1981 Ducati 864cc Mike Hailwood ReplicaRegistration no. SVR 957WFrame no. DM900 SS 901036Engine no. DM860 091611•Imported from South Africa in 2018•19,482 kilometres (circa 12,100 miles) recorded•Generally good original conditionA landmark model that kept Ducati afloat during the 1980s, the Hailwood Replica owes its existence to Mike's legendary Isle of Man TT comeback victory in the 1978 Production Race riding an ex-works NCR bike entered and prepared by Manchester-based Ducati dealer, Sports Motor Cycles. Out of top-flight bike racing for seven years and away from the Island for eleven, Mike took on and beat the might of the Honda works team to win the Formula 1 TT at record speed. Ducati lost little time in capitalising on this outstanding success, launching a road-going replica the following year. Like the race-bike, the MHR was based on the production 900SS, but - inevitably - had much more in common with the latter than the former. Most obvious difference was the full fairing finished in red, green and white, complemented by a glass fibre tank and racing seat. In fact, on the very earliest examples the 'tank' hid a steel fuel reservoir, glass fibre being illegal in the UK for tanks. Mechanical changes were confined to lighter wheels, usually by Campagnolo, and improved Brembo brakes, while the MHR's performance was pretty much the same as that of the 900SS: around 135mph flat-out. Today good original examples like that offered here are among the most sought after of bevel-drive Ducatis. This Ducati Mike Hailwood Replica was imported into the UK from South Africa by Motorcycle Emporium Ltd and first registered in this country on 1st October 2018 (document on file). We are advised by the private vendor that the machine had been delivered to Cape Town and ridden solely by its owner for 15 years before passing to his nephew, seeing very little use (the odometer reading is 19,482 kilometres). The vendor further advises us that the MHR is in generally very good original condition and that it was last run in December 2019, following which the fuel was drained. Accompanying documentation consists of DVLA correspondence, a NOVA notification, an expired MoT (June 2019), a DOC Age Certificate, and a V5C Registration Certificate. Footnotes:As with all Lots in the Sale, this Lot is 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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1983 Ducati 864cc Mike Hailwood ReplicaRegistration no. A159 RWWFrame no. DM900R 984269Engine no. 096509A landmark model that kept Ducati afloat during the 1980s, the Hailwood Replica owes its existence to Mike's legendary Isle of Man TT comeback victory in the 1978 Production Race riding an ex-works NCR machine entered and prepared by Manchester-based Ducati dealer, Sports Motor Cycles. Like the race-bike, the MHR was based on the production 900SS, but - inevitably - had much more in common with the latter than the former. Most obvious difference was the full fairing finished in red, green and white, complemented by a glassfibre tank and racing seat. In fact, on the very earliest examples the 'tank' hid a steel fuel reservoir, glassfibre being illegal in the UK for tanks. Mechanical changes were confined to lighter wheels, usually by Campagnolo, and improved Brembo brakes, while the MHR's performance was pretty much the same as that of the 900SS: around 135mph flat-out. First registered overseas, this example was imported into the UK by the private vendor in 2013 and registered here in 2016. The machine benefits from new fork seals, Avon tyres, regulator/rectifier, and a rewound generator (all fitted in 2020) and is described by the owner as in very good condition throughout. Bills for the aforementioned parts are on file and the machine also comes with a V5C document.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
1929 Scott 596cc Super SquirrelRegistration no. VM 7904Frame no. 2754Engine no. Y2031AAlfred Angas Scott's experiments with two-stroke motorcycles began in the closing years of the 19th Century, leading to the grant of a patent in 1904. Scott's original design for a vertical twin two-stroke engine featured a central flywheel with 180-degree overhung cranks and slim connecting rods that would characterise his products from then onwards. Although recognisably derived from his earliest designs, the Scott motorcycle of the 1920s gained steadily in both complexity and weight. A three-speed countershaft gearbox had been introduced for 1923 and, as a result of the racing programme, there was a new duplex fame and bigger brakes for 1927. For the traditionalists, the old-style, lightweight, two-speed model continued, remaining in production into the early 1930s. The current owner acquired this two-speed Super Squirrel on 1st December 2009. The Scott had a sidecar attached when purchased, but that had to go following complaints from its usual passenger, the owner's wife! Sadly, due to the owner's failing health, the Scott has not been ridden or started for around two years. Described by him as fast and impressive to ride, the machine is offered with an old-style continuation logbook (issued 1953); assorted correspondence; an old-style V5C document; and a quantity of MoTs dating back to 1992, the most recent of which expired in 2008.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
Ex-T G Meeten, Scottish Six Days Trial 1932 Francis-Barnett 150cc Lapwing Registration no. PJ 4550Frame no. B24758Engine no. GY695Beginning in the mid-1920s Tommy Meeten gained many successes riding Francis-Barnett lightweights at Brooklands, the IoM TT, the Scottish Six Days Trial (SSDT), and many other prestigious events. These results were mainly achieved on 150/175cc Villiers-engined machines – occasionally fitted with a sidecar – and undoubtedly helped promote the Coventry firm at a time when the motorcycle market was extremely sluggish. Equally commendable was Mrs Meeten's completion of a 1,000-mile run on a Francis-Barnett, whose fuel consumption averaged a remarkable 196mpg. The 148cc Lapwing was introduced as a 'high quality utility model', priced at £24 15s, in late 1931. It was not unusual at that time for production models to be used in competition events; Tommy Meeten is thus pictured beside 'PJ 4550' (while mending a puncture) in Motor Cycling's May 24th report of the 1933 SSDT (copy available). The history trail then goes cold until the machine was purchased, in restored condition, some 30 years ago by the immediately preceding owner, who reportedly rode it just once (the last tax disc expired in 2008). Its late owner purchased 'PJ 4550' at Bonhams' Stafford Sale in April 2015 (Lot 268), since when the machine has been kept in dry storage. In need of careful re-commissioning and the customary safety checks, 'PJ 4550' comes with a Francis-Barnett 'Hints & Spares' book; a V5C Registration Certificate, and its original logbook recording Tommy Meeten as owner from February 1933.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
Property of a deceased's estate 1919 Calthorpe-JAP 2¾hp LightweightRegistration no. AX 1617Frame no. 151AEngine no. U417Manufactured by the Minstrel & Rea Cycle Company of Birmingham, the first Calthorpe motorcycle appeared in 1909 powered by a 3½hp White & Poppe engine. The following year there were no fewer than six Calthorpe models displayed at the Motor Cycle Show at Olympia, some of which featured an 'free' engine clutch and two-speed gear. Precision-engined models, including a 5/6hp v-twin, joined the line-up a few years later together with an overhead-valve 'Tourist Trophy' model. By 1919 the company name had changed to The Calthorpe Motor Cycle Company and the range had shrunk to just two lightweight models: a 293cc (2¾hp) JAP and a Peco-powered two-stroke, the former priced at 57 guineas. Dating from 1919, this Calthorpe is powered by a single-cylinder, sidevalve JAP engine and has the two-speed Enfield transmission with clutch-less 'tram-handle' control, and belt final drive. An older restoration, the machine was purchased by the late owner at Bonhams' Stafford Sale in October 2006 (Lot 586) since when it has been dry stored as part of a small private collection (the last tax disc expired in 2007). The machine will require re-commissioning and the customary safety checks before returning to the road. Accompanying paperwork includes copies of marque related literature; some expired MoTs; a hand-written 'riding log book'; and old/current V5C documents. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
Property of a deceased's estate 1932 New Imperial 148cc Model 23Registration no. ESJ 552Frame no. 23 92/18815Engine no. 75/35857/23Builder of the last British-made machine to win the Lightweight 250 TT during the pre-war era, New Imperial was unsurpassed for innovation during the 1930s, offering models featuring pivoted fork rear suspension and unitary construction of the engine and gearbox. Introduced for 1933, the unitary construction Model 23 was based on an unconventional, stillborn prototype, first seen in 1932, which carried its valve gear behind the cylinder. The production Model 23 was more conventional as far as its valve gear was concerned but less so elsewhere, featuring unitary construction of the engine/gearbox, geared primary drive, and coil ignition. Qualifying for a reduced rate of road tax for up-to-150cc machines, the Model 23 was a huge success for New Imperial and continued in production until 1940.This Model 23 was purchased privately circa 2014 by its late owner and has been dry stored since acquisition (the last tax disc expired in 2007). Presented in age-related condition with a nice patina, the machine will require careful re-commissioning and the customary safety checks before returning to the road. The machine is offered with a V5C Registration Certificate and a copy of 'New Imp News' from 2014. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
Property of a deceased's estate 1922 Levis 2¼hp LightweightRegistration no. MD 5004Frame no. 8146Engine no. 10442Manufactured by Butterfield Ltd of Stechford, Birmingham, the Levis motorcycle derived its name for the Latin word for 'light', which was one of the diminutive machine's many virtues. One of the pioneers of the two-stroke motorcycle, the firm commenced manufacture of its 211cc, single-gear lightweight in 1911. Soon dubbed 'Popular', the model was a huge success for the Birmingham marque, remaining in production until 1926. Levis dominated 250cc racing in the early 1920s, winning the Lightweight category at the Isle of Man TT in 1920 and 1922, and duly introduced a new 247cc production model alongside the Popular for 1921. This Levis lightweight - a chain-cum-belt model equipped with countershaft gearbox - was restored circa 1985 and remained in the then owner's hands until it was purchased by the late vendor at Bonhams' Stafford Sale in October 2014 (Lot 358). The machine had not been used since 1989 and since acquisition has been kept in dry storage as part of a small private collection. The Levis appears in generally good condition but nevertheless will require careful re-commissioning and the customary safety checks before returning to the road. Offered with V5C Registration Certificate.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
Property of a deceased's estate 1923 Levis 2¼hp LightweightRegistration no. BS 9599Frame no. 11563Engine no. 13287Manufactured by Butterfield Ltd of Stechford, Birmingham, the Levis motorcycle derived its name for the Latin word for 'light', which was one of the diminutive machine's many virtues. One of the pioneers of the two-stroke motorcycle, the firm commenced manufacture of its 211cc, single-gear lightweight in 1911. Soon dubbed 'Popular', the model was a huge success for the Birmingham marque, remaining in production until 1926. Levis dominated 250cc racing in the early 1920s, winning the Lightweight category at the Isle of Man TT in 1920 and 1922, and duly introduced a new 247cc production model alongside the Popular for 1921. Originally registered as 'NW 4970', this two-stroke Levis lightweight - a single-cylinder, chain-cum-belt model equipped with countershaft gearbox - was acquired by the immediately preceding owner in 2004 and purchased by the late vendor at Bonhams' Stafford Sale in April 2008 (Lot 426). An older restoration, the machine has been dry stored since purchase as part of a small private collection and will require re-commissioning and the customary safety checks before returning to the road. Accompanying paperwork consists of the original logbook; some expired tax discs and MoTs; and old/current V5C documents.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
Property of a deceased's estate 1914 Sunbeam 3½hp 499cc with Mills-Fulford sidecarRegistration no. HK 4799Frame no. 2144Engine no. 2184 B•Desirable veteran outfit•Long term ownership (since 1984)•History since 1971•No reserveJohn Marston's Sunbeam bicycles had already established a peerless reputation when, in 1912, he introduced the first Sunbeam motorcycle. This was the 2¾hp, a 349cc side valve single with a two-speed gear. The early design work had been done by Harry Stevens before his involvement with the rival AJS concern. Meanwhile John Marston had recruited John Greenwood as the Sunbeam designer. Greenwood had previously worked for Rover & JAP, but this must have been a happy appointment for he stayed with Sunbeam until his retirement over 20 years later. His hand can be seen in everySunbeam manufactured during his tenure and for some time afterwards.In June 1913 a JAP 770cc powered machine with a three-speed gearbox was introduced, and then just three months later came the new 3½hp model, a 499cc side valve single with the same three speed gearbox. This was truly a gentleman's motorcycle, but sporting success came quickly, both in reliability trials and road racing. At the 1914 Senior TT Howard Davies took joint 2nd place, and Sunbeam won the team prize. Sunbeam motorcycles were to become as renowned as their bicycle cousins for the same superb workmanship and the best finish in the industry. They were also reassuringly expensive.The key to recognizing a veteran Sunbeam single is the central bulge in the timing case which accommodates the geared drive to the magneto. From 1915 Sunbeams had chain driven magnetos. This splendid Veteran Sunbeam outfit has had just two owners since 1971 when it was sold by Wally Lambert to Geoff Morris (a photocopy of the bill is supplied). It completed many Pioneer Runs in Geoff's hands, and he sold it only to facilitate the purchase of a v-twin veteran Sunbeam. It then passed, in October 1984 via the late Brian Verrall, to the late owner. He in turn rode it in at least ten Pioneer Runs and more than twenty Oude Klepper parades until his death aged 96 in 2019.It is accompanied by a very early 1921 buff log book in slightly distressed condition, Pioneer certificate no. 676, a green continuation log book from 1972, a V5C which records the previous registered keeper as Brian R. Verrall, and other assorted paperwork and photographs. The Sunbeam was restored many years ago by Wally Lambert who also found and fitted the charming Mills-Fulford sidecar which is equipped with a period windscreen and weather protection. Geoff Morris recalled that the inside of the Sunbeam's chaincase was date-stamped November 27th, 1913.It has not been run for about a year, and careful re-commissioning is recommended before further use. Prospective bidders must satisfy themselves as to the outfit's completeness and mechanical condition prior to bidding.Footnotes:As with all Lots in the Sale, this Lot is 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
Believed 1927 works TT 1927 Triumph 498cc Racing MotorcycleRegistration no. DFP 466Frame no. 702232Engine no. 122031 Crankcase mating no's T7 1 / T7 1* Believed Works TT machine* Offered from long term ownership (since 1984)The Triumph factory had not had much success on the Island in the twenties, but a lot of effort went into the 1927 Senior TT with no fewer than six works entries and a private entry by Vic Horsman. Four of the seven Triumphs finished the race, but ironically it was Tommy Simister's privately entered machine which finished 3rd, well ahead of the works bikes. Harris crashed out at Quarter Bridge on the first lap, Quinn crashed on lap 4, Wilmot Evans retired on the last lap, but Harry Hobbs finished 12th, Tyrell Smith was 13th, and Norman Black was 18th. It is not known who rode which machine.The racing machines differed from the production model in relatively minor aspects: twin pannier petrol tanks were fitted with the gearchange mounted on the right hand tank, though Simister's petrol tanks were of a slightly different shape, and his gearchange was mounted on the gearbox - like the production machines. Large cylindrical oil tanks were fitted beneath the saddle, with an auxiliary foot pedal allowing the rider to give the engine an additional charge of oil without having to remove his hand from the bars. Andre steering dampers were fitted, and the front forks were modified with lighter springs and B&D dampers.These Triumphs are certainly worthy of further research. The motorcycle offered here is believed to be one of the six works bikes. It was bought by the late owner from Stephen Griffith in 1984 following a period on display in the Stanford Hall Collection (receipt on file). We note that the Stanford Hall brochure makes no mention of this bike's involvement in the 1927 TT, but states that 'it was raced by E. Archibald in the Amateur TT, and that it was rebuilt by Colonel Jack Churchill who favoured the fancy copper exhaust pipes'. The bikes were numbered T (for TT?), 7 (for 1927?), and 1 to 6. This machine's headstock is stamped T.7.5, each crankcase is stamped T7 1 behind the cylinder barrel, and the gearbox is stamped T7 in two places. Interestingly, a sister bike which Bonhams sold in 2012 featured frame no. T.7.1 and crankcase nos. T7 5. The late owner's sons were told by their father that it was believed the factory swapped the engines and frames around after the race. The age-related registration number dates from 1982. A splendid 100 mph Bonniksen speedometer is fitted – and has apparently been there for a very long time. A V5C registration document accompanies the machine which has not been run since 2012, so careful re-commissioning is essential before further use. Prospective bidders must satisfy themselves as to the Triumph's provenance, completeness, and mechanical condition prior to bidding. Footnotes:As with all Lots in the Sale, this Lot is 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
c.1931 Velocette 348cc GTP/KTT Racing MotorcycleFrame no. GP2504Engine no. KTT30XThe Velocette name was rolled out for the first time in 1913, after earlier models had carried the 'Veloce' title. Velocette's first TT victory would not be until the junior race of 1926 with Alec Bennett aboard the firm's radical overhead-camshaft four-stroke Model K, which had joined the range in 1925. Having been firmly committed to two-stroke engines up to this point, the Bennett victory sealed Velocette's change of tack, and thenceforth the company's future would forever be linked mainly to four-strokes. Other OHC models were produced before the KTT appeared in 1928 and attempted further to capitalise on the firm's racing success. This machine was assembled by the owner, utilising the frame from a GTP, and a KTT-specification engine. It was intended for use as a sprint or hillclimb mount and was used by the vendor for this purpose most years from completion in approximately 2000 until 2018. The machine benefits from additional frame strengthening to help cope with competition use, and also had new crankcases when built. Only basic maintenance has been needed during that time on the bike, which has performed faultlessly. However, due to his advancing years, the vendor has reluctantly decided that he must retire from competition. Unused now for two years, the bike will require safety checks and a modicum of re-commissioning prior to use by a new owner. Lubricant is mineral oil. Also of note is the 4-speed gearbox and coil valve springs. There are no documents with this machine.Footnotes:As with all Lots in the Sale, this Lot is 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.1931 Ariel 497cc Square Four 4F ReplicaFrame no. none visibleEngine no. R818The Ariel Square Four, announced in 1931, was a genuinely ground-breaking design. It was introduced as an overhead-camshaft 500cc, with two gear-coupled crankshafts and a square four-cylinder layout. The following year it was offered in both 500 and 600cc capacities. At the time it was as radical as any design before or since and was the creation of the great Edward Turner. The vendor of this machine was in possession of most of the bike but was missing a frame and unable to locate one. He was, however, able to acquire a new, reproduction frame which was built with measurements from an original frame and cast lugs as per original. Combined with the original parts he possessed; he was able to rebuild the machine. The engine, four-speed Burman gearbox, forks, wheels etc. are all original items, and even the petrol tank is modified from another Ariel model from 1931. He advises us that he stripped and rebuilt the engine with new valves, valve springs, and oil pump body. He further advises that the big ends, bores, pistons, and camshaft were all in useable condition. Whilst all four gears select, he states that the gearbox layshaft needs replacing to facilitate the speedo drive, and a used one is included with the bike. The magneto requires reconditioning, and there are no internals in the dynamo. In need of completion, this machine will provide a new owner with a budget-level entry to the normally expensive world of early Square Four ownership. Documents with this lot comprise a copy parts book and copy handbook.Footnotes:As with all Lots in the Sale, this Lot is 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 Cotton 496cc Model 25 Twin-PortRegistration no. DE 7081Frame no. to be advisedEngine no. KOY/S 21382 (see text)Between the wars Cottons were well known for their distinctive triangulated frames which connected the top and bottom of the headstock to the rear wheel spindle by four straight tubes. As a result of this unique frame design they were equally renowned for their superb handling. Racing successes included Stanley Woods' inaugural TT win in the 1923 Junior, and a memorable 1-2-3 in the 1926 Lightweight TT. The 'model 25 two port' model offered here was effectively top of the range in 1929. Blackburne engines were the more common power plant in the late vintage years, but JAP engines were also catalogued, and it is a JAP which is fitted to this example. The Cotton is accompanied by a V5C and a continuation buff logbook which shows that since 1938 it has been based in Kent, and that the late owner, a time served vintage motorcycle enthusiast, acquired it over 51 years ago in March 1969. Little is known of the Cotton's mechanical state, but it makes for a fascinating and unusual project. Both the old and new registration documents show the engine number as KOY/6... but the 6 is in fact an 'S' as listed above. We were unable to locate the frame number on our initial inspection. Two pairs of exhaust pipes thought to have been intended for this machine are included. There are some obvious missing items e.g. chaincases, silencers, footrests, & toolboxes. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition.Footnotes:As with all Lots in the Sale, this Lot is 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
1927 BSA 4.93hp deLuxeRegistration no. YE 2858Frame no. U 5430Engine no. M 11620In his Vintage Road Test series VMCC founder Titch Allen tested an identical model to this 1927 500cc side valve BSA and concluded 'It's a really well-built machine of sound though conservative design'. This particular example had been an unfinished sympathetic restoration by its late owner, a time served vintage motorcycle enthusiast, who had bought it in 2012. In the January 2020 edition of 'Classic Bike' Rick Parkington described how he assembled it into its present state. The BSA remains unfinished but is now mostly in one piece, and surely represents a very worthwhile and intriguing project. We understand that the magneto is in need of a rewind. The front mudguard is in a poor state but should be a sound pattern. The combined petrol and oil tank has a wonderful patina, a splendid vintage electric lighting set is fitted albeit there is a ding in the headlamp rim, and most of the period controls are present. An electric horn is included but not attached to the machine, and a replacement silencer and rear carrier are also supplied. No rear chain is fitted. The original registration number is retained. We do not know for sure, but it is likely that the engine & frame are the original pairing because the present numbers appear on the 1949 continuation buff logbook. This wrongly states the engine size as 350cc, but the 500cc capacity is correctly stated on the accompanying V5C. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
Offered directly from the estate of the late Les Williams, Ex-1930 Manx Grad Prix 1930 AJS 346cc R7 Racing MotorcycleRegistration no. OG 4277Frame no. R145260Engine no. 145260•Ridden to 10th place in the 1930 Manx Grand Prix Junior Race•Long-term ownership 1932-1993•Dry stored and not ridden since 1957•Restored by Les WilliamsIn 1927 AJS's works racers appeared with a new overhead-camshaft engine. Instead of the customary shaft and bevel gears, the camshaft was chain driven, its distinctive cast-alloy case extending forwards to the front-mounted magneto. After initial problems had been sorted out, works rider Jimmy Simpson rode the 350cc version to victory in the Belgian, Swiss, Austrian and European Grands Prix. A catalogued model from 1928, the 'cammy' AJS was built in 350cc (K7) and 500cc (K10) capacities initially. Both models were extensively improved for 1929, boasting redesigned frames, Webb forks, a stronger crankcase, different camshaft, larger brakes, a four-speed gearbox and the fashionable saddle tank. By the season's end the 350cc model had chalked up victories in the German TT and the Grands Prix of Austria, Ulster and Europe. This AJS R7 was prepared in the Racing Department at the Wolverhampton factory for The Premier Motor Co of Birmingham, to whom it was first registered on 1st September 1930. Eight days later it was entered in the Manx Grand Prix Junior Race ridden by Noel Jordan, who finished the wet event in 10th place. It would be Jordan's only MGP finish out of six attempts. On 24th June 1931, the AJS was registered to Jordan and then back to Premier that same day, passing to its next (effectively first) private owner, T Cross of Acocks Green, Birmingham on 3rd July 1931. On 16th April 1932 the machine was registered to L Wooldridge of Erdington and then on 24th June that year to Frank Thornhill, then of Small Heath, Birmingham, who would own it for the next 60-plus years. Last taxed in 1957, the AJS was kept in Frank Thornhill's garage at his home in Coventry and never ridden again. When Frank Thornhill died in 1993 his daughter sold 'OG 4277' to Les Williams, the legendary Triumph Racing Department foreman and creator of that best known of all racing Triumphs, 'Slippery Sam'. Les laid up the machine for several years before restoring it to its original racing specification. (Following the 1930 Manx Grand Prix, its only race, the AJS had been used as a road bike.) 'OG 4277' comes with an extensive history file containing copies of the original and continuation logbooks; correspondence with cammy AJS authority Ivan Rhodes; a selection of 'as purchased' and in-restoration photographs; copy V5C document; and a quantity of photocopied articles, press cuttings and photographs. Footnotes:As with all Lots in the Sale, this Lot is 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
1937 Brough Superior 982cc SS80 & Petrol-Tube Sidecar (see text)Registration no. FWL 826Frame no. M8 1605Engine no. BS/X 4642•One of some 300 AMC-engined SS80s surviving•Present family ownership since 1954•Requires re-commissioning/renovation•Non-matching numbersBrough 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. 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, by which time Brough had built 460, of which some 300-or-so survive.According to Brough Superior Club records, its Works Record Card shows that 'FWL 826' left the factory with frame number 'M8 1909' and engine number 'BS/X 4642'. Since then 'FWL 826' has been rebuilt around frame number 'M8 1605' (taken from another SS80 registered 'BRH 799') and retains its original engine (as marked above). 'FWL 826' was despatched to Layton's of Oxford in December 1937 while 'BRH 799' had gone to Jordan & Co of Hull where it was damaged in an air raid in May 1941 and been presumed lost. Frame number 'M8 1909' still exists in SS80 'FTV 710', which was sold as an incomplete restoration project by Bonhams at Stafford in October 2013 (Lot 395). In the early post-war years 'FWL 826' was owned in Lancashire by a Mr Boyd, and in 1954 passed to BSC member Jim Smith of Warrington. The family's sole means of transport, the Brough was ridden regularly until the late 1960s when a Minivan was purchased, including holiday trips to Wales and twice-yearly visits to the Isle of Man for the TT and Manx GP. Following Mr Smith's death in October 2001, the Brough passed to his daughter, the current vendor. Originally a solo, the SS80 is currently attached to a Brough petrol-tube sidecar chassis (number '182') that left the factory when new attached to another SS80 registered 'ETV 331'. The latter was first owned by one A E Briggs, Resident Engineer at Heysham Harbour, Lancashire. The sidecar currently fitted is of unknown make. 'FWL 826' last ran circa 2017 and will require re-commissioning at the very least and possibly more extensive renovation before returning to the road; accordingly, the machine is sold strictly as viewed. Accompanying documentation consists of Brough Superior Club correspondence, an old-style logbook, and a V5C Registration certificate. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
1950 Vincent 499cc MeteorRegistration no. MKP 267Frame no. R/1/5408 Rear frame no. R/1/5408Engine no. F5AB/2/3508 (see text)The post-war Vincent single 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 (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 post-war Vincents. Dating from the final year of production, by which time the model had been updated with the Girdraulic front fork, this Meteor has matching main/rear frame numbers; however, it should be noted that the engine number is not a Vincent factory stamping. 'MKP 267' has belonged to the vendor for 45 years and was in a totally dismantled state when acquired. Noteworthy features include an Amal Concentric carburettor; Paul Paxman 4LS brake; and a luggage rack (a pair of Craven panniers is included in the sale). Restored by the owner, the Meteor has been enthusiastically campaigned over the years, attending numerous VOC rallies, although it has not been used for some time (the attached tax disc expired in 2014). Its mechanical condition is not known and thus the machine is sold strictly as viewed: in need of re-commissioning or possibly more extensive restoration. Accompanying documentation consists of SORNs; expired MoTs; an old-style continuation logbook; and old/current V5/V5C Registration Certificates.Footnotes:As with all Lots in the Sale, this Lot is 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 Triumph 277cc Model WSRegistration no. NG 181Frame no. 621608Engine no. 409625The 277cc Model W had the biggest engine Triumph could build while keeping the resulting machine within the favourable taxation class that limited weight to 220lbs. Introduced for 1927, the Model W changed little for the next couple of years, becoming the WS in 1930 when it adopted the fashionable saddle tank, and was dropped when the 1931 range was announced. Apparently complete and in original condition having been stored for many years, this Model WS formerly belonged to the lady vendor's father and before that to her uncle. It is understood that the engine was professionally rebuilt in 1979 and the frame repainted. The inside of the fuel tank is rusted, but after the carburettor float bowl had been filled with petrol the engine started and ran in October 2020 having last been run circa 2000. Offered for restoration, the machine comes with an instruction book, an old-style buff logbook, and a V5C document.Footnotes:As with all Lots in the Sale, this Lot is 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
1933 Sunbeam 344cc Model 10Registration no. HG 2111Frame no. unable to locateEngine no. HG 2111The Model 10 was produced for only two years before Sunbeam reverted to the old Model 8, and is one of the rarer Sunbeam motorcycles of this period. It is understood that there are only 15 Model 10s on the Sunbeam Register, 11 of which date from 1931. This example was purchased as a 'barn find' in 1973 and has been dry stored since then. Although the Sunbeam was stripped and examined, the vendor could not find time to restore the machine and it has been loosely reassembled for sale. Prospective purchasers must satisfy themselves with regard to this motorcycle's condition, completeness, correctness or otherwise prior to bidding. Sold strictly was viewed, it comes with an old-style continuation logbook and old V5/V5C documents.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
1937 Velocette 348cc KSS MkII ProjectRegistration no. ENB 685Frame no. 4308Engine no. KSS 8357Velocette's Percy Goodman-designed Model K first appeared 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. 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. Owned by the vendor since 1974, this KSS MkII comes with a VOC dating letter stating that it was invoiced by the factory on 23rd November 1937 and first owned by one P Fisher of Manchester. Dismantled and offered for restoration, the machine is sold strictly as viewed. Additional documentation consists of an old-style continuation logbook (issued 1947) and a V5C Registration Certificate, and the machine also comes with sundry transfers and an original Instruction Book.Footnotes:As with all Lots in the Sale, this Lot is 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
1937 Velocette 495cc MSSRegistration no. EKM 603Frame no. 4232Engine no. 2851The third of Velocette's overhead-valve, high-camshaft, single-cylinder designs, the 495cc MSS was announced in 1935. The first of these new models had been the 250cc MOV of 1933, which was joined for 1934 by a long-stroke '350': the MAC. In creating the MSS, Veloce kept to the basic design, combining the MAC's 96mm stroke with a larger bore to create its new '500'. The MSS engine went into a new frame derived from that of the racing KTT. The model disappeared from Veloce Limited's range in 1948 while the company concentrated on the LE, reappearing in 1954 with a new swinging-arm frame and Hall Green's own telescopic front fork. The engine too was updated, gaining 'square' bore and stroke dimensions of 86x86mm along with an alloy cylinder barrel and 'head. This highly original MSS has belonged to the current vendor since 1999 and has had only three owners from new; indeed, the vendor bought it from the second owner having known the machine since the early 1960s. The MSS has been ridden only occasionally, including up the test hill at the 'Brooklands Relived' event in 2000. Kept in a heated garage, the machine has not run for over 15 years and will require re-commissioning, including a new battery, before further use. Accompanying paperwork consists of an old-style logbook and old/current V5/V5C documents.Footnotes:As with all Lots in the Sale, this Lot is 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
1914 Clément 4hp Autocyclette Grand TourismeRegistration no. not UK registeredFrame no. not knownEngine no. 29789•Premier French make•Rare early model•'Barn find' for restorationAlready a successful maker of bicycles and pneumatic tyres – he owned the Dunlop patents in France – Gustave-Adolphe Clément diversified into motorcycle manufacture in 1897, having just bought the Gladiator cycle company, and built his first four-wheeled automobile two years later, taking an interest in the existing Gladiator concern. Around 1902 Clément began supplying motorcycle engines to Charles Garrard in the UK, who fitted them in frames supplied initially by James Lansdowne Norton and marketed his products under the Clément-Garrard name until 1911. Norton was impressed by the French-built motor and used it to power the first of his own motorcycles in 1902. In October 1903 Adolphe Clément broke his connection with the company he had founded and set up a new factory in Levallois-Perret, adopting the trade name 'Bayard'. Now fully controlled by British investors, the original Clément-Gladiator enterprise, trading under the 'Clediaber' name, continued to manufacture motorcycles until 1935.After 1905 motorcycle production was suspended for a number of years but by the end of 1911 new models had been introduced that generated considerable interest. Inspired by the lightweight v-twins becoming popular in Britain, especially the Motosacoche-powered Royal Enfields, Clediaber introduced MAG-engined 2¾hp and 4hp Clément and Gladiator v- twins, which were designed along British lines and more luxurious than the average French motorcycle. Produced up to the outbreak of war in 1914, the 4hp model, as seen here, was the most expensive in the catalogue. Looking remarkably similar to the contemporary Motosacoche-engined Royal Enfield, this Clément previously formed part of the collection belonging to a deceased Munich-based private collector and is offered for sale by his heirs. The machine has been dry-stored for many years and is presented in 'barn find' condition, in need of complete restoration. Some parts are missing: the front mudguard, foot-boards, and chain covers being the most obvious. The engine turns over but the machine's mechanical condition is not known and thus it is sold strictly as viewed. There are no documents with this Lot.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
1925 Sunbeam 3½hp Model 6 'Pendine Sprinter'Registration no. CY 8406Frame no. 08519Engine no. 270/18302•Resident in West Wales all its life•Raced at Pendine Sands in period•Stored for the last 10 yearsThe first Sunbeam motorcycle - a 350cc (2¾hp) side-valve single - left the Wolverhampton premises of John Marston, hitherto a 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 H.R.D. marque) finished second in the 1914 Senior TT on his and Sunbeam's first visit to the Island, and Tommy De La Hay inherited victory in the 1920 Senior after George Dance, also Sunbeam-mounted, retired while leading. 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. Overhead-valve engines were introduced in the mid-1920s but early successes were achieved with sidevalve-engined machines, most notably the 492cc (3½hp) 'Longstroke', which secured a debut win at the 1921 French Grand Prix ridden by Alec Bennett. In road-going form this remarkable engine remained in production right up until WW2. The Model 6 'Longstroke' had gained drum brakes by the mid-1920s, and in lightweight guise with low handlebars and minimal equipment was known as the 'Speedman's Machine'.This un-restored Sunbeam 'Longstroke' was first registered to Handel Davies, a well-known and successful garage proprietor who began his career at the Brooklands Garage in Garnant, Carmarthenshire before moving to his own premises in Oxford Street, Swansea. Handel was probably the first owner of a Brough Superior in Wales. During the same period, he also owned this Sunbeam, and both bikes were raced at the world famous Pendine Sands with great success. The current vendor has known the Sunbeam and its two previous keepers since the 1970s. The machine has resided in West Wales all of its life and is well known in local motorcycling circles. Stored for the last 10 years, this historic Welsh racer will require re-commissioning at the very least and probably more extensive restoration before further use. Offered with a V5C Registration Certificate. Footnotes:As with all Lots in the Sale, this Lot is 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 AJS 349cc De Luxe Sporting Model E4Registration no. TT 4061Frame no. 52180Engine no. 52180In 1925 there were three side valve 350s in the AJS range, including the De Luxe Sporting Model E4, which was fitted with TT bars, sporting footrests, internal expanding front and rear brakes, and a hand operated clutch. The original RF60 buff logbook for TT 4061 shows that it was first registered in Devon on 29th May 1925 to Mr. William Curzon of Holsworthy. He moved house twice after that, but remained in Devon and in possession of TT 4061. It was purchased by the vendor's father sometime in the 1930s (although not registered in his name until 1970), and is believed to have been used occasionally for pleasure on fine days and holidays, and to visit the TT races. It is thought to have last run in the 1960s, after which it was retired to dry storage until the present day. Ownership passed to the present owner on his father's death. It remains remarkably unmolested, save for a coat of paint at some time in its life, and is all matching numbers (frame, engine, and gearbox) with only one previous owner before the father and son. The engine turns freely, and the gears select. It is fitted with acetylene lighting, but the generator appears to have gone missing at some time. In need of re-commissioning or restoration, this wonderful AJS presents an increasingly rare opportunity for a new owner to re-commission, sympathetically restore, or fully renovate. Documentation comprises an old-type V5, and the aforementioned RF60 logbook.Footnotes:As with all Lots in the Sale, this Lot is 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
1937 BSA B21Registration no. XVV 270Frame no. HB205440Engine no. HB211765A fine example of BSA's rare B21 Sports model, a product of the largest motorcycle factory in the country in 1937, when the Birmingham Small Arms company dominated the home market and sold machines all over the globe, such was it reputation for solid reliability and quality. The overhead valve single-cylinder 250cc model represented a step into the world of real motorcycling, a far step above the smaller two-stroke models that for most of their lives plodded gently to work leaving a trail of blue smoke and interrupting progress when the sparking plug developed a whisker and roadside attention was needed. Not on a four-stroke product of the huge works in Small Heath's Armoury Road, ownership of which was a matter of pride and a hint of knowledge above the humble rider whose needs were simply to commute. This handsome but easily ridden model was the younger brethren of the more sporting machines that dominated competition and the young man, or occasionally lady, who chose such a model was clearly destined to move on into the elite world of the long distance traveller. This example is an excellent starting point in the vintage world and promises many happy hours at moderate speeds; it will require careful inspection before being used and enjoyed fully. The registered mileage is 6,550, but this cannot be verified.Footnotes:As with all Lots in the Sale, this Lot is 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
1943 Triumph 343cc 3HWRegistration no. not UK registeredFrame no. TL 36905Engine no. 3HW 46905When war broke out in September 1939, Triumph's entire stock of completed civilian machines was requisitioned by the War Office. The Coventry firm went on to develop a 350cc twin-cylinder model – the 3TW – specifically for military use, only for the destruction of its factory in an air raid in November 1940 to scupper the project. Installed in new premises at Meriden, Warwickshire, Triumph recommenced production of the single-cylinder sidevalve 3SW and overhead-valve 3HW models. The latter was based on the pre-war Tiger 80 sports roadster, the engine of which was modified to incorporate rocker boxes cast integrally with the cast-iron cylinder head, aluminium alloy being in short supply. Triumph's single-cylinder models were used mainly by the Royal Navy for despatch duties and general liaison, with the less-powerful 3SW reserved for the WRNS. Making it highly unusual to say the least, and possibly unique, this 3HW has been modified with a swinging-arm conversion, complete with friction dampers, giving it a distantly Italian look. The private vendor advises us that the machine was modified in the 1950s and has remained un-restored since then. It last ran in September 2019 and is described by the owner as running well. Accompanying documentation consists of copies of the motorcycle's Italian registration papers and Registro Storico Triumph entry.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
1941 Matchless 348cc G3L Military MotorcycleRegistration no. not UK registeredFrame no. 35211Engine no. G3L 39263The outbreak of war in September 1939 found the British Army ill prepared for hostilities, not the least with regard to its transportation arrangements. The result was the wholesale commandeering of civilian motorcycles for despatch, reconnaissance, convoy patrol and other duties. Almost every major British manufacturer supplied machines to the Army, although these were invariably adapted pre-war roadsters rather than purpose-built military designs. Among the most popular was the Matchless G3, a relatively lightweight and sporty 350cc model that had first been assessed for possible military use in 1933. Updated with a single down-tube frame and telescopic front fork, the 'Matchbox' continued as the G3L from 1941. By the time hostilities ceased in 1945, more than 63,000 G3Ls had been delivered, and post-war the model would go on to establish itself as one of the finest trials bikes of the day. This Matchless G3L has been restored in its original military livery, the only non-original parts being the headlight shroud, ammeter, and Amal Concentric carburettor, the latter fitted for convenience (original carburettor included). Last run in March 2019, the Matchless is described by the owner as in good condition throughout. Accompanying documentation consists of a copy of the machine's ACI Certificato di Proprieta.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
1929 Norton 490cc Model 16HRegistration no. not UK registeredFrame no. S38229Engine no. 45162•Landmark model for Norton•An older restoration•Last run in September 2020Norton relied on proprietary engines in its formative years - winning the inaugural Isle of Man TT with a Peugeot-engined machine - before introducing its own design of power unit in 1907. The long-stroke sidevalve single displaced 633cc and the new model it powered became known as the 'Big 4'. Smaller capacity versions followed and in 1911 the '500' adopted the classic 79x100mm bore and stroke dimensions that would characterise the half-litre (actually 490cc) Norton for the next 50 years.Norton's new sidevalve was among the fastest in its class, being the first machine under 500cc to be officially timed at over 70mph, which was some going for 1911. The following year Norton-mounted Jack Emerson easily won the 150-mile Brooklands TT against a field of more experienced competitors (setting three long-distance records in the process) having ridden his machine down from Hull! Small wonder that the slogan 'Unapproachable' began to be applied to the Norton singles at around this time. Tuner/rider D R O'Donovan's work at the Weybridge track resulted in a flood of new speed records, including 81.05mph for the flying kilometre in April 1914, the first occasion 80mph had been exceeded by a 500cc machine. O'Donovan's successes led to the introduction of tuned 'Brooklands' models, and these highly developed sports versions continued into the 1920s. The 490cc engine was revised for 1914 and the following year gained a new frame with lowered riding position together with the option of a Sturmey Archer three-speed gearbox. When fitted with chain drive, the 490cc sidevalve single became the 'Model 16' in Norton's numbering system, and then changed to '16H' in 1921 when a new lower frame was introduced. Norton's trusty 16H sidevalve would be continuously up-dated for the next 30-plus years before taking its final bow - along with the Big 4 - in 1954. Restored in 1959, this 16H was last run in September 2020 and is described by the private vendor as in generally good condition, with patinated brightwork. The Norton is currently resident in Sweden and comes with Swedish registration/'MoT' paperwork, a maintenance instruction book, and a (copy) manual. A pillion seat and a pair of leather panniers are included in the sale, and it should be noted that the exhaust system is that of a 1930 model 16H. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
1942 Harley-Davidson 739cc WLARegistration no. BSL 627Frame no. WLA56610Engine no. 42WLA56610•Ex-military machine•UK registered since 1999•Restored between 2017-2019•Requires finishing (see text)Introduced in 1929 as a competitor to Indian's successful 750cc sidevalve v-twin, the Harley-Davidson Model D - better known as the '45' (its capacity in cubic inches) - really took off when the USA's entry into WW2 created an unprecedented demand for military motorcycles, around 90,000 of the WL (military) version rolling off the Milwaukee production lines before hostilities ceased. After rigorous testing in 1939, the US Army ordered its first batch of WLs in March 1940, with further substantial orders of machines from South Africa and Great Britain following soon after. These military Harleys benefited from the new aluminium cylinder heads fitted to the civilian version from 1939 and came with a full complement of equipment including D-shaped foot-boards, crash bars, skid plates, cargo racks, and panniers. Designated WLA (Army) or WLC (Canadian-built), the Harley '45' saw action in just about every theatre of war. 'De-mobbed' Harleys helped meet the upsurge in demand for motorcycles in the immediate post-war years, doing much to establish the marque's reputation worldwide. Completely stripped and rebuilt between 2017 and 2019, this civilianised WLA was first registered in the UK in June 1999 and has had only one owner in this country prior to the vendor. The latter advises us that the previous owner was able to supply photographs of the Harley in military livery. We are further advised that the frame, wheels, brakes, etc have been reconditioned; the engine rebuilt from the crankshaft upwards; the transmission overhauled, and a new clutch fitted; and most of the brightwork renewed. In addition, the electrics have been upgraded to 12-volt operation; auto advance ignition fitted; and the original carburettor replaced with a modern Mikuni. According to the vendor, only a small amount of work (engine tuning, road testing, etc) is required to finish the job. Accompanying paperwork consists of sundry restoration bills; a VMCC dating certificate; and a V5C registration document. Footnotes:As with all Lots in the Sale, this Lot is 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
2002 Harley-Davidson XL883R SportsterRegistration no. not UK registeredFrame no. 1HD4CKM132K141724Engine no. CKM2141724In 1982 Harley-Davidson introduced a new welded frame, replacing the traditional lugged type in use hitherto, and then the following year saw the introduction of two new Sportsters: the XLX and XR-1000, the former being a more affordable base model intended to attract new customers. In 1986 Harley-Davidson's new all-alloy Evolution engine became available in the ever-popular Sportster, the model having recently been up-graded with Harley's diaphragm clutch, alternator electrics and five-speed gearbox. The new Sportster was initially offered in 883cc and 1,100cc sizes, the latter being opened out to 1,200cc for 1988. The machine offered here is an example of the new-for-2002 XL883R Sportster, the orange and black colour scheme of which recalled that of the factory's XR-750 racers. A one-owner-from-new example, this Sportster has covered only 11,772km (7,315 miles) and is described by the vendor as in excellent condition throughout (last serviced in July 2017). The machine is said to be original except for adjustable rear suspension; added rev counter; Screaming Eagle air filter cover; and an after-market seat. The original cockpit plate; air filter cover; and seat are included in the sale together with the original owner's manual; original keys; and Italian registration papers.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
1937 AJS 982cc Model 37/2Registration no. HV 8529Frame no. 905Engine no. 37/2 2400•Present ownership since 2007•Requires re-commissioning•Brough Superior SS80 performance at a fraction of the cost Ill-timed diversification that coincided with the post-Wall Street Crash depression would result in the sad demise of A J Stevens Ltd, which had been manufacturing motorcycles of high quality at its Wolverhampton works since 1911. AJS was taken over by Matchless in 1931 and production shifted to the latter's factory in Plumstead, South London where the existing range continued largely unaltered initially. Indeed, the two marques would retain largely separate identities until the outbreak of WW2, although their models became increasingly similar, using the same engines, gearboxes, and other major components. AJS's own 998cc sidevalve v-twin was one of the first models to be dropped, disappearing at the end of the '31 season, and for the next 12 months there was no large-capacity 'sidecar tug' in the range. That changed in July 1932 with the arrival of the new Model 2, which was powered by the engine of the long-established Matchless Model X. This 982cc sidevalve v-twin engine had first appeared in the 'X/2' in 1925 and would remain in production until the outbreak of WW2, being supplied to Brough Superior for use in the SS80 from 1935 onwards. Intended primarily for sidecar duty, the Model 2 became available to 'export' specification during 1933 complete with American-style foot-operated clutch, left-side gear lever, and swept-back handlebars. The Model 2 continued to be available in domestic and export forms until 1939 and was included in the catalogue for 1940. Sadly, this imposing and handsome machine did not reappear after the War's end. This AJS Model 2 has belonged to the vendor since October 2007. Believed to be an older restoration, 'HV 8529' is offered in need of re-commissioning, or possibly more extensive renovation, and is sold strictly as viewed (the engine turns and the machine would respond well to detailing). Accompanying documentation consists of an old-style continuation logbook and old/current V5/V5C Registration Certificates. Footnotes:As with all Lots in the Sale, this Lot is 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
1935 Ariel 601cc Model 4F/6 Square FourRegistration no. AOX 135Frame no. Y6806Engine no. WA294 (see text)Designed by the legendary Edward Turner, the Ariel Square Four was first shown at Olympia in 1930. Unique at the time of its introduction, the 'Squariel', as it was swiftly dubbed, featured a single block of four cylinders and twin geared-together crankshafts with pistons phased at 180 degrees. The crankcase was split horizontally, unusually for a motorcycle engine of the period, while the vertical valves were operated by a single overhead camshaft. Although launched as a '500', the Squariel was soon enlarged to 601cc with an eye on the important sidecar market, this 4F/6 version being made available for the 1932 model year. The '500' was dropped after 1932 but the '600' continued until the end of 1936, its place being taken by the totally redesigned Model 4G, with 995cc overhead-valve engine. The '600' reappeared for 1939 as the 4F, redesigned along the lines of its larger sibling, but did not resume production after the war. This 4F/6 Square Four has belonged to the vendor since September 2014. Offered for restoration and sold strictly as viewed, the machine comes with an Owners' Guide; spare parts lists; and old/current V5/V5C documents. It should be noted that the earliest copy of these lists a different engine number.Footnotes:As with all Lots in the Sale, this Lot is 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
1937 Ariel 995cc Model 4G 'Square Four'Registration no. ABO 383Frame no. P386Engine no. DC363In 1937 a total redesign saw the Ariel 'Square Four' re-emerge as the Model 4G, with 995cc overhead-valve engine, making it an even more enticing prospect for sidecarists. Anstey Link plunger rear suspension became an option in 1939 but would not be offered again until 1946 when a telescopic front fork replaced the previous girder type. An exercise in weight shedding saw the cast-iron cylinder head and barrel replaced by alloy components for 1949 on the revised 'Mark I', which was now capable of 90mph-plus. Introduced in 1953, the 'four-pipe' Mark II with redesigned cylinder head elevated the Square Four into the league of genuine 100mph motorcycles. Square Four production, along with that of all other Ariel four-strokes, ceased in 1959. To date, the innovative Ariel Square Four remains unique in motorcycling history; a true 'gentleman's motorcycle', this refined yet characterful machine retains an enthusiastic and loyal following and is highly prized by discerning enthusiasts. Believed an older restoration, and owned by the vendor since May 2011, this Square Four is offered in need of re-commissioning, or possibly more extensive renovation, and thus is sold strictly as viewed (the engine turns). Accompanying documentation includes an old-style continuation logbook (1954); dating letter (confirming matching numbers); hand-written restoration notes (1990s); expired MoT (2011); and a V5C Registration Certificate.Footnotes:As with all Lots in the Sale, this Lot is 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
1954 Ariel 995cc Model 4G MkII 'Square Four'Registration no. 402 BMLFrame no. KR154Engine no. PL161In 1937 a total redesign saw the Ariel 'Square Four' re-emerge as the Model 4G, with 995cc overhead-valve engine, making it an even more enticing prospect for sidecarists. Anstey Link plunger rear suspension became an option in 1939 but would not be offered again until 1946 when a telescopic front fork replaced the previous girder type. An exercise in weight shedding saw the cast-iron cylinder head and barrel replaced by alloy components for 1949 on the revised 'Mark I', which was now capable of 90mph-plus. Introduced in 1953, the 'four-pipe' Mark II with redesigned cylinder head elevated the Square Four into the league of genuine 100mph motorcycles. Square Four production, along with that of all other Ariel four-strokes, ceased in 1959. To date, the innovative Ariel Square Four remains unique in motorcycling history; a true 'gentleman's motorcycle', this refined yet characterful machine retains an enthusiastic and loyal following and is highly prized by discerning enthusiasts. Owned by the current vendor since October 2017, this Square Four is offered in need of re-commissioning, or possibly more extensive renovation, and is sold strictly as viewed (the engine turns and the machine would respond well to detailing). Accompanying documentation includes an HMRC letter; starting instructions; and a V5C Registration Certificate.Footnotes:As with all Lots in the Sale, this Lot is 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 Ariel 995cc Model 4G MkII 'Square Four'Registration no. 526 KEVFrame no. GM416Engine no. ML365In 1937 a total redesign saw the Ariel 'Square Four' re-emerge as the Model 4G, with 995cc overhead-valve engine, making it an even more enticing prospect for sidecarists. Anstey Link plunger rear suspension became an option in 1939 but would not be offered again until 1946 when a telescopic front fork replaced the previous girder type. An exercise in weight shedding saw the cast-iron cylinder head and barrel replaced by alloy components for 1949 on the revised 'Mark I', which was now capable of 90mph-plus. Introduced in 1953, the 'four-pipe' Mark II with redesigned cylinder head elevated the Square Four into the league of genuine 100mph motorcycles. Square Four production, along with that of all other Ariel four-strokes, ceased in 1959. To date, the innovative Ariel Square Four remains unique in motorcycling history; a true 'gentleman's motorcycle', this refined yet characterful machine retains an enthusiastic and loyal following and is highly prized by discerning enthusiasts. Last taxed to 30th April 2013, this Square Four is offered in need of re-commissioning, or possibly more extensive renovation, and is sold strictly as viewed (the engine turns, and the machine would respond well to detailing). Accompanying documentation includes the original old-style logbook; sundry bills; SORN paperwork; a quantity of old MoTs (most recent expired 2013); and old V5/V5C documents (the Ariel is still registered to the previous owner).Footnotes:As with all Lots in the Sale, this Lot is 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
1961 BMW 594cc R60/2 & Steib S501 Motorcycle CombinationRegistration no. 679 PKJFrame no. 622668Engine no. 622668At the end of 1954, BMW dropped its existing trio of horizontally opposed twins (the R51/3, R67/2 and R68), replacing them with the R50 and R69. The engines were little altered, significant changes being concentrated on the frame and cycle parts, which now featured an Earles-type leading-link front fork and swinging-arm rear suspension. The R67/2, a lower-compression model much favoured by sidecarists, was not replaced until the arrival for 1956 of the R60, which used a low-compression version of the R69 engine. The sidecar market remained an important one for BMW, and the new fork's bottom link incorporated alternative mounting points giving suitable trail should a 'chair' be attached. In 1960 the flat-twins range was revised as the '/2', most of the changes being inside the engine, which received a strengthened crankcase and crankshaft, hard-chromed piston rings, improved internal ventilation, new cam followers, and a stronger clutch assembly. The R60/2's compression ratio went up from 6.5:1 to 7.5:1, boosting peak power to 30PS (29.6hp SAE). This classic BMW/Steib motorcycle combination was in one single family ownership from 1964 until purchased by the vendor in October 2009 and was last taxed for the road in 2012. The outfit is nicely presented and should require only minimal re-commissioning before further use. This superb example of Teutonic engineering is offered with marque-related literature; a Clymer manual; its original old-style logbook; some expired MoTs; and a V5C document.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
1967 Matchless 745cc G15CSRegistration no. KFX 184FFrame no. 120989Engine no. G15CS 120989Following the handful of G15s built for export only in 1962 and fitted with AMC's own 750cc engine, the concept was revived in the middle of the decade using the Norton Atlas engine in the existing G12CSR frame. By this time 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 Norton hubs and Roadholder forks. CSR sports roadsters and enduro-styled CS models followed soon after, and these Norton-powered models were the only AMC twins left in production by the end of 1966. Manufacture ceased the following year and today these relatively rare AMC/Norton hybrids are becoming increasingly collectible. This Matchless G15CS was supplied new to Joe Berliner's Matchless Corporation in the USA in April 1967 and re-imported into the UK from Illinois in 1999. Offered in need of re-commissioning, or possibly more extensive renovation, the Matchless is sold strictly as viewed (the engine turns, and the machine would respond well to detailing). Accompanying paperwork includes old US title documents; an AJS & Matchless Club dating certificate; two MoTs (most recent expired 2011); and old/current V5/V5C registration documents. The vendor is the second owner in the UK.Footnotes:As with all Lots in the Sale, this Lot is 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
1972 Benelli Tornado 650SRegistration no. KGV 101KFrame no. EA 5680Engine no. 5887Best remembered for its racing fours and road-going sixes, the Benelli factory of Pesaro, Italy exhibited its first 650cc twin at the Milan Show in 1967, though production did not begin in earnest until 1971. Christened 'Tornado', the new model - it was hoped - would cash-in on the popularity of big parallel twins in the lucrative US market. With its 360-degree crankshaft and pushrod valve gear, the unitary construction Benelli motor aped its British rivals but followed Japanese practice by employing a horizontally split crankcase and geared primary drive. Alternator electrics and a starter motor were introduced on the successor 650S. Production of the final version - the 650S2 - ceased in 1975. Engineered to a higher standard than their British counterparts, the Benelli twins were commensurately more expensive and relatively few made their way to these shores. A machine for the parallel-twin connoisseur who dares to be different, this 650S Tornado was first registered in the UK in 2001 and has belonged to the current vendor since November 2015. Apparently original and un-restored, the machine is offered for re-commissioning, or possibly more extensive restoration, and thus is sold strictly as viewed. Representing a wonderful opportunity to acquire one of these rare Italian thoroughbreds, the Benelli is offered with expired MoTs; an original rider's manual; a V5C document; and a substantial file of marque-related literature and other material (inspection recommended).Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
Property of a deceased's estate 1954 Vincent 499cc CometRegistration no. HJN 17Frame no. RC/1/11536/B Rear frame no. RC/1/11536/BEngine no. F5AB/2A/9636 Crankcase mating no. 33MMVincent's first single-cylinder model of the post-war era appeared in 1948. The newcomer was offered in two forms initially: Series-B Meteor and Series-C Comet, both of 500cc. 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. This matching-numbers Series-C Comet was completed in September 1952, despatched from the factory to Costin of Westcliff-on-Sea in March 1953 but not registered until March 1954. Purchased by the late owner in 1974, this example displays a total of 5,548 miles on the odometer, which is possibly the distance covered since restoration. A centre stand and black-painted rims are noteworthy features. Offered for re-commissioning, the machine comes with a copy V5, part V5C, and its original logbook listing only six private owners from new.Footnotes:As with all Lots in the Sale, this Lot is 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
1999 Ducati 748 BipostoRegistration no. not UK registeredFrame no. ZDM748S009717Engine no. ZDM748W4009814'Baby brother' of the iconic 916, from which it was virtually indistinguishable, Ducati's 748 was the preferred choice of the many riders who found the smaller model more easily controllable. Even today, the 748's combination of v-twin grunt and one of the best chassis ever built is guaranteed to keep it at the front of the track-day pack in the hands of a competent rider. And when it comes to style there is simply no comparison. Benefiting from bodywork repainted in the original colour two years ago, and a new pillion seat cover, this example last ran in October 2020 and is described by the private vendor as in good condition and running well, having been serviced (including a belt change) by a Ducati specialist in Italy in July of this year (copy bill available). Additional documentation consists of copies of the machine's Italian registration papers.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
1952 Lambretta D 125Registration no. 903 XVGFrame no. 05221Engine no. 33830Manufactured by the Italian industrial giant Innocenti, the Lambretta scooter gained widespread acceptance in the 1950s, its cleanliness and convenience in particular appealing to those who regarded the true motorcycle with suspicion. The D (un-enclosed) LD (enclosed) models arrived in 125cc form in 1951 and became available with 150cc engine three years later, in October 1954. The D/LD 125's engine produced 4.8bhp, giving the model a top speed of around 45mph. Production of the Lambretta model D ended at the end of 1956 after over 54,000 had been built; survivors though, are relatively few. The vendor advises us that this model D was restored in Italy by the CEO of a major clothing company. Purchased in France, it has not been ridden while in the vendor's ownership but has been started weekly. Presented in beautiful condition, this rare early Lambretta is offered with sundry bills, a V5C document and a Lambretta Club GB dating letter. Footnotes:As with all Lots in the Sale, this Lot is 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
1991 Ducati 851 SP3 SuperbikeRegistration no. not UK registeredFrame no. ZDM888S000829Engine no. ZDM888W4001084Ever since the arrival of its water-cooled, eight-valve, v-twin Superbike in the late 1980s, Ducati has pursued a policy of offering limited edition, higher-specification variants of the standard model, one of the first of these ultra-desirable modern classics being the SP2. Introduced part way through 1990 and based on the 851 Biposto, the SP2 came with the 888cc engine first used in the works racers. It was replaced for 1991 by the SP3, which boasted upswept Termignoni 'silencers', stronger crankcases, up-rated clutch, remote brake/clutch master cylinders, black wheels, carbon fibre front mudguard and a slight power increase (to 111bhp, up from the SP2's 109 horsepower) in addition to a host of more minor improvements.This limited edition SP3 carries a plaque on the top yoke certifying that it is number '477' out of approximately 700 built. Registered in Italy, the machine has had three recorded owners from new (two being the same person). Currently displaying a total of 14,995km (9,312 miles) on the odometer, it was last serviced in January 2018 and is described by the vendor as in excellent condition throughout. The Ducati is said to be original except for the carbon fibre exhausts and a non-standard windscreen (original screen available). The machine comes complete with tool kit; two sets of keys; and Italian registration papers.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
MV Agusta Magni 862cc Racing MotorcycleFrame no. noneEngine no. 214-0281•Rare Magni-built MV Agusta•Built as a tribute to the '500' that claimed MV's last Grand Prix win•Ridden by Giacomo Agostini at Mallory Park•Last ridden in 2019 at Paul RicardMotorcycle race engineers are rarely household names but one exception to this general rule is the legendary Arturo Magni. Born in Usmate Velate, Milan in 1925, Magni started his motorcycle career in 1947 in Gilera's racing department. The Arcore factory had decided to return to Grand Prix racing, and Arturo Magni was employed assembling the new four-cylinder engine designed by Piero Remor, co-creator of the pre-war OPRA and CNA Rondine fours. Gilera would go on to win six 500cc World Championships with this engine, courtesy of Messrs Duke, Masetti and Liberati.In 1949 Count Domenico Agusta tempted Remor away from Gilera to design MV Agusta's first four-cylinder race engine. Magni followed him in 1950 as chief mechanic and later managed the racing department during MV's Grand Prix 'golden age'. Under Magni's direction MV won no fewer than 75 World Championships.When MV retired from Grand Prix racing in 1976, Magni and his two sons set up their own company in Samarate, producing performance parts for the MV Agusta 750 street bikes, including big-bore kits, special frames, and chain-drive conversions. Magni commenced production of motorcycles under his own name in 1980, initially using the Honda CB900 engine, with BMW, Moto Guzzi and Suzuki-engined models following. In the mid-1980s Magni commenced what would turn out to be an immensely fruitful association with Moto Guzzi.Yet despite all his latter-day successes with Moto Guzzi, Magni's name will forever be linked with that of MV Agusta, whose reputation this great engineer did so much to forge. The first MV model officially to bear his name was the 'Monza Arturo Magni', a stretched (to 832cc) version of the 750S America. Official production of the Magni, together with that of all MV Agusta's other models, ended in February 1979, although Arturo and his sons Carlo and Giovanni continued to create bespoke MVs to special order, such as that offered here. This particular machine was built as a tribute to the '500' that claimed MV's last Grand Prix victory, which was secured by Giacomo Agostini at the Nürburgring on 29th August 1976. The MV has been paraded around Europe for many years: at Dijon, Paul Ricard, Spa-Francorchamps, Dundrod, Imola, Hockenheim, Aragon, the Isle of Man and many more. Giacomo Agostini rode it at Mallory Park (see photographs on file).Last ridden at Paul Ricard in 2019, this machine has been maintained with no expense spared over the years and always kept in dry storage when not in use. The engine oil has been changed after each outing and the private vendor advises the MV runs well and sounds wonderful. Footnotes:As with all Lots in the Sale, this Lot is 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 DMW 247cc Hornet Racing MotorcycleFrame no. 2H00Engine no. 2225H P2078 S1552:9DMW was established by Leslie Dawson just before the war, and soon after it began production of motorcycles, initially with competition machines, before turning to manufacturing road bikes utilising Villiers two-stroke engines of varying sizes. Capacities ranged from 98 to 324cc and included off-road competition and road racing variants. The Hornet model name was first used by the company in 1954 for a 125cc four-stroke racer which was very short-lived. It reappeared in 1964 when DMW utilised the Villiers Starmaker competition engine in another racing bike. It was fitted with Metal Profiles forks (manufactured by DMW) and became a popular mount for club racers of the period. Indeed, Bill Smith rode one with some success in the mid-sixties, notably winning the Southern 100 in 1964. When purchased in 1997, the preceding owner suggested that the frame number (2H00) may have indicated that the bike was a pre-production or prototype. It is certainly different to others of the period, having a six-speed gearbox, whereas later Hornets were equipped with a five-speed unit. The standard front brake is double-sided, and a later Amal Mk II Concentric carb is fitted. When purchased, the bike was in running order, but has been standing for the past 12 years, and will therefore require re-commissioning and safety checks before returning to the track. A racing fairing accompanies the bike, and whilst the vendor has lost his CRMC registration document, he believes the Hornet should not present a problem for a new owner to re-register.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
The ex-John Pearson 1969 Bultaco 125cc TSS Grand Prix Racing MotorcycleFrame no. B-600621Engine no. 600621-6•Regular Isle of Man TT competitor (1969-1973)•10th place in the 1971 IoM Lightweight 125 TT•Rebuilt to in-period specificationSpurred on by the successes achieved by tuned versions of its first model, the Tralla 101, Bultaco went one stage further and developed its first purpose-built racing motorcycle: the legendary TSS, 125cc prototypes of which began testing in 1960. About as simple as a racing motorcycle can get, the air-cooled two-stroke single developed 20bhp initially, which proved sufficient to win races at national level worldwide and compete without embarrassment in Grands Prix, provided the rider had enough talent. It was demonstrably the best 125 that privateers could buy at the time. Self-generating electronic ignition, a six-speed gearbox, and water-cooling were the most significant advances, the latter arriving on customer bikes for 1965. Geared primary drive came later.Among the first racers to campaign the Spanish two-strokes in the UK were Tommy Robb and Dan Shorey, the latter taking the coveted ACU Star (British Championship) in the 125cc class in 1961. Armed with a 196cc TSS, Shorey enjoyed a phenomenal run of success in the 1962 250cc World Championship, twice finishing 4th behind a trio of works Hondas to end the year in 7th place overall. He also took the British 125cc and 250cc Championships that same year. This water-cooled (believed six-speed) Bultaco 125cc TSS M40 comes with extensive Isle of Man TT history. The Bultaco was purchased new in 1969 from Bill Smith Motors by John Pearson and its first race in 1969 was the Isle of Man Lightweight 125 TT, coming home in 13th place at an average speed of 76.68mph in an event won by Kawasaki-mounted Dave Simmonds. The Pearson/TSS combination would go on to compete in every Isle of Man TT until 1973 and is the last ever Bultaco to finish in the Lightweight TT. Pearson's best result in the Lightweight 125 TT was in 1971 when he brought the TSS home in a very impressive 10th place to gain one World Championship point. The Bultaco's only non-finish in five TTs was in 1970. This matching-numbers machine has now been fully restored to its early 1970s specification and last ran earlier this year. The engine has been fully rebuilt (big-end, re-bore, piston, seals and gaskets); the radiator re-cored; and a new exhaust pipe obtained from the factory. A long-distance fuel tank and Fahron front brake (as used in period) are the only notified deviations from factory specification. Footnotes:As with all Lots in the Sale, this Lot is 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.1956 BSA 350cc B32/B34 'Gold Star' ScramblerRegistration no. not registeredFrame no. CB34.4172 (see text)Engine no. DB.32.GS616The machine offered here consists of a B32 or B34 Competition (trials) model frame dating from circa 1956 and the engine from a 1955 Gold Star, both of these models being descended from the B31. Produced initially with rigid frame and telescopic front fork, the B31 was joined in January 1946 by a Competition variant, the B32. An alloy cylinder barrel and head, broadly similar to those used on the contemporary Gold Star but retaining a separate pushrod tunnel, became available as B32 options from 1949 onwards, as did plunger rear suspension in common with the rest of the 'B' singles range. Although far from competitive initially, the B32 was successfully developed over the next few years as it metamorphosed into the Gold Star scrambler and trials iron. This motorcycle was purchased by the current vendor on 9th June 2004 from a regional UK auction house described by them as a 'DB32 Gold Star' ridden by works rider Andy Lee. However, it should be noted that the frame number has been re-stamped and has one too many digits (there should be no more than three after 'CB34'). It seems unlikely that this would have been done by BSA. However, further research by the next owner may throw some light on this motorcycle's origins. Offered without documents, the machine is sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is 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 Triumph 650cc TR6P Police MotorcycleRegistration no. WUL 226GFrame no. DC 17865 TR6PEngine no. TR6P DC 17865ISDT success in the late 1940s prompted Triumph to adopt the Trophy name for their off-road styled twins. But although it retained its sporting character, the model became more of a roadster as time passed, ending up, in effect, as a single-carburettor Bonneville. 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-carburettor sibling's. Triumph enjoyed a long history of providing machines to police forces around the world, and the example offered here is based on the TR6 roadster, albeit fitted with twin carburettors. 'WUL 226G' has belonged to the vendor since 1981 and was last used in 1995. Re-commissioning or possibly more extensive restoration will be required before it returns to the road. The machine is offered with expired MoTs and an old-style V5 document.Footnotes:As with all Lots in the Sale, this Lot is 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 BSA 654cc Firebird ScramblerRegistration no. SCV 903GFrame no. AC 16942 A65FEngine no. AC 16942 A65FThe 'street scrambler' had been part of BSA's line-up since the 'pre-unit' days. When the concept was revived for the unitary construction range, the name 'Spitfire Hornet' was chosen for the new model, the 500cc version being called 'Wasp'. The 'Spitfire' part of the designation was soon dropped, being applied exclusively to the new sports roadster, while the 650 street scrambler was re-christened 'Firebird' in 1967, by which time it had become a US-only model. The Firebird was essentially a Lightning equipped with raised handlebars and high-level exhaust system. A relative rarity in the UK, most of the production run having been shipped to North America, it is one of the most highly sought after of unitary BSAs. This re-imported Firebird was first registered in the UK on 15th May 2013 and has belonged to the current vendor since May 2017. Since then the engine/gearbox oil, fork oil, and spark plugs have been changed and an SRM clutch modification fitted. Reputedly restored by an aircraft engineer some years ago (see copy advertisement on file), the Firebird is described by the vendor as in good condition, with excellent frame and cycle parts, and in good running order. Last run in October 2020 and only sold because the owner is downsizing his collection, the machine is offered with a V5C Registration Certificate, DVLA letter, and a VMCC dating certificate.Footnotes:As with all Lots in the Sale, this Lot is 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
1959 Norton 596cc Model 99 DominatorRegistration no. 121 PVWFrame no. P14 81945Engine no. P14 81945Designed by the legendary Bert Hopwood, Norton's 500cc twin found a new home in the racing singles' 'Featherbed' duplex frame in November 1951. Initially for export only, the newcomer - titled 'Dominator 88' - was the first production Norton roadster to feature the lightweight, race-proven chassis. Updated annually, by the decade's end the Dominator had received an alloy cylinder head, full-width hubs, welded rear sub-frame, alternator electrics, coil ignition and - for 1960 - the narrower 'slimline' Featherbed frame among countless other improvements. Introduced for 1956, the 596cc Dominator 99 was outwardly identical to its Dominator 88 brother. Endowed with greater power and higher gearing, enabling it to top the magic 'ton', the 99 retained all the excellent handling and steering characteristics associated with the Featherbed chassis. One of the Rockers' favourites, the 99 remained essentially unchanged, apart from gaining alternator/coil-ignition electrics for 1958, until dropped in 1962. This matching-numbers (registration, frame, engine) Dominator 99 is one of approximately 250 finished in red by the factory. Restored in 2000, the machine has been upgraded to 12-volt electrics and fitted with Pazon electronic ignition. Used extensively for VMCC events as well as overseas rallies to Ireland and Spain, it is described by the private vendor as in generally good/very good condition. Offered with a V5C document.Footnotes:As with all Lots in the Sale, this Lot is 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 Panther 594cc Model 100Registration no. SET 257Frame no. 26336Engine no. 58MS128CPhelon & Moore (P&M) was founded in Cleckheaton, South Yorkshire in 1904. The firm was renowned for its fondness for engines with inclined cylinders, the latter featuring on its new 500cc overhead-valve model of 1923. This was P&M's first 'Panther' and the name would later be extended to the entire range. Post-WW2, Panther added medium-weight 250/350cc models with vertical engines to the range but its largest models retained the inclined engine that had been around since the dawn of time and served as the frame's down-tube. A range of Villiers-powered lightweights and a scooter were added in the late 1950s, these and the old long-stroke singles being the only types on offer after 1961. In 1959 an enlarged (to 645cc) Model 120 joined the 594cc Model 100 and the former would be the sole Panther four-stroke in the range after 1963. This Panther Model 100 comes with a bill dated 6th August 2019 from Second City Customs Ltd of Worcestershire for rebuilding the engine, gearbox, primary drive, and carburettor at a cost of £3,613. Last run in March 2020, the machine is described by the private vendor as in excellent condition and offered with a V5C document. Footnotes:As with all Lots in the Sale, this Lot is 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
1972 Norton 750cc Commando FastbackRegistration no. EOG 34KFrame no. 202314Engine no. 202314The 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. Manufactured in December 1971, this Fastback was acquired by the current owner in 1977, at circa 5,000 miles, and imported into the UK from the USA in May 1993. It was originally built with a high-performance Combat-specification engine, which was completely rebuilt (at 10,300 miles) by Mick Hemmings and Jim Poole and is now fitted with standard 9.4:1 pistons. The machine has the following upgrades: Boyer electronic ignition; belt primary drive; Superblend main bearings; halogen headlight. We are advised that only 11,024 miles have been covered from new and that the Commando comes with its original Norton tool kit. Offered with a history file.Footnotes:As with all Lots in the Sale, this Lot is 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
Believed 3.6 kilometres from new 1976 Honda CB750 K6Registration no. PFE 894PFrame no. CB750 2561226Engine no. CB750E 2450567Fifty-plus years on, it is hard to imagine the impact the Honda CB750 had on the motorcycling world when it was unveiled to a stunned public at the 1968 Tokyo Show. Here for the first time was a mass-produced four within the financial reach of the average enthusiast, and one whose specification made the opposition look obsolete overnight. The K6 offered here was diverted from Spain (its intended market) by Honda UK and used to familiarise UK dealers with this new model. It then remained in storage at Honda UK's Chiswick HQ until purchased by the Area Service Manager, who is now in a care home, suffering from dementia. In the meantime, the tank and front indicators had seen service on another machine. Bought from the former owner's daughter, the K6 has covered a believed 3.6 'push' kilometres from new and had never been started until recently when, given a new battery and fresh fuel, it fired up first press of the button, just like a Honda should. The original (unfilled) battery was still on the bike, which also retains its original tyres, while an internal inspection of a cylinder and float bowl confirmed that the engine had never run (see photographs on file). To original specification, this 'time warp' CB750 K6 is offered with a VJMC dating letter; NOVA acknowledgement; and a V5C Registration Certificate. The machine will require recommissioning or restoration to a greater or lesser extent and is therefore sold strictly as viewed.Footnotes:Please click the link to view the walkaround video of Lot 459: click hereAs with all Lots in the Sale, this Lot is 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
1970 Suzuki T125 StingerRegistration no. EHJ 621HFrame no. T125-113814Engine no. T125-114093In 1969 Suzuki replaced its existing T200-based 125cc T125 twin with the sensational all-new T125 Stinger. The Stinger's engine layout was a new one for Suzuki, featuring almost-horizontal cylinders and downdraft carburettors, while the upswept exhaust system's slender protruding end-cans suggested insect aggression and gave the model its evocative name. Built in unit with the five-speed gearbox, the engine was housed in a tubular spine frame equipped with conventional cycle parts. Producing 15.1bhp and weighing a mere 211lbs, the Stinger possessed class-leading performance and proved capable of humbling larger machines over twisty going. There was also a 90cc version produced for two seasons only. Unique in the Suzuki model range, the T125 Stinger remained in production until 1973 when it was replaced for '74 by the more conventional GT125. Today the model is one of the most collectible of 1960s Suzukis. This example of an increasingly sought-after classic Suzuki was restored in the USA using new-old-stock parts and then shipped to the UK in 2019. The machine is described by the vendor as in running condition and comes with a current MoT and a V5C Registration Certificate.Footnotes:As with all Lots in the Sale, this Lot is 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.1966 Honda P50 MopedFrame no. P50-A38781Engine no. C22071Having conquered the world during the early 1960s by producing millions of 'step-thru' mopeds based on it original C100 Super Cub of 1958, Honda went on to expand greatly its range of similarly utilitarian commuter machines. Introduced in 1966, the P50 (also known as the P25) represented a complete break from the Super Cub concept, mounting its single-cylinder four-stroke engine within the rear wheel assembly. BSA's 'Winged Wheel' was similar in layout and Honda itself had offered a 'clip-on' of this type (the F model Cub) back in 1952, though both of those had been two-strokes. This un-restored Honda P50 is offered with its original Italian Certificato per Ciclomotore (Cyclemotor Certificate).Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
Offered from the Collection of the Late Peter McManus c.1949 BSA 249cc C10Registration no. ONU 443 (see text)Frame no. ZC10 10471 (see text)Engine no. ZC10 4401BSA's 'C' range of lightweight machines was introduced in 1938. Similar in many ways to those of the larger 'B' range, whose wheels and brakes were employed, the cycle parts consisted of a simple diamond frame and girder front fork. First model was the C10 sidevalve single with coil ignition and three-speed hand-change gearbox. When the C10 reappeared after the war, its oil was no longer contained in a fuel tank compartment but in a separate tank bolted to the saddle tube. The girder fork was replaced by a telescopic unit in mid-1946 and part way through 1949 an alloy cylinder head was adopted. An older restoration (mechanical condition unknown), this C10 comes with a V5C and HPI report listing frame 'LC1010471' and engine 'LC10-4401'. Prospective purchasers should satisfy themselves with regard to the correctness of the numbers and their correlation to the V5C document prior to bidding. Sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Offered from the Collection of the Late Peter McManus c.1962 BSA 343cc B40Registration no. 864 BCJFrame no. B40 4503Engine no. B40 3274 (see text)Introduced in September 1958, the unitary construction BSA C15 250cc roadster replaced the outgoing C12 and would provide the basis for an entire range of singles in capacities up to 500cc. The first new C15-based model to feature an enlarged engine was the 343cc B40, an addition to the line-up for 1961. The B40 remained in production until 1965, many seeing service with the British Armed Forces, which ordered 2,000 following an extended reliability test. This B40 is missing some parts and is offered for restoration. It comes with a V5C document listing a different engine number ('BSS117'). The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Offered from the Collection of the Late Peter McManus c.1954 James 197cc Captain ProjectRegistration no. not registeredFrame no. K7 000617Engine no. 374A 1739James had begun concentrating on the manufacture of two-stroke lightweights in the 1930s and continued the policy after WW2. In 1951 the company became part of the Associated Motor Cycles group, joining Francis-Barnett. Villiers engines were used at first, though from 1957 many models were powered by AMC's own engine. James first adopted the 'Captain' name for its (nominally) 200cc model for 1950, and both the cycle parts and engine would be upgraded periodically as the years passed. An older restoration in 'barn find' condition, this Villiers-engined Captain is offered for further renovation and sold strictly as viewed. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding. There are no documents with this Lot.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Offered from the Collection of the Late Peter McManus c.1958 James 197cc CaptainRegistration no. not registeredFrame no. AK7 488Engine no. 652B 1585James had begun concentrating on the manufacture of two-stroke lightweights in the 1930s and continued the policy after WW2. In 1951 the company became part of the Associated Motor Cycles group, joining Francis-Barnett. Villiers engines were used at first, though from 1957 many models were powered by AMC's own engine. James first adopted the 'Captain' name for its (nominally) 200cc model for 1950, and both the cycle parts and engine would be upgraded periodically as the years passed. An older restoration in 'barn find' condition, this Villiers 10E-engined Captain is offered for further renovation and sold strictly as viewed. The engine number prefix '652B' is correct for this year/model and thus the unit may be original to the frame. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding. There are no documents with this Lot.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Offered from the Collection of the Late Peter McManus c.1933 Triumph 148cc Model XORegistration no. AAL 339AFrame no. 923 XOEngine no. HSS 1515-XO (see text)The favourable duty rates for machines under 150cc in capacity encouraged many manufacturers to develop machines for this class. Triumph's first had been the two-stroke Model X, which was followed for 1933 by the four-stroke XO. The latter featured an inclined overhead-valve engine and three-speed gearbox, housed in a conventional duplex-loop frame. Lightweight, economical and with a top speed of 47mph, it should have been just what commuters wanted but lasted for only a couple of years, latterly as the XO5/1 (standard) and XO5/5 (four-speed). Believed an older restoration, this incomplete Model XO is offered for further renovation and sold strictly as viewed. Accompanying paperwork consists of a V5C document and an HPI printout listing the engine number as 'EWA735XO'.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Offered from the Collection of the Late Peter McManus c.1937 Triumph 343cc '3HW' Racing Motorcycle (see text)Frame no. F1630Engine no. 3HW 56234The highly modified machine offered here, although said to date from circa 1937, has been fitted with the engine from a wartime 3HW military model. When war broke out in 1939, Triumph's entire stock of completed machines was purchased by the War Office, although subsequently the 350cc sidevalve 3SW emerged as the military's favoured mount. The Coventry firm went on to develop a 350cc twin – the 3TW – specifically for military use, only for the destruction of its factory in an air raid in 1940 to scupper the project. Installed in a new factory at Meriden, Warwickshire, Triumph recommenced production of the single-cylinder 3SW and 3HW (overhead-valve) models, the latter being based on the pre-war Tiger 80. This machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding. There are no documents with this Lot, which is sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is 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
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