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MV Agusta Magni 862cc Racing MotorcycleFrame no. noneEngine no. 214-0281• Rare Magni-built MV Agusta• Built as a tribute to the '500' that claimed MV's last Grand Prix win• Ridden by Giacomo Agostini at Mallory Park• Last ridden in 2019 at Paul RicardMotorcycle race engineers are rarely household names but one exception to this general rule is the legendary Arturo Magni. Born in Usmate Velate, Milan in 1925, Magni started his motorcycle career in 1947 in Gilera's racing department. The Arcore factory had decided to return to Grand Prix racing, and Arturo Magni was employed assembling the new four-cylinder engine designed by Piero Remor, co-creator of the pre-war OPRA and CNA Rondine fours. Gilera would go on to win six 500cc World Championships with this engine, courtesy of Messrs Duke, Masetti and Liberati.In 1949 Count Domenico Agusta tempted Remor away from Gilera to design MV Agusta's first four-cylinder race engine. Magni followed him in 1950 as chief mechanic and later managed the racing department during MV's Grand Prix 'golden age'. Under Magni's direction MV won no fewer than 75 World Championships.When MV retired from Grand Prix racing in 1976, Magni and his two sons set up their own company in Samarate, producing performance parts for the MV Agusta 750 street bikes, including big-bore kits, special frames, and chain-drive conversions. Magni commenced production of motorcycles under his own name in 1980, initially using the Honda CB900 engine, with BMW, Moto Guzzi and Suzuki-engined models following. In the mid-1980s Magni commenced what would turn out to be an immensely fruitful association with Moto Guzzi.Yet despite all his latter-day successes with Moto Guzzi, Magni's name will forever be linked with that of MV Agusta, whose reputation this great engineer did so much to forge. The first MV model officially to bear his name was the 'Monza Arturo Magni', a stretched (to 832cc) version of the 750S America. Official production of the Magni, together with that of all MV Agusta's other models, ended in February 1979, although Arturo and his sons Carlo and Giovanni continued to create bespoke MVs to special order, such as that offered here.This particular machine was built as a tribute to the '500' that claimed MV's last Grand Prix victory, which was secured by Giacomo Agostini at the Nürburgring on 29th August 1976. The MV has been paraded around Europe for many years: at Dijon, Paul Ricard, Spa-Francorchamps, Dundrod, Imola, Hockenheim, Aragon, the Isle of Man and many more. Giacomo Agostini rode it at Mallory Park (see photographs on file).Last ridden at Paul Ricard in 2019, this machine has been maintained with no expense spared over the years and always kept in dry storage when not in use. The engine oil has been changed after each outing and the private vendor advises the MV runs well and sounds wonderful.For further information on this lot please visit Bonhams.com

Ex-Ray McCullough 1966 Bultaco 250cc TSS Racing MotorcycleFrame no. B-600 600Engine no. M600-600-D6•Supplied by Irish Bultaco importer, Harry Lindsay•Known ownership history•Rebuilt by marque specialists Kevin Breedon RacingSpurred on by the successes achieved by tuned versions of its first model, the Tralla 101, Bultaco went one stage further and developed its first purpose-built racing motorcycle: the legendary TSS. Among the first racers to campaign the Spanish two-strokes in the UK were Tommy Robb and Dan Shorey, the latter taking the coveted ACU Star (British Championship) in the 125cc class in 1961. Armed with a 196cc TSS, Shorey enjoyed a phenomenal run of success in the 1962 250cc World Championship, twice finishing 4th behind a trio of works Hondas to end the year in 7th place overall. He also took the British 125 and 250cc Championships that same year. The factory went on to offer a full '250' from 1965 having developed it throughout 1964. Although successes at Grand Prix level were few, at national level the new water-cooled Bultacos were better than almost all the opposition. This Bultaco TSS was despatched on 3rd May 1966 to the late Harry Lindsay, Bultaco importer, trials guru and third generation motorcycle dealer, whose collection Bonhams sold in 2012 (see factory despatch record on file). Irish road-racing star Ray McCullough campaigned this machine with considerable success for three seasons (1966-1968), securing seven victories and a further seven podium placings (results sheet on file). The TSS was returned to Harry Lindsay at the end of the 1968 season and was sold directly to Neil Buckley, who campaigned the machine throughout 1969 until the crankshaft broke. Neil laid the bike up, forgotten, until circa 5-10 years ago. Since deceased, Neil was in poor health at the time and the TSS was offered to the current vendor, who entrusted Bultaco specialist (and racer) Kevin Breedon to rebuild the engine (piston, bearings, crankshaft, re-bore, etc). Sadly, the vendor has found little opportunity to do anything with the machine since, although he did reunite it with Ray McCullough (see images) who confirmed his exploits on it. Also on file is a letter to the vendor from Harry Lindsay, confirming the machine's provenance. There are no invoices for the aforementioned work, nor anything in writing from Ray, but it is evident that this is an important machine and worthy of inclusion in any racing stable. Some re-commissioning may be required before returning it to the track. For further information on this lot please visit Bonhams.com

1933 Velocette 348cc KTT Mk IVRegistration no. YS 3586Frame no. KTL4299Engine no. KTT493• Believed to be a 1933 TT machine• Ridden by Charlie Redfearn• Aluminium bronze cylinder head with hairpin springs• Present ownership since 1962• Ideal restoration projectVarious incarnations of Velocette's KTT followed the model's introduction in 1928, and were later ascribed ascending 'Mark' numbers, as they were changed and developed. Velocette factory records, kindly confirmed by the Velocette Owners Club, show that KTL4299 left the Velocette factory on 31st May 1933, and was sent to Cramers Garage in the Isle of Man for a Mr. C. Redfearn. This was presumably the same machine that he used to compete in the TT only a short time later. Charles Redfearn started both the Junior and Senior races on the Velocette but failed to finish either race. However, a contemporary account in Motor Cycling, 21st June 1933 (copy on file), gives an account of the Senior race and lists Redfearn as lying in 17th place after the first four laps; quite an achievement on a 350 in a 500 race against Works opposition!The original engine fitted to this machine was KTT486, but it now has KTT493 installed, which has an aluminium bronze cylinder head with hairpin valve springs. Also apparent are the lower strengthening frame rails introduced as standard for the Mark IV. Four factory bikes were despatched for the 1933 event, along with several for customers to use at the TT, all appear to be within the period 27th May to 1st June 1933. 'YS 3586' is highly likely to be one of those machines depicted in a well-known photograph, waiting to be loaded onto a train at Velocette's own platform, for shipment to the 1933 TT. Less than 150 Mark IV KTTs were made before the change to the Mark V, and this is a great opportunity to acquire one in need of attention, and therefore less expensive than a restored example.When KTL4299 was just over two years old, it was registered for the road on 31st August 1935, as evidenced by the duplicate RF60 buff logbook issued 8th September 1960. Its last change of keeper was to the deceased owner on 27th June 1962. It should be noted that the old buff log book incorrectly records the frame number as KTT4299, instead of KTL4299, and this typographical error has been carried over to the V5C. It has been stored in less-than-optimal conditions for many years, and now requires extensive re-commissioning or restoration, and is therefore sold strictly as viewed. We have no knowledge of the mechanical condition of the machine except that the engine does not turn. At some time, the petrol tank has been repainted and kept in better conditions than the rest of the bike. Documentation with this machine comprises the aforementioned duplicate RF60 log book, an old-style V5C, a 1961 letter from Bertie Goodman at Velocette, to the deceased owner, and sundry papers.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1929 Rudge Whitworth Four-valveRegistration no. not registeredFrame no. 33668Engine no. 54287 / 54243From the first, Rudge adopted state-of-the-art ideas, such as the inlet-over-exhaust design for cylinder heads. They followed with the Rudge-Multi variable gear, and, only three years after making their first motorcycle, won the Senior Isle of Man TT in 1914. They were early adopters of technology and were one of the first to provide a four-speed gearbox, four-valve cylinder heads, and interconnected brakes, not to mention the lever-operated centre stand. The sports model was the 499cc Ulster, so named following the firm's win in the Ulster Grand prix in 1928. Parallel four valve heads featured on the 500s and 350s from 1924, and for 1931 the four valve radial head was also adopted for some of the models. Little is known of the history of 33668, which is part of a deceased estate, except that it seems to have entered the present ownership in March 1978; although at that time it was accompanied by an unrelated log book. At the time of cataloguing, we are uncertain whether it is a 350 or 500 model. It has been standing for many years, will require extensive re-commissioning or restoration, and is sold strictly as viewed. We have no knowledge of its mechanical condition, except that the engine does not turn over. There are no documents with the machine. Prospective bidders should satisfy themselves as to the age, completeness and originality of the machine, together with the vintage and compatibility of its component parts prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1926 Humber 349cc 2 ¾ HpRegistration no. CK 6471Frame no. None visibleEngine no. 8566In common with many other bicycle makers in the late 19th and early 20th centuries, the Nottingham firm of Humber turned towards the manufacture of motorised cycles. With variations in the design of their machines throughout the early years, they experienced success in winning the 1911 newly introduced Junior TT with a small twin cylinder machine of 340cc. In their history they endured a series of colourful owners, and eventually ceased motorcycle production in 1930. The variety of designs utilised by the company over the years were quite staggering, including side and overhead valve singles, overhead-cam singles, v-twins, and flat twins, both air and water cooled. Probably their most successful model was the 349cc side valve 2 ¾ Hp. Little is known of the history of 'CK 6471', which is part of a deceased estate. However, the duplicate RF60 log book on file tells us that the Humber was first registered on 3rd August 1926, and appears to have entered the present ownership no later than November 1959. Photographs on file depict the machine in use on the Isle of Man, inscribed 'TT 1968'. Documentation comprises the aforementioned photograph and RF60 old log book, an old style V5C, together with some other photographs. The bike has been standing for many years, will require extensive re-commissioning or restoration, and is sold strictly as viewed. We have no knowledge of its mechanical condition, except that the engine does not turn over.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1928 Sunbeam 347cc Model 8Registration no. RO 9522Frame no. C1241Engine no. K1242Sunbeam's entry into the motorcycle market in 1912 was innovative, featuring a two-speed countershaft gearbox, a lever operated clutch, and enclosed primary and final drives via chains. Between the wars, in the skilled hands of exponents such as Alec Bennett, Charles Dodson and the legendary rider and tuner George Dance, Sunbeam advanced their reputation in leaps and bounds, both in trials and road racing. With victories in the Senior TT in 1920, 1922, and 1929, racing success created greater demand for their products, and by the early thirties Sunbeam were lauded as producers of one of the 'quality' sporting machines of the day. In 1924, they introduced their 350 and 500 overhead-valve models numbered model 8 and 9 respectively. Originally with a centre exhaust port, and a split downtube frame to match, by 1926 this had changed to an offset single port, with twin ports as an option. Little is known of the history of 'RO 9522', which is part of a deceased estate, except that it appears to have entered the present ownership in April 1978, as detailed in the accompanying duplicate RF60 green log book dating from 24th October 1965. A single port 350, 'RO 9522' is one of the last flat tank overhead-valve models. It has been standing for many years, will require extensive re-commissioning or restoration, and is sold strictly as viewed. We have no knowledge of its mechanical condition, except that the engine does not turn over. Documentation comprises the aforementioned RF60 log book, an old-style V5C, and a letter from Hertfordshire County Council to the previous owner.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1925 Sunbeam 347cc Model 2Registration no. SV 8904Frame no. 21737Engine no. 254/22746SAlthough it's very first machine had been a '350', Sunbeam had abandoned the class in 1914 in favour of larger capacities, only returning to it in 1923 with an entirely new sidevalve design that would form the basis of all the overhead-valve engines that followed. The new 2¾hp engine first appeared in the essentially similar Models 1 and 2, the former being a foot board-equipped tourer and the latter a more sporting machine. Believed an older restoration, this Model 2 sports roadster was purchased in 2014 as a project, which has not been completed on account of the vendor's ill health and lack of time. Last run in 2013, the machine is offered for restoration and sold strictly as viewed (we are advised that the magneto requires reconditioning). Offered with a V5C document.For further information on this lot please visit Bonhams.com

c.1941 Norton 490cc Ex-WD 16HRegistration no. UJJ 48Frame no. 38704Engine no. W12812 (see text)The stalwart of Norton's war effort was their ubiquitous 16H model, used by many despatch riders in the conflict. The model 16 arrived in 1911, with the 16H introduced in 1921; the 'H' denoting the bike as a 'Home' model, to distinguish it from the 'Colonial' version. Tested by the War Department in the run up to World War II, the solid side-valve machine was deemed to have adequate power and sufficient ruggedness, combined with ease of maintenance in the field, to make it a mainstay for the armed forces in action. In the subsequent peacetime, 16Hs were duly decommissioned and sold off to a transport-hungry public over many years. Some were civilianised, and some were left in military trim. 'UJJ 48' appears to have been sold off in 1957, judging from the date of first registration in its old-style V5C. It seems to have seen service as a trials machine latterly, although there is a photograph of it on file with a box sidecar attached. The V5C lists the engine number as 3653F7, although it now has engine W12812 fitted. 'UJJ 48' is part of a deceased estate and has been kept for many years in poor conditions. Ex-WD machines have become increasingly popular in recent years, and 'UJJ 48' presents a potentially rewarding project for fans of wartime/nostalgia events. Documentation comprises only the aforementioned old-style V5C and photograph. After standing for a considerable time, the old warhorse will require extensive re-commissioning or restoration and is sold strictly as viewed. We have no knowledge of its mechanical condition, except that the engine does not turn over.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1950/1946 Norton 490cc Big Four / Model 18Registration no. PWL 352Frame no. 31809 E7Engine no. A3 1338 (see text)Daniel O'Donovan set a range of World and speed records for Norton, and specially tuned their BS and BRS models at Brooklands. He was instrumental in Norton's prosperity from 1913 onwards, and into the introduction of the Model 18 overhead valve engine in 1922. With a second wind from ohv power, O'Donovan and Norton pushed on to further records and, with Albert Denly on board, they set several records at Montlhery in 1927; indeed, Denly set a one-hour record of 100mph on a model 18. 'PWL 352' is part of a deceased estate, and has been kept for many years in poor conditions. The rolling chassis appears to be from a 1950 Big Four, which at some point has been fitted with a 1946 Model 18 engine, no doubt with a view to giving the old side valve machine a much-needed boost in power. This change of engine was not noted in the accompanying continuation RF60 old buff log book, dating from 1960, and has therefore continued onto the old-style V5C, which denotes the engine number as '31809', when it is actually 'A3 1338'. Giving a new owner an opportunity to acquire Model 18 power at a fraction of the normal price, 'PWL 352' presents a potentially rewarding project. Documentation comprises only the aforementioned RF60, and old-style V5C. After standing for a considerable time, the Norton will require extensive re-commissioning or restoration, and is sold strictly as viewed. We have no knowledge of its mechanical condition, except that the engine does not turn over.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1958 Tri-BSA 650ccRegistration no. not registered (see text)Frame no. 31509Engine no. 6T 017892Second in popularity among specials builders only to the Triton, the Tri-BSA combined the fine handling qualities of BSA's proven duplex frame with the robustness and tune-ability of the Triumph twin-cylinder engine. This example is fitted with a 650cc 'pre-unit' Triumph 6T Thunderbird engine dating from circa 1958. The frame's precise identity is not known. The engine does not turn over and thus the machine is sold strictly as viewed. Although this motorcycle carries the registration 'WSJ 449', this registration is listed in the HPI database as belonging to frame number 'FB31631' and therefore cannot be attributed to this machine.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1955/1959 BSA 499cc Gold Star ScramblerRegistration no. not registeredFrame no. CB32 2113Engine no. DBD34GS 4054 SMuch of BSA's post-war sporting success can be attributed to one model: the Gold Star. Introduced shortly prior to the Second World War, its existence was cut short by the hostilities, not reappearing again until 1949. From its resurrection, it built its reputation as a competent all-rounder in sporting events of all types, before being eventually discontinued in 1963. The secret of its success was not only its all-round performance, but also its accessibility to the average man. In 1954 BSA introduced the CB Gold Stars; the first of what came to be known colloquially as the 'Big-Fin' types. This was further refined and endowed with increased power output for the DB types which followed a year or so later. Whilst this was the final iteration of the 350, the 500 was further uprated in 1956 to what has become, for many, the ultimate version of the Gold Star, the DBD34.Nothing is known of the history of CB32 2113, which is part of a deceased estate. The frame left the factory as a CB32 Gold Star in clubman's trim, whilst the engine was part of a Gold Star scrambler sent to Eddie Dow in Banbury in March 1959. The machine is in scrambles trim, fitted with a central oil tank, Lucas competition magneto, and Norton Roadholder forks. There are no documents with the machine, which has been standing for many years, will require extensive re-commissioning or restoration, and is sold strictly as viewed. We have no knowledge of its mechanical condition, except that the engine does not turn over.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1950 Villiers-engined Project Registration no. not registered (see text)Frame no. 41192509Engine no. S.1.R 367A 8822In the pioneer and veteran eras of motorcycling, it was a common enough practice for manufacturers to buy-in proprietary engines such as De Dion, Minerva, and J.A.P. to incorporate in their machines. The evolution of proprietary engines saw some come and go as they waxed and waned in popularity or moved into larger versions for car production. The practice continued throughout the history of vehicle production, even to this day, with current car makers sharing engines, and even 'platforms' for cars. One such company playing a larger part than most in the history of motorcycle manufacturing was Villiers, who began by making cycle parts in their factory in Villiers Street, Wolverhampton, hence the name. Developing a two-stroke engine in 1913, Villiers became the engine of choice for a large number of British (and overseas) makers to incorporate in lightweight models in their ranges. Capacities ranged from 98cc to 360cc, in single and twin-cylinder configurations, with the most commonly used capacities being 98, 122, 150, 197, and 250. Taking over J.A.P. in 1957, Villiers eventually was subsumed by Manganese Bronze Holdings, then became part of Norton Villiers, later transformed to Norton Villiers Triumph before the group was liquidated in 1978. The machine is part of a deceased estate and has been stored in adverse conditions. It is thought possibly to be an Ambassador, with what may be a 197cc 6E engine. There is no documentation for the machine, which has been standing for a considerable time, will require restoration, and is sold strictly as viewed. We have no knowledge of its mechanical condition, except that the engine does not turn over. The Vehicle Registration Number 'BCP 946' displayed on the machine has lapsed from the HPI/DVLA databases hence the machine is offered unregistered.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1931 Peugeot 327cc P111Registration no. not registeredFrame no. P111/31328Engine no. 91416Formerly producers of tools, coffee mills, umbrella spikes and corsetry, Peugeot commenced its long-standing connection with transportation in 1882 when it added cycle manufacture to its portfolio. A wide range of motorcycles was manufactured between the wars, one landmark development being the introduction of a range of unitary construction four-stroke singles in the mid-1920s. At this time almost all motorcycles had a separate engine and gearbox, linked by an exposed primary drive chain. Combining the engine and gearbox within a single assembly made for a compact and clean layout, which was a strong selling point for many prospective customers. Apparently, an older restoration, this unitary construction P111 sidevalve has been in storage since 2001 and will require re-commissioning before further use. The machine last ran in April 2021 and is described by the vendor as in fair/good condition. There are no documents with this Lot. For further information on this lot please visit Bonhams.com

1936 Triumph 493cc Model 5/5 SportsRegistration no. DAS 891Frame no. S.4984Engine no. T5.S6.3770The machine offered here is an example of the 5/5 sports model, which topped Triumph's half-litre range on its arrival for 1934. 'DAS 891' was acquired by the vendor in October 2019, since when it has benefited from considerable refurbishment. Works carried out include fitting new stainless steel silencers; relining the clutch and fitting new springs; repairing the primary chain case; fitting a new saddle; installing electronic ignition and an exchange dynamo; fitting a Morgo oil pump; and renewing the front wheel spindle and bearings and a front fork spindle. There is LED lighting and the Triumph comes with parts to return it to magneto ignition should a future owner so desire. Last run in October 2020, the machine is offered with a quantity of bills/invoices; Triumph Tiger 90 copy technical literature; expired MoTs (most recent 2013); SORN paperwork; and V5/V5C documents.For further information on this lot please visit Bonhams.com

1949 Scott 596cc Flying SquirrelRegistration no. KKC 166Frame no. 5180Engine no. DPY5275This handsome post war Scott Flying Squirrel was first registered 4.6.1949. The vendor believes the recorded mileage of only 31,919 to be genuine. Since 1960 the bike has had only four owners. The previous owner, a friend of the vendor, owned it from the mid 1970s until 2013. Since then, the bike has been subject to a thorough overhaul including fitting new rings and small ends. Last run in January this year, the vendor reports that the engine is running OK, transmission OK, electrics OK all working/rewired/dynamo charging. A noteworthy upgrade is the unquestionably superior Silk oil pump (Silk's November 1970 invoice supplied). Paperwork includes a V5C, correspondence, receipts, press cuttings, photocopies etc. Spares including fork legs, yokes, original Pilgrim pump, cylinder heads etc. are included. Prospective bidders must satisfy themselves as to the machine's completeness and mechanical condition prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1956/1958 AJS 498cc Model 20Registration no. 415 UYVFrame no. A47002Engine no. 58/20 51250By 1948, all the big makers had, or were developing, twin-cylinder designs to compete with the Triumph Speed Twin. The AJS/Matchless concern was no different, announcing the Model 20 and G9 late in 1948. '415 UYV' was acquired by the owner some years ago, at which time it was in need of work. The vendor advises that the gearbox was given to an AJS specialist to be stripped and rebuilt. He further advises that the engine was stripped and rebuilt, and the electrics were converted to 12 volts. Although substantially completed and registered, the AJS has not been run since restoration, due to pressure of work and health issues. Said to require a modest amount of finishing and commissioning, the vendor believes it will provide a fine motorcycle for a new owner. Documentation comprises a current V5C, an owners club dating letter and sundry papers.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1953 BSA 123cc Bantam D1Registration no. not registeredFrame no. BD2S 10814Engine no. None visibleDeveloped from the pre-war DKW RT125 and announced in 1948, the Bantam became a top seller for BSA, in excess of half a million leaving the Birmingham factory before production ceased in 1971. Originally of 123cc, the engine grew first to 148cc and finally to 172cc. Plunger rear suspension became available as an option in 1950, as did battery electrics powered by a 6-volt Lucas alternator, direct lighting having been relied upon hitherto. This plunger-suspended D1 is offered from the collection of the lady vendor's late father, a motorcycle enthusiast who collected bikes for some 40-plus years. His motorcycles were kept at home and seldom ridden. Sadly, he passed away in early 2020, hence the reason for sale. There are no documents with this Lot, which is offered for restoration and sold strictly as viewed.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1951 BSA 123cc Bantam D1Registration no. LOJ 361 (see text)Frame no. YD1S 59083Engine no. YDL 6504Developed from the pre-war DKW RT125 and announced in 1948, the Bantam became a top seller for BSA, with over half a million built before production ceased in 1971. Originally of 123cc, the engine grew first to 148cc and finally to 172cc. Plunger rear suspension became an option in 1950, as did battery electrics powered by a 6-volt Lucas alternator, direct lighting having been relied upon hitherto. This plunger-suspended D1 is offered from the collection of the lady vendor's late father, a motorcycle enthusiast who collected bikes for some 40-plus years. His motorcycles were kept at home and seldom ridden. Sadly, he passed away in early 2020, hence the reason for sale. It should be noted that while the machine is offered with a V5 registration document, the registration number 'LOJ 361' is not listed in the HPI/DVLA database. Accordingly, prospective purchasers must satisfy themselves with regard to the validity of the vehicle's registration number prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1982 BMW 980cc R100RSRegistration no. PNT 705XFrame no. 6077319 (To plaque)Engine no. 6077319Just a few years after introducing the R90/6 and R90S, BMW upped the capacity of its range-topping flat-twins to 980cc for the 1977 season in the form of the R100/7 series, the flagship of this new line-up being the fully-faired R100RS superbike. This R100RS is offered from the collection of the lady vendor's late father. Currently displaying a total of 60,952 miles on the odometer, the machine is offered for restoration and sold strictly as viewed, its mechanical condition being unknown. Accompanying documentation consists of an old-style V5; some expired MoTs (most recent 1994); various bills/invoices; a rider's handbook; and a Haynes manual. The registration 'PNY 705X' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1984 Yamaha RD350LCII YPVSRegistration no. E300 BUDFrame no. 31K-029953Engine no. 31K-029953Apparently highly original, this LCII is offered from the collection of the lady vendor's late father. Sadly, he passed away in early 2020, hence the reason for sale. It should be noted that although the machine was first registered in 1988, production of the LCII had ceased at the end of 1984 when it was replaced by the naked RD350N and fully-faired RD350F models. Displaying a total of only 1,542 miles on the odometer, the machine will require re-commissioning at the very least, or possibly more extensive restoration, before returning to the road, its mechanical condition being unknown. It appears complete apart from the mirrors, while the engine turns over with compression. The machine is offered with one key; a Haynes manual; and an old-style V5 listing no previous keepers. The registration 'E300 BUD' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1989 Honda GL1200 Gold Wing AspencadeRegistration no. C180 YFAFrame no. unable to accessEngine no. unable to accessIn a world grown accustomed to the excesses of decadence on all fronts, it is hard to imagine the mixture of awe and disbelief that greeted Honda's Gold Wing super tourer on its arrival in 1974. Given the mind-boggling specification: 1,000cc flat-four engine, water cooling, belt-driven overhead camshafts, shaft drive, triple disc brakes, etc, it was certainly complex if not, strictly speaking, that advanced. Over the years the 'Wing has grown in engine capacity, overall size and complexity, but almost 50 years after its introduction is still going strong and enjoys a cult following worldwide. The current version is powered by a 1,800cc six. Acquired for the collection in January 2017, this fully dressed Aspencade model comes with the purchase receipt; an expired MoT (June 2017); and a V5C document.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1981 Yamaha RD350LCRegistration no. OFC 473WFrame no. 4L0-004219Engine no. 4L0-004219First registered in the UK on 26th March 1981, this matching-numbers RD350LC is offered from the collection of the lady vendor's late father. His motorcycles were kept at home and seldom ridden. Sadly, he passed away in early 2020, hence the reason for sale. Last taxed in 1985, and with 9,613 miles showing on the odometer, the 'Elsie' is offered for restoration and sold strictly as viewed. The engine turns over with compression, but having stood for some 36 years will require a full rebuild, while the cycle parts likewise will require extensive refurbishment. Apart from the non-standard handlebars and missing nearside mirror, the machine seems remarkably original and thus is an excellent candidate for restoration. Offered with an owner's manual and an old-style V5 recording no previous keepers. The registration 'OFC 473W' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1981 Yamaha SR500Registration no. KRD 295WFrame no. 2J4-240274Engine no. 2J4-240274This SR500 is offered from the collection of the lady vendor's late father, a motorcycle enthusiast who collected bikes for some 40-plus years. His motorcycles were kept at home and seldom ridden. Sadly, he passed away in early 2020, hence the reason for sale. The machine displays a total of 27,735 miles on the odometer and is offered for restoration, its mechanical condition being unknown (the engine turns with little compression). Offered with one key and an old-style V5. The registration 'KRD 295W' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1991 Yamaha RSX-100Registration no. J47 NFCFrame no. 31J-015102Engine no. 31J-015102Yamaha's popular learner-bike RX-S100 arrived in 1983, replacing the RS100 whose 98cc single-cylinder two-stroke engine it retained. The little RX-S was destined to be a fixture of Yamaha's range well into the 1990s; only killed off when changes to the driving test meant that it had to be taken on a 125 if the rider intended to ride anything larger. This RX-S100 is offered from the collection of the lady vendor's late father. His motorcycles were kept at home and seldom ridden. Sadly, he passed away in early 2020, hence the reason for sale. Offered for restoration, the machine displays a total of 30,568 miles on the odometer and was last taxed in July 2001 (the engine turns with little compression). Offered with an old-style V5. The registration 'J47 NFC' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1971 Yamaha 125cc YAS1Registration no. not registeredFrame no. AS1 037493Engine no. AS1 037493Yamaha introduced its first motorcycle in 1955. This was the YA1, a 123cc single-cylinder two-stroke strongly influenced by the pre-war DKW RT125. Yamaha's first twin-cylinder model in the 125cc category arrived in 1969 in the form of the YAS1 sports roadster, a development of the 100cc YL1. With 15bhp on tap, the five-speed YAS1 was as fast as many British 250s and owners were soon exploiting its potential for racing. This YAS1 is offered from the collection of the lady vendor's late father, a motorcycle enthusiast who collected bikes for some 40-plus years. His motorcycles were kept at home and seldom ridden. Sadly, he passed away in early 2020, hence the reason for sale. Offered for restoration, this YAS1 displays a total of 11,604 miles on the odometer and was last taxed in April 1981. The engine turns with little compression. Offered with a service manual and rider's manual. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1976 Honda CB750F Super SportRegistration no. BJO 473RFrame no. CB750F-1023445Engine no. CB750E-2545450Fifty-plus years on, it is hard to imagine the impact Honda's CB750 had on the motorcycling world when it was unveiled to a stunned public at the 1968 Tokyo Show. This CB750F is offered from the collection of the lady vendor's late father, a motorcycle enthusiast who collected bikes for some 40-plus years. His motorcycles were kept at home and seldom ridden. Sadly, he passed away in early 2020, hence the reason for sale. Last taxed in 1988, and with 26,031 miles showing on the odometer, the Honda is offered for restoration and sold strictly as viewed. The machine comes with a Haynes workshop manual and an old-style V5 recording no previous keepers. The registration 'BJO 473R' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1995 Kawasaki ZZ-R600Registration no. N863 XNHFrame no. ZX600E-038480Engine no. ZX600DE-071816When introduced for 1990 there was nothing quite like the ZZ-R in the 'race rep'-dominated '600' class, arguably the nearest competition being Honda's VFR750. Longer and more generously proportioned than its contemporaries, the ZZ-R600 was intended as a sports tourer yet came with the most powerful engine in its class (97bhp). A further measure of the ZZ-R600's unique status and lasting popularity may be gained from the fact that it remained on sale in the UK until 2005. This ZZ-R600 is offered from the collection of the lady vendor's late father. Last taxed in June 2003, the machine requires re-commissioning at the very least or possibly more extensive restoration, its mechanical condition being unknown. Offered with a Haynes manual, owner's manual, and one key. The registration 'N863 XNH' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1987 Yamaha TZR 250Registration no. E970 MFXFrame no. 2MA-001664Engine no. 2MA-001664Introduced to the UK for 1987, the TZR250 was the first of a family of quarter-litre 'race reps'. This incomplete TZR250 is offered from the collection of the lady vendor's late father, a motorcycle enthusiast who collected bikes for some 40-plus years. His motorcycles were kept at home and seldom ridden. Sadly, he passed away in early 2020, hence the reason for sale. Currently displaying a total of 16,771 miles on the odometer, the machine is offered for restoration and sold strictly as viewed, its mechanical condition being unknown. Accompanying documentation consists of an old-style V5 (part of); an expired MoT (1998) and an owner's manual. The registration 'E970 MFX' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1991 Triumph 1200 TrophyRegistration no. J861 PJTFrame no. SMTTC341CFM000543Engine no. 000560Triumph's resurrection and transformation into a thriving global brand is one of the more unlikely manufacturing success stories of modern times. Deliberately over-engineered to ditch the old reputation for oil leaks and unreliability, Triumph's new engines were conceived along modular lines, with a common basic architecture and many components shared. A tubular-steel spine frame was common to all models, further cutting development costs. Unveiled in the autumn of 1990, the range consisted of three and four-cylinder models named after iconic Triumphs of the past: Daytona, Trophy, and Trident. Its owner's favourite bike, this 1200 Trophy has had only three former keepers and has belonged to the current vendor since April 1997. Dry stored since 2005, the machine has covered only 13,838 miles from new; re-commissioning will be required before further use. The machine is offered with the service handbook, sundry expired MoTs and tax discs, Datatag paperwork, and an old-style V5C.Footnotes:Please click the link to view the walkaround video of Lot 507: click hereAs with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1976 Ossa 244cc MAR Trials MotorcycleRegistration no. UNM 335RFrame no. B333411Engine no. M333411In a bid to emulate local rivals Bultaco and Montesa's off-road competition successes, Ossa hired English trials star Mick Andrews in 1967. Then only 23 but already a proven winner, Andrews set about developing Ossa's existing trail bike into a competitive trials mount, a process that culminated in the MAR (Mick Andrews Replica), which carried its creator to consecutive European Trials Championships in 1971 and '72. The MAR put Ossa on the trials map with a vengeance and proved so successful that it remained in production until the late 1970s. The vendor advises us that this MAR had been run four times in the last year on open roads and twice off-road on local byways, the last occasion being in November 2020. The exhaust mid-section has been replaced and the vendor describes the machine as in generally good condition. Offered with a V5C and MoT (expiring 22nd March 2021).For further information on this lot please visit Bonhams.com

c.1970 Triumph 490cc '5TA' (see text)Registration no. FYK 84JFrame no. 3535Engine no. 5TA H19287Introduced in September 1958, the 5TA Speed Twin was the second of Triumph's new family of unitary construction vertical twins, joining the 350cc Twenty One/3TA launched the previous year. The '500' closely followed the lines of its '350' predecessor, there being little to distinguish it mechanically apart from a larger bore, raised gearing and larger-section rear tyre. The controversial 'bathtub' rear enclosure introduced on the Twenty One was retained and the Speed Twin came finished in the model's traditional Amaranth Red. The Speed Twin was last produced in 1966 but its various derivatives continued into the early 1970s. This 5TA's accompanying V5C document states it is 'Rebuilt – assembled from parts, some or all of which were not new' (the engine dates from 1961). The engine has an electronic ignition distributor and comes with all parts and Triumph factory instructions for conversion to side points. Last taxed in 2013, the machine is offered for re-commissioning and sold strictly as viewed.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1989 Honda CBR1000F-KRegistration no. F111 NYJFrame no. SC24 2005067Engine no. unable to accessNew for 1987, the CBR1000 (and CBR600) returned represented Honda's return to the ubiquitous across-the-frame-four after a lengthy dalliance with V4s of varying capacities. Beneath the bigger CBR's smooth 'jelly mould' bodywork there was a 16-valve water-cooled engine that incorporated a balancer shaft to quell vibration and an alternator mounted behind the block to reduce width. With over 140bhp on tap, the CBR1000 was boss of the contemporary litre-bike class, albeit somewhat heavy at over 500lbs, a factor that soon saw it re-classified as more of a sports tourer. A major success for Honda, the CBR1000 remained in production until 1997. Acquired for the collection in October 2012, this CBR1000F displays a total of 21,645 miles on the odometer and is presented in nice condition. The machine is offered with a V5C document and an expired MoT (2012).Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1965 BSA 250cc C15 SS80 Bobber Project (see text)Registration no. 720 XUHFrame no. C15 28881Engine no. C15SS 2352In September 1958 BSA introduced a new '250' that would provide the basis for an entire range of overhead-valve singles in capacities up to 500cc. One of the faster 250cc roadsters was the 'SS80' sports model. Introduced in 1961, the SS80 Sports Star came with a tuned engine and was outwardly distinguishable by its slightly larger fuel tank and flatter handlebar. This BSA's frame and engine numbers are correct for a 1961 SS80 but at time of cataloguing it had not been possible to confirm its identity. The vendor has customised the machine in the currently fashionable 'bobber' style. Described by the private vendor as in good condition throughout, the machine last ran two years ago and will require re-commissioning before returning to the road. Offered with a V5C document and a spare chrome type headlamp.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1968 BSA 441cc B44 Shooting StarRegistration no. not registeredFrame no. B44E SS 3571Engine no. B44R 2807BSA revamped its single-cylinder range for 1967, the new B25 Starfire and C25 Barracuda models retaining the same basic engine layout as the outgoing C15, but with a sturdier Victor-type crankcase assembly and a new 'square-finned' alloy cylinder barrel, both developments pioneered on the works scramblers. Inside, there was a stronger one-piece forged crankshaft that necessitated the use of a shell-type split big-end bearing, an arrangement somewhat unusual for a single. An otherwise identical 441cc version was introduced simultaneously, at first under the Victor Roadster name and from 1968 onwards as the Shooting Star. Imported from the USA, this rare BSA single was purchased from GD Classic Bikes Ltd on 22nd October 2017 (receipt on file). The machine is incomplete (the left side-panel and chain guard are missing) and its mechanical condition is not known. Offered for restoration and sold strictly as viewed, it comes with a NOVA confirmation letter and a US registration document.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1937 Vincent-HRD 498cc Series-A CometRegistration no. BUP 616Frame no. D1272 Rear Frame no. D1272Engine no. C420 Crankcase Mating no. 6/6• Rare Series A• Matching engine, upper frame, rear frame and gearbox• Superb restoration• Awarded Best Post Vintage machine at Stafford showAfter an initial flirtation with Swiss-made MAG engines, Philip Vincent settled on JAP engines, as his predecessor had, and introduced his trademark rear-sprung frame. A Rudge 'Python' engine was offered as an alternative to the JAP, but, unimpressed by the standard of 'bought-in' engines, Vincent and fellow engineer Phil Irving designed their own engine for 1934, with 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 'BUP 616' in 2007 (sales receipt on file), in complete running order, but in need of attention. He therefore set about a complete restoration of the machine to his usual high standard. The machine was completely stripped, and all the cycle parts were refurbished and repainted, as necessary. Parts were re-chromed or replaced, and the petrol tank refurbishment was entrusted to specialists Lewis and Templeton. The engine and gearbox were stripped as needed and rebuilt as necessary. The bottom end of the engine was found to be sound and, not requiring any attention, was left undisturbed. The owner advises that the cylinder head was totally refurbished. The Miller Dynomag and Amal carburettor were both reconditioned by specialists, as were the Smiths clock and speedometer. Completing the restoration in 2009, the vendor exhibited the Comet at the Stafford show in April 2009, where it was awarded Best Post-Vintage machine. The owner covered approximately 100 shakedown miles on BUP before placing the machine on display at the Lakeland Motor Museum, where it has remained since. The engine has been turned over at regular intervals and will require modest recommissioning if a new owner is to use it on the road.The history file includes photocopies of the Engine Specification Sheet and Works Order Form, which detail that this Comet was despatched on 14th February 1937 to Mr. W. Parvis, equipped with Amal carburettor, Miller Dynomag, TT handlebars, 120mph speedometer, Dunlop saddle and pillion seat. It still has the original engine, upper frame, rear frame, and gearbox, and was registered in Durham in February 1937. Other documentation accompanying 'BUP 616' includes a current V5C, an old-type V5C, an old V5, a duplicate VE60 green logbook dating from June 1970, an original instruction book, reproduction sales brochure, photocopy parts list, and various invoices and receipts, together with sundry papers.For further information on this lot please visit Bonhams.com

1947 Vincent-HRD 998cc Series-B RapideRegistration no. JAT 880Frame no. R2218 Rear Frame no. R2218Engine no. F10AB/1/219 Crankcase Mating no. C9/C9• Best in Show Stafford & Motorcycle of the Year at NEC• Matching numbers example• Comprehensive history file• Rare early B RapidePost war, Phil Vincent and designer Irving laid down the details of the new post-war V-twin to replace the pre-war version; their ambition for the model was that it would live up to their proposed advertising strapline for the machine of 'The World's fastest standard Motorcycle!'. Introduced in 1946, the Series B Rapide was certainly fast, setting new standards for high-speed touring, and was not far behind the Black Shadow which was the first genuine two-miles-per-minute production bike, with a reputed top speed of around 125 mph. The Series B Rapide was supplanted, in 1949, by the Series C version with Girdraulic forks, in place of the Bramptons, and different rear frame.A matching numbers example, 'JAT 880' was despatched from the Vincent factory on 3rd September 1947, sent to dealers Jordans of Hull, and was registered for the road on 8th September 1947. It was purchased by the vendor in March 2002 (undated purchase receipt on file) as a running machine. He used it for the early months of that summer, and then decided on a complete strip and restoration. The machine was dismantled, and the engine rebuild entrusted to well-known Vincent exponent Mick Ruocco, while the owner commenced renovation of the rest of the machine. Any work required on the engine and rolling chassis was carried out, and a thorough and comprehensive restoration was completed.After completion in 2003, the owner exhibited 'JAT 880' at the April 2003 Stafford Classic Motorcycle Show where it was adjudged to be 'Best in Show'. It was consequently included in the Carole Nash 'Classic Motorcycle Machine of the Year' at the NEC International Motorcycle Show, where it again won the top award and a £1000 prize. Regularly used every year, the Rapide was ridden in France, on continental rallies, and the Isle of Man, until 2012. Thereafter, 'JAT 880' was ridden occasionally until 2014 when it was put on SORN and placed on display at Lakeland Motor Museum where the engine has been regularly turned over. It will, therefore, require light recommissioning prior to use by a new owner.An extensive history file accompanies the bike, and includes the aforementioned purchase receipt, current V5C, old-type V5C, old V5, a continuation RF60 buff logbook dating from April 1962, photocopies of the Works Order Form and Engine Specification sheet, old MoT certificates, photographs of the restoration, a spare parts book, instruction sheets, and a myriad of receipts, invoices, correspondence and associated papers.For further information on this lot please visit Bonhams.com

1951 Vincent 998cc Series-C Black ShadowRegistration no. LOV 579Frame no. RC9670B/C Rear Frame no. RC9670B/CEngine no. F10AB/1B/7770 Crankcase Mating no. VV12/VV12• Best in Show winner at Stafford April 2010• Matching numbers example• Superbly restoredPost war, Phil Vincent and designer Phil Irving laid down the details of the new V-twin to replace the pre-war version; their ambition for the model was that it would live up to their proposed advertising strapline for the machine of 'The World's fastest standard Motorcycle!'. Introduced in 1946, the Series B Rapide was certainly fast, but it soon became clear to Vincent that a tuned version would be required to further enhance the marque, and the Black Shadow was announced in the early part of 1948. It was the first genuine two-miles-per-minute production bike, with a reputed top speed of around 125 mph. The Series B Black Shadow was supplanted, after only around one year, by the Series C version with Girdraulic forks and different rear frame.A matching numbers example, 'LOV 579' was despatched from the Vincent factory on 18th October 1951, sent to dealers Kings in Birmingham, and was registered for the road on 23rd January 1952. The bike was purchased by the immediately preceding owner in 1967, and carefully stored in dismantled condition until it was acquired by the present custodian in 2006. The vendor entrusted the engine to well-known Vincent exponent Mick Ruocco whilst he restored the rolling chassis. Any work required on the engine and rolling chassis was carried out, and a thorough and comprehensive restoration was completed. Carburettors were reconditioned, a modern BTH magneto was fitted, wheels were completely refurbished, as was the whole machine, and to a high standard. Work was completed in 2010 and, as the bike had resided in the Isle of Man from 1967, the owner recovered the original mainland registration. When displayed at the April 2010 Stafford Classic Motorcycle Show, 'LOV 579' was adjudged 'Best in Show'. Since completion of the restoration, the Shadow has not been started or used due to the owner's other projects, and will therefore require commissioning, and careful running-in, if it is to be used by the new owner. Since completion 'LOV 579' has had the engine turned over at regular intervals and has been on display at the Lakeland Motor Museum.Documentation comprises an undated purchase receipt, a continuation RF60 buff logbook dating from April 1963, a current V5C, an old-type V5C a VOC dating letter, copies of the Works Order Form and Despatch Check Sheet, together with photographs of the restoration, a quantity of receipts / invoices for parts, and sundry papers.For further information on this lot please visit Bonhams.com

1953 Vincent 499cc Series-C CometRegistration no. BEC 692Frame no. RC/1/11172 Rear Frame no. RC/1/11172Engine no. F5AB/2A/9272 Crankcase Mating no. 74JJ/74JJ• Owned intermittently since 1977• Matching numbers example• Superb restorationThere is an apocryphal tale of the Series A twins being conceived as a result of two single-cylinder drawings being overlapped; in the same way, it could be said that the post-war single cylinder engine was brought about by the use of a rubber – removing the rear cylinder of the existing twin-pot design. In other respects, the layout was almost identical, with the same 'frameless' cycle parts being employed for the single and the twin. On the singles the rear cylinder was replaced with a cast alloy beam, and the gearbox employed was the familiar Burman item. Announced in late 1948, a few single cylinder Meteors were produced before being joined soon after by the Comet in Series C form with Girdraulic forks, as opposed to the Brampton girders on the Meteor. The Comet was a little more expensive than the Meteor, and equipped with a higher compression ratio, front propstands, and Girdraulic forks.'BEC 692' was sold new and registered on 28th July 1953 by dealers James Walker of Kendal. There were three owners before it was purchased by the present owner in 1977. Whilst he parted with the machine in 1979, selling it back to the previous owner, he then repurchased it 1999. In need of work by then, he undertook a full restoration of the machine with the assistance of talented local engineer Douglas Tyson of Keswick. Anything required in the restoration was done, and some improvements were incorporated, such as the electronic voltage regulator. Refurbishment was completed in 2000, and the owner used the machine every year thereafter, on various VOC rallies, in the Isle of Man, and on continental rallies, until it was put on SORN in 2013. Since then, 'BEC 692' has been turned over at regular intervals whilst on display at the Lakeland Motor Museum. It should only require light recommissioning before returning to road duties with a new owner.Documentation comprises a current V5C, an old V5C, an old V5, the original VE60 buff logbook, a quantity of old MoT certificates, a large quantity of receipts/invoices for parts/work, and sundry papers.For further information on this lot please visit Bonhams.com

Vincent-HRD 998cc Black Lightning Evocation SpecialFrame no. NoneEngine no. F10AB/1C/1470 (see text)• The looks of a Black Lightning• Fully restored• Black Shadow-plus specification engine• Best Classic Racer at Stafford Show & Isle of Man TTThe Vincent Black Lightning first appeared in 1949 and was endowed with hotter cams, higher compression, TT carbs, a number of other special parts, and a variety of lightened components. Most were equipped with Girdraulic forks. Only approximately 30 Lightnings were produced, and genuine machines can bring very high prices indeed. The vendor wanted to have a machine with the looks of a Lightning for parades and track days, so purchased a quantity of Vincent engine parts, including the crankcases numbered F10AB/1C/1470, at an auction in May 2003 (invoice on file) and the cycle parts were acquired in September 2003, all in need of restoration. The vendor believes the main frame components are original ones, although without any stamped numbers. He had a vision of what he wanted to achieve with the rebuild and entrusted the engine to well-known Vincent exponent Mick Ruocco. The engine rebuild was carried out to Black Shadow specification, albeit incorporating two front cylinder heads, with approximately 9:1 compression, a Lucas competition magneto and reconditioned 1 and 3/8' Amal Grand Prix racing carburettors. Rapide gear cluster was used, a multiplate clutch was utilised, anything needing attention was done, and no expense was spared, as attested to by the large number of invoices in the history file. Whilst the engine was in progress, the owner restored the rolling chassis with the same attention to detail, and invoices relating are also in the history file. Completed in 2006, it was commissioned by John Renwick, who made adjustments to the carburetion and started and ran the bike on his dynamometer. The Lightning was voted Best Classic Racer at the TT 2006 Lap of Honour and judged Best Classic Racer at the 2006 Stafford Classic Mechanics Show. It has completed many closed-road parades at the TT and Classic TT. The vendor used the machine regularly until 2014, when it was put on display at the Lakeland Motor Museum. During the time in the museum, it was turned over on a regular basis, and should require only light recommissioning before use by a new owner.We are advised that the engine number of this machine is believed not to be a factory stamping. Prospective purchasers are advised to satisfy themselves as to the age, originality, and compatibility of the component parts of the machine. Documentation comprises the aforementioned quantity of invoices, photographs of restoration work, notes/correspondence, and sundry papers.For further information on this lot please visit Bonhams.com

1954 Vincent 998cc Series-C Rapide Registration no. LMR 252Frame no. RC12109/B Rear Frame no. RC12109/BEngine no. F10AB/1/10209 Crankcase Mating no. D7V/D7V• Rider's machine with sensible upgrades• History since 1965• Matching numbers exampleBy the relatively simple expedient of mounting two top ends onto a common crankcase, the series A 998cc Rapide twin was evolved in 1936, with the apocryphal tale of being conceived as a result of two single-cylinder drawings being overlapped. However, production of this model lasted only until war broke out in 1939.Phil Vincent, and designer Phil Irving who had returned to the company during the war years, laid down the details of the new post war V-twin to replace the pre-war version; their ambition for the model was that it would live up to their proposed advertising strapline for the machine of 'The World's fastest standard Motorcycle!'. Introduced in 1946, the Rapide was certainly fast, but it soon became clear to Vincent that a tuned version would be required to further enhance the marque, and the Black Shadow was announced in the early part of 1948. After only approximately one year, the Series B machines were supplanted by the Series C bikes with Girdraulic forks replacing the Brampton girders, and a modified rear frame member.Part of a deceased estate, 'LMR 252' was purchased in July 2018. The deceased owner enjoyed using his machines and was a keen motorcyclist. Not hidebound by originality at all costs, he was more interested in the ability to use a bike when required, and found this machine of interest, with its various upgrades to make it more practical for present-day traffic conditions. 'LMR 252' is equipped with an Alton generator, 12-volt electrics, a Norton clutch, Amal Concentric carburettors, and a centre stand. A new clutch, believed to be a type supplied by the VOC Spares Co, also accompanies the bike. The owner had the petrol tank refinished in October 2018.The Rapide was registered in Wiltshire on 5th October 1954 and is one of the last few hundred Series C Rapides to be produced. An original continuation RF60 green log book lists previous owners from 1965 to 1975, after which it passed into the ownership of Ernie Page who sold it to Gordon Mowat, from whom the deceased owner acquired it in 2018. In a letter on file, the deceased wrote to Ernie Page, noting that the Vincent was 'running well and a delight to ride'.The Vincent was last running in October 2019 before being laid up, and has been dry garage-stored since that time. It will, therefore, need light re-commissioning and safety checks prior to use on the road with a new owner. Documentation comprises a current V5C, an old V5C, a copy old V5, the aforementioned original RF60 continuation green log book dated 1965, a VOC certificate of authenticity, invoices, and sundry papers. There is also a quantity of books and publications with the bike. The machine is presently on SORN.For further information on this lot please visit Bonhams.com

1940 Brough Superior 1,096CC 11-50HPRegistration no. CET 475Frame no. M8/2215Engine no. LTZ/P 67329/S•The last Brough to leave the factory in 1940 (see text)•Matching frame and engine•Single family ownership since the 1940s•Restored by marque specialist Dave ClarkLegendary superbike of motorcycling's between-the-wars 'Golden Age', the Brough Superior was synonymous with high performance, engineering excellence and quality of finish. That such a formidable reputation was forged by a motorcycle constructed almost entirely from bought-in components says much for the publicity skills of George Brough. But if ever a machine was more than the sum of its parts, it was the Brough Superior. Always the perfectionist, Brough bought only the best available components for his motorcycles, reasoning that if the product was right, a lofty price tag would be no handicap. And in the 'Roaring Twenties' there were sufficient wealthy connoisseurs around to prove him right, T E Lawrence ('Lawrence of Arabia') being the most famous example. The speed with which the name 'Brough Superior' established itself as synonymous with excellence may be gauged from the fact that the famous 'Rolls-Royce of Motorcycles' sobriquet was first coined in 1921 when the marque was barely two years old. The story goes that Rolls-Royce objected to their name being associated with a mere motorcycle - until they examined one of George's creations. Launched in 1933, the 1,096cc 11-50 was the largest Brough Superior to enter series production. Powered by a sidevalve v-twin (of unusual 60-degree configuration) supplied exclusively to the Nottingham factory by J A Prestwich, the 11-50 fitted into the Brough price range between the SS80 touring and SS100 super-sports models. The 11-50 was conceived as a long-legged, effortless tourer and could exceed 90mph in solo form or pull a heavy sidecar at up to 75mph; indeed, in the latter role it was one of the finest sidecar mounts of its day. Production lasted until 1939, by which time the 11-50 was the only JAP-powered machine in the Brough Superior range. This Brough Superior 11-50's despatch date of 2nd July 1940 is the latest recorded for 1940, making it almost certainly the last machine to leave the Nottingham factory before it turned to matters more important than the manufacture of motorcycles. The copy Works Record Card shows that 'CET 475' was supplied as a motorcycle combination to Enright Bros of Rotherham and was intended for police use. Frame number '2215' is the penultimate manufactured. Continuing the story, an old-style buff logbook on file (issued 12th May 1949) shows that the owner at that time was Mr Richard Whitehead of Wath-on-Dearne, Rotherham. The Brough was licensed as a 'bicycle' (solo) the entry being annotated later with '& sidecar'. However, it is believed that 'CET 475' never entered police service, possibly due to changed priorities during wartime.As was not uncommon then, Richard carried out maintenance himself; he also kept the Brough garaged, preserving it in good condition. On one fateful journey in the 1950s, he and his wife Violet were travelling on the Al in Aberford, Yorkshire when a violent thunderstorm forced them to stop. Unfortunately, the tree under which they were sheltering was struck by lightning and it fell on the Brough, bending the frame, which was replaced. The original frame was retained.Richard passed away in 1977 and 'CET 475' transferred to his son-in-law Noel Kenning, during whose ownership the machine was kept garaged but hardly used. In 2000, the Brough Superior Club Technical Advisor, Dave Clark, straightened the original frame and reincorporated it into 'CET 475' while in the process of carrying out a thorough and fully documented renovation. During the rebuild, the Garrard sidecar (Lot 699 in this sale) was detached and the machine restored as a solo. In the 2000s, the motorcycle and sidecar were transported to Noel Kenning's daughter's house where they were well cared for in the warm dry garage. 'CET 475' was displayed and ridden at the Brough Superior Annual Rally at Middle Aston in 2013, but since then it has only been used a few times. When Noel Kenning passed away in July 2015, the Brough passed to his daughter, the current owner. Last run circa 2017, 'CET 475' is described by the vendor as in excellent condition throughout. The accompanying history folder contains DVLA correspondence; old/current V5/V5C registration documents; Dave Clark's restoration notes; an original Brough Superior instruction book; and a selection of copy period photographs. A horn; battery case; pair of leg shields; and some minor spares and tools are included in the sale.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1956 Velocette 350cc ViperRegistration no. 718 BHNFrame no. RS8617Engine no. VR1258'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 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. The Viper ceased production in 1968, two years before the Hall Green factory closed forever. Acquired for the collection in April 2004, this Viper comes with an old-style V5C Registration certificate and an old-style continuation logbook. Issued in March 1972, the latter notes a change of frame number from 'RS6617' to the current 'RS8617', possibly correcting a clerical error.For further information on this lot please visit Bonhams.com

1990 Honda VFR750F-LRegistration no. G779 XAEFrame no. RC36-2003917Engine no. unable to accessHonda had a lot riding on the VFR750F when it arrived in 1986, not the least of which was having to live down the preceding VF750's appetite for camshafts and cylinder heads... The VFR750F was introduced a sports bike to compete with Suzuki's GSX-R750 and Yamaha FZ750, but with the passage of time found itself reclassified as a 'sports tourer', a role in which it excelled. The new V4 engine was slotted into a state-of-the-art aluminium beam frame, replacing the VF750F's steel chassis, while the latter's shaft drive was dropped in favour of a lighter and more efficient chain. Early VFR750Rs featured a conventional two-sided swinging arm while later (1990 onwards) models have used a single-sided swinger.This example was acquired for the collection in August 2016. The sales receipt is on file and the machine also comes with a V5C document; sundry bills; and a quantity of MoTs (most recent expired March 2017). Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1951 Peugeot 125cc TN55 Triporteur Commercial Delivery TricycleRegistration no. not UK registeredFrame no. 640576Engine no. to be advisedProduced from 1939 to 1958, Peugeot's Triporteur commercial delivery tricycle was a familiar sight in and around Paris and other French towns and cities. These utilitarian machines represented affordable transport for farmers and tradesmen, and helped the French economy get back on its feet after the war. The concept was simple: the front wheel and forks of one of Peugeot's motorcycles being replaced with a single-axle chassis frame supporting a large box. The first such Triporteur was the 100cc TN53, based on the Type 53 lightweight motorcycle. The successor TN54 was introduced shortly after the end of WW2, while the 125cc TN55 appeared in 1949 boasting greater power and an increased payload of 150kg (330lb). Peugeot's advertising claimed a top speed of 28mph and a fuel consumption of around 90 miles per gallon for the TN55. The revised TN57 of 1954 was the last of the series. The vendor's neighbour bought this Triporteur in France ten years ago and took it to the USA before bringing it to the UK around six years ago. The vendor bought it from his neighbour earlier this year. One of only a handful in the UK, this charming Gallic curiosity is offered with cancelled French registration papers and Vehicle Transfer Declaration, and will have been through the NOVA process by time of sale.For further information on this lot please visit Bonhams.com

1939 Zündapp KS600 Motorcycle CombinationRegistration no. not UK registeredFrame no. 0027253Engine no. 519536•Rare Zündapp OHV sports model•Zündapp sports sidecar•Last ridden circa 10 years ago•Requires re-commissioningFounded at the height of WWI to manufacture armaments, Zündapp found a new role post-war as a producer of motorcycles under the direction of new owner, Dr Fritz Neumeyer, building its first machine, a Levis-powered two-stroke, in 1921. The firm began making its own engines in 1924, selling more than 10,000 machines that year, and at the Berlin Motor Show in 1933 introduced the first of the horizontally opposed, four-stroke twins that it is best remembered for. These formed part of an extensive and diverse range of models, all but the smallest two-stroke being designated by the letter 'K' (for kardan, meaning 'shaft'). Among the models premiered were the K400 (398cc) and K500 (496cc) sidevalve twins, both of which employed designer Richard Küchen's unconventional all-chain four-speed 'gearbox' and, as the designation suggests, shaft final drive. Introduced at the same time was another Küchen design: a horizontally opposed four made in 598cc (K600) and 798cc (K800) capacities. Common to all the larger models and eminently suited to withstanding the stresses and strains imposed by travel on unmade roads, the robust frame and girder forks were made of pressed steel, an advanced feature at the time. The new Zündapp range was an enormous success, and in September 1933 the firm produced its 100,000th machine, quite an achievement after little more than a decade as a motorcycle manufacturer. Immediately prior to the outbreak of war in September 1939, Zündapp introduced an overhead-valve twin, the KS600. The latter's 597cc engine produced 28bhp, and like the rest of the larger Zündapps the KS600 featured the chain-drive 'gearbox', shaft drive, and the pressed steel frame and forks. The larger Zündapps saw service in substantial numbers with the German Army during WW2, military versions being identified by a 'W' (Wehrmacht) model suffix.Dated as of 1939 manufacture by its VIN plate, this beautiful KS600 is attached to a handsome Zündapp sports sidecar and is described by the private vendor as in 'original and un-restored' condition. Last ridden some 10 years ago, this rare German combination will require re-commissioning before returning to the road. There is no paperwork of any kind with this Lot.Footnotes:This Lot is subject to VAT on imported items at 5% on Hammer Price and Buyer's Premium, payable by the Buyer.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.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 If 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

Offered from the National Motorcycle Museum Collection 1996 Triumph 885cc Daytona Super IIIRegistration no. N468 JLXFrame no. SMT372DD7TJ031375Engine no. 372DDT031749Unveiled at the Cologne Show in the autumn of 1990, the born-again Triumph range consisted of three- and four-cylinder models named after iconic models of the past: Daytona, Trophy, and Trident. The most sporting of these were the Daytonas. Introduced in 1994, the limited-edition Super III was Triumph's attempt to elevate the Daytona's performance to a point where it could challenge the Japanese opposition. Cosworth were recruited to provide the required power increase, raising maximum output of the 885cc three-cylinder engine to 118bhp (up from 98). A liberal application of carbon fibre knocked a couple of pounds of the weight, while the Super III's six-piston 'brick wall' brakes received copious praise. Now, some 25 years later, these early Hinckley Triumphs are becoming increasingly collectible, and none more so than the limited-edition Super III. This Daytona Super III was sold new in Ohio, USA and comes with copies of the original bill of sale and 1999 Ohio Certificate of Title. In April 2000 the original owner imported the Triumph into the UK where it was registered as 'N468 JLX'. Additional documentation consists of SORN paperwork; some MoTs (most recent expired 2007); V5C New Keeper Supplement; and the service booklet stamped on four occasions, most recently in June 2005 at 9,016 miles (current reading 10,468 miles). The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1998 Triumph 955cc T595 DaytonaRegistration no. P761 BUBFrame no. SMTTE502LGV048550Engine no. obscured by bodyworkTriumph's first attempt at a cutting-edge superbike, the T595 Daytona arrived at the start of 1997 and was an immediate success, despite being pitched against Honda's FireBlade and Ducati's 916. In a nod to the old Triumph company's heritage and drawing on the Hinckley firm's more recent experience, the new Daytona was a triple. Displacing 955cc, the fuel-injected 12-valve engine produced around 105-110bhp at the rear wheel, matching the FireBlade while having a character all of its own - the aggressive growl of the Triumph's brilliant three-cylinder engine is like nothing else on the road. The Daytona's looks were something special too, combining voluptuous curves with a Spondon-like aluminium frame, single-sided swingarm, and three-spoke alloy wheels. Top speed was around 160mph. Anyone who thinks modern bikes lack character should ride one of these! Currently displaying a total of 16,637 miles on the odometer, this fine example has been registered to the current keeper since October 2015. Last taxed in 2010, the machine is offered with a V5C Registration Certificate stating three previous keepers. Re-commissioning will be required before further use. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 2004 Triumph 955cc Speed TripleRegistration no. not registeredFrame no. SMTTE566XR4200000Engine no. X200456The re-emergence of Triumph has been one of British manufacturing industry's relatively few success stories of recent times, an achievement all the more remarkable when one considers that the company has grown from nothing to rank alongside the best from Japan and Europe in only 20 years. In many market sectors Triumph's offerings are recognised as the finest available and none more so than the iconic Speed Triple, which has regularly come out top in group tests of 'factory street-fighters' ever since its introduction in 1994. As one of Triumph's most successful models, it was only fitting that a 2011 Speed Triple was the landmark 500,000th motorcycle to roll off the production line since the Hinckley factory opened in 1991. Before then the Speed Triple 955i offered here had been the 200th 'Hinckley Triumph', exiting the factory gates in 2004. In April 2005, Triumph's UK Sales & Marketing Manager Bruno Tagliaferri wrote to Roy Richards offering this historic machine to the National Motorcycle Museum. Copies of the letter and sales invoice are on file. There is no V5C document with this motorcycle. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1957 BSA 646cc A10 Super RocketRegistration no. 999 UXPFrame no. BA7 11606Engine no. CA10R 8903 HHCBSA's range for 1955 embodied several novel features. Alongside the existing plunger-framed machines were new models equipped with swinging-arm rear suspension, while the A7 Shooting Star and A10 Road Rocket sports twins came with new aluminium-alloy cylinder heads. The latter produced a highly respectable 40bhp and as tested by Motor Cycling magazine was found capable of reaching 109mph. For 1958 the sports 650 became the Super Rocket, gaining a revised cylinder head, Amal Monobloc carburettor and an extra 3bhp. The model lasted into the unitary construction era and was last produced in 1963. This nicely restored Super Rocket is offered with V5C registration document and an HPI check sheet. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1949 Vincent-HRD 998cc Series-B Black Shadow Registration no. VAS 492Frame no. R3588B Rear Frame No. R3588BEngine no. F10AB/1B/1688 Crankcase Mating No. Q7/Q7•Matching upper frame, rear frame, and engine numbers•Delivered new to Australia•Returned to the UK circa 2002Ever since the Series A's arrival in 1937, the Vincent v-twin has been synonymous with design innovation, engineering excellence and superlative high performance. From Rollie Free's capture of the 'world's fastest production motorcycle' record in 1948 on a tuned Series-B Black Shadow to the final, fully enclosed Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features, offering adjustment of brake pedal, footrests, seat height, and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries.But above all else it was the 1,000cc v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. This was a time when the average family saloon was barely capable of reaching 70mph, and not until the advent of Jaguar's XK120 was there a production sports car that could live with the thundering v-twins from Stevenage. The outbreak of WW2 in 1939 had brought production of all Series A models to a halt, and when Vincent resumed production at the war's end it was with the all-new Series B. Its rear suspension aside, the Series A Vincent-HRD had been conventional enough: tubular steel frame, girder forks, separate gearbox, etc but with the Series B Messrs Vincent and Irving effectively established the marque's reputation for the defiance of convention in the pursuit of engineering excellence. For a start there was no 'frame' as such, merely a fabricated box attached to the cylinder heads, that served as the oil tank and incorporated the headstock and the attachment point for the rear springs. The gearbox was integral with the engine, and the swinging arm pivoted directly in the engine/gearbox casings, features commonplace today but unusual 60 years ago. Only in his retention of the pre-war Brampton girder fork did Phillip Vincent appear to be lagging behind other manufacturers, almost all of which had switched to telescopics, but this apparent shortcoming would soon be addressed by the introduction of the famous 'Girdraulic' fork.When it was introduced in 1946, the Vincent-HRD Series-B Rapide was immediately the fastest production motorcycle on sale anywhere, with a top speed of 110mph. The basic design clearly had even greater potential though, as was demonstrated by the tuned Rapide known as 'Gunga Din', ridden by factory tester George Brown, that proved unbeatable in UK motorcycle racing in the late 1940s. Private owners too had expressed an interest in extracting more performance from their machines, all of which convinced Philip Vincent that a market existed for a sports version. Despite opposition from within the company's higher management, Vincent pressed ahead with his plans and together with Chief Engineer Phil Irving, clandestinely assembled a brace of tuned Rapides. The prototypes incorporated gas-flowed cylinder heads, Comet cams, polished con-rods and larger carburettors, these changes being good for a maximum output of 55bhp despite a compression ratio limited to only 7.3:1 by the 72-octane petrol that was the best available in the UK at the time. Ribbed brake drums were fitted to cope with the increased performance, while in a marketing masterstroke Vincent specified a 5'-diameter '150mph' speedometer and black-finished engine cases for his new baby – the Black Shadow. With a claimed top speed of 125mph, soon born out by road tests, the Vincent Black Shadow was quite simply the fastest road vehicle of its day. Deliveries commenced in the spring of 1948 and only around 70-or-so Series-B Black Shadows had been made before the Series-C's introduction at that year's Earl's Court Motorcycle Show. Nevertheless, it would be 1950 before all Vincents left the factory in Series C specification, during which period references to 'HRD' were phased out. The Black Shadow was indeed a legend in its own lifetime, and in the half-century since production ceased, the esteem in which this iconic motorcycle is held has only increased, fuelling the demand among discerning collectors for fine examples of the marque, such as that offered here. This rare Series-B Black Shadow was despatched to Elder Smith in Sydney, Australia on 1st February 1949. The Vincent was later taken to New Zealand and remained there until December 2000 when it returned to Australia. Its new owner commissioned local marque specialist Terry Prince to make the machine roadworthy, which included incorporating numerous stainless steel fasteners and converting the electrics to 12-volt operation. In April 2002 the Vincent was sold to a prominent private collector in the UK and registered here as 'VAS 492' (see purchase agreement on file). It is not known when it was acquired by the NMM. Accompanying paperwork consists of a copy of the Works Order Form; a VOC Dating Certificate; an expired tax disc; and an MoT (2003-2004). There is no V5C document with this motorcycle. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1914 Brough 497cc Model HRegistration no. L 734Frame no. 1116Engine no. 336•Believed the oldest survivor of its type•Rediscovered in the mid-1970s and restored•Acquired by the National Motorcycle Museum circa 1989Father of the better-known George, engineer William E Brough had already built a light car and a tricycle at his Nottingham workshop before completing his first motorcycle in 1902. Single-cylinder, v-twin and horizontally opposed twin-cylinder engines were used prior to WWI, though only the latter type was used post-war. Brough's first 'flat twin', an overhead-valve 497cc (3½hp) two-speeder, was developed in 1912 and launched in September 1913 as a 1914 model. It occupied the middle of the Brough range, priced at £56 10s compared to the 6hp v-twin at £72 10s and the 3½hp single at £46. Immensely proud of his new creation, William Brough wrote: 'The beautiful, sweet running of the new Twin Engine has placed it far ahead of any design at present on the market.' Three versions of the Model H were on offer for 1915. Production recommenced post-war, but the Model H was swiftly superseded by the larger (692cc) sidevalve Model G. Faced with increasingly difficult trading conditions, William Brough's company ceased motorcycle production in 1925, leaving his son's Brough Superiors to carry on the family tradition. Believed the oldest survivor of its type, this rare Brough Model H carries a supplier's plaque from J M Jones, Motor Engineer of Tryal Garage & Motor Works, Cribyn, Llanybyther. First registered in Cardiff, Glamorgan in December 1914, 'L 734' spent the first 60 years of it life in Wales. This motorcycle is one of two W E Broughs found in 1974, the other being a 1915 model. They were discovered by John Greenland who recounts that they were found intact and 100% original, having not been used since the 1920s (letter on file). John Greenland went onto restore 'L 734' over the succeeding decade and sold the Brough to the National Motorcycle Museum circa 1989. The accompanying history file is substantial, and prospective purchasers are urged to take the opportunity to examine it. It contains assorted correspondence; period b/w photographs; and old-style V5C document; a quantity of photocopied in-period magazine articles; and a photocopied manufacturer's brochure. Very nicely presented, this machine represents an exciting opportunity to acquire one of the rarest flat-tank models of the Vintage era with the added prestige of being one of the 'original' Broughs. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1925 Brough Superior 750cc Mark IIRegistration no. OM 6274Frame no. H782Engine no. 2C14 55050•One of the last of its type ever made•The youngest known survivor•Original logbookQuite what George Brough's father - Nottingham-based motorcycle manufacturer William Edward Brough - thought when his younger son cheekily added the word 'Superior' to the family name when founding his rival marque can only be imagined, but it's thanks to this act of youthful bravado that we have one of the greatest and most evocative names in motorcycling. W E Brough's machines had been innovative and well-engineered, and his sons continued the family tradition but with an added ingredient: style. The very first Brough Superior of 1919 featured a saddle tank - an innovation not adopted by the rest of the British industry until 1928 - and the latter's broad-nosed, wedge-profiled outline would be a hallmark of the Nottingham-built machines from then on. Hand built in small numbers, the Brough Superior was - inevitably - expensive, but as its maker acknowledged, he 'never intended to produce (the) design as cheaply as possible'. After the first handful of machines had been constructed in temporary premises towards the end of 1919, production shifted to what would be Brough's permanent home in Haydn Road, Nottingham where production proper commenced in 1920. J A Prestwich of London and Motosacoche of Geneva supplied v-twin engines for the Mark I and Mark II Brough Superiors respectively, though within a few years all models would be JAP-powered. The early Mark I came with JAP's famous overhead-valve '90 bore' 986cc 50-degree v-twin engine as standard, though there was an alternative longer-stroke sidevalve version available for sidecar work, which would later become the standard offering. Gearboxes were sourced from Sturmey-Archer and (initially) forks from Montgomery, while frame and accessory manufacture was contracted out to specialists in the British motorcycle industry's Midlands heartland. With the arrival of the sporting SS80 in 1922, the Mark II took on more of a touring role and was last catalogued in 1924.One of the last of its type ever made, and the youngest known survivor, this Brough Superior Mark II was registered in the Birmingham area on 26th May 1925. Representing a possibly once-in-a-lifetime opportunity for the dedicated Brough collector, this Mark II comes with a V5C document and its original logbook recording a change of engine (from '45889' to the current '55050') and listing only two owners, both in the Birmingham area, up to 1937. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1930 Brough Superior OHV 680 'Black Alpine' (see text)Registration no. JO 2055Frame no. 5/1105 (see text)Engine no. GTO/H 13694/S•The ultimate middleweight Brough•Restored in the late 1970s/early 1980s•Owned by the NMM since 1995With the SS80 and SS100 well established, it was decided to add a smaller and cheaper alternative to the Brough Superior range. JAP was already producing a 674cc sidevalve v-twin engine and this unit, redesigned with overhead valves, went into Brough's new 'Overhead 680'. Launched at the Olympia Motorcycle Show in 1926, the 'Miniature SS100', as George Brough called it, entered production for 1927. The new middleweight Brough was an instant success and for 1930 was joined by a version to higher specification. First seen at the 1929 Motorcycle Show, the newcomer was dubbed 'Black Alpine 680', a reference to the lavishly equipped SS100 Alpine Grand Sports and the fact that the newcomer boasted a distinctive all-black eggshell finish. Principal mechanical difference from the standard Overhead 680 was the adoption of the patented Bentley & Draper sprung frame. Built as a standard Overhead 680, this machine was despatched from the factory on 16th March 1931 bound for Layton's of Oxford and first owned by one Alan William Massey of Watford, Hertfordshire. The Brough Club first heard of this machine in 1981 when it was listed as owned in Birmingham.Colin Wall, the National Motorcycle Museum's restorer, discovered this Brough around 1976 in a council lockup garage. Colin was told by the seller that the machine had come from the Birmingham suburb of Handsworth where he had found it in a garden. It had a box sidecar attached and had been used by a window cleaner. Colin bought the Brough and a Sunbeam Model 2 for £900 in total, the Brough costing £700...The Brough was in very poor condition and it took five years to acquire missing parts and complete the restoration. The engine, gearbox and clutch were fully rebuilt (one of the cylinder barrels, which had cracked, being replaced) and a new fuel tank made by a craftsman in Nottingham. Extensive repairs enabled the original tinware to be retained, while the crash bars currently fitted were in place when purchased.Colin completed the rebuild in 1981 and sold the Brough to NMM founder Roy Richards around 1995. Roy wanted a machine to Black Alpine specification, so twin headlights were fitted. The Brough was started on a regular basis but not used on the road.'JO 2055' is recorded with the DVLA as being registered in June 1982 as a 1931 model. The HPI check sheet is on file but there is no V5C present. It should be noted that in addition to the original factory frame number stamp on the headstock, number '1195' has also been stamped on the front downtube, and that the gearbox is not the original to this machine. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

1995 Honda CBR600FRegistration no. N451 MFLFrame no. PC31 2001674Engine no. unable to accessAlthough Kawasaki can be said to have 'invented' the 600 class with its GPZ600-R, it was Honda that quickly established dominance of this once important market sector with the CBR600F. Introduced for 1987, the CBR set new standards for the class, the UK's first batch selling out within weeks of arrival. 'Offering a previously mythical package, the CBR quite simply left all previous efforts at similar-sized tackle gasping in it whisper-smooth wake,' enthused Bike magazine. In 1991 the CBR receive a new frame and an updated engine. As seen here, the 3rd generation CBR600 was produced from 1995 to 1998, featuring a modified engine, ram-air intake, and cartridge forks. Acquired for the collection in October 2017, this CBR600F displays a total of 29,755 miles on the odometer. The machine is offered with sales receipt; a V5C document; and a quantity of MoTs (most recent expired June 2018). Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection c.1932 Brough Superior Overhead 680 to Overhead 500 SpecificationRegistration no. not registeredFrame no. 5/1195Engine no. PTOC/H T3918/S (see text) Gearbox no. 7157 and 2632•In its current configuration since the 1950s•Rebuilt to running order by the early 1960s•Acquired by the NMM in 2006George Brough premiered two new sports models at the Motor Cycle Show in November 1930: the Overhead 680 and Overhead 500, the latter powered by a JAP racing engine that had first appeared at that year's Isle of Man TT races. The 500cc JAP was effectively two of the firm's racing 250 singles on a beefed-up crankcase, the cylinder heads and barrels being held down by long through-bolts as on the contemporary SS100. Cotton, Excelsior and OK-Supreme had used these engines at the TT, but having showed promise in practice, all failed during the race, sidelined by incorrectly hardened cam followers. No doubt wishing to put this embarrassing incident behind them, JAP abandoned the project and sold the remaining engines to George Brough. The new Overhead models used identical cycle parts and were available with rigid frames only, the 680 being priced at £99 15s and the 500 at £105. Only nine Overhead 500s were built, making it one of the rarest of catalogued Brough Superior motorcycles. Describing the Overhead 500, the Brough catalogue had this to say: 'Specification exactly as 'Overhead 680' with the exception of the Engine which is a specially produced 500cc Racing JAP Twin modified for high road speed and long-distance touring requirements... Capable of 85mph, this machine is convertible to a 'pukka' racing machine quite easily by the Owner.'Frame number '5/1195' left the Brough works on 4th November 1932 as part of a standard Overhead 680 model supplied to Godfrey's in London. The original registration number is not known, and the original engine has been lost, but the original gearbox is still present. By the 1950s '5/1195' had been fitted with the current 500cc overhead-valve JAP engine 'PTOC/H T3918/S'.Rebuilt to running order by the early 1960s, the Brough was sold to the NMM in 2006 by the late Brian Verrall. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding. Offered with a history file.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1937 Brough Superior 1,096cc 11-50 & Petrol-tube SidecarRegistration no. not registeredFrame no. M8/1862Engine no. LTZ/F 55040/SN (see text) Sidecar chassis no. 152•The largest Brough Superior production model•Originally ordered by Sheffield City Police•Engine changed during the 1969s/1970sLegendary superbike of motorcycling's between-the-wars 'Golden Age', the Brough Superior was synonymous with high performance, engineering excellence and quality of finish. That such a formidable reputation was forged by a motorcycle constructed almost entirely from bought-in components says much for the publicity skills of George Brough. But if ever a machine was more than the sum of its parts, it was the Brough Superior. Always the perfectionist, Brough bought only the best available components for his motorcycles, reasoning that if the product was right, a lofty price tag would be no handicap. And in the 'Roaring Twenties' there were sufficient wealthy connoisseurs around to prove him right, T E Lawrence ('Lawrence of Arabia') being the most famous example. The speed with which the name 'Brough Superior' established itself as synonymous with excellence may be gauged from the fact that the famous 'Rolls-Royce of Motorcycles' sobriquet was first coined in 1921 when the marque was barely two years old. The story goes that Rolls-Royce objected to their name being associated with a mere motorcycle - until they examined one of George's creations. Launched in 1933, the 1,096cc 11-50 was the largest Brough Superior to enter series production. Powered by a sidevalve v-twin (of unusual 60-degree configuration) supplied exclusively to the Nottingham factory by J A Prestwich, the 11-50 fitted into the Brough price range between the SS80 touring and SS100 super-sports models. The 11-50 was conceived as a long-legged, effortless tourer and could exceed 90mph in solo form or pull a heavy sidecar at up to 75mph; indeed, in the latter role it was one of the finest sidecar mounts of its day. Production lasted until 1939, by which time the 11-50 was the only JAP-powered machine in the Brough Superior range. This Brough Superior's frame ('M8/1862') left the factory in September 1937 in an 11-50 attached to an AGS sidecar (number '125') having been ordered by Sheffield City Police. The original engine was 'LTZ/F 57528/SN' and machine was registered as 'DWJ 808'. The engine currently fitted, 'LTZ/F 55040/SN', started life in another 11-50 combination dating from 1937, 'M8/1799', which was despatched to Bucklow Garage and registered 'DTU 70' (Cheshire). The engine substitution is believed to have been made at some time in the 1960s/1970s when both of these Brough outfits were owned by the late Felix Burke of Cheltenham (see correspondence on file). The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection c.1933 Rudge 499cc TT Replica Racing MotorcycleRegistration no. not registeredFrame no. 48011Engine no. 35•One of the most desirable sports roadsters of the 1930s•An older restoration•Bronze cylinder headThe full potential of Rudge's four-valves-per-cylinder engine design was slow to emerge, but in 1928 Graham Walker's works 500 became the first motorcycle to win a road race - the Ulster Grand Prix - at an average speed in excess of 80mph, a feat that led to the introduction of the legendary 'Ulster' sports model. Early engines deployed parallel valves in a pent-roof combustion chamber, then in 1930 a trio of 350s appeared at the Isle of Man with radially-disposed valves, the new arrangement demonstrating its superiority when the Rudges finished 1st, 2nd and 3rd in the Junior TT. The next move was to produce a 'head for the 500 featuring parallel inlet valves and radial exhausts, and this semi-radial arrangement debuted on the works bikes for 1931. Chief advantage of the semi-radial valve gear was its reduced complication, but although the works 500s proved every bit as fast as before, they were beset by handling problems. Altered weight distribution caused by re-positioning the magneto behind the cylinder was diagnosed as the culprit, and the mag was promptly moved back to its original position. The TT Replica went from parallel valves in 1931 to radial in 1932 and then, finally, to the semi-radial arrangement for 1933, the last year of this model's production. Semi-radial valves were adopted for the 500cc Ulster for '33, and Rudge's top-of-the-range model would keep this arrangement until production ceased in 1939. This Rudge TT Replica's frame was built in May 1932 while the engine consists of a 1933 TTR bottom end and a 1934/1935 bronze cylinder head. The gearbox is made up from parts dating from 1930-1937 (linkage not connected) and the rear mudguard has the wrong profile. There are no documents with this Lot. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1975 Norton-Cosworth Challenge P86 750cc Racing MotorcycleFrame no. JN 1Engine no. none visible•Ultra-rare Norton works racer•No engine/gearbox internals•For display purposes onlyThe urgent need to replace its ageing Commando twin with something more modern for both road and track prompted NVT to commission a new engine design from Cosworth Engineering. First shown in 1975, the Challenge water-cooled twin borrowed heavily from Cosworth's 3.0-litre DFV V8 Formula 1 engine, yet despite a claimed maximum power output of 115-120bhp the racer's handful of outings were disappointing, rider Dave Croxford being unable to match his old Commando-powered machine's lap times. With NVT on the point of collapse, the project was shelved in 1976.Writing in Classic Bike magazine (December 1981 issue) Alan Cathcart states that of the four bikes constructed, two were sent to the USA while two remained in the UK until sold to a German entrepreneur. The latter then sold 'two engines and enough chassis bits to make a compete bike' to Norton collector Ian Sutherland, and the resulting machine was ridden by Cathcart at Donington Park's 50th Anniversary meeting in August 1981. Cathcart's Challenge looked the same as the one last ridden by Croxford, complete with Norton's own leading-axle front fork and cast-aluminium, twin-shock swinging arm. Sutherland continued with development and ridden by Rob Sewell, a revised version up-dated with Harris cycle parts came close to a 100mph lap at the Isle of Man TT. The design's full potential would not be realised until 1988 however, when Roger Marshall won Daytona's Pro Twins race on Bob Graves' Challenge-based Quantel.The Challenge offered here lacks engine/gearbox internals and thus is offered for display purposes only. Nevertheless, given that in recent years Messrs Crosthwaite & Gardiner have built pre-war Auto Union Grand Prix cars from scratch, and various individuals have recreated the legendary Moto Guzzi V8, re-manufacturing engine components for the twin-cylinder Challenge should prove comparatively straightforward should the next owner so desire. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1938 Excelsior 250cc Four-valve Radial Manxman Racing MotorcycleRegistration no. not registeredFrame no. MHR 839•Rare four-valve engine top-end•Engine built by Norman Webb in the 1950s using genuine Excelsior factory parts•Standard Manxman HR11 cycle partsExcelsior's Managing Director Mr Eric Walker came to an arrangement with the Rudge Whitworth factory to use that company's patents under license, thus enabling him to build an overhead-camshaft radial four-valve engine. Indeed, every engine had an attached plate identifying the use of the Rudge patents in its valve gear design. The agreement also stated that the engine was to be used solely for racing, thus preventing Excelsior from encroaching on Rudge's core motorcycle market. The Excelsior Manxman radial four-valve 250cc machines showed great potential when first raced at the 1936 Isle of Man TT where, after a bare minimum of practice, Tyrell Smith finished in 2nd place behind Bob Foster on a unitary construction New Imperial. One of Excelsior's greatest results was Tyrell Smith's win at the Grand Prix of Europe, a one-off result which, in motorcycling terms, potentially was as great as winning the world championship. The complex totally enclosed four-valve rocker gear meant that cam boxes were reputed to take a day to assemble under ideal workshop conditions. Broken coil valve springs were the Achilles heal of the design and many retirements resulted from valve spring problems, so it was with some reluctance that Mr Walker decided to revert to more reliable two-valve engines at the end of the 1937 season. Thus, from early 1938 the 250cc and 350cc four-valve engines and their cycle parts ceased to exist publicly and were all but forgotten. The four-valve engine parts languished in the old race shop at Tyesley until the mid-1950s when Norman Webb persuaded someone at the factory that it would be a 'good idea' to sell him the obsolete parts to facilitate the recreation of some running four-valve machines. Built by Norman Webb, the machine offered for sale is therefore an absolutely faithful recreation of a four-valve Manxman to 1937 specification using original Excelsior four-valve engine parts that were raced in period, but now fitted onto a 1938-style aluminium crankcase (originally, they were magnesium). This engine is believed to be a 250cc unit. The frame of this particular motorcycle was despatched from the factory as part of a complete HR11 Manxman racing machine sometime after its 29th August 1938 build date. From the purist collector's standpoint, however sad it may seem, a perfectly good racing Manxman was broken up and modified by Norman Webb to create this wonderful four-valve racer.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1939 Excelsior 250cc Manxman Racing MotorcycleRegistration no. not registeredFrame no. JRS 106Engine no. CXCR99•Originally built for and raced by Alan Bruce's factory-supported syndicate•Ridden by Charlie Manders at the 1939 IoM TT (with different engine)•One of only five special short-wheelbase spring-frame works machinesIt is well documented in a letter released to the press early in 1938 that Mr Eric Walker, then Managing Director of the Excelsior Motor Company, considered it no longer viable to continue building and racing machines to compete on equal terms with the complex factory racing specials run by overseas manufacturers. Mr Walker's announcement to the racing department in April 1939 that Excelsior would cease all racing activities with immediate effect was probably anticipated, but for the race shop personnel and contracted works riders it was seen as a potential disaster. With little time before the commencement of practice for the 1939 Isle of Man TT, Excelsior's technical director Alan Bruce, supported by works rider and fellow Excelsior employee Tyrell Smith, approached Mr Walker with a proposal to purchase all the existing 1938 works racing machines and spares with the objective of forming a racing syndicate similar to Graham Walker's successful Rudge team. Of course, Tyrell Smith had operational experience of Graham Walker's team having ridden for it, and therefore understood what needed to be done to make it successful. For the new syndicate to be financially viable, Tyrell Smith and team-mate Charlie Manders would need to ride in as many races as possible at the TT, and by doing so earn as much start money and equipment manufacturers' bonuses as possible to defray the syndicate's not inconsiderable operational expenses. In May 1939 Mr Walker generously allowed Alan Bruce and Tyrell Smith to use the factory frame shop and engine test facility to build a new machine for Charlie Manders. This syndicate machine was allocated frame number 'JRS 106' and fitted with a new 350 engine which was allocated the number 'CXCR100'. To maximise potential earnings, this new machine was entered for both the Junior and Senior TT races. For the record: Manders failed to finish both the Junior and Senior races but did have the consolation of 6th place in the Lightweight event. Immediately after the 1939 TT the syndicate was disbanded, and the machines were sold to selected privateers just before the outbreak of WW2. Racing returned in 1946, and with a shortage of any competitive lightweight racing machinery the works Excelsiors continued to be campaigned until obsolescence overtook them. The name Norman Webb is forever linked with Excelsior, and over a period of many years he eventually traced and purchased all five-special short-wheelbase spring-frame machines. He personally raced some of them and in later years restored all the bikes for future generations of enthusiasts to enjoy. Finally, to emphasise the rarity of the machine offered for sale, although a JR12/S racing Manxman was listed in the 1939 catalogue, none were actually manufactured and despatched by Excelsior to their dealer network. Excelsior factory records show that only four short-wheelbase machines featuring plunger rear suspension and semi-unit construction engines were built and raced as works entries during the 1938 season. The machine offered now is the fifth and last machine of this type built and as mentioned earlier it was manufactured in May 1939. However, it should be noted that the engine fitted to the machine now is a 1938 unit with serial number 'CXCR99'. Therefore, this is not the engine that Charlie Manders used at the 1939 TT. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com