c.1915 Sunbeam 3½hp Registration no. CF 1973Frame no. 3373Engine no. 3385 G.S● Owned by well-known moto-cross competitor, the late Jack Hubbard, from 1988● An older restoration● Comes with a Lucas acetylene lighting setThe first Sunbeam motorcycle - a 350cc sidevalve single - left the Wolverhampton premises of John Marston, manufacturer of finest quality enamelled goods, bicycles and - latterly - cars, in 1912. Designed by Harry Stevens (later to found AJS) the 2¾hp Sunbeam was equipped with a two-speed countershaft gearbox and fully enclosed all-chain drive, proving an instant success in an era when the norm was hub gears and belt-drive. Like Marston's other products, his motorcycles soon established a reputation for sound construction and exemplary finish. Their racetrack performances did nothing to discourage sales either. Howard Davies (later to found the HRD marque) finished 2nd in the 1914 Senior TT on his and Sunbeam's first visit to the Island. Sunbeam's second model was the John Greenwood-designed 3½hp of 1913. A sidevalve single like its predecessor, the 3½hp came with a three-speed hand-change gearbox and fully enclosed oil-bath chain cases, the latter first seen on the company's bicycles. With the coming of WWI, most of Sunbeam's production was earmarked for Allied forces, the biggest 'home' user being the Royal Naval Air Service (forerunner of the Fleet Air Arm), which ordered the 3½hp as its favoured model. Believed to be an older restoration, this 3½hp Sunbeam was formerly owned by well-known moto-cross competitor Jack Hubbard, who died in 2008. A former 'works' rider for AMC, Jack won his ACU Centre's Scrambles Championship many times; the Channel Islands' Sand Racing Championship; and the Eastern Centre Grass-track Championship. Jack Hubbard purchased the Sunbeam at the Beaulieu auction in July 1988 (catalogue extract on file). Notable features include a Senspray carburettor, Brooks toolboxes and a Splitdorf magneto.The machine is offered with continuation RF.60 logbook, issued 1925, listing the date of first registration as 24th January 1921, this being shortly after the introduction of the Roads Act of 1920, which required local councils to register all vehicles at the time of licensing and to allocate a separate number to each. (Many vehicles, although in existence for several years in some cases, were only registered for the first time after the Act's passing). The logbook records the 'Year of Engine' as 1915. However, both frame and engine numbers appear to fit the Sunbeam range for circa 1915. Additional documentation includes a current V5C and HPI check, and the machine also comes with a Lucas 'King of the Road' headlamp, acetylene generator, rear light and numberplate.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
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1966 Honda 305cc CB77 ProjectRegistration no. unregistered (see text)Frame no. CB77-1003406 (see text) Engine no. CB77E-317151With an overhead-camshaft engine, electric starter, rev counter and twin-leading-shoe front brake, Honda's CB twins boasted a specification unmatched by any of their rivals. They were no slouches either: producing 28.5bhp at 9,000rpm and weighing just 350lb, the CB77 possessed an excellent power-to-weight ratio endowing it with a level of performance equal to that of most British 500s. The model is now one of the most sought after of early Japanese classics.A wonderful barn find displaying a total of 34,676 miles on the odometer, this CB77 is potentially a most rewarding restoration project. (The engine turns over.) It is not known when the elderly vendor acquired the Honda. Carrying the registration 'HUT 407D', the machine comes with a (part) old V5 document in the name of the previous owner, who acquired it in 1981; however, the frame number ('CB77-1005675') listed therein differs from that on the machine ('CB77-1003406'), though the engine number matches that on the V5. It would appear that this CB77 either had a frame change or this is a clerical error. Accordingly, the machine is offered unregistered and without a valid registration document, and is sold strictly as viewed. Prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding. The successful purchaser will be responsible for registering this machine with the DVLA. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1998 Honda CBR600F 50th Anniversary Limited Edition ModelRegistration no. S18 CBRFrame no. JH2PC31A8WM202561Engine no. PC35E-2718760Although Kawasaki effectively 'invented' the 600 class with its GPZ600-R, it was Honda that quickly established dominance of this increasingly important market sector with the CBR600F. Introduced for 1987, the CBR set new standards for the class, and the UK's first batch sold out within weeks of arrival. In 1991 the CBR received a new frame and an updated engine before undergoing a more thorough revision in 1998, re-emerging with an aluminium frame (replacing the steel original) and restyled bodywork. That same year Honda celebrated its 50th anniversary as a motorcycle manufacturer, and to mark the occasion Honda UK released Limited Edition versions of the CBR600F and other models. The CBR600s were entrusted to renowned engine tuner Russell Savory, who owned RS Performance and also ran the Honda Sanyo Race Team, one of the 'official' Honda Britain teams at the time. The Limited Edition benefited from various enhancements including different camshafts; a Proflex shock absorber; Dream Machine red and white paintwork; Akrapovic exhaust system; Harris rear-sets; and an Ohlins steering damper. This lovely example, garaged throughout its life, is numbered 18/50 and gold badged to designate the 50th Anniversary model. The Honda has covered only 607 miles and is presented in effectively 'as new' condition. It last ran in 2003 and will require re-commissioning before further use. Offered with a V5C document, two expired tax discs and MoT's, warranty book, owners' card, owner's manual, two bike covers, a selection of service parts and a copy of 'two weeks in June'. Offered with two keys.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1929 Triumph 4hp Model CSDRegistration no. GF 8889Frame no. 811273Engine no. 602718 LSD 51Triumph's famous 3½hp model first appeared in 1907. Originally of 453cc, its sidevalve engine was progressively enlarged before being superseded by the 549cc (4hp) model in 1914. Equipped with three-speed Sturmey-Archer gearbox, it was Triumph's revised 4hp - the Model H - that did such sterling service in WWI, some 30,000 'Trusty Triumphs' seeing action with Allied forces. Up-dated with chain final drive for 1920, it became known as the 'SD' (Spring Drive) because of its clutch-mounted coil-spring shock absorber, and formed the basis of various subsequent models including the CSD and four-valve Ricardo.The vendor inherited this CSD and therefore its history is unknown. Last run in August 2018, the machine will require re-commissioning to a greater or lesser extent and thus is sold strictly as viewed. Prospective bidders should satisfy themselves with regard to the motorcycle's completeness, originality, and mechanical condition prior to bidding. Offered with V5C. Key not required.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
An AJS Model 20 enginenumbered 57/20 50812 with Burman gearbox attached, and detached Lucas K2F magneto, condition and completeness unknown, close inspection advised. (2)Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com
1989 Yamaha RD350F2 YPVSRegistration no. F758 SHUFrame no. 1WT016891Engine no. 1WT016891After only a couple of years in production, the original RD350LC was superseded in 1982 by the RD350 LCII, a model better known by the initials 'YPVS' standing for 'Yamaha Power Valve System'. Developed on the firm's Grand Prix bikes, the electrically operated power valve varied the effective exhaust port height according to engine revs, enabling Yamaha to tune the engine for increased top-end power while maintaining mid-range tractability. Yamaha slotted this heavily revised engine into a new frame equipped with linkage-operated mono-shock rear suspension, while the old rear drum brake was replaced by a disc. After little more than a year the LCII was dropped, being replaced by the faired RD350F and naked RD350N models. Production continued in Japan until 1988 and then in 1992 was revived in Brazil.According to the vendor, it is highly original with no modifications, and retains its tool roll and tools, and the original owner's manual. Although the V5C states six former keepers, the Yamaha was in the same family ownership from new until our vendor purchased it in 2022. (The first recorded owner was the supplying dealer, Fowlers Motorcycles, whose name is on the numberplate.) The bike has only 12,800 miles on the odometer and is offered with sundry bills, a V5C document, and MoT to March 2024.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
c.1951 BSA 250cc C11 ProjectRegistration no. unregistered (see text)Frame no. none visibleEngine no. ZC11 20005Aimed at the ride-to-work market, BSA's 'C' range of lightweight singles was first introduced in 1938. Its first exemplar was the C10, a sidevalve-engined model with coil ignition and three-speed hand-change gearbox. A de luxe version with foot-change gearbox joined the range in 1939, as did the overhead-valve C11 variant. The original girder front fork was superseded by a telescopic unit in mid 1946, and part way through '49 the C10 gained an alloy cylinder head. From 1954 onwards the pair continued as the updated C10L and C11G, with alternator electrics, plunger rear suspension, and a four-speed gearbox, eventually bowing out in 1957. Rusted, seized and incomplete, this C11 is offered for restoration and sold strictly as viewed. The machine displays the VRN 'OLE 80'; however, the VRN does not appear in the HPI/DVLA database and thus this motorcycle must be considered unregistered. There are no documents with this Lot. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
1924 Coventry Eagle 350cc Model C35Registration no. CC 4758Frame no. 34316Engine no. 1Y/M 24994/M (see text)This Coventry Eagle Model C35 was purchased new as a motorcycle combination in July 1924 by Robert Owen Vaughan of North Wales, who used the machine at least until the outbreak of WW2. Among other things, Mr Owen used the outfit to collect and deliver radio accumulators to farms and houses in the Conway area. Nothing is known about the machine until it appeared in very poor condition, minus the sidecar, at a Beaulieu autojumble in the late 1980s. Then in a distressed state, the bike was purchased and sympathetically restored by the new owner. The current vendor, John Hodson, purchased the machine in February 1994. John is the Sunbeam MCC's Coventry Eagle marque specialist and author of the most comprehensive publication on the make: Coventry Eagle – The History of a Motorcycle Company.Last used circa two years ago, the machine has been kept dry stored in the garage under sheet since then and is only being sold due to John's advancing age and a recent hip operation. Following a period of inactivity, the machine will require re-commissioning before further use and thus is sold strictly as viewed. Accompanying paperwork includes old/current V5/V5C documents; an old-style logbook; expired MoTs (most recent 2012); assorted correspondence; invoice and purchase receipts; and a 1990 letter from VMCC Coventry Eagle marque specialist Ken Sheppard stating that he knew of no other surviving example. It should be noted that the V5C/V5 records the engine number prefix as '17' whereas it is actually '1Y'. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1946 Norton 490cc Model 18Registration no. 116 JLBFrame no. A3 2353Engine no. A3 2353The current vendor has owned this Norton Model 18 since 1984. Previously the machine had been owned by a young man from the Republic of Ireland, who had known it from boyhood and completed the first restoration once he and the machine had moved to the UK. Science Museum documentation (dated 1993) shows that the Norton was supplied to Kelly (shown as agent) in Dublin on 13th March 1946. Interestingly, the speedometer is listed as an extra.Finished in Norton's traditional silver/black livery, the Model 18 is maintained for seasonal - albeit infrequent – use. Recent refurbishment has involved overhauling the magneto, dynamo and clutch, and fitting an electronic CVC. The machine presents in good order, having been treated to various restorations over the years. We are advised that the Norton starts and runs (most recently in the autumn of 2022) but nevertheless would benefit from some recommissioning by the new owner. There is some engine noise, but that is only to be expected of a bike over 70 years old. Sold only because the owner is reducing his automotive collection, the machine is offered with a V5C registration document; sundry bills; and an old-style continuation logbook (issued January 1947) confirming matching frame and engine numbers. The original voltage controller is included in the sale. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1969 Ducati 450 MkIII DesmoRegistration no. EPV 129HFrame no. DM450S*460038*Engine no. DM450 450292•Ultra-rare 450 with twin filler tank•Believed mainly original and unrestored•Featured in 'Ducati Scrambler, Desmo & Mark 3' book In the late 1940s Ducati began to produce the Cucciolo engine designed by Aldo Farinelli, and manufactured for SIATA. The Cucciolo was a clip-on engine used on bicycles, and catered to the desperate desire for transport in the post-war aftermath. Eventually Ducati capitalised on their production of the little motor, and manufactured a complete motorcycle powered by a Cucciolo engine. This first machine appeared in 1950, and thereafter they followed a similar path to other Italian motorcycle manufacturers, producing small capacity, economical and inexpensive machines for a transport-hungry public.In 1954 they hired designer Fabio Taglioni, and it is no coincidence that from that point Ducati creations were more sporting-oriented. Unsurprisingly, Ducati's involvement with racing began soon after Taglioni's arrival, and started with a 98cc overhead camshaft engine. Later, for racing, came the double overhead cam engine with desmodromic valve operation, which was to become a feature of many future Ducatis. Triumphant in its first Grand Prix outing, the 'desmo' was here to stay. The road singles of the 1950s and 60s continued in 100, 125, 175 and 200 capacities, whilst smaller machines were given over to two stroke engines. Capacities of the four stroke singles grew to 250, 350 and eventually 450 throughout the sixties, with road, sports and street scrambler versions and desmodromic valve operation eventually appearing on the road bikes from 1968 onward.The vendor acquired EPV 129H in 2013 from Made in Italy Motorcycles, who had imported it from Italy. The machine had featured in Massimo Clarke's book 'Ducati Scrambler, Desmo and Mark 3' (copy of the book included) as an original example of the model (examination of the photographs reveals the same small 'nick' in the offside of the seat cover – although the seat has now been recovered, the original cover comes with the bike). This particular model, with the twin-filler petrol tank, and vintage styling, is so rare that many marque histories fail to mention it. The owner was impressed by the bike's originality, believing much of the paintwork to be original, together with the retained seat cover mentioned above. He has not used it on the road, but it has been started at regular intervals until recently, and kept in dry storage. Only modest re-commissioning and basic safety checks should be required prior to use on the road with a new owner.Documentation comprises the current V5C, an expired MoT certificate, a valuation certificate, and a photocopy maintenance manual, together with the aforementioned Massimo Clarke book. A key is present.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1951 Royal Enfield 346cc Bullet TrialsRegistration no. JSV 176Frame no. G2/19736Engine no. G2/19736•Highly original Royal Enfield Bullet•Used to compete in the Beamish Trial•Magneto was rewound in 2013'By 1948 when every other British factory, excluding Douglas, was still messing around with rigid trials and road machines, Royal Enfield too a giant step forward by scrapping theirs and staking their future on the springer.' – Don Morley, Classic British Trials Bikes.Enfield revived the Bullet name in 1948 for a sensational new '350' sports bike with swinging-arm rear suspension. After the prototypes' successful debut in the 1948 Colmore Cup trial, won by Bill Lomas, the Bullet went on to achieve its first major international success in the ISDT later in the year. Royal Enfield's success in post-war trials owed much to its being first in the field with swinging-arm rear suspension, but arguably more to the talents of works rider Johnny Brittain, ably aided by the likes of Tom Ellis, Jack Stocker, Stan Holmes, Don Evans and his younger brother Pat. Despite early works successes in one-day trials, the springer Bullet was viewed with suspicion by the off-road community and sales were sluggish. Fortunately, Enfield's policy of supporting foreign teams at the ISDT, and the fact that between 1948 and 1956 the Bullet won no fewer than 26 ISDT gold medals, ensured a healthy stream of orders, from foreign customers at least. This highly original Royal Enfield Bullet is recorded in the factory ledger as despatched to Jenkins & Purser in Southampton in December 1951. It is not listed as a trials model, but that does not necessarily mean that it is not (see email printout on file). The machine appears standard and unrestored; the seat is not original but otherwise the cycle parts are what would be expected on a factory-built trials model. Previous owner Tony Barrett's email states that he purchased the machine in April 2012 and that it had been off the road for some 30 years. Some restoration work was carried out by the previous owner, and the colour changed from red to grey. The vendor has used the Enfield to compete in the Beamish Trial among a few other events in the North West. The engine is said to run well, with only a little smoke on cold starts, and sounds healthy with no undue mechanical noise. All gears select as they should. The magneto was rewound in 2013 and is said to produce a healthy spark. Offered with a V5C document. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1925 Sunbeam 347cc Model 2 SportsRegistration no. FC 8964Frame no. 21539Engine no. 242/22428S'This (the Model 2) is the ideal sporting machine for those who do not require the maximum speeds obtainable from our larger engines, although it has, in fact, put up some wonderful speeds in competition. It is also admirably suited to those who like a fast, light machine for ordinary touring purposes.' – Sunbeam Motor Cycles, 1926. Although its very first machine had been a '350', Sunbeam had abandoned the class in 1914 in favour of larger capacities, only returning to it in 1923 with an entirely new sidevalve design that would form the basis of all the overhead-valve engines that followed. The new 2¾hp engine first appeared in the essentially similar Models 1 and 2, the former being a foot board-equipped tourer and the latter a more sporting machine. Owned since 21st November 2018, this Sunbeam Model 2 has been kept in the museum at the Shuttleworth Collection and used only on special occasions. Notable features of this wonderfully patinated motorcycle include a Bonniksen 100mph speedometer, bulb horn and a tyre inflator. The machine was last run in December 2022. Accompanying documents consist of a (copy) old-style logbook (issued 1954) and a current V5C Registration Certificate.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
c.1965 Honda CB77Registration no. PUA 74DFrame no. 312484Engine no. CB77E-1008327 (see text)Honda's first model to make an impact in the middleweight class, the CB77 arrived in 1963 and was essentially an over-bored CB72 250. Introduced in 1960, the twin-cylinder CB72 had retained the basic layout of the preceding C70 and C71 but with wet sump lubrication and gearbox-mounted clutch. In addition, the sporting CB changed to a 180-degree crankshaft and twin carburettors, and used a tubular spine frame instead of the pressed-steel chassis of the tourers.With an overhead-camshaft engine, electric starter, rev counter and twin-leading-shoe front brake, the CB twins boasted a specification unmatched by any of their rivals. They were no slouches either: producing 28.5bhp and weighing just 350lb, the CB77 possessed an excellent power-to-weight ratio, endowing it with performance equal to that of most British 500s. The model is now one of the most sought after of early Japanese classics.This CB77 was restored in 2021, which is when it last ran, and for the last two years has been kept on display indoors; turned over on the kickstarter, lubricated, and attached to a CTEK battery charger weekly. Notable features include electronic ignition and a battery charging connector. The machine is offered with a V5C document and a small collection of magazines, manuals, a parts catalogue, etc. It should be noted that there is a double stamping on the 'B' in the engine prefix.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
1953 BSA 649cc A10Registration no. OHP 861Frame no. BA7.S.10720Engine no. BA10 7802A new '650' twin joined BSA's 500cc A7 model in 1949. The existing parallel-twin architecture was retained for the new A10, with 360-degree crankshaft and single camshaft at the rear of the cylinder block, as was the four-speed gearbox bolted directly to the crankcase in a form of semi-unitary construction, and the tele-fork-and-plunger cycle parts. Up-dated with the swinging-arm frame and separate gearbox for 1955, the A10 continued in production until 1962.This BSA A10 was despatched from the factory on 30th September 1953 and purchased new by the vendor's late father from Aston's of Coventry in February 1954. The original dealer plate is still present and the purchase receipts are on file. Presented in original condition, the BSA has not been used since the 1970s, although the owner used to start it once annually to ride up a hill. We are advised by the vendor that the odometer reading of 22,654 miles is the distance travelled from new. The machine comes with a good history file, the contents of which include old-style continuation log books (issued 1962 and 1976); an old-style V5; DoT and VMCC correspondence; an Instruction Manual; invoices from the BSA factory for work carried out in 1959; and a current V5C listing the vendor's late mother as keeper (the machine was registered in her name in November 1991. Key not required.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1957 AJS 498cc Model 18SRegistration no. FBG 391Frame no. A53814Engine no. 57/18 S 130695Associated Motor Cycles announced its post-war range of AJS and Matchless 'heavyweight' singles in June 1945. Coded Model 18 and G80 respectively, the two 500cc models shared the same 93mm stroke as their 350cc brethren, coupled to an 82.5mm bore. Housed in a rigid frame with Teledraulic front fork, the ruggedly built overhead-valve engine drove via a four-speed gearbox. Hairpin valve springs were adopted for 1949 and a swinging-arm frame introduced, the latter initially for export only but available in the UK from 1950, models so-equipped being suffixed 'S'. Carrying a Joe Francis Motors Ltd supplying dealer decal to the mudguard, this AJS Model 18S was last used on a 130-mile Oxford VMCC run on 2nd March 2023 and was last started on 7th March 2023. The machine is only being sold on account of the vendor's old age and health issues, and the fact that he is reducing the size of his collection. The accompanying history file contains a current V5C Registration Certificate; maintenance manual and instruction book; spares list book; photocopied marque-related literature; and various invoices/bills. The vendor advises us that the machine is ready to ride. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1985 Honda NS400RRegistration no. C586 MRCFrame no. NC19-2001748Engine no. NC19E-2002165Multi-cylinder two-stroke Grand Prix race replicas were much in vogue during the mid-1980s, as first Yamaha and then Suzuki sought to exploit their links with the racetrack. Honda too were players in this niche market but somewhat surprisingly chose to make their GP look-alike a 400 rather than a 500 like those of their rivals. Despite giving away 100cc, the NS400R looked every bit as convincing as Yamaha's RD500LC and Suzuki's RG500 Gamma and had the advantage of being both lighter and more compact than either. Introduced for 1985, the NS400R boasted a three-cylinder engine just like Freddie Spencer's 1982 World Championship-winning NS500 while being notable as Honda's largest two-stroke roadster and its first with an aluminium frame. The NS400R was one of the best-handling roadsters of its day, Bike magazine declaring: 'there are few machines that will make up time on the NS400 through a series of bends'. An instant classic, the NS400R is one of the most sought after of 1980s sports bikes. A UK model first registered in August 1985, this fully restored example is finished in 'Freddie Spencer' livery and has recorded only 26,427 miles from new. The vendor advises us that the machine rides and runs superbly, and that it last ran in March 2023. Offered with 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 bidding.For further information on this lot please visit Bonhams.com
1956 AJS 350cc Model 16MSRegistration no. 781 YULFrame no. 6366Engine no. 56/16M 1795CUsing models based on the wartime Matchless G3 military machine, Associated Motor Cycles dominated the UK trials scene in the years immediately after WW2. Stars such as Hugh Viney and Gordon Jackson riding for AJS, and Artie Ratcliffe and Ted Usher for Matchless won countless national events while clubmen everywhere favoured the Plumstead marques' products more than those of any of their rivals. Important steps in the evolution of AMC's trials models included revised steering geometry, an alloy cylinder barrel and 'head, and a lightweight all-welded frame. Introduced for the 1954 season, the latter remained rigid at the rear despite evidence that a 'springer' worked better. In the event, AMC's first attempt at a sprung frame was not an unqualified success, but the much-revised chassis of 1958 worked much better and was further improved by a switch to shorter rear dampers in 1961. And although a 500cc model was offered until the early 1950s, the works boys always favoured the milder and more easily managed 350, as did the vast majority of customers. Unfortunately nothing is known of this example's history, accompanying documentation being limited to an AJS & Matchless OC dating letter and a current V5C. Dry stored and not used for some time, the machine will require recommissioning before further use.Key not required.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
The Dave Degensc.1954/1959 BSA 500cc Gold StarRegistration no. 674 XVGFrame no. CB32.307Engine no. DBD.34.GS.3719•1954 lug-less frame, 1959 engine•Raced in period by Dave Degens•Restored for road useOn Wednesday 30th June 1937, a specially prepared Empire Star 500 ridden by the great Wal Handley achieved a 100mph lap of the Brooklands circuit on its way to a debut race victory and award of the Gold Star that would give BSA's new super sports model its evocative name. The Gold Star did not return to BSA's post-WW2 range until 1949. First displayed at the Earls Court Show in 1948, the B32 Goldie boasted the telescopic front fork first introduced on BSAs larger models for 1946 and came equipped with a new alloy cylinder barrel and 'head. For 1950 a 500cc version – the B34 – was added to the range and this larger Goldie was the first to switch to the new die-cast top-end, with separate rocker box, in 1951. The 350 followed suit in 1952 and the pair continued as the 'BB' Gold Stars after the new swinging arm frame was introduced in 1953, changing to 'CB' designation for 1954. This change marked the introduction of the classic 'big fin' engine top-end but the designation lasted only until the arrival of the 'DB' series in the autumn of 1955. The 'DB' incorporated a much improved lubrication system and, in the case of the 350 only, a stronger cylinder assembly; as such it represented the 'Junior' Goldie in its final form, there being no 350 equivalent of the final 'DBD' version. For the majority of enthusiasts the 500cc DBD34 in Clubman's trim is the epitome of the 'Goldie'. The DBD, the ultimate road going 500 Gold Star, appeared in 1956 when the famous RRT2 close-ratio gearbox and 190mm front brake became standard equipment. From then on BSA's perennially popular sporting single changed little until its much-lamented demise in 1963. Today, the Gold Star remains one of the most highly sought after of post-war British motorcycles and is supported by a most enthusiastic owners' club.Consisting of a 1954 frame and 1959 engine, this restored 'Goldie' is one that Dave Degens raced in the early 1960s. The machine is now prepared for the road but retains racing modifications; particularly worthy of note is the very rare BSA Competitions Department lug-less frame, developed from the scrambles machines. Other notable features include a Lucas M01L mag-dyno; alloy wheel rims (Borrani front, Akront rear); and a Smiths 120mph Chronometric speedometer showing 1 mile on the odometer (at the time of cataloguing). Following a period of inactivity, the machine will require re-commissioning and thus is sold strictly as viewed. It is hoped that supporting documentation will be available at time of sale. Key not required.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
2014 Royal Enfield 535cc Continental GTRegistration no. JL64 KWLFrame no. *ME3CLEET5EK000241*Engine no. U6S5F0EA000265Royal Enfield ceased production of its Bullet models in 1962, though the model was taken up for manufacture under licence in India in the 1970s and continues in production there today. Being an older design, the Bullet and its derivates were perfectly placed to exploit the 21st Century's expanding 'retro classic' market, and even the much improved modern versions are noticeably related to the 1948 original. And talking of much improved: the Royal Enfield Continental GT takes its name from the firm's eponymous 250cc café racer of the 1960s. This stylish model features a Harris frame, Brembo brakes, Paioli shock absorbers, unitary construction engine, fuel injection, five-speed gearbox, and an electric starter. The current vendor purchased the machine from Kings of Oxford in 2022. Currently displaying a total of 2,471 miles on the odometer (at the time of cataloguing), the machine was last started on 7th March 2023 and is described by the private vendor as 'ready to ride'. It is only being sold because of the vendor's old age and health issues, and the fact that he is reducing the size of his collection. The machine comes with a history file containing a current V5C Registration Certificate; hand-written starting instructions; service records; copy of the previous owner's V5C; an owner's manual; and MoT certificates. It should be noted, according to the old MoT certificates the mileage cannot be guaranteed. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1994 Ducati 916 StradaRegistration no. M148 NFJFrame no. ZDM916W4D000025Engine no. ZDM916W4D000087•Very early example from first year of production - frame number 25.•Very little modified from new, including original silencers•Showing 45,639 kilometres (approximately 28,000 miles)•UK registered since 1996When Ducati owner Claudio Castiglioni set about replacing the 888 he needed a motorcycle which would do two things: sell as a road bike; and win the World Superbike Championship. He recruited Bimota founder Massimo Tamburini and set about producing a sports bike without equal. The unique headlights allowed a wind cheating front to the fairing, underseat exhausts gave ground clearance, and the single sided swingarm needed for endurance racing - then still part of Ducati's ambitions - had to be strong enough for short circuit racing. The fuel tank had to allow the rider to tuck in while carrying the maximum permitted fuel load and covering the top of the structural airbox. Castings had to be as light as feasible while, as Tamburini put it, 'not look like they came off a dirt bike'.People got used to Tamburini deciding that what had been achieved wasn't good enough, arriving for work to discover a 916 mock-up had been too badly damaged by Tamburini's overnight experiments to continue with it. And as beautiful styled as the 916 is, styled is perhaps the wrong word. When it rained Tamburini would kit up and take the prototype for a ride. On his return he would examine where dirt had collected before redesigning bodywork until all the panels had an identical coating of filth. It was faster than using a wind tunnel and, when the 916 finally met aeronautical engineers, Tamburini's methodology was vindicated.While the 916 is Tamburini's stand out project for Castiglioni his best-selling Cagiva 125s were what brought the money in while he perfected it. Not that the 916 didn't bring money in; despite costing almost half as much again as Honda's feted Firebird, it sold out within days of launch, even before winning the World Superbike Championship at its first attempt. Unsurprisingly the first year of 916 production (as the 1994 Strada) is becoming a holy grail for Ducati fans. There was initially no plan for a homologation SP model, and for 1995 the 916 featured a sturdier rear subframe and dual seat (Biposto) to the disappointment of purists, who at least could finally order a 916SP.This machine features the original silencers, now vanishingly rare, especially since they were stamped with the frame number, most having been replaced with carbon fibre items. The only other deviations from standard are Helibars and braided brake lines. Built in 1994 and sold in the Netherlands (hence the kph speedo) it was registered in the UK in 1996. Fewer than 1500 of these bikes were built in 1994, the first year of production, with this machine having frame number 25 and engine number 87 making it one of the very first of what would become a glorious lineage. Supplied with keys.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1931 Sunbeam 493cc Model 90Registration no. FG 6865Frame no. E9843Engine no. 12A.519.0.2478.•Usable 'rally' machine•Reputedly raced on both road circuits and 'the sand'•Iconic machine of its eraThe Sunbeam Model 90 is one of the iconic motorcycles of the late vintage and early post-vintage period. Launched for the 1927 season as the famous 'Bullnose' – owing to the rounded front of its petrol tank – there was a new frame, with saddle tank, for 1929; that year, one of the new Model 90s won the Senior TT, courtesy of Charlie Dodson, who was repeating his success of 1928 on a Bullnose. The 1931 Model 90 saw a switch to Webb-type forks and the addition of a chrome petrol tank, which lasted just one season. The Model 90 was last listed in 1933. This Model 90 was registered in Edinburgh in 1931; it still bears its original registration number. Early ownership details are unknown, but it was reputedly raced on both road circuits and 'the sand,' though this hasn't been substantiated. It's believed that after the Second World War, it was used in competition again, resulting in an engine blow up and a substitution of the original 90 crankcases with those from a 1935 Model 9. In the 1950s, it was supposedly being rebuilt for vintage racing, but this work doesn't seem to have progressed too far, when it was purchased by the previous owner from the father of a work colleague in 1967.The new, then recently married young owner had started racing on a BSA Bantam and he thought the Model 90 would make a racer. Alas, work and family commitments took over and it never progressed beyond a rolling chassis, and as work took him to various outposts, at home and abroad, so the Sunbeam came too, or was stored away. In the late 1990s, he decided to commission a restoration of sorts, which was undertaken, before the Model 90 passed into current ownership in 2016. Since then, various further work has been completed, including an engine and dynamo rebuild by Dave Lindsley (admittedly, later than would've originally been fitted) and the procurement of new rear brake shoes and correct toolbox, among other items.The machine was to be built as a usable 'rally' machine, intended for long-distant events, though it retains a number of nice, original touches, including the correct, 'M90' stamped Amal carburettor and 90 embossed magneto chain cover. The pandemic forced FG 6865 into storage, from where it has been ever since, while changed circumstances means it will likely not be given the attention warranted. It does require some time lavishing on it, though, really, only of the fettling nature, while it hasn't been run since pre-pandemic times. What it does offer is an affordable opportunity of acquiring a genuine Model 90, one of the truly iconic machines of its era, with probable racing history, which could be investigated further. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1948 AJS 348cc 7R Racing MotorcycleFrame no. 8164Engine no. 7R 864•Present ownership since 2003•Shown regularly (numerous concours wins)•Requires re-commissioningBuilt from 1948 to 1963, Associated Motor Cycles' AJS 7R - known as the 'Boy Racer' - was one of the most successful over-the-counter racing motorcycles of all time. Almost all of Britain's road-race stars of the 1950s and 1960s rode a 7R at some stage of their careers and the model remains a major force in classic racing today, being highly sought after by competitors and collectors alike. The 7R was conceived as a customer machine for sale to private owners but was also campaigned by the works team.Although a new design by Phil Walker, the 7R, with its chain-driven overhead-camshaft, was very reminiscent of the AJS 'cammy' singles of pre-war days. Despite the fact that the 7R was not, initially, as powerful as its main rivals - the Velocette KTT and Junior Manx Norton – its robust and simple construction endeared the model to the privateer responsible for his own maintenance. While the duplex loop frame and Teledraulic front fork remained essentially unchanged throughout production, the engine underwent almost continuous revision, latterly under the supervision of Jack Williams. To this end the valve angle was progressively narrowed; the inlet port downdraft angle made steeper; the crankshaft strengthened; and, in 1956, engine dimensions changed from the original long-stroke 74x81mm bore/stroke dimensions to the 'squarer' 75.5x78mm, permitting higher revs. AMC's own gearbox (also used on the Manx Norton) replaced the previous Burman in 1958, while engine development continued almost to the end of production, by which time the 7R was putting out around 41bhp. There was also a works-only three-valve 'triple knocker' - the 7R3A - which Rod Coleman used to win the 1954 Isle of Man Junior TT, while a Matchless-badged 500cc version of the production 7R – the G50 – was introduced towards the end of 1958. Purchased by the vendor's late father in 2003 and dry stored, this 7R has not been used for at least five years and will require re-commissioning before further use. For some nine years the AJS was regularly taken to shows, picking up numerous 'Best in Show' and 'Best Competition' awards (list available). The machine is offered with a copy spares parts list.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
A 1936 AJS Model 22 2.46hp Twin-port OHV enginenumbered 36/22 1639, complete with magneto, with new HT lead and cap, magneto cover and Champion spark plug, condition and completeness unknown, close inspection advised. Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com
1979 Laverda 497cc Montjuic Mk1Registration no. XJG 466VFrame no. LAV500*2677Engine no. 2677• Imported by Slater Brothers• Present ownership for 17 years• Used sparingly• Recently recommissioned In 1978 a Laverda Formula 500 racer was imported by the UK Laverda concessionaire, Roger Slater, the man largely responsible for the Jota, who believed that a 'civilised' café racer had greater sales potential than the rather lacklustre and expensive Alpino from which the Formula 500 had been derived. Slater retained the stock Alpino fuel tank but equipped his new baby with a bikini fairing and solo racing seat, manufactured in the UK by Screen & Plastics. Finished in 'Jota Orange', the new model was named 'Montjuic' in honour of Laverda's race victories at the eponymous Spanish circuit, while a loud, matt black, megaphone exhaust system further enhanced the racing connection. Focused on performance to the exclusion of almost everything else, the Montjuic was defiantly 'hard core' at a time when motorcycles were becoming ever more refined. No wonder it was so popular. This Montjuic was acquired in 2006 by the current vendor but has seen only limited use as he has been working abroad. The machine comes with a letter from former importers Slater Laverda confirming that '2677' was imported on 19th July 1979 on Moto Laverda's consignment note '591', allocated to Geoff Daryn based in Sandwich Bay, Kent, who sold and registered it as 'XJG 466V' on 4th August 1979. The vendor had the bodywork professionally resprayed in 2007. Shortly after that the late Mike Waugh (of marque specialists Montydons) did some work on this Montjuic and took it for a road test. We are advised that he was very complimentary about the machine stating that it was also quick. The Montjuic has been taken to Mallory Park for the 'Festival of 1,000 Bikes' on a number of occasions (tags still attached) and was recommissioned by Andy Bartlett in time for the 2022 Festival, most of the work being carried out during September and October 2021 (list of works on file). Additional documentation includes numerous invoices; a quantity of old MoTs and tax discs; and copy of old and current V5Cs. Keys present.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1988 Norton 588cc ClassicRegistration no. E86 UFDFrame no. LE014Engine no. LE014After a lengthy development programme commenced in the 1970s by Norton-Villiers-Triumph, Norton's rotary-engined roadster debuted in 1982 as the police-specification Interpol, though it would be 1987 before the motorcycling public got to sample the rotary's excellent handling and smooth, almost vibration-free engine in the form of the un-faired civilian Classic. The Classic used Norton's twin-rotor 588cc engine in its original, air-cooled form (the later Commander was water-cooled), coupled to a five-speed gearbox with left-side 'change. This compact unit was slung beneath a tubular spine frame suspended by Marzocchi at the front and Koni at the rear. Triple disc braking was courtesy of Italian Brembos. With 79bhp on tap, the Classic's performance was on a par with that of contemporary Japanese 600s: a top speed of 125mph and a standing quarter-mile time of 12-and-a-bit seconds being easily achievable. Conceived as a limited edition model - only 100 were made - the Classic is today one of the most collectible of modern Nortons. The 14th of the 100 built, this Classic was sold new to the current owner and has covered only 1,304 miles from new. Dry stored its entire life, the machine comes with the original purchase receipt; sundry invoices; MoT to 5th May 2023; and a Norton certificate stating ownership of the 14th Classic made. Offered with key.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
Property of John Cooper1936 Velocette 349cc KSS MkIIRegistration no. XSL 319Frame no. 2184Engine no. KSS 7280By the end of the 1920s, Veloce's range of over-head camshaft 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. Introduced for the 1936 season, the MkII version of the KSS/KTS represented a major redesign, featuring many improvements including a new aluminium-alloy cylinder head with enclosed valve-gear, plus the cradle frame and heavyweight Webb forks of the new MSS tourer. In this form the KSS resumed production post-war in November 1946 before being updated, together with the other road models, with (optional) Dowty Oleomatic telescopic front forks in August 1947. Expensive to produce, the KSS was dropped from the range at the year's end.This KSS MkII has belonged to former racer John Cooper since May 2011 and was completely stripped and rebuilt by him to original specification in 2012. Currently taxed and last run recently, the machine is described by John as in generally excellent condition. Accompanying documentation consists of two MoTs (most recent expired 2013); tax/SORN paperwork; and a V5C Registration Certificate. It should be noted that the V5C records the model as 'KTS'. Key not required.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1913 Motosacoche 290cc Model VRegistration no. AD 5875Frame no. MV 23455Engine no. MV 23455 • Highly original • Very well known in Cotswold motorcycling circles • Enthusiastically campaigned by a succession of owners • Pioneer CertificateFounded in Acacias, Geneva in 1901, Motosacoche took its name from Henri and Armand Dufaux's self-contained cycle-motor power unit, literally 'une moto sa coche' or 'engine in a bag'. The 211cc motor was soon being manufactured in substantial numbers and the brothers set up a subsidiary firm to market it in the UK. Motosacoche had factories in Switzerland, France and Italy, and supplied their MAG-branded engines to many British and Continental manufacturers, including Brough Superior.The first machines had an atmospheric inlet valve and battery/coil ignition, and all developments used direct belt drive. Magneto ignition came in 1907 with a neat Cardan shaft driven from a grooved flywheel edge making mistiming a worry of the past.The Veteran Motosacoche offered here is a relatively recent acquisition by the vendor, who has known about it for 35 years. The machine was owned for many years by Harry Baggs, a garage proprietor in Cheltenham, before being bequeathed to David Bovenizer. Number 'MV 23455' is the fifth incarnation of the single-cylinder Motosacoche engine ('V' is the Roman numeral for five and 'M' denotes a magneto model).The vendor has been told stories about this machine by members of the VMCC's Cotswold Section suggesting that it was bought in 1913/14 by Cheltenham Borough Council and used to collect newspapers for local councillors from the London trains stopping at Gloucester. However, by 1914 Cheltenham had a direct rail service to London and the Motosacoche and its rider were no longer required.Nothing more is known about this machine until Harry Baggs acquired it in the late 1920s. He is known to have ridden it in the 1934 and 1935 Pioneer Runs, for which the vendor has the medals awarded. His brother Bill also rode it in Pioneer Runs in the late 1980s as well in local events. Next owner David Bovenizer took over riding the Motosacoche and used it for local Cotswold events and the Pioneer Run. It is a known machine in the Cotswolds.Since its acquisition by our vendor, the Motosacoche has undergone extensive recommissioning to make it roadworthy, including a new drive belt and new tyres, while at the same time great care has been taken to conserve its originality. The vendor's detailed account of the works carried out was published in the VMCC Journal and is on file. The Motosacoche last ran in November 2022. The machine comes with a V5C document, Pioneer Certificate, and a truly massive file of history and marque-related information.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1952 Gilera 499cc Saturno TurismoRegistration no. 921 HRHFrame no. 2610252Engine no. 2610252The best known Gilera roadster of the post-WW2 period was the 500cc Saturno, which entered production in 1946. Production of the Saturno continued until 1959, its passing marking the end of the line for one of Italy's truly great classic motorcycles. Restored to broadly 'Sport' specification, we are advised this Saturno was supplied new to the Interior Minister, Police Forces in Rome as a 'Turismo' model. The Saturno had already been restored by the previous owner when our vendor purchased it at a UK auction in February 1996. The Saturno is said to be very torquey and nice to ride. The gear change pedal has been shortened/modified, and the vendor finds it more convenient to operate it by hand like a Vintage-era machine. The Saturno has not been ridden for at least 4-5 years and will require recommissioning before further use. Prior to being laid up, it was regularly maintained by the enthusiast owner and is only being sold due to his advancing years. Close inspection of this very nicely presented machine is highly recommended. It should be noted the engine number is incorrectly recorded on the V5C, incorporating the bore and stroke: '84X902610252'. Furthermore, the year of manufacture is incorrectly listed as 1944 . Offered with a history file and copy instruction manuals (in Italian).Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
A believed Watsonian Avon Sports sidecarfor left side mounting, in unrestored condition with red upholstery, complete with chassis, mounting bars, wheel and mudguard with lamp, together with a letter from Watsonian confirming model type, condition, completeness and originality unknown, close inspection advised. (2)Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊◊◊◊◊ Requires specialist shipping and storage at the buyer's expenseFor further information on this lot please visit Bonhams.com
Property of a deceased's estate1933 Rudge 350cc RadialRegistration no. PSL 474Frame no. 50821Engine no. 8056 (see text)The full potential of Rudge's four-valves-per-cylinder design was slow to emerge, but in 1928 Graham Walker's works '500' became the first motorcycle to win a road race - the Ulster Grand Prix - at an average speed in excess of 80mph, a feat which led to the introduction of the legendary 'Ulster' sports model. Early engines deployed parallel valves in a pent-roof combustion chamber; then in 1930 a trio of 350s appeared at the Isle of Man with radially-disposed valves, this new arrangement demonstrating its superiority when Rudges finished 1, 2, 3 in the Junior TT. This Rudge belonged to the current vendor's late father, who acquired it in 2001. The father was a keen motorcycle enthusiast, spending his spare time tinkering with bikes in the garage and going on various organised motorcycle rides. The Rudge has been kept dry stored in the garage since he passed away two years ago. In 2009 the engine was overhauled and fully documented by Rudge specialist Colin Chapple (detailed invoice on file). Following a period of inactivity, the machine will require recommissioning and thus is sold strictly as viewed. It should be noted that the V5C records the engine number as '109'. Accordingly, prospective purchasers should satisfy themselves with regard to this motorcycle's originality, correctness and mechanical condition prior to bidding. Accompanying documentation consists of a current V5C; Rudge Enthusiasts' Club invoice; and the aforementioned Colin Chapple invoice.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
A fine 1:10 scale hand built model of a 1930 Rudge Racing Motorcycleprofessionally assembled by Bassett-Lowke, finely detailed with rubber tyres, some damage to the front brake cables, 37cm long, inscribed 'T.T. Races Senior Junior Lightweight All three trophies won on Pratts high test & Benzol.' mounted on a two piece wooden display base with glass cover, measuring 46 x 20 x 27cm overall. Footnotes:In 1930, the Rudge-Whitworth team had a clean sweep of the Junior and Senior races at the TT with Wal Handley and Graham Walker taking 1st and 2nd in the Senior, then Tyrell Smith, Ernie Nott and Graham Walker taking 1st, 2nd and 3rd in the Junior. To commemorate this historic achievement, the sponsors, Anglo-American oil (later becoming Esso), commissioned these models to be made by Bassett-Lowke and for one to be presented to each rider, this particular model was presented to Ernie Nott.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
1924 Coventry Eagle 293cc Model S29Registration no. XU 1794Frame no. BS8018Engine no. F/E 26566/D (see text)This early Vintage-era Coventry Eagle is powered by a 293cc sidevalve JAP engine while the transmission consists of a Sturmey Archer three-speed gearbox and clutch with belt final drive. It is a rare model and possibly the only one of its type still in existence. Our vendor purchased the machine locally in 1993 for the sum of £2,050 (receipt on file). The current vendor, John Hodson, is the Sunbeam Motor Cycle Club's Coventry Eagle marque specialist. Indeed, John has written the most comprehensive publication on the make, Coventry Eagle – The History of a Motorcycle Company.Last used circa two years ago, since when it has been kept dry stored in the garage under sheet, the machine is only being sold due to John's advancing age and a recent hip operation. Following a period of inactivity, 'XU 1794' will require re-commissioning to a greater or lesser extent before further use and thus is sold strictly as viewed. Accompanying paperwork includes old/current V5/V5C documents; expired MoTs (most recent 2005); the aforementioned purchase receipt; and a DVLA SORN letter. It should be noted that the V5C/V5 records the engine number suffix as '1P', whereas the actual suffix is 'D'. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1977 Kawasaki KH250B ProjectRegistration no. NMW 845R (see text)Frame no. KH250B-007702Engine no. S1E031656Capitalising on the success of the outrageous Mach III 500, Kawasaki introduced a range of basically similar two-stroke triples in 1971: 750 H2, 250 S1 and 350 S2. The latter pair were virtually identical, the S2 differing from its smaller sibling only by its larger bore and carburettors. Claimed maximum power of the 250 was 32bhp and top speed 104mph. Model designations changed to 'KH' in 1976 and the following year the KH250 was updated with the KH400's cycle parts and front disc brake. Its condition and completeness unknown, this dismantled project is offered for restoration and sold without documents. Accordingly, prospective purchasers must satisfy themselves with regard to the VRN's validity and will need to apply for a replacement V5C. Offered with a workshop manual, 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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
1930 AJS 248cc OHC 'Dopey' Racing MotorcycleFrame no. 145201Engine no. R137406• Works engine used at the 1930 Isle of Man TT• Featured in Motor Cycling magazine in 1939• Known ownership history• Present ownership since 2007In 1927 AJS's works racers appeared with a new overhead-camshaft engine, which superseded the pushrod 'Big Port' that had served the Wolverhampton factory so well since the early 1920s. But unlike rivals Norton and Velocette, whose racers used a vertical shaft and bevel gears, AJS chose to drive the camshaft by chain, its distinctive cast alloy case extending forwards to the front-mounted magneto. A catalogued model from 1928, the 'cammy' AJS was built in 347 and 498cc capacities initially, dry-sump lubrication being an unusual feature of the engines, which were carried in open diamond frames. Success did not come immediately, but after initial lubrication problems had been overcome and the valve timing altered, Walter Handley brought the 'cammy' AJS its first major success in 1929, finishing second to Velocette's Freddie Hicks in the Isle of Man Junior TT. George Rowley won the 350 race at the German TT and the Austrian Grand Prix that year, and there were several more major international successes before the season's end.Along with the rest of the range the camshaft models had received saddle tanks with purple side panels for 1929. A 248cc version followed in 1930 boasting a redesigned cylinder head and a four-speed foot-change gearbox. Looking like scaled down versions of the larger models, four were entered for the 1930 Lightweight TT in the Isle of Man to be ridden by Leo Davenport, Jimmy Guthrie, South African J G Lind and Freddie Hicks, although the injured Hicks would be a non-starter. It was a perfect debut for the new OHC 250, Guthrie winning the race at record speed with Lind finishing 5th. Sadly, by this time AJS were in serious financial trouble and although the 350 and 500 OHC racers featured in the 1931 catalogue the little 250 never made it into production. There is no record of the factory ever racing the 250 after the 1930 TT, which seems to have been its only competitive outing. It was common practice at this time to break up racing machines when their useful life had ended, and to dispose of valuable components via the trade. Almost certainly this was the fate of AJS's four 'cammy' 250s.The overhead-camshaft racer offered here was the subject of an article by the highly respected journalist, Cyril Quantrill, published in Motor Cycling magazine on 30th August 1939, which states that its engine is one of the four used by the works team at the 1930 TT. The engine is said to have been acquired by ex-TT and Brooklands rider, Rex Barber when AJS production relocated from Wolverhampton to Plumstead following the Matchless takeover of 1931. Rex Barber had worked and ridden for AJS so would have had good connections with the factory. Quantrill makes no comment about which rider used this particular engine at the 1930 TT, so in all probability Barber himself did not know.According to Quantrill, Barber rehashed the engine for grass track use and installed it in a modified R7 frame, fitting a three-speed Sturmey Archer gearbox. (In fact, the frame's number - '145201' - suggests that it dates from 1931 and is therefore from an S7, 'S' being AJS's letter code for that year). Together with Barber's AJS R7 350, the quarter-litre bike - nicknamed 'Dopey'- was ridden with considerable success in South-Eastern Centre grass track events by W C Lock.Quantrill records that on Dopey's 'first appearance on a grass track, at the season's opening Brands Hatch meeting, it gave the handicappers a nasty jar by winning the Grand Prix handicap with a good half lap in hand'. The engine was reported to use Racing Ethyl fuel and a compression ratio of 12:1, revving safely to 8,000rpm. Quantrill tested 'Dopey' at Brands Hatch, lapping at a respectable 46.75mph, and confessed himself amazed by its performance and handling – 'and I gather several regular competitors have also been not a little astonished by its speed in the capable hands of Lock'.Dopey's subsequent ownership history can be traced via correspondence and other documentation on file. It appears that by August 1946 the machine was owned by Mr D H R Gray of Chatham, Kent, who had acquired it from the same W C Lock who had raced it before the war. Apparently it was owned subsequently by a Mr N Nichols of Penryn, Cornwall before being offered for sale by a 'lady owner' at Brooks Olympia auction on 30th November 1996 (Lot 157). (A Mrs Irene Nichols of Penryn - presumably his widow - is recorded as a previous owner, from December 1989, on an accompany copy V5 document). The machine was illustrated in the sale catalogue with a modified (plunger suspended) frame, Burman gearbox and no exhaust system, though it was stated that most of the original parts were offered with it together with the 'original' gearbox. The next recorded owner (from 2nd January 1997) is well known collector Mr Paul Ingham of Middleton-in-Lonsdale, followed by Geoffrey Stuart St John of Chedworth, Gloucestershire, who acquired the machine in June 1999 and restored it to its current condition and specification. Dopey was acquired by its next recorded owner (the current vendor) in January 2007 and since then has been kept in heated storage as part of an important private collection. We are advised that the machine has not been run since the restoration, though the engine has been turned over regularly, and therefor will require re-commissioning prior to further use.The history of motorcycling, and racing in particular, is littered with fascinating 'what-might-have-beens'. AJS's overhead-camshaft 250 racer certainly falls into that category, especially when one considers what Excelsior achieved with the Manxman during the 1930s. The model's discontinuation resulted not from any shortcomings of the design, but rather as a sad consequence of AJS's dire financial position: there was simply not enough money to carry on. As far as is known, Dopey's engine is the sole surviving relic of this doomed project, which nevertheless would go down in history as providing AJS with its final Isle of Man TT victory of the inter-war period.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
Property of a deceased's estate1968 Triumph 649cc T120R BonnevilleRegistration no. AHJ 902GFrame no. T120R DU89806Engine no. T120R DU89806As the 1960s dawned, unitary construction of engine and gearbox was already a feature of Triumph's 350 and 500 twins, and that innovation duly appeared on the 650s in 1963. The café racer's favourite since its launch, thanks to lusty acceleration and a top speed approaching 120mph, the Bonneville continued in this new form as Triumph's top-of-the-range sports roadster, arriving at what aficionados consider its ultimate specification with the launch of the 1968 model. By this time the frame had been sorted and 12-volt electrics standardised, while welcome improvements included shuttle-valve fork internals; independently adjustable ignition points; Amal Concentric carburettors; and a long overdue twin-leading-shoe front brake. For the next couple of seasons the Bonnie continued essentially unchanged, before the disastrous launch of the Umberslade Hall-designed 'oil-in-frame' models in November 1970 precipitated the collapse of the entire BSA-Triumph Group. Belonging to the last Bonneville generation built before BSA-Triumph switched to the oil-in-frame range, this example was purchased from Chariots Specialist Cars, Kettering in 2016 (invoice on file). The Bonnie carries a tax disc that expired in 2014 and is believed to be an older restoration. Following a period of inactivity, it will require re-commissioning to a greater or lesser extent and thus is sold strictly as viewed (the vendor advises us that a new battery has been fitted). Accompanying documents include a current V5C; Triumph Owners Motorcycle Club dating certificate; expired MoTs; DVLA correspondence; and sundry invoices/bills. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
1973 Norton 750cc Commando FastbackRegistration no. MLL 85LFrame no. 208282Engine no. 208282The Commando's vibration-beating Isolastic frame enabled Norton Villiers to prolong the life of their ageing parallel twin. Launched in 1967, the Commando used the preceding Atlas model's 750cc engine and AMC gearbox, and was an instant hit with the motorcycling public, being voted MCN's 'Machine of the Year' for five consecutive years. It might have been a little down on top speed compared to rivals such as BSA-Triumph's 750cc triples and Honda's CB750 four, but the Commando more than made up for this minor deficiency with superior mid-range torque and steadier handling. The sole model available became the 'Fastback', so called because of its streamlined seat cowl, when the range was extended by the addition of a conventionally styled, 'S' version in 1969. First registered on 16th February 1973, this Fastback was purchased locally for his private collection by the current vendor in May 2017. The machine will require recommissioning before returning to the road and thus is sold strictly as viewed (we are advised that an engine oil leak needs attention, it being assumed that the new cylinder barrel is porous). Rear-set footrests have been fitted but an original footrest and brackets are included. Accompanying documentation consist of a SORN (issued 2017) and a V5C Registration Certificate. Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1966 Triumph 649cc T120 Bonneville TT SpecialRegistration no. not registeredFrame no. T120TT DU31492Engine no. T120TT DU31492The café racer's favourite since its launch in 1959, the Bonneville continued as Triumph's top-of-the-range sports model after the switch to unitary construction of the engine/gearbox in 1963. An alloy cylinder head equipped with twin carburettors helped the 'Bonnie' motor produce 46bhp at 6,500rpm, and the model was reckoned good for a top speed approaching 120mph. The USA had long been Triumph's most important export market, and to cater for local tastes a 'TT Special' (also known as the 'Competition Sports') Bonneville was introduced in 1964. The Triumph twin was already a formidable force in American flat-track racing, and the TT Special's stripped-down look, smaller fuel tank and short, open exhaust pipes echoed the style of the racers. By this time a maximum output of 52bhp was claimed for the Bonneville, while the TT Special engine produced 54bhp courtesy of 11.2:1 pistons (up from the T120 roadster's 9.0:1). A crankcase under-shield, tachometer-only instrumentation, larger-section front tyre, and an absence of lighting further distinguished the TT, which came with lowered overall gearing reflecting its intended role as primarily a dirt bike. This matching-numbers TT Special was purchased as a restoration project (in pieces) and has been restored by the vendor. It should be noted that the compression ratio has been returned to the roadster's 9.0:1. There are no documents with this Lot. Recommissioning advised.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1938 Triumph 498cc Speed TwinRegistration no. FVX 323Frame no. TH4593Engine no. 40-5T-29837• Recently restored and repainted in Triumph's trademark Amaranth Red• First year of production model, fitted with a 1940 engine• Landmark British motorcycleAlthough Edward Turner's Triumph Speed Twin caused a sensation when it appeared at the 1937 National Motorcycle Show, few could have guessed how influential it would be, establishing a template which would be adopted by all the major British factories in the following decades. Although there had been vertical-twins before previous designs suffered excessive bulk, while the Speed Twin was lighter and narrower across the crankcases than the contemporary single-cylinder Tiger 90, whose cycle parts it shared.The Speed Twin proved an enormous success for Triumph, setting it on the road to prosperity. Performance proved superb for a road-going 500, with 85mph being readily attainable, and Triumph made sure The Motor Cycle's test model was perfectly set up before handing it over; it averaged an impressive 93.75mph top speed, prompting the tester to remark that this was 'truly an amazing performance for a fully equipped 500'. Just as importantly the twin was readily brought to life, its brace of 250cc pistons being easier to kick-start than the equivalent single.This is a beautifully presented first-year example of Turner's landmark machine, with freshly applied trademark Amaranth Red paintwork and chrome. Although fitted with a (rebuilt) later 1940 engine this has been partnered with the rest of the machine for most of its life. Various invoices are on file along with a V5C. The motorcycle now only awaits fitting of a new wiring harness (supplied) and recommissioning before offering the potentially delightful experience of owning and riding a landmark motorcycle. Keys not required.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1958 AJS 347cc 16MS Trials TrimRegistration no. 961 UYEFrame no. A66712Engine no. 55/16MS 24136AJS announced the model 16M as soon as possible after the war, and it was to remain in the range, with variations, until 1966. 961 UYE was purchased by the deceased owner at an indeterminate time and we believe that he worked on the machine before registering it in 2014. To this end, he obtained a dating certificate from the AMOC. The certificate confirms that the machine with this frame left the factory in December 1958. The engine has been replaced with an earlier one, and the machine has undergone a conversion to trials trim. It is fitted with alloy central oil and petrol tanks, together with alloy rims and mudguards, The taxation class is 'Historic', and it is presently SORNed. Whilst the bike has not been used for some months, and has been kept in dry storage, it will require light re-commissioning. It requires no key, and documentation comprises a current V5C, the aforementioned dating certificate, and sundry papers.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Attrib. Gertrude Hudson (British 1878-1958): Fishing Boats at Scarborough and the Beach, pair oils on board signed with initials GH, 12cm x 19cm (2) Notes: Hudson was a pupil of and model for Mark Senior, and the sister-in-law of Senior's daughter. She never took to painting full-time, hence why her art very rarely appears on the market, and making a firm attribution difficult.Condition Report:Would benefit from a light clean, but otherwise good
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