155745 Preisdatenbank Los(e) gefunden, die Ihrer Suche entsprechen

Brass Pass, face inscribed SIR JJ Ltd WAR DEPt Workmens Train number 1972 , The obverse shows SALISBURY to CODFORD or HEYTESBURY. Sir John Jackson was a leading civil engineer and his company was awarded the War Department Contract for the building of Great War army training camps north-west of Salisbury in 1914 and 1915. He employed thousands of workers, mainly from Salisbury, who were issued these passes. Measures 2in diameter.

XU YANZHOU (CHINESE B. 1961)Seated Nude,1988oil on canvas79 x 58.5 cm (31 1/8 x 23 in.)framed dimensions: 90.5 x 70 cm (35 5/8 x 27 1/2 in.)signed and dated lower rightPROVENANCEThe Estate of Milton Gelfand, Pound Ridge, New YorkLOT NOTESBorn in Qingdao, Xu Yanzhou is a visual artist and master of contemporary realism who became well known as a professional artist at his early twenties, establishing himself within the Chinese National Society of Artists and the National Society of Artists in Beijing. Xu Yanzhou is considered a major figure in the school of rural realistic painting in China, although, the topics of his paintings are very diverse, ranging from rural scenes and captivating female portraits to imaginative paintings which are close to science fiction.

LI GUIJUN (CHINESE B. 1964)Standing Nude,1988oil on canvas101.5 x 62 cm (40 x 24 3/8 in.)signed and dated lower right; signed and titled on versoPROVENANCEThe Estate of Milton Gelfand, Pound Ridge, New YorkEXPERTISEWe are grateful to the artist, Li Guijun, for confirming the authenticity of this work.LOT NOTESBeijing artist Li Guijun is known for his exploration of the dynamics of women in a photo realistic fashion. He painted adolescent girls exclusively for almost twenty years, and the current painting is amongst the artist's rare early works that he created at the time of graduation from the Central Academy of Fine Arts in Beijing in 1988. The work comes from the estate of Milton Gelfand, a successful businessman, who traveled extensively around communist China during the Sino-U.S. rapprochement in the 1970-90s and built an impressive art collection mainly comprised of contemporary Chinese paintings and sculpture.

FAN HO (CHINESE 1937-2016)On the Stage of Life,1954gelatin silver printfull sheet measuring 25 x 49 cm (9 7/8 x 19 1/4 in.)titled and numbered 2 on one photographer's credit stamp, titled and numbered 3 on another; with two exhibition stamps; signed, dated 1955 and titled in another hand, with further technical notations in a third hand on versoPROVENANCEMB Gallery, Palo AltoAcquired at the above by the present owners in 2007.(Copy of invoice available upon request)LITERATUREFan Ho: Hong Kong Yesterday (Palo Alto: MB Editions, Modernbook Editions Publishers, 2007), Second Edition, p. 59 (illustrated)Richard Pitnick, "Fan Ho", Black & White Magazine, no. 53, September 2007, pp. 22-23 (illustrated)LOT NOTESFan Ho is known for his very carefully composed photographs, combining a background of geometrical constructions, pattern and light. Using backlight Ho was able to create a dramatic atmosphere for each photograph. Photographing primarily the people of Hong Kong locations included streets, alleys, markets and the sea. Ho’s photographic work does not focus on the city’s buildings or monuments, rather the coolies, vendors, hawkers who sell fruits and vegetables, children playing in the street, people running errands. Capturing the common hardship and resilience of the citizens. Fan Ho’s large body of work won him close to 300 awards both locally and internationally, presenting his photographs in salons. Fan Ho is a Fellow of the Photographic Society and the Royal Society of Arts in England, and an Honorary Member of the Photographic societies of Singapore, Argentina, Brazil, Germany, France, Italy and Belgium. He most recently won a "Lifetime Achievement Award, the 2nd Global Chinese International Photography Award, China, 2015" by the Chinese Photographic Society (Guangzhou). The present lot is a prime example of Fan Ho’s prolific career and accomplished body of work.

FAN HO (CHINESE 1937-2016)Construction,1957gelatin silver printfull sheet measuring 24 x 49 cm (9 1/2 x 19 1/4 in.)framed dimensions: 54 x 65 cm (21 1/4 x 25 5/8 in.) [plexiglass]titled on photographer's credit stamp; signed and titled in another hand, numbered 15/1 in blue pencil, with Rochester International Salon, 1965 award notation in a third hand on versoPROVENANCEMB Gallery, Palo AltoAcquired at the above by the present owners in 2007. (Copy of invoice available upon request)LITERATUREFan Ho: Hong Kong Yesterday (Palo Alto: MB Editions, Modernbook Editions Publishers, 2007), Second Edition, p. 19 (illustrated)Richard Pitnick, "Fan Ho", Black & White Magazine, no. 53, September 2007, pp. 22-23 (illustrated)LOT NOTESFan Ho is known for his very carefully composed photographs, combining a background of geometrical constructions, pattern and light. Using backlight Ho was able to create a dramatic atmosphere for each photograph. Photographing primarily the people of Hong Kong locations included streets, alleys, markets and the sea. Ho’s photographic work does not focus on the city’s buildings or monuments, rather the coolies, vendors, hawkers who sell fruits and vegetables, children playing in the street, people running errands. Capturing the common hardship and resilience of the citizens. Fan Ho’s large body of work won him close to 300 awards both locally and internationally, presenting his photographs in salons. Fan Ho is a Fellow of the Photographic Society and the Royal Society of Arts in England, and an Honorary Member of the Photographic societies of Singapore, Argentina, Brazil, Germany, France, Italy and Belgium. He most recently won a "Lifetime Achievement Award, the 2nd Global Chinese International Photography Award, China, 2015" by the Chinese Photographic Society (Guangzhou). The present lot is a prime example of Fan Ho’s prolific career and accomplished body of work.

JOSEPH BEUYS (GERMAN 1921-1986)Heidelberg (Tiber),1970offset lithograph with stamps on cardstock21.6 x 31.1 cm ( 8 1/2 x 12 1/4 in.)framed dimensions: 46.9 x 54.3 cm (18 1/2 x 21 3/8 in.)signed middle right, numbered 27/30PROVENANCEJohn Gibson GalleryAcquired from the above by the present ownerLOT NOTESJoseph Beuys was a revolutionary artist, performer and theorist of the post-war era, who viewed art as a vehicle for social change and transformation. He is mostly associated with Fluxus movement. Beuys produced assemblages, installations, performances, prints, and drawings, among other media in which he reflected on humanism, sociology and anthroposophy. Beuys participated in the Venice Biennale and Documenta multiple times, and his works are in the collections of Harvard Art Museum, Moderna Museet, Tate Modern, the Kunsthalle Bern, the Guggenheim Museum, and the Museum of Modern Art and others.

JOSEPH BEUYS (GERMAN 1921-1986)First Exhibition in the United States, Harcus Krakow Gallery,1972offset lithograph on paperframed dimensions: 41.9 x 32.4 cm (16 1/2 x 12 3/4 in.)signed lower centerPROVENANCEJohn Gibson GalleryAcquired from the above by the present ownerLITERATUREAdvertisement for Joseph Beuys’s first American exhibition at Harcus-Krakow Gallery, 167 Newbury Street, Boston, June 1972. Avalanche, number 4, spring 72.LOT NOTESJoseph Beuys was a revolutionary artist, performer and theorist of the post-war era, who viewed art as a vehicle for social change and transformation. He is mostly associated with Fluxus movement. Beuys produced assemblages, installations, performances, prints, and drawings, among other media in which he reflected on humanism, sociology and anthroposophy. Beuys participated in the Venice Biennale and Documenta multiple times, and his works are in the collections of Harvard Art Museum, Moderna Museet, Tate Modern, the Kunsthalle Bern, the Guggenheim Museum, and the Museum of Modern Art and others.

JOSEPH BEUYS (GERMAN 1921-1986)Nr. 5 Joseph Beuys: Demokratie ist lustig,1973offset lithograph and pen on a postcard10.5 x 14.9 cm (4 1/8 x 5 7/8 in.)unframedsigned center frontPROVENANCEJohn Gibson GalleryAcquired from the above by the present ownerLOT NOTESJoseph Beuys was a revolutionary artist, performer and theorist of the post-war era, who viewed art as a vehicle for social change and transformation. He is mostly associated with Fluxus movement. Beuys produced assemblages, installations, performances, prints, and drawings, among other media in which he reflected on humanism, sociology and anthroposophy. Beuys participated in the Venice Biennale and Documenta multiple times, and his works are in the collections of Harvard Art Museum, Moderna Museet, Tate Modern, the Kunsthalle Bern, the Guggenheim Museum, and the Museum of Modern Art and other.The postcard is a signed copy of the original silk screen print. On both Beuys inscribed “Demokratie ist lustig" (Democracy is Merry). The postcard depicts Beuys being escorted from the Kunstakademie Düsseldorf after he organized a sit-in protest with hist students against the institution’s limiting and excluding admission policies.

JOSEPH BEUYS (GERMAN 1921-1986)A concert at the ICA,1975silkscreen on record cover31.7 x 31.7 cm (12 1/2 x 12 1/2 in.)unframedPROVENANCEJohn Gibson GalleryAcquired from the above by the present ownerLITERATUREBeuys Die Multiples 1992, no. 158.LOT NOTESJoseph Beuys was a revolutionary artist, performer and theorist of the post-war era, who viewed art as a vehicle for social change and transformation. He is mostly associated with Fluxus movement. Beuys produced assemblages, installations, performances, prints, and drawings, among other media in which he reflected on humanism, sociology and anthroposophy. Beuys participated in the Venice Biennale and Documenta multiple times, and his works are in the collections of Harvard Art Museum, Moderna Museet, Tate Modern, the Kunsthalle Bern, the Guggenheim Museum, and the Museum of Modern Art and others.

GRIGORIY CHOROS-GURKIN (RUSSIAN 1870-1937)Pine Tree in Russian Forest,oil on canvasboard36.5 x 39.3 cm (14 3/8 x 15 1/2 in.)framed dimensions: 53 x 39.3 cm (20 7/8 x 15 1/2 in.)signed lower rightLOT NOTESChoros-Gurkin was an Altaian artist, who became famous for sketching and painting the Altai landscapes. He was a student of Ivan Shishkin.

ANDREI MYLNIKOV (RUSSIAN 1919-2012)Hot Day,1974oil on board55 x 45 cm (21 5/8 x 17 3/4 in.)unframedsigned and dated lower rightLOT NOTES Andrei Mylnikov was a Russian and Soviet painter, who lived and worked in Saint Petersburg and played an important role in the formation of the Leningrad school of painting.LITERATUREA. Kaganovich, Andrey Mylnikov (Leningrad,1962), catalogue raisonne, p. 260

10291925 Bentley 3-Litre Vanden Plas TourerReg. no. NT 8694Chassis no. 1235Engine no. 82Having made his name in the automotive industry in the years immediately prior to the Great War, as the UK importer and tuner of French DFP cars, and having contributed to the war effort with engine designs for aircraft, Walter Owen Bentley set up his own car company at the start of 1919. By the end of the year, the company had its first running car, with the superb 3-litre engine, designed by wartime fighter pilot Clive Gallop, providing the main points of interest. This innovative engine was much smaller than that of many competing vehicles but made up for that with its technical specification. With an overhead camshaft, four valves per cylinder, dry sump lubrication and twin magnetos, it was ahead of its time in many respects, and with 70bhp in standard form – and more for the Speed models – it provided the Bentley with ample performance capabilities.The first Bentley model finally went on sale in September 1921, and quickly became a popular choice for the young monied daredevils of the day; their exploits with the 3-litre in motorsports events, for example victories at Le Mans in 1924 and 1927, helped to create the legend of the ‘Bentley Boys’, and shaped the image that the brand still enjoys to this day.NT 8694 was built in 1925 as order number 1209 from Henry Garner Ltd., 25 Hill Street, Birmingham. As was the norm, the chassis was supplied separately from the coachwork; in this case, the chassis cost of around £1000 was supplemented by £180 to Vanden Plas for a light tourer body. Numbers were as follows: Chassis 1235; engine 1242; back axle 1235 marked 13/55 ratio; steering column 1236; and gearbox 256. The car was finished in blue with black wings and was possibly delivered on 25th of November 1925.In June 1926, the car was sold to J. Blake & Co. Ltd, then on to P. L. Russell Allen of Halford, Craven Arms, Shropshire, who was the first registered private owner according to Bentley’s records. Maintenance records detail some work carried out in 1927, such as an engine de-coke and new pistons. In 1929, the car was sold to Mr J. Roberts Crichton of Carradale, Courtfield Crescent, Harrow, and then on to Dr. J. W. McFarlane of 7 Buckingham Terrace, Glasgow, in 1930. Odometer mileage read 4718 at this time.In 1932 the car moved on again, sold to G. H. Vickers of Hedley Vickers Ltd, Manchester. A picture in the file was taken in 1932 outside Mr Hedley Vickers’ house ‘Barnfield’ in Prestwick, Manchester, and was provided by Miranda Hedley Vickers, a granddaughter of Mr. G. Hedley Vickers. Sold on again in 1935, to Mr. E Headlam 56a The Chine, Winchmore Hill, London N10 with no guarantee, the car would change hands one more time yet before the war, being purchased by Mr. G. M. Hardman of Copp, Great Eccleston, Lancashire, in 1938. At some point after this, NT 8694 was dismantled for overhaul. War intervened, and the car was stored in a cellar in Worksop, where it would remain until the late 1950s.In 1958, Kenneth Ball, proprietor of Beacon Garage in Gringley on the Hill, Nottinghamshire, placed an advert seeking Bentley spares, and was duly alerted to NT 8694 – in bits, but almost complete. A deal was done, and the renovation started. The engine, number 82, came from another car that had been dismantled at a similar time. It should be noted that the sump is numbered 54. As part of the restoration, the engine was uprated to ‘Speed Model’ specification. The only major component required was a body; a replica Vanden Plas body was duly constructed by Tony Robinson of Gerrards Cross, who was renowned at the time for the quality of the bodies he produced. After two years of restoration, the car was complete, and Kenneth Ball kept it until 1982. Harold Graham Withington purchased the car in that year and was an enthusiastic custodian for the next 17 years, using the car extensively, including in racing.Sold via classic car dealer William Quint to Nigel Stennett-Cox in 2000, the car was treated to an engine overhaul in 2003-4, before entering the current ownership in 2008. Over the course of the last 14 years, the car has been fastidiously maintained, with an extensive record of the work carried out present in the file. In 2009/10, the metal parts of the bodywork were repainted, and the wheels rebuilt; the car still presents extremely well. Other work has involved improvement to the steering and brakes, plus the fitment of a twin fuelling system – the car can run either on an electric pump or on an Autovac. Also used for several European trips, this fine example of one of the most beloved of British classics is on-the-button and ready for further use. It comes with a large history file documenting the complete known history of the car, plus records of work carried out, both over the current ownership and all the way back to the late 1920s.Estimate: £210,000 - 230,000To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auctions website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

A large quantity of Isle of Man related memorabiliaincluding TT press kits; MCN special island issues; TT programmes from 1951 - 2016 (incomplete run) many complete with scorecards (including official scorecards that had been annotated by Don Morley); MGP programmes including 1937 Junior and Senior races; series of GS Davison books including 1951 TT Who's who and TT anecdotes and assorted paperwork. (Qty)This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com

1948 AJS 348cc Model 16MRegistration no. ENR 254Frame no. 25940Engine no. 48/16M 7476The typical British '350' of the 1940s/1950s was unlikely to be anyone's first choice as a fast sports bike. Rather, these honest, workaday mounts were chosen for other reasons, chiefly their inherent strength, dependability and economy. Announced in June 1945, AMC's offerings in this important market sector were the Matchless G3L and AJS Model 16, models identical in all essential respects. The pair shared the same 93mm stroke as their 500cc brethren, coupled to a 69mm bore, and could be distinguished by the different magneto position: forward of the cylinder in the AJS, behind it in the Matchless. Housed in a rigid frame with Teledraulic front fork, the rugged overhead-valve engine drove through a four-speed gearbox. The vendor's late father purchased this AJS 16M from Billie Miller of Nottinghamshire (its third private owner, who had acquired it in 1952) in the 1980s but did not register it until March 2000. Accompanying documentation includes the original old-style logbook; sundry bills; instruction manual (original) and spares catalogue; SORN paperwork; three MoTs (most recent expired 2012); and a V5C Registration Certificate. Not ridden for some time, the machine will require re-commissioning before returning to the road and thus is sold strictly as viewed. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1951 Brockhouse 98cc Corgi Mk2Registration no. NXS 811Frame no. 22166Engine no. MK2 W17688The Brockhouse Corgi was an adaptation of the Second World War Excelsior Welbike, which had been developed for use during the War for military parachutists. Intended to be dropped in its own container, the parachutist would remove it, lift up the handlebars, raise the seat, and off he went, possibly towing the container behind. After the War, the inventor, John Dolphin, took the design to Brockhouse Engineering of Southport, who modified it to produce the civilian Corgi, manufactured from 1948 to 1954 in Mark I, Mark II, and Mark IV versions. Acquired by the vendor in approximately 2017, NXS 811 was in a poor state and needing restoration. The owner advises that he carried out a total strip and rebuild, refreshing the paintwork, rewiring or renewing the various parts of the electrical system, including remagnetising the flywheel. Since completion, the machine has not been started or used, and will, therefore, require a degree of commissioning by the new owner. Documentation comprises a current V5C, photocopies of parts lists and operating instructions, sundry invoices, some photos and miscellaneous papers.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

From the estate of the late David Atkinson 1958 Velocette 499cc ViperRegistration no. 221 XVFFrame no. RS 10758Engine no. VR 1659'One's outstanding impression is of the exceptional flexibility and smoothness of the engine – it seems almost incredible that so much docile punch should be the product of no more than one cylinder and an 8.5:1 compression ratio,' enthused Motor Cycling about its test Viper, summarising characteristics that will be familiar to anyone who has ever ridden one of Hall Green's delightful high-camshaft singles. Engine development pursued as part of the MSS scrambles programme bore fruit in 1956 in the shape of the high-performance 500cc Venom and its 350cc sibling, the Viper. The MSS frame and forks were retained for the newcomers but full-width alloy hubs were adopted to boost braking power and smart chromed mudguards fitted to enhance the models' sporting image. In 1960 'Clubman' versions of both were introduced, minus the enclosure panels of the standard models, which featured a raised compression ratio, Amal TT carburettor, 'racing' magneto, rear-set footrests and a close-ratio gearbox among many other improvements. This Viper was purchased by the late owner in 2019 and is presented in 'oily rag' condition suitable for re-commissioning or sympathetic restoration. Offered with a V5C Registration Certificate.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

From the estate of the late David Atkinson 1938 Brough Superior 982cc SS80Registration no. GWL 4Frame no. M8/2006Engine no. BSX 4706•Single family ownership for 59 years (1947-2006)•All matching numbers other than the fuel tank (originally '3343', now '3403')•Known ownership history•Present ownership since 2017'GWL 4' is one of 460 Matchless-engined SS80s built, of which some 300-or-so survive. Its accompanying Brough Superior Owners Club record card shows that this machine was supplied new to Laytons of Oxford in July 1938, where it was registered as 'GWL 4'. The SS80 was purchased from its first owner in May 1947 by Jack Billard, who owned the Brough for 58 years until his death in December 2005, aged 85. He had used it regularly until 2002, when a non-motorcycling injury meant he could no longer ride!During WW2, Jack Billard was employed making components for the Spitfire fighter and after hostilities ceased became a specialist panel beater, making wings for Rolls-Royce and Bentley cars. Jack was a keen motorcycle enthusiast, owning a Rudge and a Vincent before the Brough. When he married in 1948, he added a single-seat sidecar to the Brough, which was replaced by a Blacknell Safety 2 after his second daughter was born in 1955. The Blacknell was purchased from T C Munday & Co Ltd of Brixton, whose original bill of sale is on file. The Brough 'combo' became the family's main form of transport, with wife and daughters taking it in turns to ride pillion or in the Blacknell's full-size seats. Sundays were spent riding through the Kent or Sussex countryside towards the coast or attending Brough Club events, winning the odd trophy along the way. In spite of this regular use, the Brough covered only 17,705 miles in nearly 70 years.Jack Billard was not one to polish the Brough or sidecar. His priority was to see that the combination was properly maintained and roadworthy at all times. Jack fitted flashing indicators, choosing his own somewhat idiosyncratic colour code for the wiring, and added a Rolls-Royce picnic table for the convenience of the passenger in the Blacknell's back seat. The original engine was fettled in 2002/2003 by Dave Clark of the Brough Superior Club. Following Jack's death, the Billard family offered the Brough for sale at Bonhams' Harrogate auction in November 2006 (Lot 363) where it was purchased by the immediately preceding owner. The late owner purchased 'GWL 4' at Bonhams' Stafford sale in October 2017 (Lot 229). Since acquisition the sidecar has been sold and the machine kept in storage. Presented in 'oily rag' condition, the Brough is offered for re-commissioning or possibly more extensive restoration before commencing the next stage of its fascinating history. Accompanying documentation includes the aforementioned BSOC record card, a quantity of expired MoTs, SORN paperwork, and a V5C Registration Certificate.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

From the estate of the late David Atkinson 1925 Zenith-JAP 678cc Model 6-80 ProjectRegistration no. PP 5026Frame no. 9650Engine no. GT/T 49110•Rare Vintage-era Zenith v-twin•Off the road for many years•Offered for restorationZenith motorcycles were manufactured from 1904 until 1950 in a variety of factories in or around London. From the early days proprietary engines were used, such as Fafnir, Precision, JAP, Bradshaw and Villiers. The driving force behind Zenith was Chief Engineer, and company owner, Frederick Barnes, who was responsible for the famous 'Gradua' gear. Worked by a hand-wheel or crank handle, the Gradua mechanism varied the diameter of the engine pulley while simultaneously sliding the rear wheel back and forth in the fork slots, thus maintaining correct belt tension. Its advantages showed most effectively in speed hill climbs, and in pre-WW1 days Zenith machines gained many successes as the Zenith rider could change gear during the ascent while the other competitors had to make do with a single choice of ratio. Rival riders and manufacturers thought that this was an unfair advantage so many leading clubs excluded Zeniths from their hill climbs. Zenith was quick to recognise the publicity value and took the word 'Barred' as their trademark. Although the expensive Gradua system gave way to a more conventional Sturmey-Archer countershaft gearbox in the 1920s, Zenith continued to pursue its racing and record breaking activities with enthusiasm. Fred Barnes himself enjoyed considerable success at Brooklands, where in 1922 Zenith rider Bert Le Vack became the first man to lap at over 100mph on a motorcycle – in the rain. In 1928 a Zenith-JAP ridden by Oliver Baldwin established a world motorcycle speed record of 124.62mph at Arpajon in France, while Joe Wright later raised the record to 150.736mph using his supercharged Zenith-JAP 'reserve bike', his favoured OEC having succumbed to mechanical problems. Significantly, when Wright's record was set in 1930 the company was temporarily out of business. Despite adding a Villiers-powered economy model to the range, Zenith failed to weather the financial storms of the early '30s. After a succession of closures and changes of ownership it re-emerged after WW2 with a solitary model: a 750cc JAP-powered sidevalve v-twin, which lasted only a few more years. Dating from Zenith's Vintage-era heyday and finished in the marque's distinctive purple and black livery, this JAP sidevalve-engined Zenith 6-80 appears un-restored and almost certainly has not been touched for some considerable time. The late owner purchased the machine, which was offered from The Keeley Collection, at Bonhams' Stafford sale in October 2015 (Lot 251). At that time we said the following: 'The attached tax disc expired in June 1942 and the accompanying old-style continuation logbook (issued that same year) records licensing up to 31st December 1943. A 1926 model, the Zenith was first registered in Buckinghamshire in October 1925. Acquired for the collection in 1991, this wonderful 'barn find' appears to be totally original and complete, and should, despite its somewhat distressed condition, be a relatively straightforward restoration for the experienced practitioner. Noteworthy features include an acetylene lighting set, leather-fronted panniers and a Cowey '60mph' speedometer.' As well as the aforementioned logbook, the machine also comes with a (photocopy) V5 and old-style V5C documents. A most exciting and rewarding project. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

From the estate of the late David Atkinson 1925 Scott 596cc Super SquirrelRegistration no. BF 8688Frame no. 761Engine no. FY8826 (see text)This Super Squirrel was acquired by the immediately preceding owner, a Mr Morris, in December 2000 but has not been used for many years (a tax disc expiring 30th April 2006 is displayed). The vendor in 2000 was a Mr Derek Yates who had bought it from a Mr Moore of Sevenoaks, its owner since 1989.Although the engine turns over with compression, it is thought that it may require some attention. The magneto is attached, but we understand that it has not been timed. Please note that the accompanying V5C registration document records engine number 'FY9382'. This has been replaced with engine number 'FY8826' (there is some evidence of over-stamping of the number). The original crankcase is supplied together with a spare exhaust pipe. The late owner purchased the Scott at Bonhams' Stafford sale in April 2018 (Lot 211), since when the registration has been changed from 'UK 440' to 'BF 8688'. Following a long period of inactivity, re-commissioning, as well as the previously mentioned engine checking, will be required. Accompanying documentation consists of the 2000 sales invoice; a quantity of MoTs for the period 1998-2005; a restoration invoice from 1998 totalling £3,815; and a V5C document. Prospective purchasers must satisfy themselves with regard to this motorcycle's provenance, condition, completeness and originality prior to bidding. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

From the estate of the late David Atkinson 1924 Scott SquirrelRegistration no. BF 6680Frame no. 352Engine no. S8125It would appear that this Squirrel two-speeder left the factory with engine number '77192', a 596cc unit. That currently fitted, 'S8125', has a 1925 Squirrel crankcase and later water-cooled top end, so may be of either 498cc or 596cc capacity. Documents on file show that the Scott was sold in August 1933 to Mr Ronald Merchant of Mickleover, Derbyshire. He had bought it from a Mr G Hall of Whitby (see delightful letter on file with starting instructions). Also on file is Mr Merchant's insurance document dating from July 1933 (the last date is February 1952). The continuation logbook dated January 1958 still lists Mr Merchant as owner, and the machine is shown as being taxed until December 1966. The next entry on the continuation is for the Kensington motor dealer, Gerry Porter, who sold it to Christopher Lambert of Wetherby in 1997. The late collector Adrian Reed acquired the Scott from Mr Lambert in 2001. Bonhams sold the Reed Collection at Stafford in October 2018 where the machine (Lot 217) was purchased by the late owner. Since then the registration has been changed and the Scott kept in storage. Re-commissioning and possibly more extensive restoration will be required before it returns to the road. Sold strictly as viewed, the machine is offered with the aforementioned continuation logbook and old/current V5/V5C Registration Certificates. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1980 Honda CB400FRegistration no. XVH 31VFrame no. CB400F-1086510Engine no. CB400FE-1082357Now regarded as one of the classics of the 1970s, the Honda 400 Four first appeared in 1974. Described as 'the poor boy's muscle bike', its combination of a four-cylinder, overhead-camshaft engine in a 250-sized package endowed it a performance better than many 500s. With a stylish 4-into-1 exhaust, six gears and rear-set footrests, it was every boy-racer's dream and a huge commercial success. Comparing it to the opposition, Bike magazine reckoned the CB400 'represents a brilliantly engineered concept. It retains its appeal on several fronts: it's a four-stroke, and an awful lot of people are biased towards four-strokes; it's as quick as the two-strokes, yet on average road use will give considerably better fuel consumption; its handling is noticeably better than the two-strokes; and who can dispute that it's easily the best sounding 400?'Offered here is a very nice example of the mildly restyled F2 variant, introduced in 1978 (note the genuine Honda silencer). According to the accompanying V5C document, the Honda was registered to the present keeper in November 2015 having belonged to the previous keeper since October 1999. The machine also comes with an MoT certificate that expired in 2004 and carries a tax disc that expired in April of that year, suggesting that this was the last time it was on the road. Re-commissioning will be required before further use. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1966 Honda CB160Registration no. UCA 104DFrame no. B160-1080232Engine no. B160E-1080037Make no mistake, Soichiro Honda will go down in history as the man who truly changed the face of motorcycling forever. Honda founded his enterprise in 1947, using war-surplus Tohatsu generator motors clipped to bicycles. After his supply of engines dried up, he designed his own 50cc 2-stroke clip-on motor, the first Honda Cub. Sales boomed, but Honda wanted more, and in 1954 he made the unheard-of plan of visiting the European industry and learning as much as he could, directly from the best motorcycle factories in the worldLaunched in 1964, the CB160 followed the pattern of previous Honda parallel twins, though with 360-degree crankshaft layout rather than the larger twins' 180-degree type, and used the recently introduced tubular spine frame and telescopic forks. Small as a '125' yet packing a 16.5bhp punch, the CB160's excellent power-to-weight ratio and fine handling endowed it with performance at least equal to that of most British 250s. With an overhead-camshaft engine, electric starter, rev counter and twin-leading-shoe front brake, the CB160's specification and degree of refinement was unmatched by any of its home-grown rivals. It is now one of the most desirable of early Japanese classics.This restored example was acquired by the current owner in 2021 from a surgeon friend. Displaying a total of 10,288 miles on the odometer (at the time of cataloguing) the machine was last started late August 2022 (video on file) and is offered with a V5C registration document. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1986 Suzuki GSX-R1100GRegistration no. C379 XRTFrame no. GU74B-107310Engine no. U704-100659Suzuki re-wrote the 750-class rulebook when it launched the GSX-R750 on an unsuspecting world back in 1985. Lighter than a 600 and as powerful as a 1,000, it made all other super-sports 750s seem flabby and slow. When the 1,100cc version arrived for 1986, it similarly eclipsed every other big-bore sports bike. 'The acceleration is awesome – like being charged in the back by a rugby scrum,' enthused Bike magazine's tester, attempting to sum up the experience of riding a bike weighing a svelte 450lbs that produced 127bhp and could top 150mph. A collectible future classic, for sure. This sought-after early example was purchased in May 2001 by the vendor, who was told by the seller that it was originally in Italy (the date of first UK registration is 11th September 1998). The vendor advises us that the Suzuki has seen only light use over the last 20 years, being mainly used in summer months as a weekend ride. When purchased the bike was in blue/red/black livery, but in 2018-2019 it underwent a full cosmetic makeover by JAL Motorcycle Restoration, which included repair or replacement of the fairing, general tidying and cleaning, and a repaint in the classic blue/white finish preferred by devotees of this iconic model. Related bills are on file and the machine also comes with a V5C registration document and MoT to September 2023.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Rare pre-production prototype 1977 Honda CBX1000Registration no. not UK registeredFrame no. CB1-2000012Engine no. CB1E- 2000012•Number '12' of 41 pre-production models built•Delivered new to the Benelux countries•Restored to original condition•Registered in Belgium'The CBX was quite simply a marvellous revelation which has genuinely elevated the status of motorcycling. Few people will be able to afford to run one, but then the best is never cheap. Above all, such a motorcycle should not be condemned because it's an excess.' - Bike magazine, December 1978.Just as it had in the preceding decade with the four-cylinder CB750, Honda stunned the world again in the 1970s, introducing the Gold Wing super-tourer and the outrageous six-cylinder CBX1000. Launched in 1978, the latter was not the first six of the modern era, Benelli's 750 Sei having beaten it by a couple of years, but it was by far the biggest and fastest. Launched in 'naked', twin-shock form, the CBX was revamped for 1981, gaining Pro-Link mono-shock rear suspension, a half fairing and ventilated front disc brakes. Weighing around 550lbs and with 105bhp on tap, the CBX was good for over 130mph and scorched through the standing quarter-mile in around 12 seconds. For most owners though, it was not the CBX's performance so much as its on-road presence that mattered. Even today, few bikes can match it for charisma, visual appeal and, above all, sound. Towards the end of CBX development, Honda hand built 41 pre-production prototypes for testing, press and display duties around the world. These models were used for the CBX's debut in November 1977 at Suzuka in front of the international motorcycling press, and then sent to various Honda importers around the world. These motorcycles have frame numbers 'CB1-2000001' to 'CB1-2000041'. The engine numbers exactly match the frame number, except '22' which has engine '2000011'. However, it appears that not all of these 41 frames and engines were assembled. Manufacture of the production CBX began with frame number 'CB1-2000042' and engine 'CB1E-2000060'. Honda ordered the destruction of all machines with preceding frame and engine numbers because they could not guarantee to supply spares for these hand-built prototypes, which differ in many ways from the series-production version, their sand-cast crankcases being the most obvious difference. These pre-production CBXs, of which it is estimated that only six complete examples survive, are scattered all over the world. Almost all are listed in The CBX Book (volumes I and II) by Ian Foster. Number '12', the machine offered here, was discovered in Belgium and probably was intended for testing and promotion in the Benelux countries. It formerly belonged to a collector of Indian motorcycles, who had purchased it in 1983 as part of a 'job lot' of Indians. The CBX remained garaged for six years without being ridden. It currently belongs to a Belgian enthusiast. Number '12' has been partially dismantled, restored and reassembled (except for the engine) with the original parts reused in the interests of originality (even the paintwork is original). The Honda has been featured in CBXPress magazine and on the cover of the CBX Club de France's Salon Moto Légende 2018 programme (copies on file).An absolute 'must have' for the serious Honda collector, this wonderful pre-production CBX is offered with its original Benelux registration document and current Belgian registration papers.Offered with keyFootnotes:* Import VAT Low Rate: Import tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

1958 Norton 600cc Dominator 99Registration no. 340 BTOFrame no. N14 77071Engine no. 77071 14N (see text)Introduced for 1956, the 596cc Dominator Model 99 was outwardly identical to its Model 88 smaller brother. Though endowed with greater power and higher gearing which enabled it to top the magic 'ton', the 99 retained all the excellent handling and steering characteristics associated with the Featherbed chassis. The model remained essentially unchanged - apart from gaining alternator/coil-ignition electrics for 1958 - until dropped in 1962. This beautifully presented and original Model 99 is finished in its original colour of Post Office Red. According to the vendor, it retains many original features including 6V coil ignition; original mudguards and numberplates; correct speedometer and carburettor; original 6V ammeter and Lucas lights and wiring; and all the correct nuts, bolts and fixings The chrome wheel rims and stainless spokes are new. However, it should be noted that the crankcase has been re-stamped with the original engine number, suggesting it has been replaced at some point.The Dommie has been restored to 'as new' condition and kept in clean, dehumidified conditions in a bespoke housing-standard storage building by the owner, who has an extensive collection of motorcycles including many Nortons. A Norton Owners' Club member, he also rides a similar model owned since 1962. The machine will require careful running-in before its performance is used to the full. Accompanying documentation includes a V5C Registration Certificate and a fresh MoT. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1968 BSA 650cc ThunderboltRegistration no. PAO 982FFrame no. A65TE 5070Engine no. XE 02916 A65LFollowing Triumph's lead, BSA turned to unitary construction of the engine/gearbox for its range of parallel twins, launching the all-new 500cc A50 and 650cc A65 Star models in January 1962. The cycle parts were much as before, comprising a duplex loop, swinging-arm frame fitted with a telescopic front fork. The first high-performance variant - the A65R Rocket - arrived in October 1963, only to be superseded the following year by the Lightning, the first of the unitary construction twins (along with its A50 equivalent, the Cyclone) to be equipped with the new splayed-port, twin-carburettor cylinder head. For 1965 the Star tourers were replaced by the A50 Royal Star and A65 Thunderbolt, both of which came with a single Amal Monobloc carburettor. This machine is a 1968 BSA A65 Thunderbolt fitted with a 1970 A65 Lightning engine equipped with an A65 Thunderbolt cylinder head. The BSA was sold to the current owner in 1991 as a restored machine and has since been tidied up by the vendor, the works including fitting a replacement fuel tank and side panels. Used sparingly, the bike has been carefully looked after by the owner, who has a sizeable collection of BSA A65s. Accompanying documentation includes a quantity of MoTs and SORNs, a V5C Registration Certificate and current MoT. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1972 Rickman Street Métisse Triumph 700cc SpecialRegistration no. GVG 359KFrame no. 970 REngine no. TR6P DU59167'The components for this Rickman Métisse were all bought in the classic period, but never assembled into a complete machine until 2003.' – The Classic Motor Cycle, January 2008. The Rickman brothers - Don and Derek - were already established moto-cross stars when they built the first Métisse in 1959, and within a decade their company would grow to become one of the biggest and best-known independent motorcycle frame-makers. The machine offered here is an example of the 'Street Métisse', which was launched at the Earls Court Motorcycle Show in 1966. It was purchased in 2001 as a never-assembled kit of parts, many still in their original boxes, by George Blackwell, who went on to build it into a complete machine, finishing the task in September 2003. The original purchaser of these parts was one A.Appleton of Norfolk. Notable features include Norton forks with Paul Dunstall sliders and integral front brake callipers; Rickman eight-valve cylinder head; Quaife five-speed gearbox; Dunstall exhaust system, AP Racing rear brake: and a Rickman 700cc conversion. Although the frame was designed to be oil-bearing, it was considered safer to use a separate (central) oil tank. This most handsome special comes with a vast accumulation of bills and other documentation dating back to the late 1960s, including Rickman Brothers' invoice for frame number 'R.970'. A copy of the aforementioned magazine article is on file also. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1969 Ducati 450 MkIII DesmoRegistration no. HWR 162GFrame no. DM450 451100Engine no. DM450 451100•Eleganza prize winner•2019 Motogiro entrant•Top of the range Super Sport variantBy the mid-fifties Ducati was facing closure, so in a final throw of the dice hired Fabio Taglioni to design a bike to win the Motogiro. This and the Milano Taranto were known as the Gran Fondo (big ride) races, travelling across the Italian countryside as the ultimate high speed marketing machine, regularly making the front pages of newspapers. Taglioni's bevel drive overhead cam Gran Sport was the result, taking every place but one in the 1955 giro 100cc class, and fifth overall, only beaten by 175s.The following year a 125cc version would win outright, securing Ducati's future and ultimately being developed into 250 and 350 versions.The next significant development of Ducati's singles were the 'wide case' models of 1967. Changes were not just confined to the wider rear engine crankcase casting and frame mounting: Taglioni and his team also incorporated a stronger con-rod and big-end bearing, alongside improvements to the lubrication system and gearbox. There was also fulfilment of a Taglioni dream, with desmodromic valve actuation now available on production models, not just the racers. These top-of-the-range super sports variants were distinguished by their extra chrome and restrained 'D' decals on the side panels. Late in 1968 the Ducati single appeared in its largest '450' (actually 436cc) incarnation, which offered considerably more torque courtesy of the substantial hike in capacity, and additional frame bracing to allow a rider to make the most of it. They are a joy to ride, especially on Italian mountain roads. Bike magazine wrote in 1975 that they offer 'that rare blend of two wheeled excitement, satisfaction and safety'.This particular 450 MkIII Desmo motorcycle was imported from the US and then fettled and UK registered by Made In Italy Motorcycles of Stowmarket several years ago, a business much admired by the UK cognoscenti. The current owner reports that it ran very well during the 2019 Motogiro D'Italia, winning the 'Eleganza' prize offered by the Ducati Museum and presented by director Livio Lodi who considered it 'a most original and well preserved motorcycle'.Original parts, including the Borrani rims and heel/toe gear-lever, are included, as the 450D is currently fitted with stainless steel rims and a conventional gear lever, as well as a12v conversion. It is offered with two keys and a current V5C registration certificate.In common with many Ducatis imported from the US the frame number plaque is absent and the frame number is not a factory stamping, and duplicates the engine number. However it is as recorded on the V5C. Accordingly prospective bidders must satisfy themselves as to the origins, date and suitability of the machine's component parts prior to bidding.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1976 Laverda 981cc JotaRegistration no. MGK 980VFrame no. 4259Engine no. 4259•Ex-Mick Hunt •Offered with letter from Steve Wynne•Used during the 1978 F1TTLaverda had been racing its 3C since introduction, but UK importer Roger Slater also worked with his own dynamometer to break the 90bhp mark using factory 4/C cams and high compression pistons, but most especially a unique exhaust system. Roger persuaded the factory to allow him to have an exclusive new model built to this specification in an exclusive range of colours and to be called the Jota, after a Spanish tune in triple time.The factory agreed, despite being confused by the name – there is no J in the Italian alphabet – and Roger commissioned Tim Healey – better known for his work on Ariel Square Fours - to manufacture the exhaust system. The first Jotas arrived in the UK in December 1975 and soon amassed an impressive competition record, winning the coveted Avon production title in its debut year. Most significantly the Jota scorched its way into every motorcyclist's imagination when Motor Cycle declared it the world's fastest road bike, the Jota tripping the MIRA speed trap at over 140mph, a figure barely credible at the time.The following year (1977) Jotas had a successful showing in the first ever Formula 1 TT. In atrocious weather Mick Hunt, riding in the famous Sports Motorcycles colours, brought home the first Jota in sixth place. This was no soft result: competitors included Phil Read and Stan Woods on factory Hondas; in his Laverda book Mick Walker refers to this race as 'the Jota's finest racing day.'In the famous 1978 F1TT Mick's Jota was initially well placed but didn't make the finish and following a crash his 1976 Jota was retired. It was registered for the road in 1979 by Motodd who fitted 1979 wheels and forks.Bonhams are delighted to offer this very Jota, confirmed as Mick Hunt's race bike by Steve Wynne of Sports Motorcycles' fame. The bike is cosmetically a little weary but apparently still rides and runs well, repainted in its original silver. Intriguingly there is what Roger Slater refers to as a 'safe repair' to the frame's top tube: however rumour had it that racing Jotas' top frame tube were occasionally cut and shut to improve handling and Phil Todd has confirmed he did have such modifications carried out to other Jotas by Maidstone Motoliner.This is a unique opportunity to own perhaps the most famous examples of one of the world's most famous motorcycles. It is sold with a key and V5C, together with a copy of Motodd's original registration document, factory delivery note and letter from Steve Wynne.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

10082003 Maserati 4200 SpyderReg. no. V888 JPHChassis no. ZAMBB18C000007688Engine no. 070249Transmission: Automatic Paddle ShiftMileage: 25,000The Maserati 4200 Spyder was produced between 2001-2007 with a 4.2 v8 Twin Turbo engine giving it fantastic performance. It boasted 385bhp allowing a top speed of 177mph and a 0-60 of just 4.9 seconds. Combine this performance with Italian luxury and style, and you get a stunning performance car.This particular pre-facelift example in Rosso Mondiale Red has just 25,000 miles from new and as a result sits in stunning condition. It has been well looked after by its current owner who is a member of the Maserati Owners Club and has owned the car for 9 years, it has been garaged and never brought out in the rain. Both the red bodywork and cream interior are in excellent order. The paint is original with just the front nose having had paint and grille having been re-chromed. The soft top roof and its rear window are also excellent. The car is mechanically in good order with lots of service history, las being serviced July 2022. The buyer reports that the 6-speed paddle shift works well, and the car has had a recent clutch inspection where it had less than 27% wear. A bespoke wind break has also been made for behind the cabin from perspex but is removeable, this is the only modification from factory. The v8-related registration number is included in the sale.This is an evocative Italian sports car that sounds fantastic, looks great but at the same time, is very useable. Certain to be a future classic and a great investment at such low mileage, this example is offered with a history file containing a current V5, two keys, a spare set of brake discs as these were hard to come by and a soft indoor cover to keep dirt off the car when not in use. The vendor reports that everything works as it should.Estimate: £17,500 – 18,500To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen, condition reports can be requested on each lot by contacting us direct. Lots are not available to buy prior to auction. Fully illustrated catalogue is available on the Richard Edmonds Auction website. Bids can be made online, by telephone or live on site. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and Vat to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10171987 Land Rover 90 M57 Engine ConversionReg. no. E698 JDDChassis no. SALLDVAD7AA303783Engine no. 27556253Transmission: AutomaticMileage: 122,000Although not initially called the Defender, the iconic Land Rover was first produced from 1983 and was simply named the 90 or 110 depending on the wheelbase. After the Series III, Land Rover opted for coil springs for an improved ride, they updated the interior, modernised the exterior and widened the axles amongst other things meaning that their 4x4’s were no longer just works vehicles, but recreational too.This particular 90 is not your average Land Rover. One of the most famous diesel engines throughout Europe is the BMW M57, a bullet proof, well-engineered and powerful motor that is now used as a popular engine swap not just in Land Rovers but many other cars for off-road, on-road and competition use. It fits perfectly well in the engine bay of the 90 and if it wasn’t for the BMW badge you wouldn’t know it wasn’t factory fitted. The engines offer great performance as standard, but this car has been tuned to produce 360bhp from its 3-litre turbo power plant. This results in what looks like a well spec’d, but standard looking, truck that can out-pace most cars on and off road.The current owners are huge Land Rover enthusiasts and have done a fantastic job on this 4x4. It has just four previous owners. The bodywork is in great order having been re-painted just two years ago as well as being fitted with a new crossmember eight months ago. Additional changes to the truck include a Discovery 2 axle and suspension swap with 40mm lift, 6-speed BMW automatic transmission with syncromesh gearbox conversion to keep AWD. Ashcroft ATB front diff. to ensure that the power is fed to the Range Rover wheels and Cooper STT mud tyres, correctly. Performance is enhanced by a stainless exhaust, an aluminium radiator and an upgraded intercooler system. Inside, the car benefits from an Ashcroft 50th anniversary centre console and corbeau leather reclining seats.The seller reports that the car was a Cat N due to an engine fire, hence deciding to shift to the M57 BMW motor and transmission. Any damaged items have been replaced since the fire, and with the BMW swap being so compatible with the Land Rovers, results in a factory-finish look. The engine was removed from a BWW 535D with 130,000 miles. Anyone who know M57’s will be aware that these engines, when looked after, will exceed the 200,000-mile marker. The car was serviced just 2,000 miles ago. This 90 has 10 months MOT and comes with a current V5C. An iconic 4x4 fitted with a legendary engine.Estimate: £16,000 - 18,000To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auctions website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10191925/6 Austin 7 Pramhood ChummyReg. no. EY 2737Chassis no. 13758Engine no.M13787Although not the first affordable small car on the UK market, none of those previously had come from a company that had the capacity and resources to make them a long-lasting success until Austin launched the Seven. A huge success from launch in 1922, the Seven remained in production until 1939. Well built, economical and easily maintained without specialist assistance, the Seven made motoring accessible to many thousands of motorists who otherwise would have had to make do with a motorcycle, or public transport. Its introduction helped save the Austin Company that had almost been crippled by the development and launch of the large 20hp model, and by the mid-1920s the Seven dominated the light car market in Britain. The most enduringly iconic model of the early years of the Seven is the Chummy, and in the 100th anniversary year of the Seven, they remain as popular as ever, with a vibrant community and plenty of specialist support.This Chummy was built in 1925 and then registered in February 1926. We understand that the car was rebuilt from an unrestored project using a Roach body some years ago. The car is still in excellent condition, both cosmetically and mechanically. It is offered from a local car collection with a V5C.Estimate: £16,000 - 18,000 To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auctions website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10412015 Land Rover Defender 110 XS TDCI D/CReg. no. TAS 699 (Not included in Sale)Chassis no. SALLDHYP7FA469336Engine no. 141206095352DT224Transmission: ManualMileage: 16,074The last of a legend - a 4x4 that needs no introduction. The original Land Rover Defender had its final production year in 2015. Not only is this a last year truck, but the current and only owners, who are true die-hard Land Rover fans, have kept this very low mileage 110 in fantastic condition.The 110 XS hard top with 2.2 Turbo Diesel and 6-speed manual gearbox looks jaw dropping in Santorini Black combined with a full black pack. The interior is stunning with Twisted leather Recaro seats, ebony black headlining, double din apple stereo and full dog guard. It is also fitted with a TMD short shift gear stick and a Momo leather steering wheel.As if the fantastic spec. on the inside is not enough, it continues on the outside with VGS panoramic glass, heated rear window, front and rear washer jets, a full set of Optimall billet door hinges and wing top and side vents. The front end looks fantastic with a Venturer front grille and badge as well as a Devon 4x4 heavy front bumper with laser lights, LED DRL headlamps and aluminium steering guard. A set of Twisted wheels are wrapped in BF Goodrich tyres, whilst galvanised and powder coated side steps allow one to enter and exit the vehicle with ease. Finally, the exterior is finished off with a colour coded cross member, a Dirt D fender to front and rear arches as well as a North American rear step, towbar and Anderson plug. The owners have kept the car in dry storage, but it has been ceramic coated and wax oiled.The sale includes full-service history, a current V5C and MOT, two keys and an Auto Watch immobiliser. A great opportunity to own a last year of production, low mileage collectors’ Land Rover. Please note that the current registration will not be included in the sale.Estimate: £40,000 - 45,000To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auction website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

1933 MG K1 MagnetteReg. no. MG 2751Chassis no. KO324Engine no. 512AKBody no. 102/9762Transmission: ManualIt is thought that just 250 K-type MG’s were produced between 1932 – 1934, 181 of which were in the form of the K1 with a 1087cc 6-cylinder engine. This unrestored example comes from a deceased estate of a British car enthusiast who preferred his cars turn-key, but with plenty of patina. This example carries rare four-seater coachwork and it starts with ease. Included in the sale is a folder of history which includes parts catalogue, old MOT certificates, a current V5C and parts receipts. According to the V5C, it has not had any previous owners. The late custodian used and enjoyed the car in its current condition, and this oily rag look cannot be surpassed. Upon delivery we drove the car around our premises, and we were impressed that a car appearing to require restoration, drove well.

Wright Brothers: an early 20th century enlarged photograph / print of the Wright Brothers first flight in 1909 with details of those who attended including Orville Wright and Balfour. 47 x 38cm. Condition includes some creases/ a rip.

Offered from The Forshaw Speedway Collection c.1930 Norton 490cc OHV Dirt Track Racing MotorcycleFrame no. 42399Engine no. 46752•Exceptionally rare Norton variant•In single family ownership from the 1930s until 1989•Found to substantially complete before restoration embarked uponThere is no greater name in motorcycle racing than Norton. James Lansdown (Pa) Norton was born in 1869, the son of a cabinet maker who followed a very different path through his fascination of mechanics, intoxicated by innovation in a fast changing world. This demonstrated from a young age when he built a working model steam engine before becoming a teenager. He was apprenticed as toolmaker from the age of fifteen but contracting severe rheumatic fever four years later left him with poor health for the rest of his life. This did not prevent him from setting up his own business. At the age of twenty nine in 1898 the Norton Manufacturing Company was supplying components to the flourishing bicycle trade.With the approach of the twentieth century Norton's imagination was inspired by an emerging interest in motorcycles which were gaining popularity amongst local enthusiasts. Diverging into motorcycle production was irresistible. A meeting with Charles Garrard, British importer of the French Clement range of engines, resulted in the two men in a joint venture, with Norton manufacturing for Garrard. But from 1902 a Norton motorcycle appeared for the first time with an ever increasing range becoming available but still using proprietary engines, notably Peugeot. Norton himself competed in many sporting events enabling him to evaluate his own machines.The year 1907 was momentous for James Norton with the inauguration of the Isle of Man Tourist Trophy races. This was Norton's very first race, the entry of a 690cc V twin Peugeot engined machine owned by Harold Rembrandt Fowler but with factory support. Not only was this Norton's first race but it was an entirely new venture for the intrepid 'Rem' Fowler. With serious opposition and despite making a dozen stops and falling off on a couple of occasions Rem won his class. From being considered without any hope of success this was an outstanding result for the little-known Norton name but unwittingly the start of a formidable racing history over the following decades not only in the Isle of man but throughout the world.This amazing success spurred Norton to design his first engine. This the first single cylinder engine to become the epitome of the Norton racing motorcycle. There was a survival from bankruptcy in 1912 saved by the action of R.T (Bob) Shelley who with James Norton revitalised the company with expansion evident from 1916. Whilst there were racing and record-breaking successes from the opening of Brooklands in 1907 it was not until 1924 that Norton succeeded in the Isle of Man again, winning both the Senior and sidecar TTs with their ubiquitous push rod OHV singles.Although the first overhead camshaft Norton, the CS1, appeared in 1927 and was successful in that year's TT, it was an adapted version of the push rod engine that was proposed for the dirt track machine. By May 1930 when the Norton dirt track model made its first public appearance the sport was very much on a rising ascendancy and by this time the unique requirements for a cinder shifting machine were beginning to be understood. The Norton was the result of much experiment and attention to the latest ideas. The frame with certain influence from the current all-conquering Rudge including the necessary Webb forks and even Rudge type high level twin exhaust pipes. The inclusion of twin exhaust pipes with a single exhaust valve engine an unnecessary complication and added weight.Frank Varey gave the new Norton the first public outing winning races and breaking lap records at Perrey Bar and Nottingham. However, Frank Varey was one of the very few to really master the Norton and despite his glowing testaments few other riders liked it. Perhaps the frame was too stiff and the engine rather heavy leaving the handling 'much to be desired'. The machine soon gained the reputation of 'being a camel'. With the rapid development of the JAP engine soon to eclipse the entire speedway world, the Norton like all others was consigned to obscurity.Very few of these Nortons were made - maybe no more than eleven - although there are reports of successes on Australian tracks and maybe even in New Zealand. There is some evidence too that the specially developed engine was sold separately as well. This now very rare example, originally supplied to a dealer called Frodsham in Warrington, UK, was sourced by Richard in 1989 where it had been in the family of Henny Kroeze from the 1930s. Henny's uncle, Arie van de Ployn had used the machine for grass track racing. For this the three speed Sturmey Archer gearbox was used although it is now converted to just a simple countershaft. The engine, a 1930 Model 18 single port unit fitted with the correct short DT timing cover, is not as the original but appears to have been in the frame for most of its life, the engine having been fitted to a machine supplied to the Netherlands in June 1930. When purchased the motorcycle had deteriorated but remained substantially complete until a more recent restoration. This has included the replacement of the lower rear frame chain stays no doubt removed in the earlier life of the machine to find more flexibility. The Norton dirt track machines were built to a very high specification with a traditional rather heavy lugged frame. The accompanying file with letters discussing the purchase, invoices, photographs before and after restoration, period extracts from magazines and a Wright Wood image of Frank Varey with one of these Nortons. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection 1931 Wallis-JAP 350cc Speedway Racing MotorcycleEngine no. IOR/S 45642•A defining dirt track model•Very rare twin port 'Dog Ear' JAP engine•Produced before the merger with ComerfordsThe first prototype engine for dirt track racing emerged from the Prestwich factory in February 1930 within three months from Bill Bragg's meeting with Vivien Prestwich at the Olympia MotorCycle Show the previous November. This first JAP engine was a hybrid made up from a modified 350cc engine that had been used for setting records at Brooklands. A 500cc barrel had been grafted on with its fins trimmed to reduce weight and a modified 350cc twin port head completed that first engine. The quest to minimise weight and deliver competitive power with the Rudge, which was beginning to challenge the Douglas, was not successful. Technical director, Stan Greening worked hard to improve all areas of the recalcitrant power plant. It was not until Wal Phillips acquired a Rudge that a breakthrough was forthcoming (see Lot 503). The strength of the Rudge engine, apart from the 4 valve layout, which Greening did not want to use, was in the port shapes and angle and in valve timing and cam profiles. Still retaining the twin port head, by August 1930 the engine was ready for testing using the newly developed Lodge racing plugs and the twin float track racing carburettor specially designed for them by Amal.The frame that George Wallis persuaded Wal Phillips to use for that first test was not a success but with modifications including shortening the wheelbase and altering the front fork angle the Wallis finally proved to be a winner, the speed and handling all too obviously capable of serious competition. Soon everyone wanted one but at this time only experimental engines were being used. However, a few replicas were produced that year, the fortunate few including Arthur Warwick, Dicky Case and Phil Bishop all proving the success of the new Wallis JAP. During the winter of 1930/1 further improvements were made including a single port cylinder head whilst the twin port head continued a little longer. 1931 saw for the first time the famous JAP logo on the timing cover replacing the previous JAP letters that had been inscribed in block capitals. Innovation always has its detractors but the sceptics of the new JAP engine were in for a surprise. When early in 1931 a special invitation race was included in the British Motor Cycle Racing Club's Brooklands event for machines fitted with the new JAP speedway engine. Here there were wins at over 90mph with Wal Phillips lap at 105mph earning him a rare and coveted Brooklands Gold Star for those who managed a lap at over 100mph. The sceptics were silenced. All the more impressive was that the lap had been achieved by a speedway rider. The Wallis JAP was now in much demand and whilst Wallis produced some of these himself, he eventually teamed up with Comerfords, the machine becoming known as the Comerford Wallis. There is no history file with this Wallis but it probably dates from 1931. The frame is very similar to the Wallis Blackburn (Lot 503) but following a little later with one of the very rare twin port 'Dog Ear' engines with exposed push rods and rocker assembly, the engine with the JAP logo as introduced in 1931. The exhaust pipes following the Rudge style with a low pipe to the offside and a steeper angled pipe to the left side. A rare and unique machine, this Wallis was produced before the merger with Comerfords and later in turn taken over by Victor Martin, remaining in production throughout the 1930s. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection c.1929 BSA 493cc S29 Dirt Track Racing Motorcycle Frame no. R185Engine no. T177 & 1409•Exceptionally rare BSA variant•The only known survivor•Purchased by Cyril Lord in 1929 and in his ownership until 1969From 1861 Birmingham Small Arms was a company manufacturing and supplying armaments for the British government. The contracts from Whitehall became so unpredictable over a period of forty years that the company diversified into the booming bicycle market. Free of government bureaucracy the business expanded rapidly staking a claim in the infant motor car world with the spectacular take-over of Daimler in Coventry and with the further logical expansion into motorcycle production by 1910. Within twenty years BSA had surged to the forefront as the world's number one producer of motorcycles with a well-engineered range of value for money models. The reliability and quality proved over the years by teams of factory riders competing in events of reliability, one day and six day trials and later in scrambles and moto-cross racing. It is not at all surprising that the call of the cinders appealed to such an innovative and diversifying company.It was Jack Parker who set the ball rolling. Jack Parker became one of the greatest speedway riders winning every conceivable championship but never to win a world title. He joined the BSA experimental department around 1927 and soon developed a machine for the cinder track using parts from various factory models. The sporting engine in the BSA range was the famous sloper introduced in 1926 but this was not suitable for the track. Parker made up an upright engine from some sloper parts as well as contributions from other earlier engines. The Parker special caused interest from the management and the decision was taken to introduce a full 500cc overhead valve upright engine suitable for road and possibly racing as well. By the end of 1928 the new model was ready for production, a sports roadster and a dirt track model priced at a very competitive £65. From despatch records it would appear that possibly as many as 84 of these machines were produced in 1929. During 1928/9 Jack Parker rode the prototype with considerable success. Every production model was tested at a specially built cinder track at the back of the factory. Although recognised as a well handling machine the engine was at least at a 5bhp disadvantage to the all-conquering Douglas and later the Rudge. The production run was short and was not listed after 1930. This DT BSA, frame number R181 is the only known survivor. Despatched on the 4th July 1929 to Messrs Walter Wragg of Sheffield. It was acquired in 1990 along with the Art Pechar Indian (Lot 509) from Jim Gregory. Restoration of the machine was completed the following year. It has been established that it was originally bought by Cyril Lord in 1929, Lord riding for Coventry as well as at the Isle of Man TT races. After his riding days were over Cyril maintained his involvement with speedway as official machine manager at Brandon Speedway. He was later managing director of the Coventry Motor Mart and always retained the BSA. In 1969, a year before he passed away, he gave the BSA to Noel Somerfield who had been employed by Cyril for many years. Noel always looked after the BSA and had rebuilt it in 1954. It later resided with Jim Gregory. This 1929 BSA S29 DT has been maintained and treasured by one owner for most of its life, with more recent restoration and continuation of this care by Richard Forshaw. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection c.1929 Scott 498cc Dirt TrackEngine no. RZ 2155•Believed that this machine was first owned by Belle Vue rider Eric Flynn •Later Mk II version with Webb forks•Purchased by Richard Forshaw in 1981•Previous winner of Best in Competition Class at The International Classic Bike ShowLike many other motorcycle manufacturers the Scott evolved from the industrial Victorian era. In this instance Alfred Angus Scott had his roots in the steam and marine business entering the motorcycle market a little later than many others and with the radical idea of developing a two stroke engine announced in 1908. The first machines were made by Jowetts of Bradford but Scott was soon established at their own Saltaire factory at Shipley. Scotts were a success from the beginning with their very lightweight two stroke engine producing a lot of power. Within three years Scotts were setting fastest laps in the Isle of Man TT and winning outright in 1912 and 1913. Scott produced mainly two engine sizes, 498cc and 596cc twins mostly water cooled but in some instances with air cooled heads. Unlike many other manufacturers Scott did not seem particularly interested in the new booming dirt track business but they soon became introduced to it. As early as 1924 the Scott factory was on the lookout for a tough young lad who could be useful for speed testing alongside the well-known rider and Scott employee, Harry Langman. In the nearby village of Eldswick Harry had noticed just such a tough, robust village scrapper, sixteen-year-old Frank Varey. The strapping Frank soon found himself set to work in the Scott factory. Under Langman's watchful eye the young Frank flourished. From 1925 Frank rode Scotts in trials, sand racing and hill climbs where despite a lot of accidents he also accumulated a collection of trophies. Frank was still working at Scotts in 1928 when he heard of dirt track racing and where it appeared that it was possible for a successful rider to make a lot of money. Frank's father had died the victim of gas attack in France and his mother was severely ill, the doctors prescribing an expensive operation. Frank was determined to earn some money. Starting with his Scott road model stripped of everything possible Frank began his dirt track life even starting to earn a little money. Aware that he needed something rather more suitable Harry Langman agreed to build him a more appropriate machine. Cecil Knowles from the frame shop built the frame. All this carried out without any factory support. Frank Varey's dirt rack career really got underway in 1929 when he was signed for the Belle Vue team. With the Scott the only two stroke in the team with it's stubb exhausts spitting flames and an unearthly scream, Frank soon became a crowd favourite together with his spectacular attacking riding style. By August of that year Frank held all the track records. The money started rolling in. The following year in 1930 Frank was a part of a team sent to Argentina where once again he gained more fanatical support and with his red riding leathers he was dubbed 'El Diablo Rojo' - The Red Devil - by which he was known throughout his riding career. With Frank Varey's success the Scott factory started to take an interest and they eventually succumbed and joined the manufacturing masses listing a dirt track model. The Mk 1 had rather unsuitable plunger forks but late in 1930 the Mk 11 had the regular Webb type. It has to be said that whilst El Diablo Rojo rode his Scott with considerable success few other riders took to these unusual machines. This machine is a later Mk II with Webb forks. The machine was acquired in July 1981 from Mr Whitworth. It is alleged that this machine was first owned by Eric Flynn a Belle Vue rider contemporary with Frank Varey who, years later, remembered both Flynn and his machine. Apparently it was little used and after its first few years the Scott was put into storage. It remains to this day a remarkable reminder of a Mk II DT Scott, and at an International Classic Bike Show (year unknown) it won best in the competition class and came 3rd overall in the vintage class. Accompanied with photographs and extracts from the press with relevant Scott information. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection 1928 Douglas 498cc DT5 Racing MotorcycleFrame no. TF 576Engine no. EL 787•Purchased by Richard Forshaw in 1982•Previous owner a Mr Walter Green (presumably the former speedway rider who finished second in the 1950 World Championship final)•Restored to a high standardEdward and William Douglas migrated from Scotland to Bristol in 1882 to repair machinery in the well established boot and shoe making industry. They also set up a foundry producing high quality castings including those for shoe lasts. At the same time Joseph Barton, proprietor of Bristol Light Motors Ltd, approached Douglas for castings for their pioneering horizontally opposed twin cylinder motorcycle engine. After a number of years Edward left the business to concentrate on the boot and shoe trade whilst William expanded his business when he bought the ailing Bristol Light Motors but kept Joseph Barton, appointing him as works manager. By 1907 the first Douglas motorcycles appeared with the Barton inspired engine. The Douglas twin engine proved its reliability and smooth running by winning the 1912 Junior TT and then in 1914 winning the team prize in that year's International Six Days Trial. This brought the name of Douglas to the attention of the War Office and a series of War Office contracts resulted in the manufacture of at least 25,000 of their 350cc horizontally opposed twins for military use throughout World War One, second only to Triumph with their Model H singles. In 1922 a Douglas ridden by Cyril Pullin became the first 500cc machine to achieve the magic 100mph in an hour and in 1923 Tom Sheard won the Senior TT with Freddie Dixon winning the Sidecar event. By 1926, with dirt track racing established in Australia, Douglas machines were already achieving success. Then in 1928 with the explosion of interest in dirt track racing getting under way in England after that first really successful event in February, Douglas was immediately established as the dominant machine with the 498cc DT5 and 600cc DT6 models selling in large numbers. In 1929 alone at least 1,200 were sold. The Douglas became the most spectacular, the most popular and the most successful mount on cinder tracks. The twin cylinder Douglas had its own unique spine tingling sound from the open pipes, a thunderous roar on full song. One of the biggest draws of the sport was the prospect of four DT Douglas machines in a single race. The standard DT 500cc produced around 27bhp but for an extra £10 the engine could be super tuned by the legendary Freddie Dixon who eventually squeezed 34bhp from the engine. Whilst hugely successful initially the rein of Douglas was short lived. In 1928 Rudge introduced their first offering which whilst not so successful to begin with soon established itself with rapid development, gradually eclipsing the Douglas. This DT Douglas, frame number TF 576, joined The Forshaw Collection in 1982 when it was purchased from Mr Walter Green (presumably the former speedway rider who finished second in the 1950 World Championship final). Having been restored to a very high standard this machine won a Special Award at the International Classic Bike Show in 1986. There is an accompanying file containing photographs, publication extracts and an original Douglas catalogue. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection, ex-Otto 'Red' Rice c.1934 Crocker 500cc OHV Speedway Racing MotorcycleEngine no. 34-19•An ultra-rare model from one of the most desirable and sort after motorcycle manufacturers •The finely engineered machines, built to an ideal not a price•Purchased new by Otto 'Red' Rice it in 1934 for $250 from Hap Alzina's shop in Los Angeles•Fitted with a clutch, the AMA allowing clutch starts from 1936•Formerly part of the collections of Marion Diedricks and Peter Gagan•Described by Chuck Vernon as 'probably the only correct original example extant'The Crocker has a fascination to all those interested in motorcycles generally and perhaps speedway in particular. There is a mystique about the Crocker whose star shone for little more than a decade when very few of these rather exotic machines emerged. Albert G. Crocker was born in 1882. After a short spell involved with the manufacturer of Thor motorcycles when he also became a successful competition rider, he joined the Indian engineering department where his talent impressed both Hedstrom and Hendee. Crocker moved around the Indian empire first managing the parts department in the newly opened factory in San Francisco soon moving on to another new Indian factory in Denver Colorado in 1919. He resigned five years later to take over an Indian dealership in Kansas City, Missouri. Marrying in 1925 to Gertrude Maslin - the widow of Eddie Maslin who was a member of the Indian factory racing team - Crocker now yearned to return to California. He sold the dealership and bought the Freed Cycle Company of Los Angeles, moving back to California in 1928. Still handling Indian machines he was contracted by the factory to supply small parts from his machine shop. Here Crocker was fortunate in having his foreman, Paul A Bigsby a pioneer motorcycle competition rider and race promoter and above all a talented mechanical engineer. Bigbsy had already designed an overhead valve conversion for Indian Chief and Scout motorcycles. Although there had been a general drop in motorcycle sales in the depression years of the 1930s there was an increasing interest in flat track racing. Already Douglas and Rudge machines had made their mark on American tracks but Crocker planned a limited manufacture of a highly specialised flat track racers. Maintaining the engineering side of the Freed business he sold the dealership to Floyd Clymer in 1934, Clymer now a reformed character after his conviction for mail fraud in Denver. Crocker and Bigsby built a small number of the flat track racers, seemingly making more engines that complete machines that found their way into other frames. All was successful for a short time until the Prestwich engine from Tottenham, the JAP, became established in America. As it had in England the all-conquering JAP stamped its authority in America putting an end to the Crocker project. Crocker persevered with another long held dream. To manufacturer a high performance heavyweight v twins for the experienced and more demanding enthusiast. By 1936 the Crocker Bigsby prototype was ready for test. The new machine was an embarrassment to Harley Davidson when in speed trials at Lake Muroc nearly all the Crockers were at least 10mph faster than not only the Harley but the Indians as well. Financially the Crockers were a disaster. The finely engineered machines were retailed at a considerable loss, the high production costs and low sales were not a recipe for a business success. The Crocker had been built to an ideal not a price. Crocker was able to recoup his losses during the second world war with contacts from the Douglas Aircraft Company in nearby Long Beach. Albert Crocker retired after the war after unsuccessfully trying to sell the manufacturing rights of his v twin to Indian, passing away in 1961. Paul Bigsby later became a maker of guitars, the proprietor of Bigsby Electric Guitars where his innovative ideas appear to have influenced the renowned Leo Fender. Richard Forshaw eventually succeeded in securing one of the very rare Crocker speedway machines in 1996 from Peter Gagan, former AMCA President, in British Columbia. There is lengthy accompanying correspondence of more than twenty letters when over a period of some four years Richard Forshaw displays the collectors persistence in persuading a somewhat reluctant Mr Gagan to part with such a rarity. Initially Peter did not own the Crocker but eventually it is in his possession by 1994. Although it is not known exactly where it came from it appears that it could have been in Seattle and was certainly owned by Otto 'Red' Rice. Peter Gagan taped an interview with Red Rice who was able to fill in a lot of detail. He had bought it in 1934 for $250 from Hap Alzina's shop in Los Angeles. The seat was fitted by Red Rice himself, the original would have been more of a saddle. It is certainly fitted with a clutch, the AMA allowing clutch starts from 1936. Red Rice sold the machine to two bothers possibly as late as the 1940s. They sold it on to another man who was still alive (1994) who in turn passed it on to collector Marion Diedricks. It remained there for many years until it passed from that estate (date not known) to the man from whom Peter Gagan acquired it in 1994. In later correspondence (1995) Chuck Vernon, who started the Crocker Register, advises that only 10-12 speedway Crockers are accounted for out of approximately 20 built. It is worth noting however that in later correspondence a figure of 30 or even more is referenced. This number may refer to the extra engines built. Vernon was also able to confirm that the frame was definitely originally black, and continues, 'this is probably the only correct original example extant'. Richard Forshaw eventually secured a deal after several refusals and changes of mind. First offering a Brough 680 and a Greeves RAS Silverstone racer. For some reason this did not excite at first and anyway the offer was withdrawn. The offer of a Series C Vincent did not seem enticing either. A deal was finally sealed with the Brough alone. When the Crocker arrived in the UK Richard Forshaw was ecstatic, 'The Crocker is all I expected and I am very pleased to add it to my collection'. The accompanying file contains all the copious correspondence. Photographs, including one of 'Red' Rice on the machine and another of him with Peter Gagan, copies of relevant articles, a copy of Motorcycle Heritage - newsletter of the American Motorcycle Heritage Foundation - dated Autumn 1989 – which is signed on the back by 'Red' Rice and stating he was the 1st owner. Unfortunately it has not been possible to locate the VHS recording of Rice being interviewed by Gagan. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection, ex-Art Pechar c.1927 Indian 350cc Dirt Track Racing MotorcycleEngine no. BLR 127•An extraordinary survivor•Used by one of the first idols of the sport in England, Art Pechar, breaking records at Stamford Bridge and beyond•Owned by Mr Roy Benton from 1934 until c.1986•Correspondence from Jeff Clew, Dr. Harry Sucher (author of 'The Iron Redskin') and Esta Manthos of the Indian Motorcycle Museum•Dr. Harry Sucher, in correspondence with Jeff Clew, confirming it is undoubtedly a factory frame. •Esta Manthos states that 'you can feel pretty sure that the machine you have is the one that was damaged' after Pechar's crash in a 1929 match race•Restored to a very high standard by Richard ForshawLike so many motor cycle companies the Indian origins were with the bicycle trade, The Hendee Manufacturing Company founded by George M Hendee in Springfield Massachusetts. At the turn of the century, with the gathering pace in modern transport, Hendee along with design engineer Oscar Hedstrom moved into motorcycle production in 1901. Slightly confusingly the Indian brand emblazoned across the fuel tank was still under the Hendee banner until 1923 when the Indian name became recognised as the Indian Motorcycle Company. Indian quickly gained a name for performance and quality. Oscar Hedstrom was Swedish, his parents settling in New York where Oscar became an apprentice watchmaker albeit obsessed with bicycles and motor cycles. His horizons soared when he joined Hendee. Soon the Indian name became famed for the new craze of board racing where speeds on the timber oval tracks reached over 100mph. Crashes were frequent as was bombardment of vicious flying splinters from the pine wood boarded surface. The renowned Jake de Rosier and his 998cc Indian became motorcycling's first great rider/factory partnerships. As Lords of the Boards they dominated board track racing for a full five years up to 1910. The Indian name, at the forefront in America, soon spread across the Atlantic when in 1911 Indian dominated the Senior TT filling the first three places. When the USA entered the first World War, Indian with its formidable reputation produced 50,000 motorcycles for the military. After the war dirt track racing in America which had existed in some form from the first decade of the century was now an increasing interest. The sport spread to Australia by at least as early as 1923 and in 1928 found its way to England. Art Pechar became one of the first idols of the sport in England. Born in Albany, New York, in 1900 Art was racing motorcycles by the age of seventeen. Always faithful to Indian, Art was a champion of the board tracks. In 1926 he won 23 of his 27 races and the following year in 1927 he won the American National Three and Ten Mile Championships. Art was employed by the American Railway Company and in 1928 he negotiated a leave of absence to sail for England, 'on a voyage of discovery' as he described it. Travelling with his brother Alf who acted both as his business manager and mechanic they arrived in England either in April or early June 1928. On the 16th June Art made his indelible presence on the English cinder track scene. First appearing at Greenford, Middlesex, in the afternoon, at that time the longest at half a mile and the fastest track in the country, Art and his 21.35ci in (350cc) Indian lowered the lap record by a full two seconds. Crossing London to the Stamford Bridge track at Chelsea the same evening Art repeated his meteoric performance by once again demolishing the lap record. But not before an apparent horrific and spectacular crash at his first attempt where fortunately he was unhurt. Needless to say with this heroic performance and with the soon to be seen Art Pechar broadsiding his bright red Indian to numerous race wins he became the idol of Stamford Bridge and beyond. He would sometimes give a 20 second start to his opponents and still within the regulation four laps he would manage to work his way to the front. His match races with Billy 'Cyclone' Lamont and his AJS and Sprouts Elder with his works supported Douglas were legendary. A second 500cc Indian was reported to be on its way across the Atlantic in late June but it was not until the end of July that it finally arrived. Art delighted with the extra performance even if his opposition were not so excited. 22nd August was Art's last event for that first season, and he was presented with a silver cup, his adoring fans cheering as he made a farewell lap with Alf perched on the back.Art returned for the 1929 season in April but on the 31st July he badly dislocated his shoulder at Stamford Bridge and it was announced in The MotorCycle on the 1st August he was returning to America and further, that he and his two Indians would not be returning. However, it would appear that in the end the 350cc machine was left behind. It had been acquired by two aspiring young speedway riders at Barnet Speedway (their names not known) when in 1934 it was purchased by Mr Ron Benton. From the 26 accompanying letters in the history file on 'BLR 127' it is possible to track most of the story up to the time when it was acquired by Richard Forshaw along with the BSA (Lot 505) in 1990 from Mr Gregory in Wellyn, Hertfordshire. Ron Benton (who was part of the Richard Noble's Thrust 2 team) kept the Indian for many years but writing to Richard Forshaw in January 1990 in a long letter explaining that he finally parted with the Indian when his marriage failed and he had to sell up (without providing any dates, although correspondence from the next owner would suggest c.1986 (see below)). At that time the Indian was substantially complete but missing the correct tank (the tank fitted Ron describes as a replacement of the original type that he bought from Simpson Motors - a motorcycle breakers before the war), handlebars (the handlebars are a unique three piece fabrication that Ron says the machine did have), the pan type seat, front wheel (which had been replaced by Ron with a Douglas front wheel) and finally the magneto. This had been with the machine and Ron remembered it as a Bosch. He continues to say that he thinks he has the rear stand. We next hear of this rarity is when it is acquired by Roger Harrison in the 1980s – quite probably from Ron Benton. There is a lot of correspondence from Roger Harrison, Jeff Clew, Dr. Harry Sucher (author of 'The Iron Redskin') and Esta Manthos of the Indian Motorcycle Museum. Through this considerable correspondence there is general agreement that this is most definitely a dirt track Indian and not a boardtrack racer, Dr. Harry Sucher, in correspondence with Jeff Clew, confirming it is undoubtedly a factory frame. Further, that it is very likely the 350cc Indian that Art Pechar must have left in England when he finally turned to America. This becomes ever more likely as the smaller engined machine would not be as competitive on the American tracks. Over and above that, Esta Manthos, in a letter to Roger Harrison dated February 1987, states the machine is identical to Pechar's - and goes on to state that 'you can feel pretty sure that the machine you have is the one that was damaged' after Pechar's crash in a 1929 match race, after which he was unable to race for the remainder of the year because of an arm injury.This Indian has been restored to a very high standard. The unique handlebars had to be made and the pan saddle produced by Howard Hellman in Texas. Full documentation for the saddle is on file. Further accompanying photographs of before and after restoration, related prints from the press and an original Stamford Bridge programme dated July 14th 1928 including a feature on the remarkable Art Pechar. The mechanical condition is not known and therefore we recomm... For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection c.1948 Langton-JAP 500cc Mk IV Speedway Racing MotorcycleFrame no. B3•Product of the legendry Eric Langton•1 of approximately 12 built•Found by Richard Forshaw in South Africa•Possibly ex-Fred van ZycEric Langton with his brother Oliver were involved with motorcycles from an early age, with Eric's first ride of a motorcycle at the age of 12 in 1919. He was enthusiastic about all branches of the sport from racing to trials, winning the Scott Trial over the Yorkshire moors in 1928 - a race against time with at least 15 sections. The previous year he had ridden to 12th place on his Sunbeam in the Senior TT in the Isle of Man. In 1928 Eric had his first sight of dirt track racing at the White City Stadium in Manchester. Both he and Oliver joined a practice day at nearby Belle Vue and were told that anyone who could complete four laps in 1.1/4 seconds would be invited to ride in the following Saturday's event. They both qualified and Eric with his 350cc Sunbeam decided to give it a go. He ended up riding speedway for twenty years. In those days Eric was an apprentice at Greenwood and Baltby - an engineering firm with outlets as diverse as turbines and general machines - working for £1.50 a week when riding successfully for five nights a week could result in £20. Eric's success over the years included Test Matches with the legendary Jack Parker and qualifying for the World Finals in 1935 and 1937-1939. Probably the highlight of his career was in 1932 winning the Star Championship, fore runner of the World Final, as well as the British Individual Championship in the same year. During the war with his skilled engineering background Eric worked at the Scott factory making petrol pumps for Rolls Royce Merlin engines. Eric retired from speedway in 1947 when he was forty moving to Australia in 1957 where, at the age of 89 in 1996, he was busy with his five vintage and veteran cars and eleven motorcycles. On his retirement from the track in 1947 he started a business making speedway frames. The first, the MK I, was based on a pre-war Excelsior pattern, a brazed lugged frame which proved popular with possibly as many a 50 being made. Then along came the Maxi. Max Grosskreutz returned after the war without any machines but what he wanted was a lightweight all welded luggless frame and he turned to Eric Langton to make it for him. This proved such a success that Eric reckons he made at least a hundred of them. It was this frame that became known as the Maxi.A Langton Mk III frame - another all welded luggless construction – was produced but not so many were made. Then there was the Mk IV. This is what Richard Forshaw found in South Africa. He wrote to Eric Langton in Australia in 1993 and Eric replied providing detailed information. Well into his 80s his memory was still formidable. The Mk IV was made 1948-1950 and only about twelve of them were constructed. The frame number indicating that it was one of the first. An identifying feature is the gusset welded behind the steering head. This was only on the very first frames because it was soon discovered that cracks could appear in the down tube where the gusset terminated. Without the gusset in all the later frames there were no more problems. Another early feature is the spring in the front fork. Once again this was used in only the first Mk IV frames, all later forks having springs within each fork leg. The countershaft is also an early pattern, later versions pivoted at the bottom with the top bolt adjustable in a slot. An interesting and unusual feature, the steering damper knob inscribed 'Eric Langton'. Eric never exported any frames but considered it possible that Ron Stringer, an Odsal, Bradford speedway rider could have taken one of the team bikes with him when he emigrated to Cape Town around 1955/6. Eric had supplied the Odsal team with Maxi frames. Another note in the accompanying file written by Doug Brodie suggests that this Langton was ex-Fred van Zyc but gives no further evidence. In their correspondence Eric mentions that he needed a head gasket for his 1923 Rolls Royce 20hp. Richard had to tell him that this is going to cost £125. Initially shocked by the cost, a little horse trading ensues with Eric receiving his gasket and Richard gaining wonderful Langton memorabilia, a test match jersey, finally identified as Eric's Team Captain jersey from the 1937 English Overseas 3rd Test held at New Cross. There is no record of the condition of this Mk IV Langton as acquired or of any restoration. Accompanied by the correspondence and copied relevant extracts from the press, the mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection c.1950 Kermond-Peamore JAP 500cc Speedway Racing MotorcycleEngine no. JOS/I 82477•Very rare example of the bespoke speedway machine of the early post war period•The Peamore frames were made in the post-war lightweight lugless fashion•Acquired from Percy Biggerstaff in 1989. Biggerstaff had bought the machine from Brands Bros in 1950.After the second world war there was a considerable revolution in the design of the speedway machine. The tracks were becoming slicker and there was a demand for the frames to be more adaptable and controllable in the bends. Leg trailing was now being regularly superseded by foot forward riding with raised handlebars replacing the earlier drop pattern. With the new style there was now no need for the knee hook which meant more weight saving. The ubiquitous JAP engine had been ruling the tracks since 1931 and there was still no sign of any serious opposition. As such there was even more concentration on frame design in the quest to gain an edge on any opposition. The pre-war style of frame with their heavy lugged construction and often low quality tubing was about to be swept away. In 1947 a wave of Australians arrived to introduce a new style of lightweight aircraft specification tubed frame. The names of Dave Hynes, Jack Kidd and George 'Huck' Fynn became established in building the new style frames with the ability to flex within the desired way and the frames could be tailored to suit a particular rider. During 1948 Hynes and Kidd were making frames for Mike Erskine who in turn started frame manufacturing under the Staride banner. Dave Hynes had been making frames before the war with Bill Rogers the first to race with one of them. A little later in Easter 1949 Vic Kermond arrived in England. Another Australian, Vic Kermond built custom made frames from his Sydney workshop. In England with his name initially linked as engineer at Oxford and Ashfield, Vic settled in Exeter renting the Peamore Garage at nearby Alphington in 1950. The Peamore frames made in the new lightweight lugless fashion with a signature small curved tube behind the headstock providing a forward mounting for the fuel tank. Another unusual feature is the oil tank nestling below the fuel tank mounted on the front down tube. Not all models were like this sometimes the oil tank was mounted in the traditional place on the rear guard. This Peamore was acquired from Percy Biggerstaff in 1989 not quite complete with the handlebars, exhaust and rear guard missing. Biggerstaff had bought the machine from Brands Bros in 1950 where it had been left by an Australian rider to have the wheels rebuilt. The Australian returned home never to be seen again. Unfortunately his name is not known. Brands Bros was an established motorcycle business in Kilburn north London founded by Phillip Brands around 1914. Phillip's two sons, Reg and Cecil (Kelly) became successful speedway riders from the early days with Douglas and then Rudge and finally JAP machines. Riding for West Ham and Wembley, Reg was selected for the English side against Australia in the 1931 series of Test Matches at Wembley. With this particular involvement in speedway it can be seen how the Peamore arrived at the Kilburn shop. Perhaps Richard Forshaw's persistent letters to Percy Biggerstaff were finally successful in securing the missing original, parts but this is not known for certain. This Kermond-Peamore is a very rare example of the bespoke speedway machine of the early post war period. Accompanied with correspondence, photographs, speedway adverts and an account of the Brands Bros. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection c.1956 F.I.S. Speedway Racing MotorcycleFrame no. X27Engine no. SZ-014-56•The only speedway machine produced in Poland•The engine directly plagiarised from the JAP engine•Joined the Forshaw Collection in 1991The F.I.S. is probably the only speedway machine produced in Poland. As a part of the USSR – and with the constrictions of communism importing machines from the West - if not impossible it was certainly fraught with difficulties and complications imposed by bureaucratic red tape. Until the Poles could acquire Jawas from Czechoslovakia, another Soviet state, they had no realistic option but to build their own machines. The acronym F.I.S. came from the creators, Tadeusz Fedki and Romudd Izewski taking the 'S' from their local track known these days as Stal Rzwszow. The first machine was wheeled out in 1954 impressing those who had gathered to witness the inaugural run. It was immediately obvious that the engine was directly plagiarised from the Prestwich JAP the only minimal difference was that it was built to the metric system and the only outward sign of deviation were the hairpin valve springs. Some of the later frames were also copper plated which was rather unusual. The F.I.S. became the number one choice in Poland particularly after Edward Kupczyndki rode it successfully in a First Division League Match at Wroclow later breaking the lap record at Rzeszow. Whilst private enterprise was not encouraged at this time production of the F.I.S. was taken up by PZL in Rzeszow - a division of Pratt and Whitney which had originally been established in Poland in 1937. Volume production began in 1955. A more powerful Mk II appeared in 1958, the frame influenced more on the lines of Rotrax. There is no doubt that the F.I.S. was instrumental in establishing speedway in Poland with further endorsement of the F.I.S. coming when Mieczyslaw (Mike) Polukard became the first Eastern European to qualify for a World Final in 1959 finishing 12th in a strong field. Having been imported the previous year in a very complete and original condition, this F.I.S. joined the Forshaw Collection in 1991 via a contact through Barry Briggs. It would appear to be one of the very first Mk I F.I.S. machines. Accompanied with photographs, correspondence and copied F/I.S. images, the mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection c.1975 Jawa Model 890/1 Speedway Racing MotorcycleFrame no. N-2360Engine no. 10559Jawa produced the two valve 890 machine until the later 1970s when they had no alternative but to develop a four valve version to meet the challenge of Weslake who had moved the goal posts by introducing their four valve engine in 1975. Ivan Mauger won his first world title in 1968 with Jawa and remained faithful to the marque for 13 years before finally changing to Weslake. Despite all their success Jawa took some time to become fully universal and widespread in the sport. JAP remained all too visible for a long time well into the later 1970s particularly with the up and coming teams. An oil in frame model, this Jawa 890/1 still retains its banana seat and is later than Lot 528. It is not known when it was acquired for the collection but it is a well presented restored example. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection c.1976 Rotrax-JAP Mk II Speedway Racing MotorcycleEngine no. 84S 76403B•Design notably influenced by Jawa with the curved rear frame•Has the later 84S engine with the stub fitting 932 concentric Amal carburettorRotrax was formed by Bill Harvell, an Olympic bronze medal cyclist, producing bicycles until the company was taken over by Freddie Prince in 1945. The first Mk I speedway frame was marketed from 1951. The influence for this came from the Australian Dave Hynes, who had arrived in England in 1947 setting up a workshop in Birmingham where with limited premises he started to build speedway frames with his own innovative ideas for the post war slicker tracks, with its wide upswept handlebars fitted to the front of the forks encouraging the rider to move further forward for the now more generally accepted foot forward riding style. Hynes is one of the most influential frame makers but his business acumen was not quite so successful. Despite leading riders using his frames and with the endorsement of the formidable Graham Warren declaring that he would never ride anything else, Hynes decided to move south to Southampton to work for Mike Erskine. This was when both the Erskine Staride and Rotrax benefitted from the influence of Dave Hynes. From 1951 Alec Jackson acquired the manufacturing rights from Prestwich to take over the JAP speedway engine and at around the same time he gained the concession to market the Rotrax. This arrangement lasted until 1967 when George Greenwood took over from Alec Jackson. It was two years later in 1969 when the Mk II Rotrax was announced, now notably influenced by Jawa with the curved rear frame that was soon to be adopted by everyone. This Mk II Rotrax has the later 84S engine with the stub fitting 932 concentric Amal carburettor. There is no record as to when this machine was acquired for the collection but on file there is a page from Speedway Star dated 2nd June 1973 with an advert which has been highlighted for a MK II Rotrax minus engine, possibly referring to this machine.The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection c.1986 Scorpio GM Speedway Racing MotorcycleFrame no. 106Engine no. 87232 SL THR•Formerly the property of Mike Yeates•Ridden by him during his captaincy of the Poole Pirates team•Believed to be the last machine he used before retirement in 1987•Powered by a 1986 GM LT engineSpeedway has always attracted innovative frame builders and through the long history there is a record of at least one hundred and seventy frame makers not including all the one-offs. This Scorpio was owned by Martin Yeates, captain of Poole Pirates speedway in 1987. Yeates had ridden for the Weymouth and Oxford teams winning the Northern League Pairs Championship in 1982 and 1983. In 1984 he was the first National League rider to reach the Overseas Final round of the Speedway World Championship. Retiring at the end of the 1987 season he later became manager and co-promoter of the Swindon Robins. This Scorpio GM is believed to have been Martin Yeates machine and ridden by him during his captaincy of the Poole Pirates team and the last machine he used before retirement in 1987. The engine appears to be a GM LT from 1986 - a development introduced that year, the engine now with an internal oil pump now capable of 10,000 rpm. Since 1983 when Egon Muller was the first to win a World Final with a GM this Italian engine has won more than forty World Finals and Long Track Championships. Giuseppie Marzotto was an established speedway rider winning Italian championships on five occasions. He rode in Germany, Argentina and New Zealand and in 1976 he was riding with Wolverhampton in the British League. He had always ridden under the name of Charlie Brown from the days when he tried to hide his racing activities from his parents. In the late 1970s he started to develop his own engine and by May 1979 prototypes were under test. The GM engine impressed the famed engine builder and tuner, Otto Lantenhamme who became the first distributor. In May 1983 Ottovino Righettom was due to be the first to use a GM in British speedway at Eastbourne but it was certainly in 1983 that Trevor Hedge, former World Finalist, persuaded Dave Jessup to ride it. Slowly the engine began to gain interest. The defining moment was when later in 1983 Egon Muller won the World Final and the following year in 1984 Eric Gundersen won both the Speedway World Final and the World Long Track Championship. Despite this it was some while before world domination because the early engines although powerful were subject to blow up. It was really the 'laydown' era that bought GM to dominance, Marzotto being enthralled by the concept. There is no record of when this Scorpio joined the collection, but it is certainly a very well presented speedway machine. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection PJ GM Laydown Speedway Racing MotorcycleFrame no. 1504 PJ LDEngine no. 8590•Historically the culmination of The Forshaw Collection and the only 'laydown' in the collection•Rare example of a highly sort after machineThis Peter Jarvis 'laydown' machine is historically the culmination of The Forshaw Collection. An illustration of the laydown future and an introduction to the world of speedway today. It could be argued that the Douglas machine of 1928 was the first laydown with it flat twin engine nearly 50 years ahead of the laydown future. This initial if short lived overwhelming success of the Douglas was the proof of the concept. Unfortunately as a fore and aft flat twin engine the wheelbase was much too long also resulting in unnecessary extra weight. Other early attempts at a flat or laydown arrangement were notably made by McEvoy, the first to produce a flat single for the dirt track and very much later by George Wallis who inclined a JAP engine in 1948. The concept of horizontal engines in racing are well known particularly the very successful Moto Guzzis. Even Norton flirted with the idea in the 1950s but discarded it before it ever reached the track reverting to the trusted but out-dated Manx models. With hesitancy to use laydown engines in speedway it was not until 1974 that Barry Biggs and Martin Ashby appeared at the Brandon Stadium with a strange device, the well-known Jawa engine sitting nearly flat in the frame. So far as handling was concerned it was a revelation but with the engine designed to be vertical but now horizontal there were problems to be solved. Engine balance had to be drastically revised and the carburation was terrible. The vibration was so appalling that Ashby reported on that inaugural test that the handlebars, 'felt about a foot in diameter'. The concept of mounting the engine as low as possible to spread the mass led to vastly more grip and acceleration as well as being faster through the bends. However, the apparent potential phenomenon took a long time to be understood before the problems could be solved. It was another 10 years in 1986 before Barry Briggs continued to persevere with the problem although others had tried it out as well. Briggs discussed it with the renowned Alf Hagon who immediately appreciated the concept and started experiments himself. As Martin Hagon, Alf's son, has said the two problems were engine balance and carburation. The former was soon solved, and carburation was improved with a Wal Phillips fuel injector. Not an injector at all but more of a straight tube with no need for a float chamber - fine with methanol and with no concern for fuel economy. It was in Long Track racing where the problems with the laydown engine were finally laid to rest and eventually this filtered through to speedway. There was a lot of resistance to the engine particularly in British speedway where the engines were actually banned in 1995. But with Hans Nielson winning his fourth world title that year with a laydown Jawa the immense pressure for change became an unbearable force, an incoming tide that was not to be stopped. Laydown engines flooded British speedway. Jawa had mastered the problems overwhelming GM for a time but eventually GM took control and from 2007 they have dominated the sport with Jawa and others struggling to make an appearance. This Peter Jarvis machine with its GM engine is both a reminder and a document of the new world. Peter Jarvis had been a notable cycle frame maker before he made his first speedway frames from 1977. His earlier experience with ultra-lightweight frame making stood him in good stead. Jarvis speedway frames are highly sort after, and this PJ is a very rare example. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1928 Sunbeam 493cc Dirt-Track Racing MotorcycleRegistration no. not registeredFrame no. none visibleEngine no. D.T.113.EXThe introduction of dirt-track, or speedway, racing into Britain in the late 1920s prompted many manufacturers to jump on the bandwagon with purpose-built machines. Douglas and Rudge dominated speedway's formative years in the UK, before the arrival of the 'Speedway JAP' engine in 1930 ushered in a period of dominance that would last until the 1960s.Sunbeam's dirt-track racer was listed and illustrated in the 1930 catalogue only and was not considered a success. It is also pictured on page 118 of The Sunbeam Motorcycle by Robert Cordon Champ with text on page 125, and in both versions of The Illustrated History of Sunbeam Bicycles and Motorcycles by the same author. It may well be that only two or three were made since when tested the model did not come up to expectations. Sunbeam experimental or pre-production frames were stamped 'EX', like the engines, often without a number and usually on the steering head; however, so far it has not proved possible to locate such a stamping on this machine. The Sunbeam was imported from Austria some years ago and subsequently purchased by the current vendor, who then carried out a full restoration. There are no documents with this Lot.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

From the estate of the late 'Rocket' George Wander 1938 BSA 499cc JM24 Gold StarRegistration no. CMJ 159 Frame no. JM24.102Engine no. JM24.102•Oldest surviving matching numbers Gold Star•Offered from the estate of the world's leading BSA M24 expert•Wonderful original patina, but used regularly•22 years in the current ownershipAs the writer of this catalogue entry, I would like to say that the late George Wander was a very good friend of mine, and he is greatly missed. Widely known as Rocket George, he was THE world authority on BSA's pre-war M24 Gold Stars. Indeed, his website www.bsa-m24.co.uk remains the best and most accessible source of information regarding these fabulous machines. George's most cherished motorcycles were his Rocket III (Lot 538) which he had owned for 45 years, and this 1938 JM24 which he bought in 'our' Brooks auction at Stafford in April 2000. It is the second Gold Star ever manufactured by BSA, and the oldest surviving matching numbers example.It is well documented that Wal Handley, one of the star riders of the inter war period, came out of retirement in June 1937 and rode a factory entered and tuned BSA Empire Star to victory at Brooklands with a fastest lap of 107.57 mph. He therefore won a coveted Brooklands Gold Star which was awarded for laps of over 100 mph. BSA were very soon to announce their new top of the range sports machine, and as they already had a tradition of 'Star' model names such as Blue Star, and Empire Star, the new M24 was appropriately named the Gold Star. It was based closely on the existing Empire Star model, but differences included: a lighter frame in Reynolds 531 high tensile tube, an all alloy engine, a petrol tank with integral toolbox, a ribbed rear brake drum, TT carburettor, and a gearbox shell in 'Electron' (this was unique to the 1938 models, BSA switched to aluminium for 1939).George was not just a collector – he rode all his machines, and this one had its legs stretched on regular occasions. An accomplished restorer, he went to great pains to preserve this machine's precious original finish while ensuring that all its mechanical aspects worked as they should. In George's own words (written at a date unknown): 'It left the BSA factory with nine others on 17.12.1937 and was delivered to Imperial Motors in Bedford, where it was displayed until registered in May 1939. Nothing is known of the bikes history until December 1947 when it was acquired by a Mr George Lockwood of Bedford, who may well have bought it from Imperial Motors where it would have remained during the war years. He sold it in July 1948 to a Mr Joseph Ford of Stony Stratford, Bucks and it was next sold on to Mr Gilbert Ball of Cheltenham in March 1949. (I have a copy of the original advertisement in 'The Motorcycle' dated 10.3.49, which describes the bike as being in 'as new' condition). Mr Ball owned the bike until June 1961 when it was sold to a Mr James Hehir. From 1962 until 1994 it lay unused in a shed in Gloucestershire, where it was discovered by the family of the last known owner, a Mr Tony Price. His sons Rob & Dexter Price, both ex TT & Manx GP riders, recommissioned the bike in 1996, and it was ridden again for the first time in 34 years at the Silverstone Classic Motorcycle Festival, and displayed on the BSA Gold Star Owners Club Stand. The bike saw little use after that until I acquired it in April 2000. I carried out a thorough mechanical and electrical overhaul, after which I have used it regularly on the road. It has appeared every year since 2001 at the Coupes Moto Legende at Montlhery and Dijon and on two occasions at Cadwell Park at the Beezumph Rally. It remains 100% original and unrestored, and, in my opinion, is the finest and most interesting of the 30 or so M24 Gold Stars still in existence around the world.'CMJ 159 is accompanied by a notebook, multiple invoices, current and old style V5Cs, photocopies of period magazine articles, correspondence from the previous owner with our own Malcolm Barber as well as the Gold Star Owners club, and the Brooks invoice dated 16.4.2000 which is made out to George's great friend, the late Dr George Cohen, who had bought it on his behalf. No keys are supplied. The engine oil is believed to have been drained and some recommissioning is recommended following a period of inactivity. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. This is a truly unique opportunity to acquire the oldest surviving matching numbers BSA Gold Star in wonderfully original condition.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1925 Raleigh 799cc Model 12Registration no. KM 189Frame no. 1654Engine no. V1644•Rare Raleigh twin-cylinder model•An older restoration offered for re-restoration•Comes with a spare Raleigh v-twin engineBritain's best-known and longest-lived bicycle maker, Raleigh also manufactured motorcycles from circa 1902 to 1905, and again from 1919 to 1933. More recently, the Nottingham company offered a range of mopeds plus a scooter in the late 1950s/1960s. Raleigh's first powered two-wheeler looked very much like the contemporary Werner, carrying its engine in front of the steering head with drive being transmitted via belt to a large diameter pulley clipped to the spokes of the front wheel. Already obsolete, that first Raleigh was soon superseded by a range of more conventional machines, the first of which appeared at the 1903 Motor Cycle Show. Sales must have been disappointing though, for only two years later Raleigh announced its complete withdrawal from the motorcycle market. The firm was back immediately after The Great War with a horizontally-opposed inline twin of advanced design, and during the 1920s the Raleigh range would expand to include machines of a wide variety of capacities and types, ranging from a 175cc unitary construction lightweight to a hefty 998cc v-twin. In 1924 the horizontal twin was replaced by a new 799cc v-twin, which was available as a solo (Model 12) or motorcycle combination (Models 13 and 14). Rated at 7hp for taxation purposes, the sidevalve engine was of Raleigh's own design and manufacture. The new v-twin featured all-chain drive via a Sturmey Archer three-speed gearbox, Brampton Biflex forks, dummy belt rim front brake and a 7' drum brake at the rear. A compact design meant that wheelbase ended up only 2' longer than that of the contemporary 350 single, making the twin a pleasant machine to ride in solo trim. This example of a rare British v-twin was purchased by the private vendor's father sometime before 1970, from a Kent-based dealer who had secured this and various other motorcycles from Chatham docks where they had been laid up by WW2 servicemen. We are advised the motorcycle has benefited from a replacement Alpha big-end bearing (at date unknown). An older restoration offered for re-restoration, the machine comes with a semi-dismantled Raleigh v-twin engine (numbered 'V1511') and a V5C Registration Certificate.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1924 Triumph 550cc SDRegistration no. KM 8169Frame no. 340231Engine no. 101461 (see text)Triumph's 3½hp model had first appeared in 1907. Originally of 453cc, its sidevalve engine was enlarged to 476cc in 1908 and finally to 499cc in 1910 before being superseded by the 550cc 4hp model in 1914. Equipped with three-speed Sturmey-Archer gearbox, it was this revised 4hp - the Model H - that did such sterling service in WWI, some 30,000 'Trusty Triumphs' seeing action with British and Allied forces. Updated with chain final drive for 1920, it became known as the 'SD' (Spring Drive) because of its clutch-mounted, coil-spring shock absorber, and formed the basis of the later four-valve Ricardo model.This Triumph SD was purchased in the late 1930s from the original owner by the vendor's father, who used it with a box sidecar for his trade. The machine benefits from a replacement fuel tank (fitted at date unknown) and appears to require only relatively light restoration. No dynamo is present. The machine is offered with a V5C Registration Certificate, and it should be noted that although the V5C lists the date of registration as 1926, it is believed that the frame and engine both date from late 1924. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1947 Harley-Davidson 1,200cc EL 'Knucklehead'Registration no. 289 YUNFrame no. 47EL 3325Engine no. 47EL 3325•Iconic American v-twin•Restored in the USA in 2000 by Carl's Cycle Supply•Present ownership since 2012•Fewer than 560 miles since restorationWithout question one of the most handsome and readily recognisable motorcycle power units of all time, the Harley-Davidson 61ci (1,000cc) overhead-valve v-twin - known as the 'Knucklehead' after its distinctively shaped rocker boxes - arrived powering a stylish all-new motorcycle in 1936. A twin-loop frame was deemed necessary to handle the increased power (37bhp in 'E' and 40bhp in high-compression 'EL' forms) while the front suspension too was beefed up, the forks switching to oval tubing in place of the previous forged I-beams. Teething problems associated with the earliest examples had been sorted out by 1937 and the Milwaukee factory quickly set about establishing the EL's performance credentials, Joe Petrali setting a new speed record of 136mph at Daytona Beach on March of that year while Fred Ham later averaged 76mph for 24 hours at Murco Dry Lake in California to set a new best mark. Progressively improved, the OHV Harley became available in 1,200cc (FL) form from 1941, remaining a cornerstone of the Milwaukee range in 'Panhead' and later 'Shovelhead' versions until superseded by the Evolution-engined bikes in the 1980s. This beautiful Knucklehead was restored in 2000 by Carl and Matt Olsen of Carl's Cycle Supply, who brokered its sale to the current vendor in 2012. At that time the machine went back to their shop for wiring updates to the best factory specifications (Carl is an AMCA judge). The Harley is all 'Milwaukee metal' apart from the usual restoration items: tank badges, exhaust system, etc. The engine has been rebuilt to 1,200cc FL specification and the transmission converted from three-speeds-plus-reverse (a sidecar was fitted previously) to conventional four-speed specification. Fewer than 560 miles have been covered since 2000 and only 10 while in the vendor's ownership. The Harley was last run in 2021 and only relatively mild re-commissioning should be required before returning it to the road. Accompanying documentation includes a South Dakota Certificate of Title, the 2012 purchase receipt, a dating certificate, and a V5C Registration Certificate. An upgraded competition clutch from Carl's Cycle Supply is included in the sale together with an installation guide. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The ex- H J 'Bert' Bacon, Edmond 'Boy' Tubb, Brooklands 'Gold Star'-winning 1929 Grindlay-Peerless 498cc Brooklands 'Hundred Model' (Lacey Replica)Frame no. B1124 Engine no. JOR/S 45521•Documented history from new•77 years in the Tubb family's possession•Restored in the 1970s•Widely displayed and demonstrated•Present ownership since 2012Competition success has been recognised as an ideal means of promotion since motorcycling's earliest days, but during the Vintage years in particular the breaking of speed records was reckoned as good a means of securing valuable publicity as victories gained on the racetrack. The most coveted prize was the One-Hour record, and once the 90-mile mark had been reached, all efforts were directed towards exceeding the magic 'ton' for 60 minutes. Claude Temple was the first man to do so, averaging almost 102mph at Montlhéry in 1925 on his 996cc OEC-Temple-JAP, and then the following year Norton-mounted Bert Denly achieved the feat on a '500' for the first time, again at the French track. To stimulate competition on home ground, The Motor Cycle magazine offered a silver trophy for the first successful attempt on British soil. That, of course, meant Brooklands, and on 1st August 1928, C W G 'Bill' Lacey, already a formidable competitor at the Weybridge track, wheeled out his immaculate Grindlay-Peerless and raised the record to 103.3mph, lapping at over 105mph in the process and taking the 750cc and 1000cc records into the bargain!Although ostensibly a Grindlay-Peerless, the record bike featured a nickel-plated frame constructed by Lacey and was powered by a twin-port JAP racing engine heavily reconfigured with Lacey's own cams and rocker gear. Grindlay-Peerless lost no time in bringing out a replica of Lacey's machine: the Brooklands '100 Model', a solitary example of which was exhibited at the Motor Cycle Show in November 1928. Like the record bike, the production version was also constructed by Lacey, the difference being the brazed-on tank support (instead of clamped). Priced at £90, the '100 Model', though different in detail, was essentially the same as Lacey's original, right down to its distinctive nickel-plated frame and cycle parts. However, the replica was not capable of the 100mph lap guaranteed by the factory. The job of fettling the bikes and tweaking the twin-port JAP engine to Lacey's specification fell to his assistant Wal Phillips, whereupon each was tested by Lacey at 100mph-plus and issued with a certificate. Two were sold complete with an extra Lacey 'sprint' fuel tank.However, lacking the resources of larger rivals and perhaps over-estimating the demand for such a specialised piece of racing equipment, Grindlay-Peerless sold only a handful, believed to be no more than five or six machines. Only two of these are known to survive: the one first owned by Brooklands and Manx Grand Prix competitor J D Potts (sold by Bonhams at Stafford in April 2001 and again in April 2018) and that offered here, which belonged to prominent VMCC member, the late Edmond Joseph 'Boy' Tubb, who won his Brooklands 'Gold Star' aboard the Grindlay. This '100 Model' was originally purchased by H J 'Bert' Bacon, a Brooklands habitué and Gold Star holder (1932), who raced it at Brooklands from 1929 to 1932. 'Numbered among the top flight of Brooklands riders', A L Loweth, who worked for Bert's friend Pat Driscoll and gained his Gold Star (500cc) in 1929, continued racing the bike at Brooklands during 1932 until it was purchased towards the end of that year by A J McClure, who continue to race it in 1932 and 1933.Edmond James 'Boy' Tubb's interest in motorcycle racing started at an early age (his family owned the well-known Middleton Garage at Bognor Regis). The Grindlay-Peerless with its predictable handling and 'Gold Star'-winning speed was a natural choice, and in November 1935 Tubb purchased McClure's '100 Model' for £30. Initial testing at Brooklands in April 1936 proved unsatisfactory, Tubb having lapped at 'only' 88mph. E C E 'Barry' Baragwanath, a Brooklands legend, multiple record holder and close friend of Bill Lacey, offered to help improve the performance and in May 1936 the engine was sent to Baragwanath's Tottenham workshop. Baragwanath fitted a longer con-rod (raising the cylinder barrel appropriately), swapped the twin-port cylinder head for a single-port 'Speedway' version, and installed cams developed by Bert Le Vack. The cost was £12 10s.Soon after, on 23rd May 1936, Tubb entered the Brooklands Second BMCRC Meeting; however, he experienced a severe 'tank slapper' and retired. Baragwanath was at hand, and after the fork dampers had been screwed down hard, the Grindlay exhibited the superior handling for which it was famous. On his third event after the re-tune, Tubb proceeded to lap at 102mph, gaining the coveted Gold Star for a lap over 100mph in a BMCRC race. In his next event, the gearbox was damaged and repaired by Baragwanath. A month or so later, on 18th June 1936, Francis Beart set an unbeaten record of 6.66sec on the famous Brooklands Test Hill with Lacey's old Grindlay-Peerless record-breaker, launching himself into the air and landing twenty yards on in the process!1937 was a good year for Tubb and the Grindlay. In the numerous events entered, Tubb was placed in most all of them, gradually building confidence and achieving increasing speeds culminating in his fastest lap of 105.74mph. This while achieving 4th place from scratch against twice TT-winner Walter Handley, who was given a six seconds start. Later that year, Tubb was unlucky in the Hutchinson 100, retiring after only seven laps with a broken crank-pin and cracked crankcase, which meant another rebuild by Baragwanath. A few weeks later, Tubb was back at Brooklands racing and sprinting. He achieved his best-ever Brooklands lap on 30th June 1937 at over 105mph (see letter on file appended by Brooklands' official timekeeper, A V 'Ebby' Ebblewhite). Also on file is a fascinating article from the Brooklands Society Gazette (2005) in which 'Boy' Tubb evocatively recalls his racing exploits. Perhaps not noticing the gathering clouds of war, Tubb returned to Brooklands in the spring of 1938 with continued vigour, regularly lapping at 104mph and scoring more podium places; that year's Hutchinson was given a miss, though Tubb was there on that October day competing in other events. Escalating racing costs and saving for a ride in the 1939 TT meant that the last year of Brooklands racing saw little of Boy Tubb and his Grindlay. Tub spent the war in the Army but as soon as the British Motor Cycle Racing Club was re-formed in March 1947, Tubb rejoined as member No.20. At the celebratory supper at the Talbot Restaurant in London EC2 Tubb no doubt rekindled pre-war friendships with Baragwanath, Lacey, Bacon and Pat Driscoll. Ravished by war, Brooklands had closed, but hopes were still high that the home of British racing would reopen and activities resume. In 1947 there was not much one could do with an Outer Circuit bike running on exotic fuels but Tubb found the solution in the Brighton Speed Trials where he gave good account of himself with a time of 34.72sec.Tubb continued to attend the handful of post-war events both as a spectator and marshal, and occasionally stretched the Grindlay's legs. 1949 saw Tubb compete in the North East London MCC's Trent Park Speed Trials, which he did again in 1950 and 1951. He also attended the early Goodwood meetings. The 1952 Brighton Speed Trials were to be Tubb's last competitive entry with his Grindlay.When the Montagu Motor Museum opened in 1952, the Grindlay found a temporary home at Beaulieu while venturing out yearly for the Brooklands reunion and other events. But it was soon back at Tubb's Bognor Regis home where in 1960 it w... For further information on this lot please visit Bonhams.com

1931 Montgomery-JAP 490cc Greyhound TT ModelRegistration no. JO 2449Frame no. 4063 (see text)Engine no. KO/Y23699/S/F•Rare model from a relatively obscure make•Restored in the 2000s•Not started since restoration'These Montgomery machines are for the men who prefer a distinctive mount in appearance and performance. That extra degree of soundness – those little touches which distinguish the 'super' machine from the mere motor cycle, come naturally to the Montgomery and at a price that is amazingly low.' – Montgomery advertisement. Bury St Edmunds-based Montgomery diversified after WWI, extending its line-up to encompass a 147cc two-stroke at the more affordable end of the range while offering a mighty 996cc v-twin at the other. In 1931 Montgomery expanded its line-up with the introduction of the Greyhound range, these being sports versions of existing models in varying engine capacities. The sporting Greyhounds continued to be part of the range until production of Montgomery motorcycles ceased with the outbreak of WW2. Today Montgomery is best remembered for its 8-valve Anzani-engined v-twin: one of the Vintage era's first 'superbikes' and a worthy rival to the Brough Superior SS100.One of the rarer TT Models, this matching-numbers Montgomery Greyhound had already been restored when it was purchased by the vendor in 2018 (during the restoration the handlebars, tank, exhaust pipes and mudguards had been replaced using the original unusable parts as patterns). Since acquisition the machine has been kept a heated garage with various other cars and motorcycles but has not been started. Among accompanying documents is a letter from previous owner Mr J Reid outlining its history.The Montgomery had been found in Kyle on the West Coast of Scotland by a Mr C Buchan of Aberdeen in the mid-to-late 1970s and purchased from the then owner. In 1987 Mr Buchan decided to sell the (now dismantled) machine to Mr Reid, who commenced its restoration in the 1990s and finished it in early 2009. In June 2009 the Montgomery was on static display at the Fraserburgh annual Vintage car rally where it won 'The Best Restored Bike' award. In March 2010 the machine was placed on display for the 2010 season at The Grampian Transport Museum in Alford. Mr Reid did not attempt to start the machine, which has not run since the restoration's completion. It appears the last time the Montgomery was licensed for the road was 1955 ('JO' is an Oxford registration issued between June 1930 and April 1934). Among other documentation, the substantial history file contains 'as found' images from the 1970s; an old-style buff logbook; and a V5C Registration Certificate. It should be noted that the frame number is heavily over-painted and indiscernible. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1906 Peugeot Frères 5hpRegistration no. JAS 793Frame no. 11559Engine no. 16943•Pioneer motorcycle from one of the European industry's founding manufacturers•Formerly part of the Ernst Wouters collection in Belgium•An older restorationOne of the pioneering firms of the French motorcycle industry, Peugeot followed the familiar progression, first adding proprietary clip-on engines to its bicycles before building complete machines of its own manufacture. The first Peugeot was manufactured in 1882; at this time the firm was known as Peugeot Frères, but as more family members joined, changed its name to Les Fils de Peugeot Frères. Dating from its manufacturer's 'Peugeot Frères' period, this 5hp Peugeot v-twin once formed part of the collection of Ernest Wouters. Wouters' was one of the finest collections of early motorcycles and bicycles in original, untouched condition and was housed in the Bicycle and Motorcycle Museum, 'La Petite Reine', situated at Falmignoul in the Belgian Ardennes. The collection comprised some 60 early motorcycles, including tricycles and forecars, and 300-or-so bicycles. Due to its founder's illness, the museum was liquidated circa 1985 and all exhibits sold to other collectors, including this Peugeot's previous owner, noted collector Brian Moore, who purchased the machine directly from the museum and restored it, sparing no effort to make this one of their finest restorations ever. The machine has the optional Truffault front fork and Bosch magneto, while another useful 'extra' is the NSU-patent two-speed epicyclic gear with crankshaft-mounted clutch, top gear being direct drive. The handlebars carry Bowden-type levers (that operate the two Garrier-type rear-wheel brakes) a beautiful twisted bulb horn and leather case for spare inner tube. Lighting is by Riemann self-contained acetylene headlamp, while the leather Brooks-type saddle bears the 'Peugeot Frères' logo. The machine was ridden in several rallies, including the Dutch Horsepower Run and other pre-1915 events on the Continent. The immediately preceding owner, a Peter Sanders of Putney, London, purchased the Peugeot at Bonhams' Olympia sale in December 2002 (Lot 233). Now offered from the collection of noted collector, the late Ken Senior, the machine has not been used for some time and would respond well to detailing and recommissioning or restoration to a greater or lesser extent. Accompanying documentation includes an expired MoT (2004); an old-style V5 registration document; starting/operating instructions; and a quantity of marque-related literature. A truly beautiful specimen of an early Pioneer motorcycle from one of the European industry's founding manufacturers. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1938 Vincent HRD 498cc Series-A Comet Registration no. EVU 557Frame no. D1499 Rear Frame no. D1499Engine no. C846 Crankcase Mating no. 40 / 40• Rare Series A• Engraved signature to engine by Phil Irving• Matching numbers machine• Owned since 1972In 1927, HRD was placed in voluntary liquidation by its founder, Howard Davies. It was acquired by young engineer Philip Vincent, with financial backing from his father. Unimpressed by the standard of 'bought-in' engines, Vincent and fellow engineer Phil Irving designed their own engine for 1934, incorporating their high-camshaft layout. Initial models with this engine were the Meteor and Comet, later variations being the Comet Special and the TT model. The Rapide twin was to follow in 1936, but production lasted only until war broke out in 1939.The vendor purchased EVU 557 in his native USA in 1972, when it was in a poor state. It had originally been registered in the UK, and probably travelled to USA in the late 1960s, as evidenced by the continuation duplicate RF60 on file, which shows that the bike resided in the Cheshire and Chester areas during the late 50s and early 60s, being last taxed in 1963. When acquired, the bike was in poor condition, necessitating renovation / restoration by the owner, which he completed in approximately two years. Thereafter, the Comet was used by him regularly for touring in USA and Canada, for club rallies and events. The vendor was friendly with one of the brains behind Vincent, Phil Irving, who would visit the vendor in Washington State on regular occasions with his wife, Edith. On one of the visits in 1983, Irving decided that he should sign the vendor's Comet, having been responsible for its existence, and this he duly did with an engraving pen on the Comet's timing chest. The signature is still evident, and the event was recorded on a photograph (see photos).The bike was in regular use until the owner moved to the UK in 2018. It was shipped to the UK, and reallocated its original Manchester registration mark. Unfortunately, the vendor has some health problems which have curtailed his riding career, hence the sale of his much-loved machine. Running and working well when last in use, EVU should need only light re-commissioning prior to use by a new custodian. The Comet is running on Castor engine oil, and a quantity of the lubricant comes with the bike, along with assorted spare parts.The history file includes photocopies of the Engine Specification Sheet and Works Order Form, which detail that this Comet was originally equipped with Amal carburettor, Miller magdyno, TT bars, and Dunlop saddle. It still has the original engine, upper frame, and rear frame. The gearbox number was not recorded. Other documentation accompanying EVU 557 includes a current V5C, the aforementioned duplicate continuation RF60 log book, US Title document, and miscellaneous papers. It is presently declared SORN.Key not requiredFootnotes:Please click the link to view a video of this lot: click hereAll lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1950 Vincent 498cc Series-C CometRegistration no. MKP 68Frame no. RC/1/5941 Rear Frame No. RC/1/5941Engine no. F5AB/2A/4602 (see text) Crankcase Mating No. 95K / 95K•Present family ownership since 1964•Off the road in dry storage for many years•Rebuilt from parts in 2004•Last run in 2019Unlike in pre-war days, when the first (Series-A) Vincent-HRD v-twin had been created by - in effect - combining two of the existing singles, post-WW2 Vincent's approach was reversed, with the Series-B twin appearing first, in 1946, and the single-cylinder version in 1948. The latter was offered in two forms initially: Series-B Meteor and Series-C Comet. Apart from its Burman gearbox and 'missing' cylinder, the Comet followed Series-C twin lines, featuring the newly introduced Girdraulic front fork and hydraulic dampers at front and rear, while the Meteor retained the old Brampton girders. The Meteor was soon dropped but the Comet continued in production until 1954, offering the same degree of refinement as its bigger brother, albeit with reduced performance. Even so, the Comet combined a 90mph potential with excellent fuel economy, and was the ideal touring mount for the discerning rider who placed civility of manners and quality of construction above outright performance. An expensive machine to produce, the Comet did not sell as well as its maker had hoped and was dropped when the Series-D range was introduced. First registered in May 1950, this Comet was acquired by the vendor's father in 1964, incomplete and with no paperwork, from a scrap merchant for £2. It was to provide some spares for the owner's Vincent Rapide. After using some parts for the Rapide, others were given away and the remains put under the bench and forgotten. In 2003, it was decided to try and recreate the Comet from the parts that had survived 40 years of neglect (photograph on file). Thanks to fellow VOC members, the VOC Spares Co, and Vinparts, all the missing parts were assembled in 2004. Fortunately, the original registration number was recovered with the help of the VOC.The paintwork is mostly original and the bike is deliberately in 'oily rag' condition, while the electrics have been converted to 12V (original Miller dynamo with bike). The centre stand is not an original fitting but is said make life so much easier. The rear numberplate came from an Argentinean Vincent! After some initial problems with a supposedly rebuilt bottom end, the Comet ran well, covering 10,000 miles over the next eight years. The Vincent last ran in 2019. The machine comes with a good file of history to include restoration photographs and bills; owner's journal of the restoration; riding logbook; VOC Certificate of Authenticity; a quantity of expired MoTs; SORN paperwork; and old/current V5C documents. Re-commissioning will be required before returning the machine to the road. It should be noted the engine fitted is not the original and featured part of another 1950 Comet despatched to Williams of Cheltenham. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1955 Vincent 998cc Series-D Black KnightRegistration no. XWL 245Frame no. RD12715/F Rear Frame No. RD12715/FEngine no. F10AB/2B/10815 Crankcase mating no. G98V / G98V•One of the rarest of post-war Vincents•Matching frame and engine•Present family ownership since 2003•Requires re-commissioningEver since the Series A's arrival in 1937, the Vincent v-twin had been synonymous with design innovation, engineering excellence, and superlative high performance. So in September 1955 when it was revealed that production of the Stevenage-built machines would cease, the news stunned the motorcycling world. It had been decided that the firm's future lay in more profitable lines of manufacture. By the time its demise was announced, Vincent's final twin - the Series D - had been in production for just six months. It had been Philip Vincent's belief that provision of ample weather protection combined with enclosure of engine and gearbox, would make the Vincent Series D the ultimate 'gentleman's motorcycle', though delayed delivery of the glassfibre panels - plus continuing demand for traditionally styled models - resulted in over half the production leaving the Stevenage factory in un-enclosed form. The enclosed Rapide and Black Shadow were known as the 'Black Knight' and 'Black Prince' respectively. Other Series D innovations included a new frame and rear suspension, and a user-friendly centre stand, plus many improvements to the peerless v-twin engine. Sadly, its creator's vision of the Series-D as a two-wheeled Grande Routière just did not conform to the public's perception of the Vincent as the ultimate sports motorcycle. The firm lost money on every machine made, and when production ceased in December 1955 around 460 Series-D v-twins had been built, some 200 of which were enclosed models. The Vincent Owners' Club has kindly confirmed that this Black Knight was manufactured in 1955 and retains matching numbers. The Vincent was supplied to Layton's of Oxford (Motors Ltd), who registered it as 'XWL 245' on 21st May 1955. It was then sold to Leo Patrick Robinson on 16th June 1955 (see old RF.60 logbook on file). Subsequent ownership is unknown up to 1986 when the Vincent was owned by a Kenneth Francis Day of Oxford (old V5 photocopy on file). The machine was purchased by the late owner from a B K Robinson of Droitwich Spa in 2003 (invoice on file). 'XWL 245' was last taxed until 31.3.2005 and has remained off the road since then (there are SORNs on file for the period 2005-2011). Re-commissioning and/or restoration to a greater or lesser extent will be required before the Vincent returns to the road (the engine turns over). Sold strictly as viewed, the machine comes with a current V5C and a history file of documentation. Offered with 3x ignition keys and 1x throttle lock key.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com