owner circa 1981 soon after he bought the engine-less project from Jan Barton of San Jose, California and brought it back to the UK. The gearbox likewise is non-Brough but is of the correct type and dates from mid-1925. Offered for restoration and sold strictly as viewed, this exciting Brough project comes with an old-style V5 registration document and the aforementioned logbook and Works Record Card copy. The registration 'TO 2980' 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. 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 c.1947 Royal Enfield Projectcomprising frame numbered M20099, engine numbered 20099, gearbox numbered HBB356, forks, rear guard, rear stand and sundry components, offered with an old V5 for the VRN HC 7980 - matching the quoted frame and engine numbers, condition and completeness unknown, close inspection advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊◊◊◊◊ Requires specialist shipping and storage at the buyer's expenseFor further information on this lot please visit Bonhams.com

1936 Brough Superior 990cc SS100Registration no. CTO 147Frame no. M1/1627Engine no. BS/X2 1002 (see text)•Long term ownership of over 50 years•The 5th MX100 to leave the factory•Original frame and engine no. pairingCTO 147 was the fifth Matchless powered Brough Superior SS100 to leave the Nottingham factory. A retired motorcycle dealer, the vendor has known this machine for over seventy years. As a schoolboy he was given lifts sitting on its petrol tank by the previous owner, a plasterer's labourer. Some years later, after several unsuccessful attempts, he eventually succeeded in buying it for the grand sum of £15, although by this stage the Brough was in a dismantled state. A skilled engineer, he restored it, both mechanically and cosmetically, to a very high standard. We are told that the recorded mileage of 6,268 is the distance covered since that restoration in the late 1960s, at which time a new speedometer had been fitted. A photo shows the bike being ridden on Pendine Sands during one Brough Superior Club event when the owner clearly remembers seeing 90 mph on the speedometer. It was used in many other club events prior to a spell of ill health which restricted his activities. During this period the Brough was laid up, but unfortunately the previously bone dry storage area became damp because of drainage problems from a neighbouring house and garden. By the time the vendor became aware of this situation, the SS100's previously excellent cosmetic condition had sadly deteriorated. However, it should be noted that the engine turns over with some compression, and all gears can be selected, although we did find some false neutrals when rotating the rear wheel. Recommissioning and some restoration will obviously be required to a greater or lesser extent to return it to its former glory. A V5C registration document is supplied. No keys are either required or present.Mike Leatherdale, the highly respected registrar of the Brough Superior Club, tells us that the engine numbers of the Matchless powered machines were stamped at the AMC factory before the engines were despatched to Nottingham. With the introduction of the new overhead valve engines there was apparently a change of mind at AMC with regard to the number sequencing compared to the pre-existing side valve power units – and this is the reason that some of the very earliest ohv engines have over-stamped numbers. The 1936 Works Record Card for CT0 147 originally recorded engine no. 4002 but the factory changed this in ink to read 1002. Meanwhile, it should be noted that the V5C registration document records the original 4002 number rather than 1002, in the incorrect form of BSX/2.4002. The later 1939 Works Record Card shows the engine no. prefix as BS/X rather than the expected BS/X2 – perhaps the result of a clerical error? However, in a letter to us dated 2.8.21 Mike Leatherdale writes 'I am happy that the BS/X2 1002 is a genuine AMC stamping'. CTO 147's frame and engine are the original pairing. As indicated above, there are two Works Record Cards for this SS100 (the original cards are retained by the Brough Superior Club, but Club issued copies are supplied with this machine). The first card relates to its original supply in June 1936, while the second dated 13th November 1939 presumably indicates its despatch following a return to the works. Referring to the second card, Mike advised 'Don't be confused over the different wheel and tyre sizes, this is simply a change in the way measured between '36 and '39, and the non-voltage control dynamo system just shows it still had '36 equipment'. This SS100 is offered for sale with considerable regret, and only because of the vendor's advancing years and recent ill health. Prospective bidders must satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. Sold strictly as viewed.A wonderful opportunity to purchase one of the earliest Matchless powered SS100s which is ripe for restoration!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 Frank Harvey Brough 1924 Brough Superior 986cc SS80Registration no. RK 2439Frame no. 178Engine no. KTCY/C/98823/3 (see text)•Featured many times in The Motor Cycle pre-war•Known ownership history•Fully restored in the late 1990s/early 2000s•Present ownership since 2012•Banbury Run award winnerLegendary superbike of motorcycling's between-the-wars 'Golden Age,' Brough Superior - 'The Rolls-Royce of Motorcycles' - was synonymous with high performance, engineering excellence and quality of finish. That such a formidable reputation was forged by a motorcycle constructed almost entirely from bought-in components says much for the publicity skills of George Brough. But if ever a machine was more than the sum of its parts, it was the Brough Superior. W E Brough's machines had been innovative and well engineered, and his son's continued the family tradition but with an added ingredient - style. The very first Brough Superior MkI of 1919 featured a saddle tank - an innovation not adopted by the rest of the British industry until 1928 - and the latter's broad-nosed, wedge-profiled outline would be a hallmark of the Nottingham-built machines from then on. Always the perfectionist, Brough bought only the best available components for his bikes, reasoning that if the product was right, a lofty price tag would be no handicap. And in the 'Roaring Twenties' there were sufficient wealthy connoisseurs around to prove him right. Introduced in 1922, the JAP-powered SS80 achieved instant fame when a racing version ridden by George became the first sidevalve-engined machine to lap Brooklands at over 100mph. With the new SS80's performance threatening to put the overhead-valve MkI in the shade, it was decided to completely re-design the latter. The result was the legendary SS100. Brough entered the 1930s with an entirely JAP-powered range and then, after a brief absence, the SS80 reappeared in 1935 as the SS80 Special, this time with an engine built by Associated Motor Cycles. Although broadly similar to that of the Matchless Model X, the 982cc sidevalve v-twin incorporated Brough's preferred 'knife-and-fork' big-end bearing arrangement instead of the side-by-side connecting rods of the Matchless. By now recast in the mould of luxury tourer or sidecar tug, the SS80 continued to use the AMC engine until production ceased in 1939.One of only 14 SS80s produced in 1924, 'RK 2439' was supplied via Allen Bennett Ltd of Croydon to Mr Frank Harvey on 31st October 1924. 'The Frank Harvey Brough' is well known in BSC circles and rightly so, for its owner famously rode his machine on a succession of long-distance adventures both in the UK and on the Continent, commencing in June 1927 with a trip from his home in Carshalton, Surrey to Inverness. Amazingly, this feat was accomplished in 20 hours, which would be a creditable time today and must have been almost unimaginable then. His route card, still in its original wallet, is on file. Frank's articles about this trip and others were published in editions of The Motor Cycle magazine. Copies of the relevant magazines (five in number) are on file together with copies of period photographs, one of which shows the SS80 fitted with Webb forks and attached to a sidecar. Franks exploits 'north of the border' inspired the BSC's 2011 Scottish Rally.Frank Harvey kept the Brough until 1952, only parting with the machine because an American friend had crashed it. An old-style continuation logbook shows that 'RK 2439' was sold to Frank Verrell of Waddon, Croydon, and it subsequently passed to Michael Braid in Hackbridge, Wallington, and then Dan Keen, who purchased the 'rough and rusty remains' from the BSC in 1972 for £25 (copy bill of sale on file). The Brough was then placed in storage, remaining untouched for over 20 years until its restoration commenced in 1996. The original engine ('16139') had long gone but fortunately the machine came with the 1928 unit (from SS80 '708') that had been fitted at some time prior to 1952 (see aforementioned logbook). Rebuilding the SS80 was entrusted to recognised marque specialists, including Dave Clarke, then president of the Brough Superior Club, and Tony Leedal. The restoration took 11 years to complete and was finished in time for the SS80 to participate in the Brough Superior Club's 50th Anniversary Rally in 2008. The current owner purchased the Brough from the Keen family in 2012. The following year 'RK 2439' took part in the VMCC's Banbury Run, winning the Brough Superior 'Bike of the Event' award. Used infrequently since then, the Brough has recently been re-commissioned by Classic Super Bikes of Fleet, Hampshire and will be presented in running order at the sale. A well known Brough with a fascinating story, 'RK 2439' comes with a V5C, substantial file of history and is worthy of the closest inspection. 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 Vincent-HRD 499cc Series-A MeteorRegistration no. 175 YUB (see text)Frame no. D1382 Rear Frame no. D1382Engine no. M591•Full matching numbers (upper and rear frames, engine, gearbox, oil pump•Present ownership since 2007•Restored since acquisition•Local 'Best in Show' winner•Bronze cylinder headA letter on file states this beautiful Vincent-HRD Meteor was dispatched to Conway Motors on 12th August 1937. The upper and rear frame, engine, gearbox and oil pump numbers match the Works Order Form. '175 YUB' was owned by Walter Crocker (now deceased) of St Albans for 40 years and in 1995 belonged to Peter Woodhead, also of St Albans. On 24th April 2007, the Meteor was sold as a restoration project to the current vendor in the UK. A bronze cylinder head in very good condition was included in the sale.The restoration took around four years with the assistance of various marque specialists. The initial intention was to rebuild the machine to Comet Special specification complete with Brooklands silencer and Amal TT carburettor. When it came to fit the engine, the carburettor's long inlet tract fouled the frame. The late, great Bob Stafford suggested the standard Comet specification was fine for a road bike. The engine and gearbox rebuilds were duly completed by Bob Dunn to Comet specification around 10 years ago, including a bespoke alloy cylinder muff and the aforementioned bronze cylinder head. The Brooklands silencer split after a few months, so a standard silencer was purchased from Bob Culver. Other noteworthy features include the following:•Correct Series-A Brampton forks•Rebuilt Miller magdyno•Conway's clutch •Period Miller horn button and stop light switch•Dunlop wheel rims (re-chromed)•Post-war Amal carburettor (pre-Monobloc)•Solid state regulator fitted behind toolbox •6v dry battery with charging harness fitted inside 'Oldham' battery case The Meteor was ridden to a local classic motorcycle show in 2012 where it won 'Best in Show' award. It has not been ridden during the Covid period but has been started occasionally after preliminary oil priming and fuel checks; the last time the engine ran was on 15th January 2022. The owner says it has been a privilege to bring this wonderful machine back to life but now feels the time has comes to pass it on to the next custodian. Supporting documents within the very well organised file include, but are not limited to, photographs taken before, during and after restoration; frame number rubbings; DVLA documents; expired tax discs; engine rebuild details with various receipts in excess of £9,000; VOC Dating Certificate issued March 2021; and a copy of the Works Order Form. A video of the engine running is available on request. The original registration 'EGY 986' has been applied for and it is hoped that a V5C document will have been issued by time of 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

1950 Vincent-HRD 499cc Series-B Meteor Registration no. KYP 211 (see text)Frame no. R/1/4930 Rear frame no. R/1/4930Engine no. F5AB/2/3030 Crankcase mating no. 62A/62A•Barn find•Rare post-war single-cylinder model•Matching frame and engine numbers•Believed single family ownership from new•Offered for restorationThe Vincent-HRD marque originated in 1928 when Philip C Vincent acquired the name, jigs, tools and patterns of the recently liquidated HRD Company. ('HRD' stood for Howard Raymond Davies, the Isle of Man TT winner who had founded the firm in 1924). Vincent moved production from Wolverhampton to Stevenage and set about putting his motorcycle design ideas into practice, commencing with an innovative sprung frame that would remain a feature of Vincent motorcycles until production ceased in 1955. Like Davies before him, Vincent relied on proprietary engines until increasing dissatisfaction with suppliers led to the creation of Vincent's own 500cc single in 1934, which was later doubled up to create the legendary Series-A Rapide v-twin. Post-war this situation was reversed, with an all-new v-twin appearing first, in May 1946, followed by the single-cylinder version in 1949. The latter was offered in two forms initially – Series-B Meteor and Series-C Comet – the main differences between the two being the new Girdraulic front fork fitted to the latter, while the former retained the old Brampton girders, and the Meteor's slightly smaller carburettor. When production of Series-B models was phased out during 1950 the Meteor disappeared from the range, making it one of the rarer of post-war Vincent-HRDs. This rare, matching-numbers Vincent-HRD Meteor was delivered new to Jack Surtees' dealership in London in January 1950 and is believed to have had only one owner (the vendor's late father) from new. Showing 16,202 miles on the odometer, the Vincent was last on the road in 1958 and has been stored by the family since then (the last tax disc is still in the holder). Offered for restoration and sold strictly as viewed, the machine comes with documentation consisting of assorted correspondence and sundry bills from the 1950s, including some from the factory and Vincent specialist, George Brown.It should be noted that the registration 'KYP 211' 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

1954 Vincent 998cc Series-C Black ShadowRegistration no. UPJ 745Frame no. RC12034/B Rear frame no. RC12034/BEngine no. F10/AB/1B/10,134 (see text) Crankcase Mating no. C38V/C38V•Factory stamped matching numbers•Fully documented ownership history•Single-family ownership since 1989•Engine rebuilt in 1994•Professionally re-commissioned for saleEver since the Series A Rapide's arrival in 1937, the Vincent v-twin has been synonymous with design innovation, engineering excellence and superlative high performance. The appeal of the Vincent, and the 120mph-plus Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. This was a time when the average family saloon was barely capable of reaching 70mph, and not until the advent of Jaguar's XK120 was there a production sports car that could live with the thundering v-twins from Stevenage. Sold new by Millars Motors of Mitcham, Surrey, this magnificent and much travelled Black Shadow comes with its original and continuation logbooks tracing the machine's ownership history from new up to 1975 when it was registered to Piers Timothy Pearcey, while a (photocopy) V5 records Mr Pearcey as the owner immediately preceding the lady vendor's late husband, who acquired the Vincent in 1989. Offered from long-term single-family ownership, 'UPJ 745' comes with a substantial file of history including VOC correspondence confirming matching frame and engine numbers, and a bill relating to an engine rebuild by Bob Dunn carried out in 1994. The file also contains numerous other bills and a substantial quantity of tax discs and MoTs, the earliest of the latter dating back to 1967 (the last MoT expired in 2014). 'UPJ 745' also comes with a large album of photographs recording the owners' trip to New Zealand with their Black Shadow. Also included in the sale are various instruction manuals and marque-related books, and a copy of an article featuring the late owner's Vincents published in The Classic Motor Cycle's August 1991 edition. With its sale in mind, the Vincent was extensively re-commissioned in late 2021 by Classic Bike Workshop of Fleet Hampshire, whose detailed bill for £2,447 is on file. The vendor advises us that the Shadow is running well, its engine being described as mechanically healthy, quiet and smoke-free. Gear selection is said to be excellent, with the original clutch working well. The electrics were tested recently and are all in order. The only faults notified are a noisy alternator and a slight oil leak. All in all this is an exceptionally well documented and well cared for Black Shadow, benefiting from long-term enthusiast ownership and offered fresh from professional re-commissioning, ready to enjoy. It should be noted that other engines built at around the same time as this one also have a ',' stamped in the number, which according to the VOC looks like a quirk attributable to one of the fitters. 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

1950 Vincent 499cc CometRegistration no. LKH 109Frame no. Upper Frame no.RC/1/5966 Rear Frame no. RC/1/5966 Engine no. Engine no. F5AB/2A/4066 Crankcase nos.93H/93H• Matching numbers example• Well maintained, with some modern updatesWith the apocryphal tale of Vincent-HRD Series A twins being conceived as a result of two single-cylinder drawings being overlapped, it could be said that the post-war single cylinder engine was brought about by the use of a rubber – removing the rear cylinder of the existing twin-pot design. In other respects, the layout was almost identical, with the same 'frameless' cycle parts being employed for both types. On the singles, the rear cylinder was replaced with a cast alloy beam, and the gearbox employed was the familiar Burman item, an older versions of which had been popular before the war. Announced in late 1948, a few Series B Meteors were produced before being joined by the Comet in Series C form with Girdraulic forks, as opposed to the Brampton girders on the Meteor. The Comet was a little more expensive, being equipped with the new forks, a higher compression ratio, front propstands, and a modified, slightly longer, rear frame section. In most other respects the bikes were very similar. It remained in the model range from its inception in 1948 until 1954.This matching numbers Comet was purchased by the vendor in 2004. The previous owner, Neil Cowan, had acquired the machine in 1994 from a garage in Dundee, and used the machine for a few rallies and shows before realising that it required some work. He gave the machine to Simon Linford who carried out work mainly to refurbish the front forks, dampers and electrics, whilst the engine was sent to Bob Dunn for a complete rebuild (invoice on file). Later work included fitting an Alton generator and regulator. Registered in Hull, the factory records do not relate to whom LKH 109 was first consigned (possibly Jordans of Hull), but there is a copy of the Works Order form and a VOC certificate of Authenticity in the documents. It retains its original upper frame, rear frame and engine.The present owner has used the Comet every year during his ownership, for club runs and local rallies, and continued to improve the machine, adding stainless steel wheel rims and spokes, a centre stand, folding rider's footrests, barrel relined with standard piston, new valves and guides, new multiplate clutch, new carburettor, anti-sumping valve, and a 105 camshaft (original cam included). Unfortunately, the vendor has reached an age at which he feels he may be unable to use the bike as much as he would like, and wishes to pass it on to another custodian to enjoy. With the battery reconnected, it will be ready for a new owner to use. Documentation comprises a current V5C, copy old V5s, a quantity of old tax discs, the aforementioned copy Works Order Form, invoices / receipts, and sundry papers.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

1959 Nor-Vin 499cc CometRegistration no. WNM 52Frame no. 14P 81340Engine no. F5AB/2A/4807It is often said that the measure of a special's quality is whether it could pass for a factory-built machine, and this stunning Nor-Vin certainly fits the bill, looking like it could easily have originated in either Bracebridge Street or Stevenage. Indeed, the vast quantity of bills in the accompanying documents file testifies to the fact that this was a no-expense-spared project. Built by the enthusiast vendor (an experienced restorer with over 40 years of show-standard bikes to his credit), the machine consists of a 1959 Model 99 frame and a 1950 Comet engine. The latter has been overhauled with a new cylinder, piston and bearings, and the head rebuilt by Conway Motors. The gearbox internals are said to be 'nearly as new' and the clutch in very good condition. The dynamo and magneto have been rebuilt and the electrics renewed, while the primary and final drive chains are new. On the cycle parts side, the forks have been fully rebuilt with new stanchions and bushes, and the wheels rebuilt with new bearings, stainless spokes and the original Dunlop rims (re-chromed). The Norton Commando TLS front brake is a sensible upgrade. Needless to say, all the paintwork is new. Finished in 2021, this unique Nor-Vin may need some carburettor tuning but otherwise is ready to enjoy, offered with 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

Property of a deceased's estate 1950 Vincent 499cc Comet ProjectRegistration no. LKH 646 (see text)Frame no. RC/1/6430 Rear frame no. RC/1/6430Engine no. F5AB/2A/4530 Crankcase mating no. 34K/34KUnlike in pre-war days, when the first (Series-A) Vincent-HRD v-twin had been created by - in effect - combining two of the existing singles, post-WW2 Vincent's approach was reversed, with the Series-B twin appearing first, in 1946, and the single-cylinder version in 1948. The latter was offered in two forms initially: Series-B Meteor and Series-C Comet. Apart from its Burman gearbox and 'missing' cylinder, the Comet followed Series-C twin lines, featuring the newly introduced Girdraulic front fork and hydraulic dampers at front and rear, while the Meteor retained the old Brampton girders. The Meteor was soon dropped but the Comet continued in production until 1954, offering the same degree of refinement as its bigger brother, albeit with reduced performance. Even so, the Comet combined a 90mph potential with excellent fuel economy, and was the ideal touring mount for the discerning rider who placed civility of manners and quality of construction above outright performance. Presented in 'barn find' condition, this matching-numbers Vincent Comet was purchased by the late owner in 1965 and carries a tax disc that expired in 1968, which is almost certainly when it was last used. The coil ignition conversion and red paintwork are believed to be the work of a previous owner. Accompanying documentation consists of an old-style continuation logbook (issued 1956) and old insurance and MoT certificates from the 1960s. The machine is offered for restoration (the engine is seized) and sold strictly as viewed. It should be noted the registration 'LKH 646' is not listed in the HPI/DVLA database. Accordingly, prospective purchasers must satisfy themselves with regard to the status of the registration 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 biddingFor further information on this lot please visit Bonhams.com

1954 Vincent 998cc Series-C Black ShadowRegistration no. UJO 680Frame no. RC12099B Rear frame no. R2145Engine no. F10AB/1B/10199 Crankcase mating no. C63V/C63V•Matching Upper Frame Member and engine•Single family ownership for the last 29 years•Engine rebuilt by Conway Motors in 2004•Last run in March 2022Ever since the Series A's arrival in 1937, the Vincent v-twin has been synonymous with design innovation, engineering excellence and superlative high performance. From Rollie Free's capture of the 'world's fastest production motorcycle' record in 1948 on a tuned Series-B Black Shadow to the final fully enclosed Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features, offering adjustment of brake pedal, footrests, seat height and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries.But above all else it was the v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. This was a time when the average family sedan was barely capable of reaching 70mph, and not until the advent of Jaguar's XK120 was there a production sports car that could live with the thundering v-twins from Stevenage. With a top speed approaching 120mph and bettering it in the Black Shadow's case, the Vincent v-twin was quite simply the fastest road vehicle of its day. This Vincent Black Shadow was part of the estate of the vendor's late father, who had purchased it in 1993 (receipt on file). The Shadow was his pride and joy for more than 30 years and during most of that time he was an active member of the Vincent Owners' Club. In 2004 the engine was rebuilt by marque specialists Conway Motors. Conway's detailed invoices are on file and the accompanying folder also contains numerous other bills; a quantity of MoTs (most recent expired 2013); instruction books; spare parts list; assorted technical literature; and old/current V5Cs. The Vincent Owners Club has confirmed that the UFM (RC12099B) and engine (F10AB/1B/10199) is a series-C Black Shadow manufactured in early 1954. 'UJO 680' is an Oxfordshire registration, suggesting that it might have been despatched to Kings of Oxford. (It should be noted that the rear frame is from a 1948 Series-B Rapide.) Last run in March 2022. Offered with a selection of spares including rear luggage rack and tool tray. 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

A c.1959 Royal Enfield 700cc Projectcomprising frame numbered 5995, semi-complete engine numbered YA15183, two wheels, centre stand and sundry spares. Offered with an old V5 for the VRN SJG 939 - pertaining to frame number 5995 however the engine is not the original. Condition and completeness unknown, close inspection advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊◊◊◊◊ Requires specialist shipping and storage at the buyer's expenseFor further information on this lot please visit Bonhams.com

Formerly the property of Robbie Coltrane 1950 Sunbeam 489cc S7 DeluxeRegistration no. HUK 642Frame no. S7 40323Engine no. S8 7518•Owned by Robbie Coltrane from circa 1995 to 2003•Present ownership since 2008•Restored in 2013•Well documentedThis Sunbeam S7 De Luxe formerly belonged to the critically acclaimed and immensely popular actor Robbie Coltrane. Probably best known for playing Hagrid in the Harry Potter movies, Robbie has enjoyed a stellar career that has included Tutti Frutti and Cracker on television, and countless other roles in films. Included in the sale is Robbie's signed letter (dated December 2003) in which he states: 'Dear New Owner, just to say congratulations! The old Sunbeam is one of the last motorcycles made in England, and only a bad knee (the one you kick-start the bike with) is making me have to sell it. I hope you have as much fun with the old bike as I have.' The Sunbeam also comes with a signed photograph of Robbie as Hagrid, annotated 'Please look after the Sunbeam!' together with other paperwork relating to his period of ownership, including some colour photographs of him with 'HUK 642'. This paperwork also includes a detailed bill from marque specialists Stewart Engineering for extensive works undertaken in 1995. The Sunbeam was purchased by the current vendor's father-in-law in 2003 through an agent acting for Robbie Coltrane, passing to the current vendor in October 2008. The Sunbeam was fully restored in 2013, the engine being rebuilt by British Classic Motorcycles; the frame and cycle parts stripped and re-sprayed; and a new wiring loom installed (bills on file). Electronic ignition is fitted for easier starting and better running (easily returned to original specification if required); the only other notified deviations from factory specification being a glassfibre air filter cover and chromed air filter. Last run in August 2021, 'HUK 642' is offered with various spare parts including a correct pillion seat. The machine also comes with instruction manuals; copy parts list; Stewart engineering technical literature; expired MoTs; a set of three keys; and old/current V5C 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

1955 Sunbeam 489cc S7 De LuxeRegistration no. UMB 459Frame no. S7-7543Engine no. S8 13310Designed in wartime by Erling Poppe, the Sunbeam inline twin was introduced in 1947. A luxury tourer inspired by the pre-war BMW, it was of advanced specification with an overhead-camshaft engine, telescopic front fork, shaft drive, and plunger rear suspension, these last three features being shared with its German inspiration. The Sunbeam S7 was equipped with balloon tyres, a feature not carried over to the deliberately more conventional, and also lighter and cheaper, S8 introduced in March 1949. The front fork and 7' brake were now standard BSA components and there were numerous other changes made in the interests of rationalisation, many of which were incorporated into the S7 De Luxe that superseded the S7 later that same year. Affectionately referred to as 'Lucy', this S7 De Luxe was purchased by the current vendor circa 1974 and used for commuting to and from his place of work until 1979. The Sunbeam was last used in the late 1980s and has been kept in dry storage since then. The machine is an ideal candidate for sympathetic restoration or possible use 'as is' following re-commissioning. A quantity of spares is offered together with the machine and includes, headlamp rims, silencer, distributor, exhaust manifolds, rubbers, gaskets, paint, a maintenance and repair manual; a (distressed) copy of The Book of the Sunbeam S7 and S8; a V5C; a set of keys, various bills and technical literature from marque specialists Stewart Engineering. 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

1957 Sunbeam 489cc S7 De LuxeRegistration no. TDF 511Frame no. S7-7771Engine no. S8 13187A wartime design by Erling Poppe, the Sunbeam inline twin was introduced by BSA, owners of Sunbeam Cycles Limited, in 1947. A luxury tourer, it was of advanced specification with overhead-camshaft engine, shaft drive and plunger rear suspension. The clutch housing and four-speed gearbox bolted directly to the back of the engine, which was rubber-mounted in the duplex loop frame, an innovation that required a flexible joint in the exhaust system ahead of the silencer. Supplied new by A Williams & Co of Gloucester and previously attached to a sidecar, this Sunbeam S7 Deluxe was offered for sale at Bonhams' Stafford auction in October 2007 (Lot 457) at which time it was said to have been in the then owner's hands since the 1960s. The machine was described as '100% original and complete', even down to the tyres, having covered a mere 9,000-or-so miles from new at that time. Its late owner, Mr John McClelland, purchased the Sunbeam in 2007 from the aforementioned long-term owners. Since John's passing, the machine has been reregistered in his spouse's name. Last run at the 2015 Sunbeam Rally, it has been on static display indoors since 2016 (following a flush and drainage of all fluids) and will require re-commissioning before further use. Accompanying documentation includes the original old-style logbook; sundry invoices from marque specialists Stewart Engineering; and old/current V5C registration documents.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com

1982 Hesketh 992cc VampireRegistration no. CPU 225XFrame no. 213 Engine no. none visibleBrainchild of wealthy aristocrat and Formula 1 team owner Alexander, Lord Hesketh, the Hesketh V1000 promised to be an all-new British superbike in the Vincent mould. The proposed design had all the right ingredients: 1,000cc 8-valve Weslake v-twin engine, nickel-plated Reynolds 531 frame, Brembo brakes and Astralite wheels; if only they'd got Rod Quaife to design the gearbox... Rushed into production before it was ready, the V1000 was panned by the critics - the gearbox in particular - and when the receivers pulled the plug in 1982 only 170 had been made. The sole derivative of the original V1000 was the even rarer Vampire, a super tourer equipped with fairing designed by John Mockett. Following the original company's demise, small-scale production was restarted later by successor-company Hesleydon Ltd at the Hesketh family seat at Easton Neston where, over the years, development engineer Mick Broom managed to eradicate virtually all the V1000s shortcomings. The current owner describes the machine's condition as good throughout, though with some inevitable age-related cosmetic deterioration. The Vampire last ran in 2019 and should require only minimal re-commissioning before returning to the road. Accompanying paperwork consists of a V5C Registration Certificate; MoT (expired April 2017); and the original Hesketh warranty 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

c.1961 / 1967 Velocette 499cc Venom / ThruxtonRegistration no. MTN 288EFrame no. RS16108Engine no. VMT 490Previously sold by Bonhams at Stafford (Lot 307 October 2013) this machine is believed to have started life as a pukka Velocette Thruxton in 1967, but by 1972 (as evidenced by an old continuation green VE60 log book on file), the frame had been changed for an earlier Venom/Viper frame dating from c.1961. Why, or exactly when, this occurred is open to conjecture, but a clue to the original owner may be gleaned from a letter on file from Velocette to a previous owner, Mr L. G. Wright in November 1966, recommending that he purchase a Thruxton to fulfil his requirements for high-speed cruising capability, stating that 'It is a reliable model, it is very fast, has vivid acceleration and handles as a racer should, and last but not least, it is a very attractive looking machine, a choice which we feel you would not regret.'. Following the sale in 2013, the Velo appears to have been restored, and ultimately was purchased by the present vendor (purchase invoice on file). Not long before this, MTN 288E was tested by Classic Bike magazine in December 2020 (copy on file). After acquisition, feeling the riding position too radical for him, he fitted touring bars and footrests (the old clip-ons and rearsets will accompany the bike). He also fitted a new 34mm Amal MkII Concentric carburettor, to further improve useability. A modern replacement BTH magneto has also been fitted. Documentation comprises a current V5C, an old-type V5, the aforementioned continuation VE60 log book, letter, magazine, and purchase invoice, together with associated sundry papers.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 1963 BSA 646cc Rocket Gold Star ReplicaRegistration no. WPV 862AFrame no. GA10.1402 (see text)Engine no. DA10 R 10018Widely recognised as one of the most desirable of all factory built 'café racers', the Rocket Gold Star arrived in 1962 together with the first of BSA's new unitary construction range. A combination of - mainly - Gold Star cycle parts and the A10 Super Rocket twin-cylinder engine, the newcomer represented the last of the old pre-unit line rather than a new departure, and thus was destined for a relatively short life. The model was offered in a number of different forms and with a host of options relating to controls and equipment. Around 1,800 were made over a two-year period. Today genuine examples are highly sought after, their relative scarcity leading to the construction of numerous replicas. Carrying an Ipswich registration, this beautifully restored Rocket Gold Star Replica was purchased 'sold as seen' from Roger Sharman of Cake St Classics in 2001/2002 (receipts on file). The frame/engine numbers match those of a Rocket Gold Star despatched in May 1963 to C Cope of Birmingham, but it should be noted that the frame number is not a BSA factory stamping, hence this machine must be considered a replica (see GSOC correspondence on file). Unfortunately no other history is known. The machine also comes with an original RGS instruction manual and old/current V5/V5C documents showing the date of first registration as 1st September 2001. 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

1952 BSA 123cc Bantam D1Registration no. HNR 682 (see text)Frame no. YD1S 81186Engine no. YDL 12053Developed from the pre-war DKW RT125 and announced in 1948, the Bantam became a top seller for BSA, in excess of half a million leaving the Birmingham factory before production ceased in 1971. Originally of 123cc, the engine grew first to 148cc and then to 172cc. Plunger rear suspension became available as an option in 1950, as did battery electrics powered by a 6-volt Lucas alternator, direct lighting having been relied upon hitherto. Many a mature motorcyclist will have learned to ride on a Bantam and the model remains a firm favourite to this day. Believed purchased by the vendor's father from the original owner, and not ridden for 50 years, this plunger-suspended Bantam is presented in outstandingly original 'time warp' condition, currently displaying a total of only 11,391 miles on the odometer. Offered for re-commissioning/restoration, the machine comes with keys but there are no documents present. 'HNR 682' is not listed in the HPI database; accordingly, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1964 AJS 646cc Model 31Registration no. LKE 215BFrame no. A87252Engine no. 31 10257The last of the major British motorcycle manufacturers to offer a parallel twin, Associated Motor Cycles did not announce its own until the Earls Court Motorcycle Show of 1948, and even then production was for export only. Typed Model 20 (AJS) and G9 (Matchless), the two newcomers followed the established pattern of British parallel twins but were unusual in having an engine with a third, central, crankshaft main bearing. The new 498cc power unit was housed in the swinging-arm frame recently introduced on AMC's heavyweight singles. Progressively developed, the motor underwent a number of capacity increases, finally arriving at 646cc in the autumn of 1958 with the launch of the AJS Model 31 and Matchless G12. Well-finished, stylish and deservedly popular despite lacking the performance image of certain rivals, the AMC twins were much missed after their demise in 1966. An AJS & Matchless OC letter on file states that this particular AJS Model 31 was a 'Show Model' supplied to the famous South London dealership Pride & Clark in December 1964. The machine appears to be in substantially original specification except for the Norton Commando-type TLS front brake and the addition of flashing indicators. Acquired by the vendor's late father in November 2007, the machine has not run for some time and will require re-commissioning before further use. Offered with old/current V5C documents. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com

Property of a deceased's estate 1956 Velocette 499cc VenomRegistration no. URT 325Frame no. RS7756Engine no. VM1005Introduced for 1956, the Venom and Viper high-performance sports roadsters were derived from the touring MSS. These two new models had resulted from engine development pursued as part of the factory's scrambles programme and were launched at that the 1955 Motorcycle Show. The MSS's swinging-arm frame and forks were retained for the newcomers, but full-width alloy hubs were adopted to boost braking power and smart chromed mudguards fitted to enhance the models' sporting image. Produced until the end of Velocette production in 1971, the Venom represents the final glorious flowering of the traditional British sports single, and today these supremely well engineered thoroughbreds are highly sought after. Venom production commenced in December 1955 with frame number '7623'/engine number '1001') making this example one of the very first to leave the factory. The Venom has been standing unused for some considerable time and will require re-commissioning or possibly more extensive restoration before further use (the engine turns with some compression). The registration 'URT 325' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. There are no documents with this Lot, which is sold strictly as viewed. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com

A Royal Enfield Projectcomprising frame numbered G15571 and engine G15571, forks, rear wheel and sundry components. Offered with old V5 for the VRN HVE 680 - matching the quoted frame and engine numbers, condition and completeness unknown, close inspection advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊◊◊◊◊ Requires specialist shipping and storage at the buyer's expenseFor further information on this lot please visit Bonhams.com

1954 BSA 646cc 'Rocket Gold Star' ReplicaRegistration no. 743 XUSFrame no. CA7 1940Engine no. CA10R 9367 (see text)'743 XUS' was purchased by the vendor in 2013 (receipt on file). The vendor advises that the bike had been restored and converted to RGS trim by a previous owner; he also advises that the last owner further improved the machine by fitting a new carburettor, new fork stanchions and bushes, a Newby belt drive kit, a tachometer, and sundry other parts, as evidenced by receipts and invoices on file. A new exhaust pipe and silencer were fitted, and further work was carried out on the gearbox. After acquisition by the vendor, he covered only 86 miles, after which, health problems prevented further use, and the machine has since been kept in a vacuum bag. The fluids were drained, and the tyres kept up to pressure and rotated. Realising that he may not be able to use the machine, he wishes it to go to a new owner who can give it the use it deserves. In view of the dry storage period, 743 XUS will require modest re-commissioning and safety checks prior to returning to the road. Please note that the engine number is not a factory stamping. The enduring popularity of machines such as this, is the attraction of owning a machine which looks, and performs, just like the real thing at a fraction of the price. Documentation comprises a current V5C, some expired MoT certificates, the aforementioned purchase receipt, invoices, a workshop manual, and sundry papers.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

1953/58 BSA 500cc Gold StarRegistration no. VYD 77Frame no. BB32A 141Engine no. DBD34GS 3542Carrying the 1956 registration 'VYD 77', this BSA Gold Star consists of a frame dating from circa 1953 and an engine dating from circa 1958. The frame is of the swinging-arm type, with rear-set loops and folding footrests. The front forks are externally standard but have been upgraded with Eddie Dow longer bushes and internal two-way damping rods with standard top nuts. The wheels have alloy rims shod with Avon tyres: Speedmaster Mk2 at the front, Roadrunner at the rear. Lubricated by Castrol R40, the DBD engine features an Amal 1½' GP carburettor; Lucas mag-dyno; chromed swept-back exhaust pipe; and a chromed silencer that emits that classic Gold Star twitter. The gearbox is the standard (STD) type. 'VYD 77' was last MoT'd in September 1998 and is currently SORN'd. The Goldie was last ridden to a classic vehicle show some 10-20 years ago and then placed in a modern dry garage. The vendor advises us that it was running well when last ridden. Not used for many years, the machine will require careful re-commissioning before returning to the road (the engine turns over). Offered with sundry bills; expired MoTs; BMS workshop manual; Eddie Dow catalogue; and old/current V5/V5C documents.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com

1957 Triton 649cc 'Domibird'Registration no. BAS 414Frame no. M14 74980Engine no. NoneHaving wanted a 'touring' Triton, as opposed to the usual café racer style, the owner of this machine began, in 1980, to accumulate parts to build one. Eventually realising that he had neither the time, nor the skill to build it, in 2001 he commissioned Burton Bike Bits to do it for him (invoice on file). With a wideline frame, 9-stud cylinder head and barrel, Morgo oil pump, Boyer Bransden electronic ignition, unstamped pre-unit crankcases, and a 2LS Commando front brake, the bike was completed and registered as 'Historic vehicle' in 2001. The owner christened the machine a 'Domibird' and it featured on the cover of the Triton Owners Club magazine in June 2018. Since completion, BAS 414 has seen regular, but limited use, only covering 1,702 miles from completion to date. In 2019 the front brake was relined, and new tyres fitted (invoices on file). The only recorded glitch is that it sometimes has a tendency to 'run-on' after ignition switch off. Always garaged, it has never been used in the wet, and is only reluctantly being sold as the owner broke his knee in 2020 and now finds kick starting difficult. A tachometer was purchased for the bike, but not fitted, so will accompany the machine. Documentation comprises a current V5C, the invoice for the initial build, with a list of parts, together with a quantity of invoices.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

1960 Triumph 649cc T120 BonnevilleRegistration no. 175 MKEFrame no. D7978Engine no. T120R D7978 (re-stamped)Hurriedly prepared for its debut at the 1958 Earls Court Show (it was too late for inclusion in the 1959 catalogue) Triumph's Bonneville 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 evocative 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. This Bonneville comes with an old-style V5 and an image of it undergoing restoration circa 20 years ago. The V5 states '4 previous owners since 1978' (not including the recorded keeper at the time). The two stated owners are Mr Allen in Margate from January 1983 until January 1986 and then the late David Jenner, the well-known Kent-based collector. Our vendor bought the Bonnie directly from David Jenner and had it completely rebuilt over the course of a year. The machine has been on display in his office since completion and as such will require re-commissioning and safety checks prior to use. It should be noted that the engine number is certainly re-stamped. Accordingly, prospective purchasers must satisfy themselves with regard to this motorcycle's stamps, correctness and originality 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

1961 Triumph 649cc TR6R TrophyRegistration no. not registeredFrame no. D13591 (see text)Engine no. TR6R D13591 (see text)Success in the International Six Days' Trial (ISDT) in the late 1940s prompted Triumph to adopt the 'Trophy' name for their off-road-styled twins, at first for the 500cc TR5 and then for the 650cc TR6. Introduced for 1956, the 650cc Trophy featured the new aluminium-alloy cylinder head of the Tiger 110 sports roadster. Its off-road pretensions were more style than substance though, amounting to little more than the fitting of a smaller fuel tank, quickly detachable headlamp, and larger-section rear tyre. The Trophy retained its sporting character but became more of a roadster as time passed, ending up, in effect, as a single-carburettor T120 Bonneville when reintroduced, after a five-month absence from the range, in February 1961. More tractable than the Bonnie and more economical too, the Trophy gave little away in terms of outright performance, the bike's standing quarter-mile time and top speed being within a whisker of its twin-carb sibling's. This particular Trophy was acquired approximately 20 years ago in a dismantled state. The vendor then had it restored and reassembled. Kept on display in his office since completion, the machine will require re-commissioning and safety checks prior to use. It should also be noted that the near side grab handle has rusted through. Prospective purchasers must satisfy themselves with regard to this motorcycle's frame and engine number stamps, correctness and originality 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

1962 Triumph 649cc T120 BonnevilleRegistration no. 630 RHNFrame no. D18460Engine no. D18460Hurriedly prepared for its debut at the 1958 Earls Court Show (it was too late for inclusion in the 1959 catalogue) Triumph's Bonneville 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. 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. Dating from the final year of production of the Bonneville in its original, 'pre-unit' form, this example had already (pre-2002) been fully restored when it was purchased in 2016 from prominent collector Russell Montgomery. The Bonnie has scarcely been ridden since then but has been started regularly and is said to start first kick and quickly settle into a quiet tick-over. Notable features include numerous stainless fittings and new Amal Concentric carburettors, replacing the original Monoblocs. Offered with 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

1966 Triumph 350cc Tiger 90 Police MotorcycleRegistration no. LWO 754EFrame no. T90P H51692Engine no. T90P H51692This Tiger 90 was built on the 28th October 1966 as part of a batch of 51 police models. It was dispatched to R J Ware & Sons of Newport, Monmouthshire on the 31st March 1967, destined for service with Newport Borough Constabulary. The Triumph was initially based at the police house in Llangybi in the Usk area and used by the local officer, PC Len Davies. In 1972 'LWO 754E' was disposed of by Newport Borough Constabulary as they were moving to 650cc machines. The bike remained in storage until the vendor (a serving police officer) bought it in 2017 as a long-term restoration project.The engine has had a full rebuild with only the piston rings and clutch roller bearings replaced; it is running on standard pistons so has never been re-bored. The frame has been stripped down to bare metal and refinished with paints of original specification, and as many of the original parts as possible were reused in the refurbishment. A Boyer Bransden Power Box and electronic ignition have been fitted (original diode and rectifier included).The Tiger's restoration was completed earlier this year and all the related bills and photographs come with the machine. Last run in March 2022, the Tiger is offered with a VMCC dating certificate and a V5C document. Keys present.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com

1978 Triumph 744cc T140V BonnevilleRegistration no. BAY 490TFrame no. T140V DX06977Engine no. T140V DX06977The final phase of Triumph twin development began in 1972 with the first appearance of the enlarged-to-750cc version of the Bonneville, the increase in bore size necessitating a new crankcase to accommodate the larger barrel. Other improvements included a ten-stud cylinder head, triplex primary chain, stronger transmission and a disc front brake. A five-speed gearbox, introduced on the preceding 650 Bonneville, was standard equipment on the 750. Despite the age of the basic design and strong competition from Japanese and European manufacturers, the Bonnie remained for many years the UK's top-selling 750 and was voted MCN's 'Machine of the Year' in 1979. This T140V was purchased by the current vendor from P.M. Motorcycles of Harleston, Norfolk in October 2020, since when it has covered only some 65 miles (copy bill of sale on file). The machine retains its original paintwork and supplying dealer's decals on the side panels, and currently displays a believed-genuine total of only 3,565 miles on the odometer, seemingly verified by accompanying MoT certificates. A full service was carried out by Ace Classics in July 2021, which included renewing the clutch and fitting correct 6-volt ignition coils (bill on file). Last run in December 2021. 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

Property of a deceased's estate 1964 Royal Enfield 736cc InterceptorRegistration no. BDV 486B (see text)Frame no. 62737Engine no. YB15905Built to satisfy the North American market's insatiable appetite for ever-larger engines, the 736cc Interceptor arrived in the UK in 1962 and was closely based on the Constellation but with the added refinement of a dynamically balanced crankshaft. In 1966 Royal Enfield was acquired by Norton Villiers and much of the business sold off. After a brief hiatus in production, Royal Enfield introduced the Series II Interceptor, with revised wet-sump engine, and the model continued in this form until the company's demise in 1970. Although it sold in relatively small numbers compared to the more popular BSA and Triumph twins, the big Interceptor had a character all of its own and even today commands a loyal following. This Interceptor displays a total of 96 miles on the odometer, potentially the distance covered since it was restored, although its mechanical condition remains unknown. The Royal Enfield has been standing unused for some considerable time and will require re-commissioning or possibly more extensive restoration before further use. The registration 'BDV 486B' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. There are no documents with this Lot, which is sold strictly as viewed. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com

Property of a deceased's estate 1983 Triumph Bonneville 750 ElectroRegistration no. A881 JFVFrame no. T140ES JEA33817Engine no. T140ES JEA33817One of the last made at Triumph's historic Meriden factory near Coventry, England before its closure, the machine offered here represents the Bonneville in its ultimate specification, featuring Bing carburettors, Bosch turn indicators, Magura switchgear, Marzocchi shock absorbers, Veglia gauges, disc brakes, electric starting, and electronic ignition. These final Meriden-built Triumphs had been well received. 'Changes include a strengthened swing arm, new four-valve oil pump, and American standard fasteners,' reported Motorcycle magazine. 'The polishing of all plated parts is exceptional. The pin-striping is done by hand, of course, and the paint is deep and will last much longer than that done on early Seventies Triumphs.' Rider described the Bonnie as 'remarkable, fuss-free, and reliable', while Cycle World declared: 'ghosts from the Limey past, such as oil leaks, vibration, and faulty electrics were not a factor.'This Bonneville Electro had had three former keepers prior to its acquisition by the late owner in April 2010. Currently showing a total of 13,967 miles on the odometer, the Bonnie has been standing unused for some considerable time and will require re-commissioning or possibly more extensive restoration before further use. Offered with a V5C document, the machine is sold strictly as viewed. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com

1972 Norton Commando 750cc Racing Motorcycle ProjectRegistration no. not registeredFrame no. noneEngine no. 205957Alongside the stock Commando roadster, Norton Villiers offered a competition version intended for production class racing. Introduced for 1971, the Commando Production Racer was developed by works rider/engineer Peter Williams and produced in very limited numbers for little more than one season, with a list price double that of other Commandos. The first Commando to be fitted with a disc front brake as standard, the Production Racer came with a tuned engine, clip-on handlebars, rear-set footrests and distinctive yellow glassfibre fuel tank and bodywork. Genuine examples of this limited-edition rarity are highly sought after by collectors and only very infrequently offered for sale. This Commando had the Production Racer's yellow livery and a glassfibre fuel tank when acquired by the vendor, but in the absence of a frame number it has not proved possible to verify its original specification. Notable features include a Quaife four-speed gear cluster, vented rear brake, and a Norvil front disc brake (albeit on the 'wrong' fork leg). Never road registered, the Commando is possibly the ex-Dennis McMillan machine that he achieved many wins and places on. It was purchased by the vendor in 1975 and only raced a few times before being laid up. Not started since circa 1976, the machine will need full re-commissioning and is sold strictly as viewed (the engine turns over). 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

1969 BSA 740cc Rocket IIIRegistration no. not UK registeredFrame no. CC02257- A75REngine no. CC02257-A75REssentially a 'Tiger-and-a-half', the Triumph and BSA 750cc triples were launched in 1969. BSA-Triumph had learned a lot about engine development from racing the 500cc twins, and the triples were the most powerful machines in their class. Differences between the Triumph Trident and BSA Rocket III were more than just cosmetic: the two models used different frames and in BSA guise the motor's cylinder block was inclined forwards. Only the Trident survived the Group's collapse in 1972, continuing as the T150V (with five-speed gearbox) and later the T160 (using the BSA-type engine). The number of important production race victories achieved (notably by the works Triumph 'Slippery Sam') is eloquent testimony to how effective a high-speed road-burner a well-fettled triple can be. Today they enjoy an enthusiastic following worldwide and are supported by numerous recognised specialists and a first rate owners' club – the TR3OC – whose annual 'Beezumph Rally' is highly recommended. This Rocket III has had five owners from new and had formed part to the preceding custodian's private collection for some eight years when it was purchased by the current vendor at Bonhams' Paris sale in February 2015 (Lot 236). Finished in red, the BSA is described as in generally good original condition, benefiting from new carburettors fitted in 2013. Offered with its original Italian libretto, owner's manual and keys, the machine has not been run since 2015 and will require re-commissioning before further use. 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

1941 BMW 745cc R12Registration no. WXG 382Frame no. 36795Engine no. 1294•£20,000 worth of restoration work carried out•Landmark model•A fine example of BMW's legendary R12Although BMW's celebrated blue-and-white roundel led to a myth based upon its origins as an aircraft manufacturer, Bayerishe Motoren Werke is best known for its cars and motorcycles, none more famous or loved than the iconic boxer twins. Starting with the 1923 R32, evolution led to the 1935 R12 that introduced motorcyclists to the hydraulically-damped front fork. First shown on the 1933 concept BMW R7 designed by Alfred Böning, with an Art Deco aesthetic that also carried over to the R12, the forks revolutionised motorcycling. So much did they improve comfort and handling almost all other motorcycles manufactures followed suit, happy to pay BMW royalties for their patented innovation. This also allowed the R12 to have interchangeable wheels, especially useful if a sidecar was attached. With a single carburettor fitted (as per this example) the 745cc motor produced 18 horsepower at a mere 3,400rpm, driving through a four-speed gearbox.This particular R12 was purchased at our spring 2017 sale and since then the current owner has spent some £20,000 (receipts on file) to create perhaps the finest example in the UK.Much of the original work was undertaken by Nick Cronin of award winning Robin James Engineering, who substantially overhauled the rolling chassis, including rebuilt wheels and revamped brakes, as well as a complete rewire with refurbishment of the magneto-dynamo undertaken by a specialist in Germany. The engine and gearbox also benefitted from significant work.Subsequent fettling was commissioned or by taken on by Peter Ardron, well known and highly respected within the BMW airhead community. Working alongside fellow specialists in Germany, the current owner was determined to allow Peter free rein to produce a machine as perfect as an 80 year old motorcycle can be. This including having previous attempts to repair the frame rectified by a German restorer with the appropriate jig. The result is a fine collectors' standard motorcycle, but one which might also be called the ultimate riding machine. This R12 was manufactured in October 1941 and was previously registered in the Netherlands. First registered in the UK on 9th November 2015, it is offered with a fully documented and priced renovation since 2017, a BMW dating letter, previous Dutch registration documents, 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 biddingFor further information on this lot please visit Bonhams.com

1965 BMW 594cc R69SRegistration no. EHT 356CFrame no. 660233Engine no. 660233In the early 1950s BMW concentrated on refining what were essentially pre-war designs, but by 1955 was ready with a brace of new machines: the R50 and R69. Of 500cc and 600cc respectively, the newcomers inherited the updated, flat-twin engine introduced on the R51/3 a few years previously but deployed this in all-new cycle parts, the most notable departures from preceding practice being the Earles-type, leading-link front fork and swing-arm rear suspension enclosing the drive-shaft in the right leg. A luxury tourer capable of over 100mph, the R69 cost as much as a small family car and sold to discerning enthusiasts for whom expense mattered little when set against the excellence of BMW engineering. The R50/69 were produced until the arrival of the slightly more powerful 'S' versions for 1961. The larger of these, the R69S, produced 42bhp and was good for a top speed of around 110mph. 'Luxury roadster with superb high-speed performance yet docile traffic manners; magnificent steering, roadholding and brakes,' was Motor Cycle magazine's verdict. A lovely unmolested example, this highly original R69S was purchased by the vendor in 1966 and has covered only some 5,000-or-so miles, most of them on three trips to the Isle of Man TT races. Presented in 'oily rag' condition, the machine will require re-commissioning before further use (the engine turns over). Offered with an old-style V5C document.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com

1961 BMW 590cc R69SRegistration no. 645 KNKFrame no. 655536Engine no. 655536The vendor, a now retired motorcycle dealer, believes that this BMW R69S's displayed mileage of 3,559 is the total covered from new although this is not warranted. The motorcycle was given to him in 1993 by its original owner, a grateful customer. The bike has been laid up for a number of years due to the vendor's poor health. At some point during this period the previously bone dry storage area became damp due to drainage problems from a neighbouring house and garden. By the time the vendor became aware of this situation, the BMW's previously excellent cosmetic condition had deteriorated somewhat. However, it should be noted that the engine turns over and all the gears select however the mechanical condition is unknown. The following components are supplied although not currently fitted: a pair of stainless steel exhaust pipes & silencers in apparently good condition, one carburettor (the other is fitted), the fuel tap, side stand, a toolkit (most of which is believed original, with only a few items missing), and the original BMW instruction manual. A V5C and steering lock key are supplied, but the air cleaner assembly and ignition key are noticeably missing. Accordingly prospective bidders must satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. Recommissioning and some restoration will obviously be required to return it to its former glory. This is a rare opportunity to purchase a potentially very low mileage two owner R69S, which is offered for sale only because of the vendor's advancing years and recent ill health. 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 biddingFor further information on this lot please visit Bonhams.com

1969 BMW 590cc R60Registration no. WVO 457GFrame no. 1818391Engine no. 1818391The current owner purchased this BMW R60 in 2011, the vendor stating that it had been brought to the UK by a US serviceman who sold it here when he returned home at the end of his posting. There is no supporting documentation to prove this but this model was US market only. It was a relatively low volume interim model built prior to the introduction of the /5 range, and this one may be the only example in the UK. 'WVO 457G' was first registered in the UK in September 1980.The BMW had not been used for many years when the current vendor purchased it. The machine was re-commissioned with all clean fluids and a complete strip and rebuild of the fuel system, while the tank was treated internally to protect against rust. Later new carburettor floats were installed but the original brass ones come with the bike. A new magneto was supplied by Bowbury Engineering & Motor Works (BEMW) in Derby (original included) and the oil pump has been replaced. BEMW's John Lawes has described this R60 as the most original that he had seen in many years and was of the opinion that the mileage (currently 23,443) was likely correct. BEMW also supplied new-old-stock exhaust headers, which will go with the bike. Offered with a V5C document and 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

1973 BMW 745cc R75/5Registration no. EWV 320LFrame no. 4003658Engine no. 4003658The long-awaited replacements for BMW's long-running Earles-forked flat twins finally arrived in 1969. As well as a telescopic, leading-axle front fork, the newcomers featured a lightweight, welded duplex frame. The engine too had come in for extensive revision, while coil ignition and 12-volt electrics were other new departures for the Munich firm. BMW's new '/5' models came in three capacities, the variation being achieved by different bore sizes in what were otherwise virtually identical machines. The R75/5 produced a claimed 50PS (49.3bhp) which was good enough to propel the 190kg machine to a top speed of 110mph (177km/h). Delivered new to Belgium, this R75/5 was purchased by the current owner at Bonhams' Paris auction in February 2016 (Lot 239). At that time the machine was described as un-restored and apparently in generally good condition, and was said to perform very well. Sadly, the private vendor has had insufficient time to put even a single mile on the motorcycle since purchase. The machine has been stored at Toy Storage since its acquisition, benefiting from minor works (including replacement of the stand and a few chrome parts) before being MoT'd and registered in the UK. Offered with the 2016 purchase receipt, HPI check and 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

1981 BMW 980cc R100RS Krauser SportsRegistration no. XNO 478XFrame no. 6077512Engine no. 6095601Just a few years after introducing the R90/6 and R90S, BMW upped the capacity of its range-topping flat-twins to 980cc for the 1977 season in the form of the R100/7 series, the flagship of this new line-up being the fully-faired R100RS superbike. Although styled like a super-sports machine, the R100RS was more of a sports-tourer, which did it no harm whatsoever in BMW's traditional market sector. 'BMWs have always managed to give you a unique and almost uncanny feeling of complete security and stability at speed,' observed Bike magazine. 'The ability to maintain cruising speeds of over 100mph for as long as your licence holds out must be one of the machines' most attractive features. The RS even manages to improve on this reputation.'This BMW R100RS was supplied by Fairfield BMW of Southend and first registered on 12th August 1981 to the current vendor, its sole owner. The machine was converted into its current Krauser specification by Simon Hill (the UK Krauser importer) in approximately 1985/1986. It is number '270' of only 300 built. Having covered a trifling (for a BMW) 46,000 miles from new, 'XNO 478X' has been re-commissioned and was running well as of August 2021, but may need a new battery. Currently MoT'd, the machine is offered with the original purchase receipt; its original handbook; a V5C Registration Certificate; and a quantity of expired MoTs. 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

1986 BMW 650cc R65Registration no. D296 LMGFrame no. WB1046200H6128488Engine no. 20/86/0122 HBM 098042AXBMW extended its range of horizontally-opposed twins in the late 1970s with the introduction of the R45 and R65. Looking very much like scaled down versions of BMW's larger models, the duo, which shared identical cycle parts, featured sharper, more modern styling while both weight and overall dimensions were reduced. 'The R65 really is an amazing all-rounder,' declared Bike magazine's tester back in 1982. 'There's 100mph perform¬ance, 57mpg if you're gentle and 41mpg if you're not, a five-gallon tank that makes touring Eng¬land at weekends a less anxious business than it usually is, superlative brakes, a comfortable riding position, excellent tyres, long travel sus¬pension and handling that will get you out of trouble over and over again. Add shaft drive and relatively smooth power and you should be marketing a winner. So why don't you see more R65s on British roads?' The answer was, of course, price. At £2,363 in 1982 the R65 was over £600 more expensive than the faster Suzuki GS650 Katana, which likewise offered the convenience of shaft drive. An imported later mono-shock model (first UK registered in 1991), this R65 shows a total of 12,971 miles on the odometer and is presented in largely original condition, including its factory paintwork. The machine is offered with a rider's manual (for US models), a V5C document, two MoTs, and two keys.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com

1974 Ducati 450 ScramblerRegistration no. XJB 499LFrame no. 465906Engine no. 459995While vast majority of British enthusiasts would regard the café-racer styled sports roadsters as the definitive single-cylinder Ducatis, in Continental Europe and the USA it was the off-road models that were the biggest sellers. Produced to satisfy the demands of its American importers, the first 250 Scrambler appeared in the early 1960s and continued when the singles range was updated to 'wide case' specification for 1968. The first wide case model shown to the public (at the Cologne Show in 1967), the Scrambler was produced in 250 and 350cc sizes initially, the 450 (actually 436cc) version not arriving until 1969.This 450 Scrambler was purchased in 2011 and refurbished that same year by North Leicester Motorcycles, including conversion to 12-volt electrics (see bills for £1,269 on file). In addition, in 2015 the wheel spokes were replaced with stainless and new chains and sprockets fitted at a cost of £426. Accompanying MoT certificates show that the machine covered only some 1,100 miles between September 2008 and July 2018 (note the change of odometer during 2012/2013). Serviced by the owner and Dave Massam Motorcycles, this beautiful Ducati 450 Scrambler comes with the original odometer and 6-volt electrics, a V5C Registration Certificate, and the aforementioned bills and MoTs. 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

1973 Ducati 450 MkIII DesmoRegistration no. YND 593LFrame no. DM450 450946Engine no. DM450 450946One of the most significant developments in the production of Fabio Taglioni's Ducati singles was the introduction of the first 'wide case' model in 1967, with production proper commencing the following summer. Changes to the 'wide case' models were not merely confined to the rear engine mount, Taglioni and his team taking the opportunity afforded by the redesign to incorporate a stronger con-rod and big-end bearing, and increase the capacity of the lubrication system. There were also improvements to the gearbox. In '68 Ducati launched the first of its legendary 'Desmo' roadsters in 250cc and 350cc (actually 340cc) capacities, these two top-of-the-range super sports variants being distinguishable from the valve-spring models by their extra chrome and restrained 'D' decals on the side panels. Later that same year the Ducati roadster single appeared in its largest '450' (actually 436cc) incarnation, which offered considerably more torque courtesy of the substantial hike in capacity. According to the accompanying DVLA Motorcycle Inspection Report (compiled by The Old Italian Bike Register), this 450 Desmo 'has been fully restored to an excellent condition matching its original mechanical specification, it is 100% correct and has not been modified in any way'. The machine was imported into the UK in 2019 and has had only one owner in this country. Additional documentation consists of a NOVA confirmation, a dating certificate, and 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

Originally on loan to Phil Read, The Super Bike Magazine Test Bike, and one of only two Boxers sold 1977 MV Agusta 832cc BoxerRegistration no. SAN 524SFrame no. MV750*2210357Engine no. 221-0508•Present ownership since 2009•Museum stored in a temperature controlled environment•Last run in December 2021•11,534 miles from new'Only two motorcycles were imported into Britain and sold as 'Boxers' before car manufacturer Ferrari forced importers Agrati to change the name back to Monza.' – Mick Walker, MV Agusta Fours - The Complete Story. The ultra-rare MV Agusta Boxer (Monza) offered here represents the culmination of the legendary Italian factory's range of four-cylinder superbikes. Developed from its long line of highly successful multi-cylinder racers, MV Agusta's first road-going four - a twin-carburettor, 600cc tourer - appeared in 1965. But the public demanded something more exciting from many-times World Champions MV, and the Gallarate manufacturer duly obliged in 1969, upping capacity to 743cc and further boosting maximum power (to 69bhp) by fitting a quartet of Dell'Orto carburettors to the revised 750GT. Equipped with shaft rather than chain final drive, the latter arguably was more of a tourer than an out-and-out sports bike. Not that many people got to find out for themselves, for the MV was hand made in limited numbers and priced accordingly.Also in the line-up was the more sporting 750S. Its replacement - the 750S America - was introduced for 1976. Bored out to 789cc, the America produced a claimed 75bhp, an output sufficient to propel the Italian sports roadster to 100mph in around 13 seconds and on to a top speed of 135mph. The next stage of development was the Monza. A stretched (to 832cc) version of the 750S America, the Monza was marketed in Britain as the 'Boxer' until complaints from Ferrari (whose sports car had prior claim to the name) forced a change. Cast-alloy wheels, triple Brembo disc brakes, and a fairing - all optional on the 750S America - usually came as standard on the Monza. Motor Cycle magazine's John Nutting wrung 144mph out of a Monza, making it the fastest production machine in the world at that time. It was also the most expensive, costing almost twice as much as a comparable Japanese superbike. The Monza though, would prove to be short-lived and relatively few were made; by 1977 MV's motorcycle division was in administrative receivership and production ceased at the end of the following year.First registered on 14th September 1977, 'SAN 524S' is one of the two Boxers sold as such by Agrati. The other was sold to property developer John Safe, later Chairman of the MV Owners' Club of Great Britain, while this one was loaned by Agusta Concessionaires to former factory star and seven-time World Champion, Phil Read. In 1977, Phil took part in a road test of this Boxer for Super Bike magazine (copy on file). He had this to say about the Boxer: 'Until today, I didn't know what a magnificent bike it is. I've ridden it on the road, but you can't get near the limit there... Now, since riding the MV on a closed circuit in comparison with other road bikes, I've discovered what a superlative sports motorcycle it is.'Acquired by the current vendor on 9th May 2009, this ultra-rare MV four is offered from a private museum collection where it has been stored in a temperature controlled environment. The machine's last important outing was to the 'Made in Italy' rally in Munich, Germany in March 2017, and it was last run in December 2021. Accompanying paperwork includes five MoTs, the earliest issued in June 1988 at 6,242 miles and the most recent in May 2015 at 11,496 miles (the current odometer reading 11,534 miles). The machine also comes with a few bills; copies of previous registration documents; insurance and SORN paperwork; and old/current V5C documents. Presented in generally excellent condition, this beautiful Boxer represents a possibly once-in-a-lifetime opportunity for the MV collector. 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.1977 Bultaco 370cc Pursang Moto-CrosserRegistration no. not registeredFrame no. to be advisedEngine no. HM2 2000241One of motorcycling's many legends, Bultaco's foundation was occasioned by the resignation of Francisco Xavier Bulto from Montesa, a company he had co-founded with Pedro Permanyer in 1945. The Montesa board wanted to withdraw from racing; Bulto disagreed and left in 1958, taking most of the racing department with him to set up a new company: Bultaco. By the spring of 1959 the fledgling concern's first model was ready for production. Given the circumstances of Bultaco's birth, it should have surprised no one that the company began racing soon afterwards, successfully entering a team in the roadster class at the 1959 Spanish Grand Prix. Trials and moto-cross models followed in the mid-1960s, the first Pursang scrambler appearing at the start of the 1965 season. Early examples sold in the UK came with Rickman-built frames and four-speed gearboxes, but from 1967 the Pursangs were entirely Spanish-built and had a five-speed transmission. This Pursang formerly belonged to a Mr Scott (now deceased) of Forfar, Angus, prior to which it had formed part of a private collection and been kept in its glass display case in the then owner's office. Unused for over 30 years, the machine will require re-commissioning and/or restoration to a greater or lesser extent following this period of inactivity. 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 biddingFor further information on this lot please visit Bonhams.com

1978 Maico MC250 Moto-CrossRegistration no. not registeredFrame no. 3362932Engine no. MT3361294Founded by the Maisch brothers, Wilhelm and Otto, in the mid-1930s, Maisch & Co (Maico) built two-stroke lightweights at first but soon was forced to change direction to support Germany's war effort. After WW2, Maico turned to the manufacture of children's toys and did not resume motorcycle production until 1947. But whereas before the war proprietary engines had been used, Maico now built complete machines using its own power units. Although its roadsters made little impact in markets beyond central Europe, Maico became one of the major players on the international moto-cross scene in both Europe and North America. While nowhere near as well financed as the Japanese factories, Maico mounted a serious challenge to them thanks to stellar performances by the likes of Adolf Weil, Åke Jonsson and Willy Bauer. The German firm won the Manufacturers' World Championship in the 500cc class but was never able to claim the individual title. Today Maico's class-leading machines of the 1970s are among the most sought after of post-war moto-crossers. An older restoration, this twin-shock Maico was purchased around 25 years ago, since when it has formed part of the owner's large private collection. Re-commissioning and safety checks will be required if the machine is to be used. 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