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1936 Coventry Eagle 250cc Silent Superb Registration no. 980 UXFFrame no. 72196Engine no. AXF 1486This very attractive Coventry Eagle was acquired by the vendor about two years ago. He reports that it had been restored by the previous owner and that he has had to do nothing to it at all. It has a non-transferable age-related registration number. The original number was 'DNU 172' as confirmed by a continuation buff logbook which is supplied, along with a V5C, and original Coventry Eagle fold out leaflet. The vendor tells us that the frame and cycle parts are 'excellent', while the engine and 3 speed transmission are 'very good'. The only reported deviation from factory specification is a conversion to LED lighting, both front and rear. It has been run within the last month. Prospective bidders must satisfy themselves as to the machine's completeness and mechanical condition prior to bidding.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1931 Triumph 277cc Model WSRegistration no. NG 181Frame no. 621608Engine no. 409625The 277cc Model W had the biggest engine Triumph could build while keeping the resulting machine within the favourable taxation class that limited weight to 220lbs. Introduced for 1927, the Model W changed little for the next couple of years, becoming the WS in 1930 when it adopted the fashionable saddle tank, and was dropped when the 1931 range was announced. Apparently complete and in original condition having been stored for many years, this Model WS formerly belonged to the lady vendor's father and before that to her uncle. It is understood that the engine was professionally rebuilt in 1979 and the frame repainted. The inside of the fuel tank is rusted, but after the carburettor float bowl had been filled with petrol the engine started and ran in October 2020 having last been run circa 2000. Offered for restoration, the machine comes with an instruction book, an old-style buff logbook, and a V5C document.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1944 BSA 496cc Ex-WD M20Registration no. OTV 920GFrame no. WM20 110090Engine no. WM20 74630After the war, ex-WD bikes were sold off and eagerly scooped up by the public. They have seen a resurgence of interest in recent times, with 'wartime' or 1940s/1950s re-enactment events. This WD M20 was sold off by the MoD in 1968, as evidenced by the original VE60 green registration book, when registered on 2nd August 1968 by Dawsons Cars & Motorcycles in Nottingham as OTV 920G. It was sold later the same month to the first owner who kept it until 1974, when it was purchased by the vendor. It was used by him for only a short period before being dry-stored until today. It will, therefore, require re-commissioning and safety checks before use by a new owner. Included with it are a spare saddle, the rear rack, pannier frames, and a sidecar frame with wheel. Documentation comprises an old-type V5, the aforementioned VE60 logbook and sundry papers.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1933 Sunbeam 344cc Model 10Registration no. HG 2111Frame no. unable to locateEngine no. HG 2111The Model 10 was produced for only two years before Sunbeam reverted to the old Model 8, and is one of the rarer Sunbeam motorcycles of this period. It is understood that there are only 15 Model 10s on the Sunbeam Register, 11 of which date from 1931. This example was purchased as a 'barn find' in 1973 and has been dry stored since then. Although the Sunbeam was stripped and examined, the vendor could not find time to restore the machine and it has been loosely reassembled for sale. Prospective purchasers must satisfy themselves with regard to this motorcycle's condition, completeness, correctness or otherwise prior to bidding. Sold strictly was viewed, it comes with an old-style continuation logbook and old V5/V5C documents.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1937 Velocette 348cc KSS MkII ProjectRegistration no. ENB 685Frame no. 4308Engine no. KSS 8357Velocette's Percy Goodman-designed Model K first appeared in 1924. Of 348cc, the new engine employed a single overhead camshaft driven by vertical shaft, and was unusual in having a very narrow crankcase (an arrangement determined by the existing transmission and frame design) which made for a stiff crankshaft assembly. By the end of the 1920s Veloce's range of K-Series roadsters boasted a host of variations on the theme that included Normal, Sports, Super Sports, Touring, Economy and twin-port models. Introduced in 1925, the KSS was the Super Sports version while the KTS tourer employed the same overhead camshaft engine in virtually identical cycle parts, differences being confined mainly to mudguard style and wheel sizes. Introduced for the 1936 season, the MkII version of the KSS/KTS represented a major redesign, featuring many improvements including a new aluminium-alloy cylinder head with enclosed valve-gear, plus the cradle frame and heavyweight Webb forks of the new MSS. Owned by the vendor since 1974, this KSS MkII comes with a VOC dating letter stating that it was invoiced by the factory on 23rd November 1937 and first owned by one P Fisher of Manchester. Dismantled and offered for restoration, the machine is sold strictly as viewed. Additional documentation consists of an old-style continuation logbook (issued 1947) and a V5C Registration Certificate, and the machine also comes with sundry transfers and an original Instruction Book.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1937 Velocette 495cc MSSRegistration no. EKM 603Frame no. 4232Engine no. 2851The third of Velocette's overhead-valve, high-camshaft, single-cylinder designs, the 495cc MSS was announced in 1935. The first of these new models had been the 250cc MOV of 1933, which was joined for 1934 by a long-stroke '350': the MAC. In creating the MSS, Veloce kept to the basic design, combining the MAC's 96mm stroke with a larger bore to create its new '500'. The MSS engine went into a new frame derived from that of the racing KTT. The model disappeared from Veloce Limited's range in 1948 while the company concentrated on the LE, reappearing in 1954 with a new swinging-arm frame and Hall Green's own telescopic front fork. The engine too was updated, gaining 'square' bore and stroke dimensions of 86x86mm along with an alloy cylinder barrel and 'head. This highly original MSS has belonged to the current vendor since 1999 and has had only three owners from new; indeed, the vendor bought it from the second owner having known the machine since the early 1960s. The MSS has been ridden only occasionally, including up the test hill at the 'Brooklands Relived' event in 2000. Kept in a heated garage, the machine has not run for over 15 years and will require re-commissioning, including a new battery, before further use. Accompanying paperwork consists of an old-style logbook and old/current V5/V5C documents.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1914 Clément 4hp Autocyclette Grand TourismeRegistration no. not UK registeredFrame no. not knownEngine no. 29789•Premier French make•Rare early model•'Barn find' for restorationAlready a successful maker of bicycles and pneumatic tyres – he owned the Dunlop patents in France – Gustave-Adolphe Clément diversified into motorcycle manufacture in 1897, having just bought the Gladiator cycle company, and built his first four-wheeled automobile two years later, taking an interest in the existing Gladiator concern. Around 1902 Clément began supplying motorcycle engines to Charles Garrard in the UK, who fitted them in frames supplied initially by James Lansdowne Norton and marketed his products under the Clément-Garrard name until 1911. Norton was impressed by the French-built motor and used it to power the first of his own motorcycles in 1902. In October 1903 Adolphe Clément broke his connection with the company he had founded and set up a new factory in Levallois-Perret, adopting the trade name 'Bayard'. Now fully controlled by British investors, the original Clément-Gladiator enterprise, trading under the 'Clediaber' name, continued to manufacture motorcycles until 1935.After 1905 motorcycle production was suspended for a number of years but by the end of 1911 new models had been introduced that generated considerable interest. Inspired by the lightweight v-twins becoming popular in Britain, especially the Motosacoche-powered Royal Enfields, Clediaber introduced MAG-engined 2¾hp and 4hp Clément and Gladiator v- twins, which were designed along British lines and more luxurious than the average French motorcycle. Produced up to the outbreak of war in 1914, the 4hp model, as seen here, was the most expensive in the catalogue. Looking remarkably similar to the contemporary Motosacoche-engined Royal Enfield, this Clément previously formed part of the collection belonging to a deceased Munich-based private collector and is offered for sale by his heirs. The machine has been dry-stored for many years and is presented in 'barn find' condition, in need of complete restoration. Some parts are missing: the front mudguard, foot-boards, and chain covers being the most obvious. The engine turns over but the machine's mechanical condition is not known and thus it is sold strictly as viewed. There are no documents with this Lot.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1925 Sunbeam 3½hp Model 6 'Pendine Sprinter'Registration no. CY 8406Frame no. 08519Engine no. 270/18302•Resident in West Wales all its life•Raced at Pendine Sands in period•Stored for the last 10 yearsThe first Sunbeam motorcycle - a 350cc (2¾hp) side-valve single - left the Wolverhampton premises of John Marston, hitherto a manufacturer of finest quality enamelled goods, bicycles and - latterly - cars, in 1912. Designed by Harry Stevens (later to found AJS) the 2¾hp Sunbeam was equipped with a two-speed countershaft gearbox and fully enclosed all-chain drive, proving an instant success in an era when the norm was hub gears and belt-drive. Like Marston's other products, his motorcycles soon established a reputation for sound construction and exemplary finish. Their racetrack performances did nothing to discourage sales either. Howard Davies (later to found the H.R.D. marque) finished second in the 1914 Senior TT on his and Sunbeam's first visit to the Island, and Tommy De La Hay inherited victory in the 1920 Senior after George Dance, also Sunbeam-mounted, retired while leading. Sunbeam's second model was the John Greenwood-designed 3½hp of 1913. A sidevalve single like its predecessor, the 3½hp came with a three-speed hand-change gearbox and fully enclosed oil-bath chain cases, the latter first seen on the company's bicycles. Overhead-valve engines were introduced in the mid-1920s but early successes were achieved with sidevalve-engined machines, most notably the 492cc (3½hp) 'Longstroke', which secured a debut win at the 1921 French Grand Prix ridden by Alec Bennett. In road-going form this remarkable engine remained in production right up until WW2. The Model 6 'Longstroke' had gained drum brakes by the mid-1920s, and in lightweight guise with low handlebars and minimal equipment was known as the 'Speedman's Machine'.This un-restored Sunbeam 'Longstroke' was first registered to Handel Davies, a well-known and successful garage proprietor who began his career at the Brooklands Garage in Garnant, Carmarthenshire before moving to his own premises in Oxford Street, Swansea. Handel was probably the first owner of a Brough Superior in Wales. During the same period, he also owned this Sunbeam, and both bikes were raced at the world famous Pendine Sands with great success. The current vendor has known the Sunbeam and its two previous keepers since the 1970s. The machine has resided in West Wales all of its life and is well known in local motorcycling circles. Stored for the last 10 years, this historic Welsh racer will require re-commissioning at the very least and probably more extensive restoration before further use. Offered with a V5C Registration Certificate. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1925 AJS 349cc De Luxe Sporting Model E4Registration no. TT 4061Frame no. 52180Engine no. 52180In 1925 there were three side valve 350s in the AJS range, including the De Luxe Sporting Model E4, which was fitted with TT bars, sporting footrests, internal expanding front and rear brakes, and a hand operated clutch. The original RF60 buff logbook for TT 4061 shows that it was first registered in Devon on 29th May 1925 to Mr. William Curzon of Holsworthy. He moved house twice after that, but remained in Devon and in possession of TT 4061. It was purchased by the vendor's father sometime in the 1930s (although not registered in his name until 1970), and is believed to have been used occasionally for pleasure on fine days and holidays, and to visit the TT races. It is thought to have last run in the 1960s, after which it was retired to dry storage until the present day. Ownership passed to the present owner on his father's death. It remains remarkably unmolested, save for a coat of paint at some time in its life, and is all matching numbers (frame, engine, and gearbox) with only one previous owner before the father and son. The engine turns freely, and the gears select. It is fitted with acetylene lighting, but the generator appears to have gone missing at some time. In need of re-commissioning or restoration, this wonderful AJS presents an increasingly rare opportunity for a new owner to re-commission, sympathetically restore, or fully renovate. Documentation comprises an old-type V5, and the aforementioned RF60 logbook.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1937 BSA B21Registration no. XVV 270Frame no. HB205440Engine no. HB211765A fine example of BSA's rare B21 Sports model, a product of the largest motorcycle factory in the country in 1937, when the Birmingham Small Arms company dominated the home market and sold machines all over the globe, such was it reputation for solid reliability and quality. The overhead valve single-cylinder 250cc model represented a step into the world of real motorcycling, a far step above the smaller two-stroke models that for most of their lives plodded gently to work leaving a trail of blue smoke and interrupting progress when the sparking plug developed a whisker and roadside attention was needed. Not on a four-stroke product of the huge works in Small Heath's Armoury Road, ownership of which was a matter of pride and a hint of knowledge above the humble rider whose needs were simply to commute. This handsome but easily ridden model was the younger brethren of the more sporting machines that dominated competition and the young man, or occasionally lady, who chose such a model was clearly destined to move on into the elite world of the long distance traveller. This example is an excellent starting point in the vintage world and promises many happy hours at moderate speeds; it will require careful inspection before being used and enjoyed fully. The registered mileage is 6,550, but this cannot be verified.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1943 Triumph 343cc 3HWRegistration no. not UK registeredFrame no. TL 36905Engine no. 3HW 46905When war broke out in September 1939, Triumph's entire stock of completed civilian machines was requisitioned by the War Office. The Coventry firm went on to develop a 350cc twin-cylinder model – the 3TW – specifically for military use, only for the destruction of its factory in an air raid in November 1940 to scupper the project. Installed in new premises at Meriden, Warwickshire, Triumph recommenced production of the single-cylinder sidevalve 3SW and overhead-valve 3HW models. The latter was based on the pre-war Tiger 80 sports roadster, the engine of which was modified to incorporate rocker boxes cast integrally with the cast-iron cylinder head, aluminium alloy being in short supply. Triumph's single-cylinder models were used mainly by the Royal Navy for despatch duties and general liaison, with the less-powerful 3SW reserved for the WRNS. Making it highly unusual to say the least, and possibly unique, this 3HW has been modified with a swinging-arm conversion, complete with friction dampers, giving it a distantly Italian look. The private vendor advises us that the machine was modified in the 1950s and has remained un-restored since then. It last ran in September 2019 and is described by the owner as running well. Accompanying documentation consists of copies of the motorcycle's Italian registration papers and Registro Storico Triumph entry.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1941 Matchless 348cc G3L Military MotorcycleRegistration no. not UK registeredFrame no. 35211Engine no. G3L 39263The outbreak of war in September 1939 found the British Army ill prepared for hostilities, not the least with regard to its transportation arrangements. The result was the wholesale commandeering of civilian motorcycles for despatch, reconnaissance, convoy patrol and other duties. Almost every major British manufacturer supplied machines to the Army, although these were invariably adapted pre-war roadsters rather than purpose-built military designs. Among the most popular was the Matchless G3, a relatively lightweight and sporty 350cc model that had first been assessed for possible military use in 1933. Updated with a single down-tube frame and telescopic front fork, the 'Matchbox' continued as the G3L from 1941. By the time hostilities ceased in 1945, more than 63,000 G3Ls had been delivered, and post-war the model would go on to establish itself as one of the finest trials bikes of the day. This Matchless G3L has been restored in its original military livery, the only non-original parts being the headlight shroud, ammeter, and Amal Concentric carburettor, the latter fitted for convenience (original carburettor included). Last run in March 2019, the Matchless is described by the owner as in good condition throughout. Accompanying documentation consists of a copy of the machine's ACI Certificato di Proprieta.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1929 Norton 490cc Model 16HRegistration no. not UK registeredFrame no. S38229Engine no. 45162•Landmark model for Norton•An older restoration•Last run in September 2020Norton relied on proprietary engines in its formative years - winning the inaugural Isle of Man TT with a Peugeot-engined machine - before introducing its own design of power unit in 1907. The long-stroke sidevalve single displaced 633cc and the new model it powered became known as the 'Big 4'. Smaller capacity versions followed and in 1911 the '500' adopted the classic 79x100mm bore and stroke dimensions that would characterise the half-litre (actually 490cc) Norton for the next 50 years.Norton's new sidevalve was among the fastest in its class, being the first machine under 500cc to be officially timed at over 70mph, which was some going for 1911. The following year Norton-mounted Jack Emerson easily won the 150-mile Brooklands TT against a field of more experienced competitors (setting three long-distance records in the process) having ridden his machine down from Hull! Small wonder that the slogan 'Unapproachable' began to be applied to the Norton singles at around this time. Tuner/rider D R O'Donovan's work at the Weybridge track resulted in a flood of new speed records, including 81.05mph for the flying kilometre in April 1914, the first occasion 80mph had been exceeded by a 500cc machine. O'Donovan's successes led to the introduction of tuned 'Brooklands' models, and these highly developed sports versions continued into the 1920s. The 490cc engine was revised for 1914 and the following year gained a new frame with lowered riding position together with the option of a Sturmey Archer three-speed gearbox. When fitted with chain drive, the 490cc sidevalve single became the 'Model 16' in Norton's numbering system, and then changed to '16H' in 1921 when a new lower frame was introduced. Norton's trusty 16H sidevalve would be continuously up-dated for the next 30-plus years before taking its final bow - along with the Big 4 - in 1954. Restored in 1959, this 16H was last run in September 2020 and is described by the private vendor as in generally good condition, with patinated brightwork. The Norton is currently resident in Sweden and comes with Swedish registration/'MoT' paperwork, a maintenance instruction book, and a (copy) manual. A pillion seat and a pair of leather panniers are included in the sale, and it should be noted that the exhaust system is that of a 1930 model 16H. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1942 Harley-Davidson 739cc WLARegistration no. BSL 627Frame no. WLA56610Engine no. 42WLA56610•Ex-military machine•UK registered since 1999•Restored between 2017-2019•Requires finishing (see text)Introduced in 1929 as a competitor to Indian's successful 750cc sidevalve v-twin, the Harley-Davidson Model D - better known as the '45' (its capacity in cubic inches) - really took off when the USA's entry into WW2 created an unprecedented demand for military motorcycles, around 90,000 of the WL (military) version rolling off the Milwaukee production lines before hostilities ceased. After rigorous testing in 1939, the US Army ordered its first batch of WLs in March 1940, with further substantial orders of machines from South Africa and Great Britain following soon after. These military Harleys benefited from the new aluminium cylinder heads fitted to the civilian version from 1939 and came with a full complement of equipment including D-shaped foot-boards, crash bars, skid plates, cargo racks, and panniers. Designated WLA (Army) or WLC (Canadian-built), the Harley '45' saw action in just about every theatre of war. 'De-mobbed' Harleys helped meet the upsurge in demand for motorcycles in the immediate post-war years, doing much to establish the marque's reputation worldwide. Completely stripped and rebuilt between 2017 and 2019, this civilianised WLA was first registered in the UK in June 1999 and has had only one owner in this country prior to the vendor. The latter advises us that the previous owner was able to supply photographs of the Harley in military livery. We are further advised that the frame, wheels, brakes, etc have been reconditioned; the engine rebuilt from the crankshaft upwards; the transmission overhauled, and a new clutch fitted; and most of the brightwork renewed. In addition, the electrics have been upgraded to 12-volt operation; auto advance ignition fitted; and the original carburettor replaced with a modern Mikuni. According to the vendor, only a small amount of work (engine tuning, road testing, etc) is required to finish the job. Accompanying paperwork consists of sundry restoration bills; a VMCC dating certificate; and a V5C registration document. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

2000 Harley-Davidson XLH 1200S SportRegistration no. X923 RJCFrame no. 1HD1CHP18YK128669Engine no. to be advisedA new addition to Harley-Davidson's XL ever-popular Sportster line-up for 1996, the 1200S Sport featured triple floating disc brakes; fully adjustable suspension front and rear; 13-spoke alloy wheels; 'flat-track' handlebars; and a two-position seat. All Sportsters received a larger 3.3-gallon tank for 1997, while for the following year the 1200S was upgraded with twin-plug cylinder heads; a higher compression ratio; 'hotter' camshafts; and soft-compound tyres. There were additional performance enhancing changes made to the 1200S engine for 1999, while 4-piston callipers were adopted for the triple disc brakes and a black-finished exhaust system introduced for 2000. A rev counter; remote-reservoir gas shocks; and a five-speed gearbox were also standard features. A Harley wouldn't be a Harley without some tasty after-market additions, and this 1200S Sport features a Harley-Davidson Screaming Eagle exhaust system; a Screaming Eagle free-flow air filter; an oil cooler; a Stage 1 tune (larger carburettor jets); a bobbed rear mudguard; and a H-D 'Badlander' custom seat (the original 'King & Queen' seat is included in the sale). The Sport currently displays a total of only 21,366 miles on the odometer and is described by the private vendor as in excellent condition throughout. Last MoT'd to May 2016 and SORN'd since then, the Harley has been run regularly and is said to be 'ready to go'.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

2002 Harley-Davidson XL883R SportsterRegistration no. not UK registeredFrame no. 1HD4CKM132K141724Engine no. CKM2141724In 1982 Harley-Davidson introduced a new welded frame, replacing the traditional lugged type in use hitherto, and then the following year saw the introduction of two new Sportsters: the XLX and XR-1000, the former being a more affordable base model intended to attract new customers. In 1986 Harley-Davidson's new all-alloy Evolution engine became available in the ever-popular Sportster, the model having recently been up-graded with Harley's diaphragm clutch, alternator electrics and five-speed gearbox. The new Sportster was initially offered in 883cc and 1,100cc sizes, the latter being opened out to 1,200cc for 1988. The machine offered here is an example of the new-for-2002 XL883R Sportster, the orange and black colour scheme of which recalled that of the factory's XR-750 racers. A one-owner-from-new example, this Sportster has covered only 11,772km (7,315 miles) and is described by the vendor as in excellent condition throughout (last serviced in July 2017). The machine is said to be original except for adjustable rear suspension; added rev counter; Screaming Eagle air filter cover; and an after-market seat. The original cockpit plate; air filter cover; and seat are included in the sale together with the original owner's manual; original keys; and Italian registration papers.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1937 AJS 982cc Model 37/2Registration no. HV 8529Frame no. 905Engine no. 37/2 2400•Present ownership since 2007•Requires re-commissioning•Brough Superior SS80 performance at a fraction of the cost Ill-timed diversification that coincided with the post-Wall Street Crash depression would result in the sad demise of A J Stevens Ltd, which had been manufacturing motorcycles of high quality at its Wolverhampton works since 1911. AJS was taken over by Matchless in 1931 and production shifted to the latter's factory in Plumstead, South London where the existing range continued largely unaltered initially. Indeed, the two marques would retain largely separate identities until the outbreak of WW2, although their models became increasingly similar, using the same engines, gearboxes, and other major components. AJS's own 998cc sidevalve v-twin was one of the first models to be dropped, disappearing at the end of the '31 season, and for the next 12 months there was no large-capacity 'sidecar tug' in the range. That changed in July 1932 with the arrival of the new Model 2, which was powered by the engine of the long-established Matchless Model X. This 982cc sidevalve v-twin engine had first appeared in the 'X/2' in 1925 and would remain in production until the outbreak of WW2, being supplied to Brough Superior for use in the SS80 from 1935 onwards. Intended primarily for sidecar duty, the Model 2 became available to 'export' specification during 1933 complete with American-style foot-operated clutch, left-side gear lever, and swept-back handlebars. The Model 2 continued to be available in domestic and export forms until 1939 and was included in the catalogue for 1940. Sadly, this imposing and handsome machine did not reappear after the War's end. This AJS Model 2 has belonged to the vendor since October 2007. Believed to be an older restoration, 'HV 8529' is offered in need of re-commissioning, or possibly more extensive renovation, and is sold strictly as viewed (the engine turns and the machine would respond well to detailing). Accompanying documentation consists of an old-style continuation logbook and old/current V5/V5C Registration Certificates. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1935 Ariel 601cc Model 4F/6 Square FourRegistration no. AOX 135Frame no. Y6806Engine no. WA294 (see text)Designed by the legendary Edward Turner, the Ariel Square Four was first shown at Olympia in 1930. Unique at the time of its introduction, the 'Squariel', as it was swiftly dubbed, featured a single block of four cylinders and twin geared-together crankshafts with pistons phased at 180 degrees. The crankcase was split horizontally, unusually for a motorcycle engine of the period, while the vertical valves were operated by a single overhead camshaft. Although launched as a '500', the Squariel was soon enlarged to 601cc with an eye on the important sidecar market, this 4F/6 version being made available for the 1932 model year. The '500' was dropped after 1932 but the '600' continued until the end of 1936, its place being taken by the totally redesigned Model 4G, with 995cc overhead-valve engine. The '600' reappeared for 1939 as the 4F, redesigned along the lines of its larger sibling, but did not resume production after the war. This 4F/6 Square Four has belonged to the vendor since September 2014. Offered for restoration and sold strictly as viewed, the machine comes with an Owners' Guide; spare parts lists; and old/current V5/V5C documents. It should be noted that the earliest copy of these lists a different engine number.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1937 Ariel 995cc Model 4G 'Square Four'Registration no. ABO 383Frame no. P386Engine no. DC363In 1937 a total redesign saw the Ariel 'Square Four' re-emerge as the Model 4G, with 995cc overhead-valve engine, making it an even more enticing prospect for sidecarists. Anstey Link plunger rear suspension became an option in 1939 but would not be offered again until 1946 when a telescopic front fork replaced the previous girder type. An exercise in weight shedding saw the cast-iron cylinder head and barrel replaced by alloy components for 1949 on the revised 'Mark I', which was now capable of 90mph-plus. Introduced in 1953, the 'four-pipe' Mark II with redesigned cylinder head elevated the Square Four into the league of genuine 100mph motorcycles. Square Four production, along with that of all other Ariel four-strokes, ceased in 1959. To date, the innovative Ariel Square Four remains unique in motorcycling history; a true 'gentleman's motorcycle', this refined yet characterful machine retains an enthusiastic and loyal following and is highly prized by discerning enthusiasts. Believed an older restoration, and owned by the vendor since May 2011, this Square Four is offered in need of re-commissioning, or possibly more extensive renovation, and thus is sold strictly as viewed (the engine turns). Accompanying documentation includes an old-style continuation logbook (1954); dating letter (confirming matching numbers); hand-written restoration notes (1990s); expired MoT (2011); and a V5C Registration Certificate.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1954 Ariel 995cc Model 4G MkII 'Square Four'Registration no. 402 BMLFrame no. KR154Engine no. PL161In 1937 a total redesign saw the Ariel 'Square Four' re-emerge as the Model 4G, with 995cc overhead-valve engine, making it an even more enticing prospect for sidecarists. Anstey Link plunger rear suspension became an option in 1939 but would not be offered again until 1946 when a telescopic front fork replaced the previous girder type. An exercise in weight shedding saw the cast-iron cylinder head and barrel replaced by alloy components for 1949 on the revised 'Mark I', which was now capable of 90mph-plus. Introduced in 1953, the 'four-pipe' Mark II with redesigned cylinder head elevated the Square Four into the league of genuine 100mph motorcycles. Square Four production, along with that of all other Ariel four-strokes, ceased in 1959. To date, the innovative Ariel Square Four remains unique in motorcycling history; a true 'gentleman's motorcycle', this refined yet characterful machine retains an enthusiastic and loyal following and is highly prized by discerning enthusiasts. Owned by the current vendor since October 2017, this Square Four is offered in need of re-commissioning, or possibly more extensive renovation, and is sold strictly as viewed (the engine turns and the machine would respond well to detailing). Accompanying documentation includes an HMRC letter; starting instructions; and a V5C Registration Certificate.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1957 Ariel 995cc Model 4G MkII 'Square Four'Registration no. 526 KEVFrame no. GM416Engine no. ML365In 1937 a total redesign saw the Ariel 'Square Four' re-emerge as the Model 4G, with 995cc overhead-valve engine, making it an even more enticing prospect for sidecarists. Anstey Link plunger rear suspension became an option in 1939 but would not be offered again until 1946 when a telescopic front fork replaced the previous girder type. An exercise in weight shedding saw the cast-iron cylinder head and barrel replaced by alloy components for 1949 on the revised 'Mark I', which was now capable of 90mph-plus. Introduced in 1953, the 'four-pipe' Mark II with redesigned cylinder head elevated the Square Four into the league of genuine 100mph motorcycles. Square Four production, along with that of all other Ariel four-strokes, ceased in 1959. To date, the innovative Ariel Square Four remains unique in motorcycling history; a true 'gentleman's motorcycle', this refined yet characterful machine retains an enthusiastic and loyal following and is highly prized by discerning enthusiasts. Last taxed to 30th April 2013, this Square Four is offered in need of re-commissioning, or possibly more extensive renovation, and is sold strictly as viewed (the engine turns, and the machine would respond well to detailing). Accompanying documentation includes the original old-style logbook; sundry bills; SORN paperwork; a quantity of old MoTs (most recent expired 2013); and old V5/V5C documents (the Ariel is still registered to the previous owner).Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1954 Royal Enfield 500 TwinRegistration no. YSL 150Frame no. G2/27809Engine no. T3230Launched in 1948, Royal Enfield's 500cc Twin followed orthodox lines, though the use of separate barrels and cylinder heads, and the oil tank's incorporation within the crankcase - a feature inherited from the firm's singles - was unusual. The new engine was installed in what was basically the Bullet frame: the latter an advanced design featuring swinging-arm rear suspension. Just like AMC, BSA, Triumph and Norton, Royal Enfield went on to enlarge the Twin, eclipsing its rivals with the (nominally) 700cc Meteor for 1953, Britain's largest vertical twin at that time. The crankcase remained fundamentally unchanged but the bore/stroke dimensions and engine top-end were those of the 350 Bullet, doubled up and restyled. The 500 Twin continued in the range, latterly as the Meteor Minor and Sports Twin, until 1962. Believed to date from around 1954, the year the distinctive fork-top 'casquette' was introduced, this Royal Enfield 500 Twin was purchased by the vendor in April 2010. The Enfield is offered for re-commissioning, or possibly more extensive renovation, and thus is sold strictly as viewed (the engine turns). Accompanying paperwork consists of two old MoTs (most recent expired 2011) and old/current V5C Registration Certificates.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1961 BMW 594cc R60/2 & Steib S501 Motorcycle CombinationRegistration no. 679 PKJFrame no. 622668Engine no. 622668At the end of 1954, BMW dropped its existing trio of horizontally opposed twins (the R51/3, R67/2 and R68), replacing them with the R50 and R69. The engines were little altered, significant changes being concentrated on the frame and cycle parts, which now featured an Earles-type leading-link front fork and swinging-arm rear suspension. The R67/2, a lower-compression model much favoured by sidecarists, was not replaced until the arrival for 1956 of the R60, which used a low-compression version of the R69 engine. The sidecar market remained an important one for BMW, and the new fork's bottom link incorporated alternative mounting points giving suitable trail should a 'chair' be attached. In 1960 the flat-twins range was revised as the '/2', most of the changes being inside the engine, which received a strengthened crankcase and crankshaft, hard-chromed piston rings, improved internal ventilation, new cam followers, and a stronger clutch assembly. The R60/2's compression ratio went up from 6.5:1 to 7.5:1, boosting peak power to 30PS (29.6hp SAE). This classic BMW/Steib motorcycle combination was in one single family ownership from 1964 until purchased by the vendor in October 2009 and was last taxed for the road in 2012. The outfit is nicely presented and should require only minimal re-commissioning before further use. This superb example of Teutonic engineering is offered with marque-related literature; a Clymer manual; its original old-style logbook; some expired MoTs; and a V5C document.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1967 Matchless 745cc G15CSRegistration no. KFX 184FFrame no. 120989Engine no. G15CS 120989Following the handful of G15s built for export only in 1962 and fitted with AMC's own 750cc engine, the concept was revived in the middle of the decade using the Norton Atlas engine in the existing G12CSR frame. By this time Norton production had been shifted to AMC's Plumstead factory, and in a further move towards product rationalisation the new G15 roadster (and similar AJS Model 33) was fitted with Norton hubs and Roadholder forks. CSR sports roadsters and enduro-styled CS models followed soon after, and these Norton-powered models were the only AMC twins left in production by the end of 1966. Manufacture ceased the following year and today these relatively rare AMC/Norton hybrids are becoming increasingly collectible. This Matchless G15CS was supplied new to Joe Berliner's Matchless Corporation in the USA in April 1967 and re-imported into the UK from Illinois in 1999. Offered in need of re-commissioning, or possibly more extensive renovation, the Matchless is sold strictly as viewed (the engine turns, and the machine would respond well to detailing). Accompanying paperwork includes old US title documents; an AJS & Matchless Club dating certificate; two MoTs (most recent expired 2011); and old/current V5/V5C registration documents. The vendor is the second owner in the UK.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1972 Benelli Tornado 650SRegistration no. KGV 101KFrame no. EA 5680Engine no. 5887Best remembered for its racing fours and road-going sixes, the Benelli factory of Pesaro, Italy exhibited its first 650cc twin at the Milan Show in 1967, though production did not begin in earnest until 1971. Christened 'Tornado', the new model - it was hoped - would cash-in on the popularity of big parallel twins in the lucrative US market. With its 360-degree crankshaft and pushrod valve gear, the unitary construction Benelli motor aped its British rivals but followed Japanese practice by employing a horizontally split crankcase and geared primary drive. Alternator electrics and a starter motor were introduced on the successor 650S. Production of the final version - the 650S2 - ceased in 1975. Engineered to a higher standard than their British counterparts, the Benelli twins were commensurately more expensive and relatively few made their way to these shores. A machine for the parallel-twin connoisseur who dares to be different, this 650S Tornado was first registered in the UK in 2001 and has belonged to the current vendor since November 2015. Apparently original and un-restored, the machine is offered for re-commissioning, or possibly more extensive restoration, and thus is sold strictly as viewed. Representing a wonderful opportunity to acquire one of these rare Italian thoroughbreds, the Benelli is offered with expired MoTs; an original rider's manual; a V5C document; and a substantial file of marque-related literature and other material (inspection recommended).Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1950 Triumph 498cc Tiger 100Registration no. XSY 632Frame no. TF 16118Engine no. T100 16118Although Edward Turner's Triumph Speed Twin caused a sensation when it appeared at the 1937 Motorcycle Show, few of its admirers can have guessed how influential the design would prove to be. Light, narrow and from certain angles looked just like a twin-port single, it was just what the conservatively minded motorcycling public wanted, and the Speed Twin would prove enormously successful. Performance was exemplary for a road-going 500, around 85mph being attainable by the Speed Twin while the Tiger 100 sports version was even faster. The latter's performance was boosted by the use of high-compression forged pistons and polished ports and internals, the result being a machine that could touch 100mph in road trim and exceed it with the silencer end-caps removed. When production resumed in 1946, the T100 reappeared with telescopic forks in place of the original girders, and separate dynamo and magneto instead of the pre-war version's magdyno. This sprung hub-equipped Tiger 100 was purchased by the vendor in April 2018. Apparently original, the Triumph is offered in 'oily rag' condition, ripe for sympathetic re-commissioning or possibly more extensive renovation. Sold strictly as viewed, the machine comes with the 2018 sales invoice; some expired MoTs; and a V5C document.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1949 Triumph 498cc Tiger 100Registration no. UXS 283Frame no. TF 28251Engine no. T100 9105975Although Edward Turner's Triumph Speed Twin caused a sensation when it appeared at the 1937 Motorcycle Show, few of its admirers can have guessed how influential the design would prove to be. Light, narrow and from certain angles looked just like a twin-port single, it was just what the conservatively minded motorcycling public wanted, and the Speed Twin would prove enormously successful. Performance was exemplary for a road-going 500, around 85mph being attainable by the Speed Twin while the Tiger 100 sports version was even faster. The latter's performance was boosted by the use of high-compression forged pistons and polished ports and internals, the result being a machine that could touch 100mph in road trim and exceed it with the silencer end-caps removed. When production resumed in 1946, the T100 reappeared with telescopic forks in place of the original girders, and separate dynamo and magneto instead of the pre-war version's magdyno. Believed an older restoration, this Tiger 100 has belonged to the vendor since May 2018. Offered in need of re-commissioning, or possibly more extensive renovation, the machine is sold strictly as viewed (the engine turns). Offered with DVLA correspondence and a V5C Registration Certificate.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1973 Kawasaki W3 Roadster 650Registration no. not registeredFrame no. W3F-00802Engine no. W1E-68913The first big four-stroke to be badged as a Kawasaki, the 500cc twin-cylinder K2 appeared in March 1965, having previously been built by Meguro as the K1, and was a close copy of the BSA A7. In October of that year it was joined by a '650' version: the W1, which again followed BSA practice apart from the use of needle-roller big-end bearings instead of the British machine's shell type. More powerful W1SS and W2SS street scrambler variants were introduced, followed by the W2TT Commander in 1968, this model's distinguishing feature being twin high-level exhaust pipes on the left side. By this time something of an anachronism, Kawasaki having decided that high-performance two-strokes were the way forward, the W series ran on into the early 1970s, latterly in Japan only as the Roadster 650 (or W3), and was last produced in 1975. Today these early Kawasaki four-strokes are among the most collectible of classic Japanese motorcycles. This restored W3 was purchased by the current vendor in 2016 (bill of sale on file) and currently displays a total of 64,673 kilometres on the odometer. Offered in need of re-commissioning, or possibly more extensive renovation, the machine is sold strictly as viewed (the engine turns and the brightwork would respond well to detailing). Accompanying documentation consists of DVLA correspondence and Form V55/5.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1969 Kawasaki W2 650-TT CommanderRegistration no. KJC 223GFrame no. W1F-08341Engine no. W1E-54510The first big four-stroke to be badged as a Kawasaki, the 500cc twin-cylinder K2 appeared in March 1965, having previously been built by Meguro as the K1, and was a close copy of the BSA A7. In October of that year it was joined by a '650' version: the W1, which again followed BSA practice apart from the use of needle-roller big-end bearings instead of the British machine's shell type. More powerful W1SS and W2SS street scrambler variants were introduced, followed by the W2 650-TT Commander in 1968, this model's distinguishing feature being twin high-level exhaust pipes on the left side. The W series ran on into the early 1970s, latterly in Japan only as the Roadster 650 (or W3) and was last produced in 1975. Today these early Kawasaki four-strokes are among the most collectible of classic Japanese motorcycles. This 650-TT Commander was imported from the dry state of New Mexico and first registered in the UK in November 2016. It has belonged to the current vendor (its second UK owner) since November 2018. Currently displaying a total of 3,451 miles on the odometer, the Kawasaki is offered in need of re-commissioning, or possibly more extensive renovation, and is sold strictly as viewed (the machine would respond well to detailing). Accompanying paperwork consists of a dating certificate; manufacturer's brochure; recently expired MoT (April 2019); and a V5C document.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1966 Suzuki 247cc T10Registration no. CJP 435D (see text)Frame no. T10-13610Engine no. T10-13236Using the Colleda marque name, Suzuki launched its first 250 two-stroke twin in 1956. Of advanced conception for its day, the Colleda TT featured a swinging-arm frame with pressed-steel spine, Earles-type leading-link forks, four speed unitary gearbox, flashing indicators and what would later become something of a Suzuki trademark - a gear indicator light. The replacement T10 appeared in 1963 sporting Suzuki's new 'CCI' pumped lubrication system. A telescopic front fork replaced the previous leading-link type, and the newcomer featured an improved frame, a pressed-steel swinging arm, and full enclosure of the rear chain. An older restoration that would benefit from detailing, this T10 is offered for re-commissioning, or possibly more extensive renovation, and thus is sold strictly as viewed. There are no documents with this Lot. The registration 'CJP 435D' is listed in the HPI and DVLA databases; nevertheless, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1961 Zündapp Bella 200Registration no. AFA 886AFrame no. 137709Engine no. 137709After WW2 the mainstay of Zündapp production was two-stroke lightweights, and like just about every other European motorcycle manufacturer the German firm had to have a scooter in the range. Introduced at the Frankfurt Show in 1953 and based on the Italian Parilla, this was the Bella, which would go on to become the most popular two-wheeler Zündapp ever produced. Sold as 'Der Roller für den Motorradfahrer' ('the scooter for the motorcyclist'), the Bella was constantly developed and fitted with increasingly larger engines and remained in production until 1962. Acquired by the vendor in June 2008 and believed to be in original condition, this late example is offered for re-commissioning, or possibly more extensive restoration, and thus is sold strictly as viewed. Accompanying paperwork includes technical information; (photocopy) instruction manuals and spare parts lists; SORN notifications; an expired MoT (2008); and old/current V5C documents.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1956 Motobécane 124cc Moby Montagne-Luxe ScooterRegistration no. AOT 134A (see text)Frame no. 47018Engine no. S48483HFounded in 1923, the French Motobécane company had by the 1970s become the world's largest manufacturer of mopeds and bicycles. The firm built lightweight motorcycles before WW2 and into the early 1960s, before changes to France's licensing laws made such machines unpopular there. This change also brought about the demise of Motobécane's scooter range, leaving only the immensely successful mopeds, the first of which had appeared in 1939. Marketed as the 'Montagne-Luxe', the Moby offered here is one of Motobécane's final scooter designs. Last taxed in 2010, the machine currently displays a total of 11,366 miles on the odometer and appears to be in original condition. There are no documents with this Lot, which is offered for re-commissioning/restoration and sold strictly as viewed. The registration 'AOT 134A' is listed in the HPI and DVLA databases; nevertheless, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1957 Norton 350cc Manx Racing MotorcycleFrame no. M10M 73811Engine no. 11M 78809 (also stamped BEART and 1957)•Reputedly raced by Terry Shepherd at the 1958 Isle of Man TT•Francis Beart engine•Present ownership since 1981/1982•Professionally restored since it retired from racingWhen production resumed in 1946, Norton's over-the-counter Manx racers were much the same as their pre-war counterparts, with single-overhead-camshaft engine, 'square' cylinder head finning, upright gearbox, and plunger-suspended 'garden gate' frames. Only the presence of the Roadholder telescopic front fork readily distinguished them from the '39 machines. 1949 brought the first significant change in engine specification, the Manx gaining a double-overhead-camshaft 'head like that enjoyed by the works bikes for many years, but the major development was the arrival of the Featherbed frame for 1951. The works' adoption of the McCandless-designed duplex-loop swinging-arm chassis the previous year had given the Nortons a new lease of life in Grand Prix racing, and Geoff Duke duly took both the 350 and 500cc world titles in 1951. The cycle parts remained essentially unchanged from then on apart from the adoption of a double-sided, twin-leading-shoe front brake for 1962. Manx engine development, though, continued steadily, latterly under Doug Hele's direction, until production ceased at the end of '62. Loved and admired by all that have ridden one, the Manx Norton in its many forms is a mainstay of today's classic racing scene.Reputedly raced by Terry Shepherd at the Isle of Man TT in 1958, a year in which he finished 4th in the Junior but retired from the Senior event, this Manx Norton incorporates a '500' frame and a 350cc engine: the latter stamped 'BEART' and '1957' in addition to the factory number. 'BEART', of course, stands for the legendary Manx Norton tuner Francis Beart, who sponsored and supplied engines to many of the UK's star riders, including Terry Shepherd. Though a noted Brooklands tuner, Beart's reputation was founded post-WW2 with Manx Nortons, latterly instantly identifiable in Ford's Ludlow Green livery. Arguably the most celebrated of all Norton tuners, Beart collected an unsurpassed total of 11 Manx GP wins plus ten 2nd and three 3rd places; he preferred longer, public roads events like the Isle of Man, where reliability counted for as much as speed. The Manx was purchased by its late owner circa 1981/1982 and raced by him in classic events until replaced with replica Lancefield and Summerfield Manxes. When the machine was 'retired', the owner had it restored; renowned tuner Phil Kettle being entrusted with the engine rebuild. Subsequently the Manx took part in the last 'Festival of 1000 Bikes' to be held at Brands Hatch and came away with a trophy for 'Best Solo' despite not being entered in the concours! The Manx went on to feature in Classic Bike magazine (May 2008 edition, copy article available). Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1951 Vincent 998cc Series-C Black ShadowRegistration no. LVU 982Frame no. RC8723B (see text) Rear Frame No. RC8723BEngine no. F10AB/1B/6823 Crankcase mating no's. PP99•Present ownership since 1970•One owner from 1958-1970•Believed an older restoration•Requires re-commissioningEver 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 Series-D Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features, offering adjustment of brake pedal, footrests, seat height and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries.But above all else it was the v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. This was a time when the average family 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. With a top speed approaching 120mph, and bettering it in the Black Shadow's case, the Vincent v-twin was quite simply the fastest road vehicle of its day. The Black Shadow was indeed a legend in its own lifetime, and in the 60 years 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 particular Black Shadow comes with an old-style continuation logbook listing only one keeper from date of issue (1958) until its purchase by the late owner in 1970. Additional documentation consists of the 1970 purchase receipt and an old V5 document. Currently displaying a total of 3,869 miles on the odometer, the Vincent appears to be an older restoration and is offered for re-commissioning. It should be noted that the upper frame has been stamped with a non-factory font and is assumed to be a replacement. The rear frame and engine both belong to a Series-C Black Shadow built in May 1951, and the crankcase mating numbers are correct. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1951 Vincent 998cc Series-C Rapide Registration no. NRL 565Frame no. RC6558 (see text) Rear frame no. over-paintedEngine no. F10AB/1/4658 Crankcase mating no's. HH89•Present ownership since 1973•An older restoration•Requires re-commissioningThe outbreak of WW2 in 1939 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 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. Introduced in 1946, the Vincent-HRD Series-B Rapide was immediately the fastest production motorcycle on saleIn 1948 the Vincent range began to be up-dated from Series-B to Series-C specification. The most significant changes made concerned the suspension, there being a revised arrangement at the rear incorporating curved lugs for the seat stays and an hydraulic damper between the spring boxes, while at the front the new models boasted Vincent's own 'Girdraulic' fork: a blade-type girder fitted with twin hydraulic dampers. These advances began to find their way onto production models during 1948 but it would be 1950 before all Vincents left the factory in Series-C specification. This Series-C Rapide has belonged to the late owner since 1973, as evidenced by the old-style continuation logbook on file issued in 1960. An older restoration, the machine displays a total of 3,416 miles on the odometer and is offered for re-commissioning. It should be noted that the upper frame has been stamped with a non-factory font and is assumed to be a replacement. The crankcase mating numbers are correct. Additional documentation consists of old V5/V5C documents. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1952 Vincent 998cc Series-C Rapide Registration no. not registeredFrame no. To be advised (see text) Rear frame no. RC/1/11450/BEngine no. F10AB/1/5615 (see text) Crankcase mating no. KK96•Non-matching engine•An older restoration•Requires re-commissioningEver 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 Series-D Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features including adjustable footrests, brake pedal, seat height, and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries. But above all else it was the v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. With a top speed approaching 120mph, and bettering it in the Black Shadow's case, the Vincent v-twin was the fastest production motorcycle on sale anywhere. The basic design clearly had even greater potential though, which would be realised later in the form of the high-performance Black Shadow and Black Lightning models. In 1948 the Vincent range began to be up-dated to Series-C specification. The most significant changes made concerned the suspension, there being a revised arrangement at the rear incorporating curved lugs for the seat stays and an hydraulic damper between the spring boxes, while at the front the new models boasted Vincent's own 'Girdraulic' fork: a blade-type girder fitted with twin hydraulic dampers. These advances began to find their way onto production models during 1948 but it would be 1950 before all Vincents left the factory in Series C specification. This Rapide consists of the rear frame from a Series-C Comet manufactured in October 1952; the engine from a Series-C Rapide manufactured in December 1950 (heavily stamped, it is believed by the factory); and an unidentified upper frame, the serial number of which is heavily over-painted. The crankcase mating numbers are correct. There are no documents with this Lot, which is offered for re-commissioning and sold strictly as viewed. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1954 Vincent 499cc CometRegistration no. HJN 17Frame no. RC/1/11536/B Rear frame no. RC/1/11536/BEngine no. F5AB/2A/9636 Crankcase mating no. 33MMVincent's first single-cylinder model of the post-war era appeared in 1948. The newcomer was offered in two forms initially: Series-B Meteor and Series-C Comet, both of 500cc. Apart from its Burman gearbox and 'missing' cylinder, the Comet followed Series-C twin lines, featuring the newly introduced Girdraulic front fork and hydraulic dampers at front and rear, while the Meteor retained the old Brampton girders. The Meteor was soon dropped but the Comet continued in production until 1954, offering the same degree of refinement as its bigger brother, albeit with reduced performance. Even so, the Comet combined a 90mph potential with excellent fuel economy, and was the ideal touring mount for the discerning rider who placed civility of manners and quality of construction above outright performance. This matching-numbers Series-C Comet was completed in September 1952, despatched from the factory to Costin of Westcliff-on-Sea in March 1953 but not registered until March 1954. Purchased by the late owner in 1974, this example displays a total of 5,548 miles on the odometer, which is possibly the distance covered since restoration. A centre stand and black-painted rims are noteworthy features. Offered for re-commissioning, the machine comes with a copy V5, part V5C, and its original logbook listing only six private owners from new.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1958 Velocette 350cc ViperRegistration no. 7125 BPFrame no. RS10169Engine no. VR3421'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. This particular Viper has belonged to the late owner since 2001 and was last taxed in May 2014. The machine displays a total of 1,156 miles on the odometer and is offered for re-commissioning. Accompanying paperwork consists of old V5/V5C documents and invoices for major works carried out by marque specialist Geoff Dodkin in the early 1980s. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1978 Laverda 981cc 3CLRegistration no. WUF 980SFrame no. LAV.1000 6051Engine no. 1000 6051Introduced in 1972, the '3C' was the first of Laverda's much admired family of classic three-cylinder 'muscle bikes' that would do so much to establish its reputation as one of Italy's foremost purveyors of high-performance motorcycles. Displacing 981cc, the new engine had a character all its own. No longer conceived along Honda lines like its twin-cylinder predecessors, Laverda's triple was a twin-overhead-camshaft design with 180-degree 'flat' crankshaft. Following the introduction of the Slater Brothers-inspired Jota super sports version, the 3C continued as the 3CL sports-tourer, with the 80bhp engine and 125mph capability; and although slightly slower than the Jota, the less highly-stressed 3CL is considered by many Laverda aficionados to be the more enjoyable machine to ride. The vendor advises us that this one-owner Laverda 3Cl has been stood for the last five years and was last started around three years ago, the engine having been turned over regularly. Last taxed in 2012, the Laverda has covered only 15,438 miles from new and would respond well to detailing. Offered for re-commissioning, this collectible Italian superbike comes with old V5/V5C documents and two MoTs (most recent expired 2007).Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1980 Suzuki GS1000 Wes Cooley ReplicaRegistration no. not registeredFrame no. GS1000 524523Engine no. to be advisedThe success of Honda's four-cylinder CB750 made it inevitable that the other major Japanese manufacturers would follow suit, Suzuki's offering, the GS750, arriving in 1976. Within a short time, there was a 1,000cc version: the GS1000. The latter arrived in the UK for the 1978 season, vying with Kawasaki's Z1000 for the 'top sportsbike' crown. 'The GS1000 provides the silky smoothness synonymous with most across-the-frame fours, an incredible amount of torque which reduces gearchanging to a minimum plus devastating performance,' reported Bike. 'Devastating performance' amounted to a sub-12s standing quarter-mile time and a top speed in excess of 135mph - good enough to beat the Kwacker in a straight line - while air forks at the front and rear suspension units adjustable for damping as well as spring pre-load made for superior handling when pressing on. Historically significant as Suzuki's first one-litre multi, the GS1000 is today one of the most collectible of early Suzuki four-strokes. It was also a highly capable production racer in its day, particularly the Yoshimura-entered examples ridden by Wes Cooley in the AMA Superbike Championship. Cooley won the Championship in 1979 and 1980, and the factory cashed in on his success by introducing the 'Wes Cooley Replica', as seen here. Described by the vendor as in generally excellent condition, this example was imported earlier this year and last ran in May. The machine is offered with NOVA confirmation. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1999 Ducati 748 BipostoRegistration no. not UK registeredFrame no. ZDM748S009717Engine no. ZDM748W4009814'Baby brother' of the iconic 916, from which it was virtually indistinguishable, Ducati's 748 was the preferred choice of the many riders who found the smaller model more easily controllable. Even today, the 748's combination of v-twin grunt and one of the best chassis ever built is guaranteed to keep it at the front of the track-day pack in the hands of a competent rider. And when it comes to style there is simply no comparison. Benefiting from bodywork repainted in the original colour two years ago, and a new pillion seat cover, this example last ran in October 2020 and is described by the private vendor as in good condition and running well, having been serviced (including a belt change) by a Ducati specialist in Italy in July of this year (copy bill available). Additional documentation consists of copies of the machine's Italian registration papers.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1995 Aprilia RS250Registration no. N746 PEEFrame no. 00050498Engine no. 1000649When Aprilia's RS250 ceased production in 2002 it marked the end of the line for the two-stroke sports road bike, much to the dismay of devotees everywhere. For the preceding almost 20 years these quarter-litre race replicas from Europe and Japan had delighted their owners with peaky, adrenaline-rush power bands and razor-sharp handling; nothing else came anywhere near as close to the genuine Grand Prix experience. This RS250 dates from the first year of production and has formed part of the vendor's private collection for the last 10 years. The vendor advises us that the machine has covered a mere 600 miles over the last 13 years and is in good condition throughout. (The mileage total when the last MoT was issued in May 2018 was 8,283 miles.) Accompanying documentation consists of a check-MoT printout and a V5C Registration Certificate. Much lighter than stock, the Nikon pipes are a very worthwhile upgrade.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1955 Cimatti 160ccRegistration no. not UK registeredFrame no. 1027Engine no. 1027Cimatti was founded in Bologna in 1937 by gold medal-winning Olympic cyclist Marco Cimatti. Not surprisingly, the company manufactured bicycles at first, only turning to powered two-wheelers in 1950. The firm prospered, and its products were widely exported, being sold in the USA through the Gambles department stores. By the mid-1960s the range had expanded to include a motor scooter and a three-wheeled delivery truck in addition to mopeds and lightweights, usually powered by either Moto Morini or Moto Minarelli two-stroke engines. Cimatti survived the 1960s 'Japanese Invasion' but succumbed to the early 1980s recession, closing its doors in 1984. An older restoration by Mr Pirro Loretti, the beautiful Cimatti offered here is a credit to its restorer, all the more so given the poor condition it was in beforehand (see photographs on file). There are no documents with this Lot.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1952 Lambretta D 125Registration no. 903 XVGFrame no. 05221Engine no. 33830Manufactured by the Italian industrial giant Innocenti, the Lambretta scooter gained widespread acceptance in the 1950s, its cleanliness and convenience in particular appealing to those who regarded the true motorcycle with suspicion. The D (un-enclosed) LD (enclosed) models arrived in 125cc form in 1951 and became available with 150cc engine three years later, in October 1954. The D/LD 125's engine produced 4.8bhp, giving the model a top speed of around 45mph. Production of the Lambretta model D ended at the end of 1956 after over 54,000 had been built; survivors though, are relatively few. The vendor advises us that this model D was restored in Italy by the CEO of a major clothing company. Purchased in France, it has not been ridden while in the vendor's ownership but has been started weekly. Presented in beautiful condition, this rare early Lambretta is offered with sundry bills, a V5C document and a Lambretta Club GB dating letter. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1958 Piaggio Vespa 150 Scooter CombinationRegistration no. not registeredFrame no. to be advisedEngine no. VBA1M 36996Forbidden by the victorious Allies from resuming his aviation business after WW2, Enrico Piaggio instructed his chief designer Corradino d'Ascanio to design a scooter, for which he believed a potential market existed, particularly among women. d'Ascanio's aviation background meant that he was well versed in techniques of stressed-skin construction, and these were deployed in creating the Vespa's monocoque chassis. The name 'Vespa' (wasp) is said to have been inspired by the buzzing sound made by the single-cylinder two-stroke engine. Since its introduction in 1946, millions have been made and countless different versions come and gone, yet the Vespa of today remains recognisably related to the first one made 60 years ago. Classic? Most definitely. This rare Vespa combination has been owned by a well-known car collector for many years. Apparently nicely restored, the machine presents well apart from some pitting and light surface corrosion to the brightwork and would benefit from detailing. Both the saddle and sidecar interior appear to have been re-trimmed, and the odometer reading is 0.2km, which is presumed to be the distance covered since restoration. The engine turns over; however, no attempt has been made to start it. Its mechanical condition being unknown, the machine is offered for re-commissioning and sold strictly as viewed. Close inspection advised. Offered without documents.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1979 Honda CB400F Super SportRegistration no. not UK registeredFrame no. CB400F 1083668Engine no. CB400FE 1079492Now one of the undisputed classics of the 1970s, the Honda CB400F first appeared in 1974. Described as 'the poor boy's muscle bike', it featured a four-cylinder, overhead-camshaft engine in a 250-sized package that endowed it with performance bettering than of many 500s. Boasting a stylish four-into-one exhaust, six gears and rear-set footrests, it was every boy-racer's dream and a huge commercial success. With a top speed of around 105mph, the CB400F was as quick as the rival two-strokes and handled better, yet was significantly more economical, especially when ridden hard. Well-preserved original examples are highly prized today. Registered in Italy, this particular CB400F has had only three recorded owners from new (two being the same person). Described by the vendor as in very good condition, the machine currently displays a total of 47,636km (29,601 miles) on the odometer and was last serviced in January 2018. Formerly red, it comes with the original fuel tank and side panels, while the seat has been re-trimmed to the original pattern. Otherwise said to be highly original, the machine is offered with its original keys; ACI Certificato di Proprieta; FMI Registro Storico Nazionale certificate and ID card; and Italian registration papers.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1991 Ducati 851 SP3 SuperbikeRegistration no. not UK registeredFrame no. ZDM888S000829Engine no. ZDM888W4001084Ever since the arrival of its water-cooled, eight-valve, v-twin Superbike in the late 1980s, Ducati has pursued a policy of offering limited edition, higher-specification variants of the standard model, one of the first of these ultra-desirable modern classics being the SP2. Introduced part way through 1990 and based on the 851 Biposto, the SP2 came with the 888cc engine first used in the works racers. It was replaced for 1991 by the SP3, which boasted upswept Termignoni 'silencers', stronger crankcases, up-rated clutch, remote brake/clutch master cylinders, black wheels, carbon fibre front mudguard and a slight power increase (to 111bhp, up from the SP2's 109 horsepower) in addition to a host of more minor improvements.This limited edition SP3 carries a plaque on the top yoke certifying that it is number '477' out of approximately 700 built. Registered in Italy, the machine has had three recorded owners from new (two being the same person). Currently displaying a total of 14,995km (9,312 miles) on the odometer, it was last serviced in January 2018 and is described by the vendor as in excellent condition throughout. The Ducati is said to be original except for the carbon fibre exhausts and a non-standard windscreen (original screen available). The machine comes complete with tool kit; two sets of keys; and Italian registration papers.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1997 Ducati Monster 900Registration no. not UK registeredFrame no. ZDM900M 012964Engine no. ZDM904A2C 038530While its large-capacity sports models were grabbing the headlines by dominating the World Superbike Championship, it was the relatively humble Monster that was Ducati's real success story, selling worldwide by the container-load and thus ensuring the Italian company's survival. Designed by Miguel Angel Galluzzi and introduced in 1993, the Monster single-handedly kick-started the continuing revival of 'naked' motorcycles. The fact that it was achieved by raiding the parts bin and combining the major components of existing models, only serves to underline the brilliance of Galluzzi's original concept. Thus the first M900 version used the air-cooled, two-valves-per-cylinder engine of the 900 Supersport and the chassis of the 851/888 Superbike. A 600 Monster arrived in 1994 and Ducati has continued to ring the changes on the engine front as the range expanded to encompass a plethora of variants. It remains a cornerstone of the Ducati range to this day.Italian registered, this Monster 900 has had three owners from new and is described by the vendor as in excellent condition (last serviced in June 2017). Currently displaying a total of 47,615km (29,588miles) on the odometer, the machine comes with its original clutch cover; two original keys (seat lock not working); tool kit; owner's manual; and Italian registration papers.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1973 MV Agusta 500cc Grand Prix Racing Motorcycle ReplicaFrame no. noneEngine no. 1.02 RM1•Faithful re-creation of MV Agusta's last Senior-class Grand Prix racer•Built from factory drawings in 2012•Paraded by World Champions Giacomo Agostini and Phil Read•Last used in August 2019 at the 'Festival of 1000 Bikes' at Mallory ParkArguably the greatest team in Grand Prix racing history, MV Agusta won everything that was worth winning at world level from the early 1950s to the late 1960s and beyond. Machines raced by the legendary Italian works team are among the rarest and most desirable racing motorcycles ever made. The exquisite motorcycle offered here is a replica of the 1973 four-cylinder '500', MV's final fling in Grand Prix racing's Senior class. It was a development of the Italian firm's contemporary '350' four, which had been introduced in 1971 to counter the threat from Yamaha's two-stroke twins. In the Senior category the combination of Agostini and MV's '500' triple had proved good enough to take every World Championship from 1966 to 1972 inclusive, an unprecedented achievement. In 1973 Ago had to give best to his new team-mate, Phil Read, though he still managed to secure another World Championship in the '350' class. By this time MV also had a four-cylinder '500' available; its design, like its predecessor's, following that of the equivalent '350'. Riding the '500' four, Read took the World Championship again in 1974, Ago having moved to Yamaha. It would be the Italian company's final Grand Prix title, the Japanese two-strokes having by now gained the upper hand. Not to be confused with the many 'cosmetic' replicas on offer, many of which use modern engines, this beautifully made machine was built from (believed) factory drawings in 2012 by Giuseppe Ioannoni and has had only one owner. Boasting a maximum power output of 80bhp at 14,000rpm, it has been paraded at the Isle of Man, Spa Francorchamps, Paul Ricard, Dijon, Donington Park, and the Red Bull Ring. The MV was last ridden - by Giacomo Agostini, no less - in August 2019 at the VMCC's 'Festival of 1000 Bikes' at Mallory Park (see photographs on file). It has also been ridden by Ago's team-mate Phil Read. 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. All surviving genuine examples of MV's last-of-the-line Grand Prix racers are held either in museums or private collections; only extremely rarely is one offered for public sale and when they are the cost is a king's ransom. All of which makes this accurate replica a possibly once-in-a-lifetime opportunity to own the next best thing at a relatively affordable price. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

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

c.1965 DMW 247cc Hornet Racing MotorcycleFrame no. 2H00Engine no. 2225H P2078 S1552:9DMW was established by Leslie Dawson just before the war, and soon after it began production of motorcycles, initially with competition machines, before turning to manufacturing road bikes utilising Villiers two-stroke engines of varying sizes. Capacities ranged from 98 to 324cc and included off-road competition and road racing variants. The Hornet model name was first used by the company in 1954 for a 125cc four-stroke racer which was very short-lived. It reappeared in 1964 when DMW utilised the Villiers Starmaker competition engine in another racing bike. It was fitted with Metal Profiles forks (manufactured by DMW) and became a popular mount for club racers of the period. Indeed, Bill Smith rode one with some success in the mid-sixties, notably winning the Southern 100 in 1964. When purchased in 1997, the preceding owner suggested that the frame number (2H00) may have indicated that the bike was a pre-production or prototype. It is certainly different to others of the period, having a six-speed gearbox, whereas later Hornets were equipped with a five-speed unit. The standard front brake is double-sided, and a later Amal Mk II Concentric carb is fitted. When purchased, the bike was in running order, but has been standing for the past 12 years, and will therefore require re-commissioning and safety checks before returning to the track. A racing fairing accompanies the bike, and whilst the vendor has lost his CRMC registration document, he believes the Hornet should not present a problem for a new owner to re-register.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

The ex-works, Dave Croxford 1971 Seeley 499cc G50 Mark 4 Racing MotorcycleFrame no. MK4 CS EXP 152•Prototype Seeley Mark 4•Raced by Dave Croxford during the 1971 season•Present ownership since circa 2009•Fully restored 2009-2011•Offered from an important private collectionMany-times British sidecar champion Colin Seeley bought Associated Motor Cycles' racing department when the company went into receivership in 1966. The previous year he had constructed the first Seeley racing frame to house a Matchless G50 engine, and the AMC purchase enabled him to produce complete Seeley G50 and 7R machines. With their improved frames, the ageing four-stroke singles enjoyed renewed competitiveness, Dave Croxford winning the British 500 Championship on a Seeley G50 in 1968 and '69. 'Our association with him over two years had been just brilliant,' recalled Colin in the first volume of his autobiography Colin Seeley Racer ...and the rest. 'Dave was a real trouper and an entertainment on and off track. He had achieved so much in two seasons, winning races, circuit titles and two British 500cc championships on his Seeleys. Croxford's contribution to the Seeley Racing Company was considerable.'The Seeley frame progressed from the duplex cradle original to the similar but lighter Mark 2 before the down-tubes were abandoned with the Mark 3, the headstock and swinging arm pivot of which were linked solely by tubes running diagonally above the engine. Introduced in May 1971, the Mark 4 featured a revised tubing layout and continued in production until 1973. Having enjoyed what by his standards was a rather disappointing season riding Yamahas, Croxford returned to the Seeley team in time for the 1970 August Bank Holiday meeting at Oulton Park to ride the prototype Seeley-QUB and was back in the Colin Seeley Racing Developments team full time for 1971. His first race was at the Transatlantic Trophy meeting at Brands Hatch riding the prototype Mark 4, the machine offered here. Colin recalled: 'For the 500 race Dave Croxford came to the line with my new Mk4 Seeley G50, painted in a striking colour scheme of red, orange and black.' Croxford scored a sensational debut win on the new Mark 4, pipping Gus Kuhn's Charlie Sanby on another Seeley. However, by this time over-bored Yamahas were beginning to assert themselves in the 500 class and wins would be ever harder to come by. When Seeley and MRD (parent company of the Brabham Formula 1 team) agreed to merge at the end of 1971, the Seeley motorcycle racing team was stood down and Croxford was left unemployed, though he swiftly found another job as Peter Williams' team-mate at John Player Norton. At the end of the 1971 season Seeley sold the prototype 500 Seeley G50 to Roger Winterburn, as confirmed by the original sales invoice (dated 13th November 1971) and Roger's 1995 letter to subsequent owner George Goldie, both of which are on file. The current vendor, a well known historic racer with an important private collection, purchased the Seeley circa 2009 and had it restored, including an engine rebuild over the next couple of years, with most of the work undertaken by Roger Titchmarsh. Since then this historic machine has been raced and paraded at various historic meetings, as evidenced by scrutineers' stickers to the fairing. Accompanying documentation consists of press cuttings, correspondence and bills. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The ex-John Pearson 1969 Bultaco 125cc TSS Grand Prix Racing MotorcycleFrame no. B-600621Engine no. 600621-6•Regular Isle of Man TT competitor (1969-1973)•10th place in the 1971 IoM Lightweight 125 TT•Rebuilt to in-period specificationSpurred on by the successes achieved by tuned versions of its first model, the Tralla 101, Bultaco went one stage further and developed its first purpose-built racing motorcycle: the legendary TSS, 125cc prototypes of which began testing in 1960. About as simple as a racing motorcycle can get, the air-cooled two-stroke single developed 20bhp initially, which proved sufficient to win races at national level worldwide and compete without embarrassment in Grands Prix, provided the rider had enough talent. It was demonstrably the best 125 that privateers could buy at the time. Self-generating electronic ignition, a six-speed gearbox, and water-cooling were the most significant advances, the latter arriving on customer bikes for 1965. Geared primary drive came later.Among the first racers to campaign the Spanish two-strokes in the UK were Tommy Robb and Dan Shorey, the latter taking the coveted ACU Star (British Championship) in the 125cc class in 1961. Armed with a 196cc TSS, Shorey enjoyed a phenomenal run of success in the 1962 250cc World Championship, twice finishing 4th behind a trio of works Hondas to end the year in 7th place overall. He also took the British 125cc and 250cc Championships that same year. This water-cooled (believed six-speed) Bultaco 125cc TSS M40 comes with extensive Isle of Man TT history. The Bultaco was purchased new in 1969 from Bill Smith Motors by John Pearson and its first race in 1969 was the Isle of Man Lightweight 125 TT, coming home in 13th place at an average speed of 76.68mph in an event won by Kawasaki-mounted Dave Simmonds. The Pearson/TSS combination would go on to compete in every Isle of Man TT until 1973 and is the last ever Bultaco to finish in the Lightweight TT. Pearson's best result in the Lightweight 125 TT was in 1971 when he brought the TSS home in a very impressive 10th place to gain one World Championship point. The Bultaco's only non-finish in five TTs was in 1970. This matching-numbers machine has now been fully restored to its early 1970s specification and last ran earlier this year. The engine has been fully rebuilt (big-end, re-bore, piston, seals and gaskets); the radiator re-cored; and a new exhaust pipe obtained from the factory. A long-distance fuel tank and Fahron front brake (as used in period) are the only notified deviations from factory specification. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

'Norton Manx' Matchless 650cc Racing MotorcycleFrame no. noneEngine no. 59/G12L X0646•Built by a member of the Institute of Mechanical Engineers•Last run in October 2019Developed from a design by Rex McCandless and first used by Norton on the works single-cylinder racers in 1950, when Geoff Duke rode it to a debut victory at Blandford, the legendary Featherbed frame - especially in its Manx form, as seen here - has long been the special-builders' favourite. New standards of steering, roadholding and comfort were set by the frame, which was immediately dubbed 'Featherbed' by Norton works star Harold Daniell. Although designed with a single-cylinder engine in mind, the generously proportioned Featherbed would in time prove capable of accommodating a wide variety of different power units: twins, triples, fours and v-twins, all could be made to fit with a little ingenuity. This Matchless-engined racing special has a Unity Equipe Norton 'Manx' type replica chassis with Fontana 4LS double-sided front brake and Manx conical rear hub. The engine is a 650cc G12 8-fin unit fitted with the very rare factory speed kit comprising two chopped Amal Monobloc carburettors, separate inlet manifolds, and production race camshafts. Compression ratio is 8.25:1. Ignition is by Lucas magneto and the transmission consists of a Norton Dominator all-alloy clutch conversion and standard AMC four-speed gearbox. The machine was built by the vendor, Stephen Eke, for use on track days and parades. Stephen is a member of the Institute of Mechanical Engineers and has experience in Australia, France, Italy and Germany. In 1984 he became a partner in the company 'Spares 'N Repairs' of Watford. As the company's technical manager he was tasked with finding remedies for the various faults afflicting Ducati's bevel-drive twins, and as a result wrote the book Ducati Tuning, which is in effect a rebuild manual for the engine and gearbox. During his time at 'Spares 'N Repairs' the company entered a Ducati in the IoM Formula 2 TT with Steve Cull riding. Stephen was responsible for maintaining the bike, which had several creditable results. This Manx Matchless has been built with no less care and has been running reliably and competitively as recently as October 2019. The machine is presented in full working order and comes with bills, templates, technical drawings, and notes relating to its construction.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1973 Seeley-Suzuki TR500 Racing Motorcycle ProjectFrame no. CS 358 SEngine no. TR500-10067•One of two supplied to the Suzuki GB works team•Ridden by Stan Woods•Present ownership since the late 1980s•Offered for restorationMany-times British sidecar champion Colin Seeley bought Associated Motor Cycles' racing department when the company went into receivership in 1966. The previous year he had constructed the first Seeley racing frame to house a Matchless G50 engine, and the AMC purchase enabled him to produce complete Seeley G50 and 7R machines. With their improved frames, the ageing four-stroke singles enjoyed renewed competitiveness, Dave Croxford winning the British 500 Championship on a Seeley G50 in 1968 and '69. Before long, the basic Seeley design was being wrapped around other types of engine: Norton Commando twin, QUB single, Yamaha TD/TR twin, URS four, and the Suzuki TR500 twin. The first of the latter was built for Barry Sheene, then a Suzuki works rider, and on its Isle of Man Senior TT debut in 1971 finished in 3rd place in a race won by MV Agusta's Giacomo Agostini. The following weekend at Mallory Park, Sheene finished 2nd to Ago and the MV. It was no surprise that other riders were soon knocking on Seeley's door with requests for similar machines.The machine offered here is one of two supplied by Colin Seeley to Suzuki GB in 1973: '356' for Barry Sheene and '358' – that offered here – for Stan Woods. Suzuki GB had already ordered two of Seeley's monocoque designs, but these could not be got ready in time for the start of the 1973 season. In the second volume of his autobiography, 'Colin Seeley ...and the rest', Colin states: 'So we reverted to our proven TR500 Suzuki tubular-framed racer as used successfully by Barry Sheene in 1971. The first rolling chassis was delivered for Barry Sheene on 24th February 1973 and the second for Stan Woods a week later'. The only visible difference between the two riders' Seeley 500s was the tailpiece: Sheene's being red and Woods' navy blue. Stan continued as a works rider with Suzuki GB for 1974 and 1975 before signing for Honda GB's endurance racing team for 1976. The ex-Woods Seeley-Suzuki was purchased by the vendor in the late 1980s and has been stored ever since. Like many elderly race bikes, it had been modified over the years: the Dresda swinging arm; fork yokes and stanchions; handlebars; later (1974/75) Suzuki seat; and TR500 fairing being the most obvious departures from original specification. The Seeley is offered for restoration and sold strictly as viewed. Its mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1972 Machin-Yamaha 125cc Racing MotorcycleFrame no. none visibleEngine no. AS3-220205 (see text)•Frame built by Jack Machin •One of only a handful made •Modified Yamaha AS3 engine •Unused in the present ownership for almost 40 years •'As last raced' conditionIt would be fair to say that during the 1970s and into the 1980s the Japanese manufacturers' frame and suspension technology left a lot to be desired, both on road and track. The result was the emergence of a cottage industry of bespoke frame makers such as Harris and Spondon in the UK, and Bimota and Nikko Bakker in Europe, plus a host of smaller enterprises on both sides of the Channel. The machine offered here incorporates a frame made by Jack Machin, brother of the late Steve Machin, the former British 250cc Champion who was tragically killed in a testing accident at Cadwell Park in 1974. Steve Machin and his business partner Dave Saunders operated out of the Machin & Saunders garage at West Barkwith near Wragby, Lincolnshire. They modified and prepared Steve's race bikes and those of their customers, including manufacturing frames for the racing Yamaha TD and TR twins. One of their projects was an extensively modified Yamaha AS3 125, for which Jack Machin constructed a new and vastly superior rolling chassis. The engine too came in for modification: the cylinder fins being removed, and an aluminium water jacket welded on. The water-cooling helped reduce the power-sapping cylinder distortion of air-cooled two-strokes once they got hot; no water pump was employed, the water circulating via the thermo-syphon principle. The machine offered here has an engine modified in this way, though whether it was originally sold as a complete motorcycle or as a rolling chassis to take the customer's own engine is not known. It is understood that Jack Machin made only two of these frames for the 125 class: one for himself (later sold to Clive Horton) and the other for club racer Dave Saltwell. Their effectiveness can be judged from the fact that Clive Horton used his to secure his only Isle of Man TT victory, which came in the 1974 Lightweight 125cc event. The whereabouts of Clive's machine are known, so by a simple process of elimination the Machin-Yamaha offered here must be Dave Saltwell's. Nothing else is known about the history of this machine, which has belonged to the current vendor since he purchased it (from an MCN advertisement) in 1981. The motorcycle has been dry-stored since then and not been used. Its mechanical condition is not known and thus the machine is sold strictly as viewed (it should be noted that there is damage to the engine number stamping). There are no documents with this Lot.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1965 BSA 441cc B44 Victor ScramblerRegistration no. not registeredFrame no. B44.246Engine no. B44GP330Its 420cc engine developed from that of the humble C15 250 roadster, Jeff Smith's works BSA moto-crosser produced more power than it could reliably handle, resulting in a comprehensive engine redesign for 1964. For the new season the works 420 had a much stronger crankcase with revised main bearings, the C15's drive-side ball race and timing-side plain bush being superseded by a roller bearing and ball race respectively. Also new was a light-alloy cylinder with chromium-plated bore, which allowed a useful increase in compression ratio thanks to its superior heat dissipation. The changes made the bike a world-beater, Smith taking the 1964 Moto-Cross World Championship with seven wins in the 14-race series. The new crankcase permitted a further lengthening of the stroke to 90mm for a capacity of 441cc, and in this form the Victor scrambler went into production in 1965. Smith took the world title again that year on the works B44GP. This motorcycle was purchased by the current vendor on 9th June 2004 from a regional UK auction house described by them as possibly having in-period links to Jeff Smith. Unfortunately, the supporting correspondence referred to at that time has been lost. However, further research by the next owner may throw some light on this motorcycle's origins. Offered without documents, the machine is sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1956 BSA 350cc B32/B34 'Gold Star' ScramblerRegistration no. not registeredFrame no. CB34.4172 (see text)Engine no. DB.32.GS616The machine offered here consists of a B32 or B34 Competition (trials) model frame dating from circa 1956 and the engine from a 1955 Gold Star, both of these models being descended from the B31. Produced initially with rigid frame and telescopic front fork, the B31 was joined in January 1946 by a Competition variant, the B32. An alloy cylinder barrel and head, broadly similar to those used on the contemporary Gold Star but retaining a separate pushrod tunnel, became available as B32 options from 1949 onwards, as did plunger rear suspension in common with the rest of the 'B' singles range. Although far from competitive initially, the B32 was successfully developed over the next few years as it metamorphosed into the Gold Star scrambler and trials iron. This motorcycle was purchased by the current vendor on 9th June 2004 from a regional UK auction house described by them as a 'DB32 Gold Star' ridden by works rider Andy Lee. However, it should be noted that the frame number has been re-stamped and has one too many digits (there should be no more than three after 'CB34'). It seems unlikely that this would have been done by BSA. However, further research by the next owner may throw some light on this motorcycle's origins. Offered without documents, the machine is sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1952 Triumph 499cc TrophyRegistration no. XMK 633Frame no. 29909Engine no. TR5 29909From the time of its introduction in 1948, the Triumph Trophy was established as a true all-rounder: a machine that could be ridden to work during the week and then, with extraneous components removed, competed on at weekends in its owner's chosen branch of motorcycle sport. This matching-numbers (registration, frame, and engine) Trophy has been equipped from new with the factory-optional sprung hub and dual seat. The machine was restored ten years ago, including a full engine rebuild (new bearings, pistons, crankshaft shell-bearing conversion, etc). There are bills on file for works carried out and parts purchased, and the machine also comes with an old-style logbook, a V5C document, and documentation from the previous owner in the 1950s. Ticking all the boxes - fully matching numbers, original specification, restored condition, etc - the Trophy was last run in 2018 and is described by the private vendor as in very good condition throughout.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1965 Triumph 649cc TR6 SS Trophy Motorcycle CombinationRegistration no. DPR 333CFrame no. TR6 SS DU 23675Engine no. TR6 SS DU 23675Success in the International Six Days' Trial (ISDT) in the late 1940s prompted Triumph to adopt the 'Trophy' name for their off-road-styled twins: at first for the 500cc TR5 and then for the 650cc TR6. For 1962, the final year of the traditional 'pre-unit' Triumph twins, the Trophy was designated 'TR6 SS', and that designation was carried over to the new Trophy when Triumph's 650cc models were upgraded to unitary construction for 1963. Registered to the vendor since 1991 and last used in 1995, this TR6 SS has been converted by him for use in off-road competitions, complete with vestigial sidecar (note the Norton Roadholder fork and 'pie crust' front hub/brake). Dry stored for the last 25 years, the machine will need re-commissioning before returning to the dirt. Accompanying paperwork consists of an old-style V5 document and an expired MoT (1994).Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com