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1952 Vincent 998cc Series-C Rapide Watsonian CombinationRegistration no. MXH 127Frame no. RC10113/E Rear Frame no. RC10113/EEngine no. F10AB/1/8213 Crankcase nos. XX 77 / XX 77• Present ownership since 1993• Matching numbers examplePhil Vincent and fellow engineer Phil Irving designed their own engine for 1934, with their (now traditional) high-camshaft layout. Initial models with this engine were the Meteor and Comet, later variations being the Comet Special and the TT model.Soon after, by the relatively simple expedient of mounting two top ends onto a common crankcase, the A series 998cc twin was evolved in 1936, with the apocryphal tale of the Series A twins being conceived as a result of two single-cylinder drawings being overlapped. However, production of this model only lasted until war broke out in 1939.Post war, Phil Vincent and designer Phil Irving, who had returned to the company during the war years, laid down the details of the new post war V-twin to replace the pre-war series A; their ambition for the model was that it would live up to their proposed advertising strapline for the machine of 'The World's fastest standard Motorcycle!'. Introduced in 1946 the Rapide was certainly fast, but it soon became clear to Vincent that a tuned version would be required to further enhance the marque, and the Black Shadow was announced in the early part of 1948 with a reputed top speed of 125 mph. The Series B Rapide and Shadow were supplanted by the Series C version after only around one year.'MXH 127' was originally supplied to dealers Humphries in London in December 1951. It was purchased by the deceased owner in 1993 from Brian Verrall (invoice on file). When acquired by the late owner, the bike was in solo form, but he commissioned Charnwood Classic Restorations to fit the present Watsonian Albion single seater sidecar (invoice on file). The Albion was a current sidecar in 1952, so forms a perfect match for the big twin. It is fitted with the Smiths five-inch 150 mph speedometer, as fitted to the Black Shadow. Old MoTs on file suggest that the sidecar was fitted within two months of purchase, and that the bike covered only approximately 536 miles in the present ownership, 520 miles of that with the newly fitted sidecar. However, the buff log book in the document file indicates that a sidecar had been previously fitted at one time. The Rapide was in use only until 1995 before being laid up, and has been dry garage-stored since that time. It will, therefore, need careful re-commissioning and safety checks prior to use on the road by a new owner. Documentation comprises a current V5C, an old V5C, a copy old V5, an original RF60 continuation buff log book dated 1957, some old MoT certificates, the aforementioned invoices, and sundry papers. The machine is presently on SORN.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

1950 Vincent 499cc Comet Registration no. PFC 782Frame no. RC/1/6020 Rear Frame no. RC/1/6020Engine no. F5AB/2A/4120 Crankcase nos. 32 I / 32 I• Present ownership since 1984• Matching numbers examplePost war, Phil Vincent and designer Phil Irving, who had returned to the company during the war years, laid down the details of the new post war V-twin to replace the pre-war series A, their ambition for the model was that it would live up to their proposed advertising strapline for the machine of 'The World's fastest standard Motorcycle!'. Introduced in 1946 the Rapide was certainly fast, but it soon became clear to Vincent that a tuned version would be required to further enhance the marque, and the Black Shadow was announced in the early part of 1948. With a reputed top speed of 125mph the Series B Black Shadow was supplanted by the Series C version after only around one year.There is an apocryphal tale of the Series A twins being conceived as a result of two single-cylinder drawings being overlapped; in the same way, it could be said that the post-war single cylinder engine was brought about by the use of a rubber – removing the rear cylinder of the existing twin-pot design. In other respects, the layout was almost identical, with the same 'frameless' cycle parts being employed for the single and the twin. On the singles the rear cylinder was replaced with a cast alloy beam, and the gearbox employed was the familiar Burman item. Announced in late 1948, a few single cylinder Meteors were produced before being joined soon after by the Comet in Series C form with Girdraulic forks, as opposed to the Brampton girders on the Meteor. The Comet was a little more expensive than the Meteor, and equipped with a higher compression ratio, front propstands, and Girdraulic forks.'PFC 782' was originally supplied to Kings of Oxford in June 1950. It was purchased by the deceased owner in 1984 (receipt on file). The Comet had the cylinder head reconditioned in 1992 by Bob Dunn, who fitted unleaded valve seats, new valves and guides. When acquired, the bike was used by the owner for some years, but has been dry garage-stored and not used since approximately 1990. It will, therefore, need careful re-commissioning and safety checks prior to use on the road by a new owner. Documentation comprises a current V5C, an old V5C, an old V5, an original VE60 continuation green log book dated 1974, a quantity of old MoT certificates, the aforementioned receipt, two handbooks and sundry papers. The machine is presently on SORN.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

1958 Velocette 349cc MACRegistration no. HEP 725Frame no. RS10138Engine no. MAC25076After the First World War, Velocette were firmly committed to two-stroke machines, only turning to four strokes in the mid nineteen twenties with production of the Model K, their first overhead camshaft machine, which appeared in 1925. They continued with other overhead cam models, but did not produce a conventional overhead valve engine until the introduction of the first of the M-series models, the MOV, in 1933. The second of the M-series, all of which featured the high camshaft layout, was the MAC, which arrived later in 1933. It provided a little more power, whilst still catering to the public need for belt-tightening in the austerity of the early 1930s. Its success was demonstrated by its long production run, which saw it through to 1960. Indeed, in one year (1953) it was the only single cylinder model in the Velocette range, appearing with the LE. In 1954 it acquired the swinging arm frame. 'HEP 725' was purchased by the deceased owner in 1991 (receipt on file). It was MoT'd at that time, and may have been used for a short period, but has been dry garage-stored and not used since approximately 1993. It will, therefore, need careful re-commissioning and safety checks prior to use on the road by a new owner. Documentation comprises a current V5C, an old V5C, the original RF60 buff log book from 1958, two old MoT certificates, the aforementioned purchase receipt, and sundry papers. The machine is presently on SORN.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

2009 Triumph 865cc Bonneville SERegistration no. PK59 WYCFrame no. *SNT900K13AT410628*Engine no. 408783When production of Triumphs finally stopped in 1983, after the Meriden Cooperative went into receivership, the rights to the Triumph name were sold to John Bloor. To enable him fully to prepare for production of new models, time was needed for design and planning, and he therefore licensed the rights to manufacture Triumphs to Les Harris until, in 1990, Bloor was ready to begin production. Triumphs began to roll off the production line once again in 1991. Initial models were three- and four-cylinder machines in a modular design. Later models started to use 'retro' styling to capitalise on the name and history of the marque. One such retro model was the 865 Bonneville SE offered here, with a twin cylinder power unit looking similar to older models, but with modern engineering solutions. 'PK59 WYC' was purchased new by the late owner from Youles of Blackburn (purchase invoice on file) and he used it regularly each year, in good weather conditions, until 2019. The total mileage covered at the time of consignment was 26,183. It has a continuous run of MoTs from 2012, and the present one expires in October 2020. Standing since the time of the last MoT in October 2019, the Triumph should only need modest recommissioning and basic checks by a new owner before taking to the road once again. Documentation comprises a current V5C, two old V5Cs, the aforementioned sales invoice and run of MoT certificates, a Haynes manual, owner's handbook, original sales brochure, invoices, and sundry papers. The machine is presently on SORN.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

1960 Moto Morini 175cc Tresette SprintRegistration no. FAS 861Frame no. 43044Engine no. TS41939Introduced for the 1954 model year, the 175cc Moto Morini Settebello (Seven of Diamonds) was a high-performance sports roadster that commenced a run of models named after card games. Although intended for production-class racing, the Settebello was sold with full road equipment and could be distinguished from Morini's other 175s by its larger cylinder head containing hairpin valve springs (all the rest used coils). Following the budget-priced Biscola (trumps) the last of the card game-themed 175s was the Tresette (Three Sevens) which was newly introduced for 1958 together with the sporting Tresette Sprint. There was also an out-and-out racer, the twin-overhead-camshaft Rebello, which was one of the most advanced designs available when introduced in 1955. This restored Moto Morini Tresette Sprint was first registered in the UK in May 2002 and has belonged to the current vendor since November 2013. We are advised that the compression has been lowered for road use, and that the machine has been upgraded with a Powerdynamo 12-volt ignition and MMB electronic rev counter. Last run in December 2019, the machine is described by the private vendor as in excellent condition throughout and would make a superb acquisition for any collection and an ideal mount for the Moto Giro d'Italia. Accompanying documentation consists of restoration notes and bills; some expired MoTs; a V5C Registration Certificate; and photocopy instruction manual and parts 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

1966 Aermacchi 246cc Ala VerdeRegistration no. FEY 384DFrame no. 222886Engine no. 22286A household name among motorcyclists thanks to its heroic achievement of producing the most highly developed and successful overhead-valve racing single ever, Aermacchi was a relative latecomer to motorcycle manufacture, building its first machine, the curious scooter-like Convertible, in the late 1940s. Aermacchi's first 'proper' motorcycle, the two-stroke Monsone, appeared in 1950, but it was not until 1956 that the firm's trademark horizontally mounted four-stroke single made its debut in the Chimera. Featuring enclosed bodywork reminiscent of Ariel's Arrow, but bags more stylish, the Chimera would remain in production until 1960. Before then it had been joined by a quartet of more conventionally styled machines in 175cc and 250cc capacities, the sporting version of the latter being the 80mph Ala Verde. One of the last built before Aermacchi was acquired by AMF (owners of Harley-Davidson) this five-speed Ala Verde has been upgraded with a Powerdynamo 12-volt ignition. Imported into the UK in 1992 as a restoration project but sat in a garage until November 2015 when it changed hands and was totally rebuilt. Registered in August 2017, the Ala Verde has covered fewer than 100 kilometres since completion and is presented in commensurately excellent condition, having last run in December 2019. The machine is offered with a V5C Registration Certificate; copy instruction manual and parts book; and a substantial file of restoration invoices.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 MV Agusta 175cc CSTLRegistration no. LAS 169Frame no. 405200/36Engine no. 404500THaving commenced motorcycle production late in 1945 with a 98cc two-stroke, Meccanica Verghera (MV) introduced its first production four-strokes, the single-cylinder 175CST and CSTL tourers, at the Milan Show in 1952, the newcomers' advanced overhead-cam, unitary construction engine setting them apart from most of the opposition. Their cycle parts too were state-of-the-art, consisting of a duplex loop frame incorporating the engine as a stressed member, oil-damped telescopic front fork, swinging-arm rear suspension, and full-width alloy hubs. Differences between the two were mainly confined to the seating, the CST having a single saddle while the deluxe CSTL came with a dual seat. The engine of this CSTL was totally rebuilt in August 2009 by Motori di Marino of West Chillington, West Sussex, since when it has covered fewer than 350 kilometres. The MV was first registered in the UK in November 2002 and has belonged to the present owner since February 2010. Bills on file show that the machine has benefited from considerable expenditure since then. Last run in December 2019 and described by the private vendor as in good condition throughout, this charming little MV is offered with sundry bills; old/current V5/V5C Registration Certificates; and a quantity of old MoTs (most recent expired 2013).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 MV Agusta 150cc GTRegistration no. JSL 569Frame no. GT647085Engine no. 870389'The Italian Highway Code, introduced in 1959, brought the 150 back into fashion, as it forbade access to the motorway system to vehicles with cylinder capacities of less than 150 cm3. The MV 150... had an effective capacity of 150.1 cm3 and was therefore allowed to travel on the motorways...' – Colombo & Patrignani, MV Agusta. After the launch of its first production four-stroke - a 175cc, overhead-camshaft, unitary construction single - MV followed up in 1954 with the similar, although overhead-valve, Gran Turismo 125. Similar models in other capacities followed, the first 150cc offerings appearing in 1959. Gran Turismo (GT), Rapido Sport (RS) and Rapido Sport America (RSA) versions were produced. Like their larger siblings, the small MVs were very expensive - at around £200 the Turismo Rapido cost as much as a British 500 - which explains why so few of these exquisitely engineered little bikes were sold in the UK. This restored MV Agusta 150 GT has belonged to the vendor since October 2010 and has covered only 250 miles since then. Last run in December 2019 and described by the owner as in good condition throughout, having been maintained regularly, the machine is offered with sundry bills; a V5C document; photocopy instruction manual and parts book; and a quantity of old MoTs (most recent expired December 2017.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 MV Agusta 250cc Raid ExtraRegistration no. LAS 167Frame no. 250343 (see text)Engine no. 250339Having neglected the 250 class for the best part of a decade, MV launched the Raid (long-distance) touring model in late 1956. Obviously from the same mould as MV's successful 125cc and 175cc roadsters, the Raid was powered by a single-cylinder overhead-valve engine producing 14bhp, which was good enough for a top speed of 72mph. Clearly, the Raid was not aimed at the sporting motorcyclist, but according to the late Mick Walker, writing in his book, MV Agusta: 'there was a level of comfort, flexibility and reliability which was almost unsurpassed at the time. Not only that, but the standards of roadholding and braking were equally good'. Cycle parts largely followed the pattern of MV's 175cc models, while the Extra version came with a higher standard of finish. This 250 Raid Extra was imported into the UK in 2002 and restored by Motori di Marino of West Chillington, West Sussex. Owned by the current vendor since October 210, the machine benefits from an engine top-end rebuild in 2015 and is described as in good condition throughout, having last run in December 2019. Accompanying documentation consists of sundry bills; some expired MoTs; a V5C Registration Certificate; and a photocopy handbook. The original gear lever and speedometer are included in the sale. it should be noted, the frame number is stamped to an applied plaque.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 Ducati 864cc Mike Hailwood ReplicaRegistration no. KTM 33VFrame no. 900013Engine no. 089441•Landmark Ducati model•Restored in the late 1990s•Unused since restoration•Dry of all fluidsA landmark model that kept Ducati afloat during the 1980s, the Hailwood Replica owes its existence to Mike's legendary Isle of Man TT comeback victory in the 1978 Production Race riding an ex-works NCR bike entered and prepared by Manchester-based Ducati dealer, Sports Motor Cycles. Out of top-flight bike racing for seven years and away from the Island for eleven, Mike took on and beat the might of the Honda works team to win the Formula 1 TT at record speed. Ducati lost little time in capitalising on this outstanding success, launching a road-going replica the following year. Like the race-bike, the MHR was based on the production 900SS, but - inevitably - had much more in common with the latter than the former. Most obvious difference was the full fairing finished in red, green and white, complemented by a glassfibre tank and racing seat. In fact, on the very earliest examples the 'tank' hid a steel fuel reservoir, glassfibre being illegal in the UK for tanks. Mechanical changes were confined to lighter wheels, usually by Campagnolo, and improved Brembo brakes, while the MHR's performance was pretty much the same as that of the 900SS: around 135mph flat-out. Destined mainly for the UK market, the first 200 MHRs came with two separate seats: one solo, the other a dual seat, whereas later versions had a single 'convertible' solo/dual seat. The lack of any side covers is another distinctive feature of very early MHRs such as this one, which also has the one-piece fairing used at that time. Built in late 1979 and first registered on 1st February 1980, the machine offered here is identified by its frame number - '900013' - as the 13th Mike Hailwood Replica made (production commenced with '900001'). Invoices on file indicate that the Ducati was restored in the late 1990s while owned by previous keeper Mr Geoffrey Palmer; the works carried out including an engine rebuild by marque specialist the late Mick Walker. Unused since restoration and dry of all fluids, the Ducati has been owned by the current vendor since May 2003 and is described by him as in excellent condition. Offered with a V5 document and the aforementioned bills, it represents an exciting opportunity for Ducati enthusiasts to acquire one of these rare and iconic machines, ready for re-commissioning or display.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

One owner, 124 miles from new 1999 MV Agusta 750cc F4 'Serie Oro'Registration no. not registeredFrame no. 000168Engine no. F4AX000213•Landmark modern MV•First-series limited edition model•Ridden only twice (on trade plates)•Original paperwork on fileIt was every motorcycle enthusiast's fervent hope that, having bought the rights to arguably the most famous and charismatic name in motorcycle racing history, Cagiva would not let the MV Agusta marque remain dormant for long. MV became part of the Cagiva group in 1991 and sure enough, before the decade's end its unmistakable emblem was once again adorning the flanks one of the world's most fabulous motorcycles: the F4. Designed by Massimo Tamburini, creator of the iconic Ducati 916, and introduced to the public at the 1998 Milan Show, the F4 has already become part of MV legend. In a publicity masterstroke, the factory announced that, most unusually, production would commence with a limited edition run of just 300 very special F4s - the 'Serie Oro' (Gold Series). Production, at the leisurely rate of just three machines per day, commenced late in 1999 at MV's new factory at Cassinetta di Biandronno, Varese. The Serie Oro's UK price was set at approximately £26,500, more than double that of the standard F4 Strada, yet every single one had been sold prior to delivery, such was the demand. That stratospheric price tag was explained by the exotic materials employed in further reducing weight. For example: the Strada's gorgeously curvaceous fairing is made of plastic whereas the Oro's is carbon-fibre; the five-spoke wheels and single-sided swinging arm - both aluminium on the Strada - are magnesium on the Oro; and the rear shock is a Sachs Competition unit, replacing the Strada's standard Sachs unit. Plus, of course, the Oro's wealth of top-notch, gold-anodised componentry. This example, number '168', was purchased from MV main dealer Three Cross Motorcycles of Wimborne, Dorset and has been in the vendor's possession from new. It has been ridden only twice (on trade plates) to two dealership openings in Brighton and has covered only 124 miles. Last run earlier this year, it represents a rare opportunity to own one of these exotic hand-built superbikes, which can only become increasingly collectible. The machine comes with the original purchase invoice, factory correspondence, owner's handbook, bike cover, and accessories. 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

1956 BSA 499cc DBD34 Gold StarRegistration no. 311 UXOFrame no. CB32 6024Engine no. DBD34GS 2526•Delivered new to the USA•Restored in the UK in the late 1990s/early 2000s•Only 39 miles since completion•Present ownership since 2006On Wednesday 30th June 1937, a specially prepared Empire Star 500 ridden by the great Wal Handley achieved a 100mph lap of the Brooklands circuit on its way to a debut race victory and award of the Gold Star that would give BSA's new sports model its evocative name. The Gold Star did not return to BSA's post-WW2 range until 1949. First displayed at the Earls Court Show in 1948, the B32 Goldie boasted the telescopic front fork first introduced on BSA's larger models for 1946 and came equipped with a new alloy cylinder barrel and 'head. For 1950 a 500cc version – the B34 – was added to the range and this larger Goldie was the first to switch to the new die-cast top-end, with separate rocker box, in 1951. The 350 followed suit in 1952 and the pair continued as the 'BB' Gold Stars after the new swinging-arm frame was introduced in 1953, changing to 'CB' designation for 1954. This change marked the introduction of the classic 'big fin' engine but the designation lasted only until the arrival of the 'DB' series in the autumn of 1955. The 'DB' incorporated a much-improved lubrication system and, in the case of the 350 only, a stronger cylinder assembly; as such it represented the 'Junior' Goldie in its final form, there being no 350 equivalent of the final 'DBD' version. For the majority of enthusiasts, the 500cc DBD34 in Clubman's trim is the epitome of the 'Goldie'. The DBD, the ultimate road going 500 Gold Star, appeared in 1956 when the famous RRT2 close-ratio gearbox and 190mm front brake became standard equipment. From then on BSA's perennially popular sporting single changed little until its much-lamented demise in 1963. Today, the Gold Star remains one of the most highly sought after of post-war British motorcycles and is supported by a most enthusiastic owners' club.This DBD34 comes with a BSA Gold Star OC dating letter revealing that it was despatched to the USA in October 1956. First registered in the UK on 8th August 2005, having already been totally restored, it has belonged to the current owner since March 2006. Noteworthy features include 12-volt electrics and electronic ignition. Last run in 2017, the machine has covered only 39 miles since restoration and is described by the private vendor as in excellent condition. Accompanying documentation consists of numerous restoration invoices and photographs; SORN paperwork; and old/current V5C documents. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1950 Matchless 348cc G3LRegistration no. LGC 376Frame no. 53252Engine no. 50/SG3L 13701Weighing as much as the 500cc model from which most of them were derived, but considerably less powerful, the typical British 350 of the 1950s was not likely to be anyone's first choice as a fast sports bike. Rather, these honest, workaday mounts were chosen for other reasons, chiefly their inherent strength, dependability and economy. AMC's offerings in this important market sector were the Matchless G3L and AJS Model 16, models identical in all essential respects, tank badge and magneto position excepted. Testing one of these stalwarts in 1961, Motor Cycling recorded a modest mean top speed of 76mph but found that when toured at a relaxed pace across country an excellent 86 miles per gallon was achievable. Although limited, Motor Cycling's experience confirmed that such a machine was light on the pocket, 'both for running costs and for the equally important, though less easily assessed, maintenance/repair factor'. First registered on 5th March 1950, this Matchless G3L is an example of the rare 'Candlestick' model, so called because of the shape of its shock absorbers, which use a fixing different from that of the successor 'Jampot' units. 'LGC 376' was purchased by the private vendor in March 2017 and is described by him as in good condition, having last been run in 2019. Accompanying documentation consists of 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

1993 Ducati 888 SPO SuperbikeRegistration no. K724 OJKFrame no. ZDM1HB7R1PB000623Engine no. not known (see text)Ducati kicked off the inaugural World Superbike Championship with victory in the opening round at Donington Park in April 1988. Works rider Marco Lucchinelli took the honours aboard an over-bored and race-kitted version of the Ducati 851 sports roadster, and the following year the factory announced what would be the first of many limited-edition models: the Lucchinelli Replica. In 1990 Ducati replaced the Luccinelli Replica with the competition-only Corsa, the first in a series of such machines based on the preceding year's works racers. Like the Replica, the Corsa used the 888cc engine, which also featured in the limited edition, higher-specification SP series of Ducati roadsters. Too good to reserve purely for limited production, the 888cc engine eventually went into the 851's replacement – the 888 Superbike – in 1993. Strada (road), SP (Sport Production) and SPO (Sport Production Omologato) versions were offered. First registered in the UK in April 1995, this Ducati 888 SPO has belonged to the current vendor since June 2007. Last run earlier this year, the machine displays a total of 12,651 miles on the odometer and is described by the private vendor as in good condition throughout. Offered with instruction manuals; a quantity of expired MoTs; sundry bills; and a V5C document, this 888 SPO represents a rare opportunity to acquire an iconic modern Ducati that can only become increasingly collectible. It should be noted, there is no engine number visible and is simply listed as 'NOT KNOWN' to the V5C.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

1997 Suzuki GSX-R750VRegistration no. P484 XGCFrame no. JS1GR7DA00504703Engine no. R726-110965Suzuki rewrote the 750-class rulebook when it launched the GSX-R750 back in 1985. The 'Gixxer's development had been strongly influenced by lessons learned from the works TT F1 and Endurance racers; lighter than a 600 and as powerful as a 1000, it made all other super-sports 750s seem flabby and slow. One of the modern era's few instant classics and the sole surviving Japanese 750cc sports bike until its recent deletion, the GSX-R750 has been a huge commercial success for Suzuki and enjoys cult status today. Offered here is an example of the totally redesigned SRAD version, which was first introduced in 1996. 'SRAD' stood for Suzuki Ram Air Direct, a reference to the pressurised induction system, but arguably the most striking feature of the new Gixxer was its aluminium beam frame, which was based on that of the RGV500 Grand Prix bike. Finished in the livery of the Suzuki works team's one-time sponsor Lucky Strike, this example has been signed by Suzuki's 1993 MotoGP World Champion Kevin Schwantz, who first came to prominence racing a Yoshimura GSX-R750 (photographs on file). The current vendor, its third owner, acquired the machine in 2002. Last run earlier this year, it is described by him as in good condition and offered with old V5/V5C documents and two expired MoTs.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 Honda CB900RR FirebladeRegistration no. W424 NYJFrame no. JH2SC44AXYM008628Engine no. SC44E2015869Every so often a model comes along that rewrites the rulebook for sports motorcycles, one of the most influential of modern times being Honda's Fireblade. Launched in 1992, the Fireblade blew away the opposition – principally Yamaha's FZR1000 and Suzuki's GSX-R1100 - with its combination of litre-bike performance and a 600-sized package. Superbly styled and evocatively titled, it was recognised as a future classic almost immediately, and early and unmolested examples command high prices today. Progressively developed, the Blade has occasionally fallen behind the opposition, but today's version is back at the top of the tree and already proving a threat to the more established opposition in the World Superbike Championship. Offered here is an example of the 'Blade in its third (SC44) iteration, which featured a completely new 929cc short-stroke engine equipped with fuel injection for the first time. The machine is finished in the livery of the Spanish oil company Repsol, long-time sponsors of Honda's MotoGP works team. Wonderfully presented, it last ran earlier this year and is described by the private vendor as good condition throughout, currently displaying a total of 17,509 miles on the odometer. Accompanying documentation consists of a V5C Registration Certificate and MoT to 9th July 2020, and it should be noted that the original silencer is included in the sale.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

1992/2012 'Ducati' Sports Motorcycle 900cc TT944 (see text)Registration no. J269 RNBFrame no. ZDM906SC2-003884Engine no. ZDM904A2C*003834*• Hand-built with the blessing of Steve Wynne• Certificate of Authenticity confirming it as no. 1• Road legalWhilst Grands Prix were being taken over by Japanese two-strokes, Ducati had discovered their niche in larger capacity Formula and endurance races. Famously, with Mike Hailwood on board, Steve Wynne's Sports Motorcycles team took the 1978 Formula I Championship. Under Steve Wynne, Sports Motorcycles had graduated from dealers in modern motorcycles, particularly Italian ones, to become sponsors and race preparation specialists during the 1970s. In later years, Steve had utilised the skills of Glyn Robinson, a talented engineer from Yorkshire to solve some of the many problems inherent in motorcycle racing. Among his many skills was that of making race-type frames to house Ducati's wonderful engines. In 2012, Glyn decided to make a complete bike to showcase all the TT1/TT2 products that he, with the blessing and assistance of Steve Wynne, was producing under the Sports Motorcycles banner for use in classic racing.He made the frame from 4130 chrome-moly tubing, the total weight of frame and swinging arm being 11kg. A 900SS engine was obtained, and construction was started. Period Marzocchi magnesium forks were used; the petrol tank was made in alloy; brakes are AP Lockheed billet calipers, with adjustable master cylinder; wheels are 17-inch Dymags. The engine was later completely rebuilt by Paul Klatkiewicz of Ducati Technical Services in Wakefield. The rear cylinder head was reversed, new 41mm Dell'Orto carburettors were fitted, as was a new Spider clutch. A big-bore, free-flow stainless steel exhaust system was tailor-made for the bike. The machine was commissioned by the present owner, who has kept it since completion. A certificate of authenticity, signed by Steve Wynne and Glyn, accompanies the machine, verifying it as number 1. However, soon afterwards, Glyn decided to move his operation to New Zealand to join his mentor Steve Wynne, and whilst the Sports Motorcycles components are still manufactured, no more complete machines have been made.Since delivery, the TT has covered only approximately 58 test miles, and was last started in 2017. The owner now has decided to pass the machine to another enthusiast, as he wishes to pursue other projects. A new owner should only need to fit a battery, carry out light re-commissioning, basic safety checks, and obtain a new MoT before taking to the road. Documentation comprises a current V5C, two old MoT certificates, the aforementioned Certificate of Authenticity, a bill for the engine rebuild, a scan of a Classic Bike article, and a copy of Practical Sportsbikes magazine featuring this bike. Prospective purchasers should note that the year of the machine listed on the V5C is 1992, this being the year of the donor bike.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.1920 Rudge 499cc Multi TT ModelRegistration no. SV 5242Frame no. 780466Engine no. 21683The Rudge Company was merged with the Whitworth Cycle Company to form Rudge Whitworth in Coventry around 1895. In 1910 they designed their first motorcycle, and from this point onward, they were always at the forefront of innovations in motorcycle development. From the first, they adopted state-of-the-art ideas such as the inlet-over-exhaust design for cylinder heads. They followed with the Rudge-Multi variable gear, and, only three years after making their first motorcycle, won the Senior Isle of Man TT in 1914. They were early adopters of technology, and later were one of the first to provide a four-speed gearbox, four-valve cylinder heads, and interconnected brakes, not to mention the lever-operated centre stand. After the First World War in 1919, when production was returning to normal, the TT model was equipped with the 'low' frame as seen on this example. 'SV 5242' was acquired by the vendor in 2014 in the present condition, forming part of a small collection. The machine has not been used on the road in the present ownership, although the vendor has stripped, cleaned, and reassembled the clutch. The bike has been dry-stored and the engine run occasionally (the last time being June 2019). Documentation comprises a current V5C, an old-type V5, a photocopy 'Repairs & Spares' publication, together with a photocopy 'Rudge Wrinkles'. Presently on SORN, the bike will need basic safety checks prior to use on the road by a new 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

1923 Ner-a-Car 221cc Model ARegistration no. NN 4411Frame no. 2269Engine no. 909Despite the demonstrable advantages of hub-centre steering, and the fact that the system has appeared at regular intervals since motorcycling's earliest days, there had only ever been one machine (before the advent of Yamaha's GTS) that made it into volume production: the Ner-a-Car. Invented by American Carl A Neracher in 1919, the machine was built under licence in the UK by Sheffield Simplex, using part of what had been the Sopwith Aviation works in Kingston-on-Thames. Believed to have been on the road for only six months in 1923 before being laid up, this Sheffield Simplex-built Ner-a-Car was restored from 'barn find' condition by its previous owner, Terry Smith, and is featured in Ken Philp's book, Ner-a-Car. A copy of Ken's book is on file together with an album of photographs documenting the rebuild and the machine's subsequent outings. The latter include its display at the 25th Stafford Show in 2005 when it gained a 3rd place award in the Vintage Class. The current vendor purchased the restored Ner-a-Car in 2009. Noteworthy features of this technologically fascinating machine include the original 4-volt bulb in the rear light, which is combined with an acetylene jet, and twin headlights: one electrical, the other acetylene. Last run in 2019, the machine is described by the private vendor as in excellent condition. It comes with a comprehensive history file containing lots of useful marque-related literature in addition to that mentioned above (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

1931 Gillet-Herstal 350cc SupersportRegistration no. YSL 939Frame no. 71307Engine no. 71307Alongside FN and Saroléa, Gillet was one of Belgium's three main motorcycle manufacturers, all of which were situated near the town of Herstal. FN and Saroléa had been around for 20-or-so years before Desire Gillet and his son Leon founded Société Anonyme des Ateliers Gillet in 1919, adding 'Herstal' to the company name to differentiate it from the French René Gillet concern. The fledgling firm soon established a reputation for original design and sound engineering, which was further enhanced when Robert Sexé rode a two-stroke Gillet-Herstal around the world. Gillet-Herstal's four-stroke models likewise were of very high quality, the firm being amongst the pioneers of unitary construction of the engine/gearbox, as on this stunning example. Gillet-Herstal's overhead-valve unitary construction sports, supersports and competition models were at the peak of high-performance motorcycle design in their day. This matching-numbers example was treated to a 'last nut and bolt' restoration by the present owner in 2001. The cycle parts were blast-cleaned, and powder coated; the wheels rebuilt with new bearings and stainless spokes; the steering head bearings replaced; all brightwork re-plated; the magneto rewound; and new tyres and chains fitted. In addition, the engine and gearbox were overhauled, the cylinder head being rebuilt by The Cylinder Head Shop. Last run in 2019, the machine is described by the private vendor as in excellent condition. Accompanying documentation and much useful literature may be found in the comprehensive history file (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

1929 Automoto 350cc AL9 Grand Tourist LuxeRegistration no. BS 9299Frame no. 20246 (see text)Engine no. 20246According to Tragatsch, the French Automoto of pre-1939 days was 'a typical 'farmers machine' of great durability'. Founded in 1902 in Saint-Étienne, the firm specialised in the manufacture of robust, high quality motorcycles using proprietary engines as well as those of its own manufacture. During the 1930s, the Automoto range included two-stroke-powered models ranging from 100cc to 250cc in capacity, and four-strokes from 175cc to 500cc. Offerings in the latter category included models powered by sidevalve, overhead-valve, and overhead-camshaft engines, the 'cammy' model having a unitary construction Chaise engine. This Automoto had already been restored when it was purchased by the current vendor in 2004. The handlebar and control levers were then nickel-plated and the engine bottom end rebuilt by Alpha Bearings. The only other work required has been to replace the cylinder head gasket with a solid copper one. Since acquisition, the machine has been ridden regularly, proving surprisingly nippy for a sidevalve. Last run in 2018, it is described by the vendor as in excellent condition (although the electrical generator needs attention). The only notified deviation from factory specification concerns the Pilgrim oil pump, which has been modified to provide manual adjustment independent of engine speed and is now reliable. The machine is offered with a good history file containing marque-related literature, V5C documents, etc. It should be noted that the frame number is incorrectly recorded in the V5C.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 Brough Superior 982cc SS80Registration no. UFF 129Frame no. M8/1535Engine no. BS/X4 4208•Matching numbers (frame, engine, gearbox, tank)•Restored by Dave Clark in the late 1990s•Present enthusiast ownership since November 2000•Excellent conditionWhile equalling a Rolls-Royce for quality of construction and finish, in spirit the Brough Superior was more akin to the sporting Bentley. Not an unwieldy beast intended primarily for sidecar duties like the majority of its v-twin-engined contemporaries, the Brough Superior was, in its maker's own words, 'a type of machine designed from the experienced solo rider's point of view.' To prove the point, Brough lost no time in demonstrating his machine's capabilities in the most attention-grabbing way possible: by racing at Brooklands. Introduced in 1922, the JAP-powered SS80 (so-called because of its guaranteed 80mph top speed in road trim) achieved instant fame when a stripped-for-racing version (nicknamed 'Spit and Polish') ridden by George became the first sidevalve-engined (flat head) machine to lap the Surrey track at over 100mph. Even more surprising was the fact that this landmark figure had been achieved on its maker's Brooklands debut. Brough entered the 1930s with an entirely JAP-powered range, and then, after a brief absence, the SS80 re-appeared in 1935 as the SS80 Special, this time with an engine built by Associated Motor Cycles. Similar to that of the Matchless Model X, the 982cc sidevalve v-twin incorporated Brough's preferred 'knife-and-fork' big-end bearing arrangement instead of the side-by-side connecting rods of the Matchless. The SS80 continued to use the AMC engine until production ceased in 1939. This example is one of 460 Matchless-engined SS80's built, of which some 300-or-so survive. A long-time member of the VMCC and retired university professor, the owner first saw this SS80 when it was advertised in Old Bike Mart. The machine had previously undergone a 'last nut and bolt' restoration in the late 1990s by Brough Club technical historian Dave Clark, following an earlier refurbishment of the cycle parts by John Fisher. A copy of the machine's Works Record Card was obtained from the club, confirming that it is an all-matching example (frame, engine, gearbox, tank) albeit one that has been reregistered (previously 'ANG 197'). Having been rebuilt by the best in the business, the Brough needed no work, though its owner decided to fit a Lycett pillion saddle and a plastic flyscreen. In this form the Brough featured in a five-page article in The Classic MotorCycle (September 2006 edition, copy available). Kept in a vacuum bag and last run in 2019, the Brough is described by the private vendor as in excellent condition. The machine is offered with a history file containing correspondence; photographs; expired MoTs; bills; an old-style logbook (issued 1963); and old/current V5/V5C documents. It should be noted that teh frame and engine numbers are transposed to the V5C.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 Wall Auto-Wheel & Premier TricycleRegistration no. DS 8287Frame no. 3534Engine no. 4755Motorised attachments for bicycles were first popularised on the Continent but even before The Great War there were one or two British examples, perhaps the best known being the Wall Auto-Wheel. The latter was the work of A W Wall of Guildford, who offered a proper motorcycle of his own design during 1903/1904, which was later marketed under the 'Roc' name and produced in Birmingham. Wall's prototype Auto-Wheel appeared around 1909 and the first production version in 1912. Powered by a 118cc four-stroke engine, the Wall Auto-Wheel was mounted in its own tubular frame, compete with fuel tank, and fitted alongside the bicycle's rear wheel, endowing the machine with a top speed of around 15mph on the flat ('light pedal assistance' was required to cope with ascents). Output totalled some 1,750 units in 1913 and 10,000 in 1914, 5,000 of which were produced by BSA, with production continuing into the mid-1920s. Wall's advertisements listed HRH Prince George of Battenberg and HRH Prince Henry of Russia as satisfied customers.Registered to the current vendor in 2007, this example was restored by him and is attached to a Premier tricycle. Beautifully presented and a delight to look at, this superb Auto-Wheel-powered tricycle is offered with a Pioneer Certificate (issued December 2014); a V5C registration document; and some marque-related literature.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 J.E.S. 116cc Gentleman's ModelRegistration no. EL 1714Frame no. 172556Engine no. 1136Founded in Gloucester in 1910, J.E.S. was building 116cc and 189cc overhead-valve engined machines prior to WWI. By 1914 the J.E.S. range consisted of the Model A with 116cc vertical engine, which remained its sole offering until superseded in 1919 by the 143cc Model B, the latter featuring an inclined motor. In 1921 the 170cc Model C, the firm's first two-stroke, was added to the range. For 1924, the final year of production, there were four models offered: three versions of the 250cc two-stroke and a 350cc four-stroke although, inexplicably, some had reverted to chain-cum-belt transmission. This J.E.S. was treated to a complete 'last nut and bolt' restoration by the current vendor in 2008. The frame and cycle parts were blast-cleaned and powder coated; all brightwork nickel plated; the fuel tank professionally painted to correct specification; the engine and carburettor overhauled; the magneto rewound by Malthouse Magnetos; new handlebar grips fitted; the tyres and drive belt renewed; and the machine equipped with (re-nickelled) acetylene lamps. Beaded-edge tyres being unavailable, the wheel rims were changed to the modern type, while a Sturmey Archer three-speed hub gear has been fitted for convenience. Believed to be a past Pioneer Run participant, the machine last ran in 2019 and is described by the private vendor as in excellent condition. The history file contains a Pioneer Certificate (issued 1981); a V5C document; and a quantity of marque-related literature.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

1919 Clyno 2½hp LightweightRegistration no. SV 4910Frame no. 1435Engine no. L1090/19Not for nothing did Clyno's 1913 advertising promote its product as 'The Side-Car Motor Cycle', for the Wolverhampton firm was one of the first to give serious thought to engineering an effective motorcycle combination. Cousins Ailwyn and Frank Smith had formed The Clyno Engineering Co in 1909 for the purpose of marketing an adjustable belt pulley for motorcycle transmissions, soon turning to the assembly of complete machines using Chater Lea frame fittings and Stevens engines. A 2½hp lightweight model, powered by a 269cc two-stroke engine, was manufactured alongside Clyno's v-twin sidecar tugs from 1913 and continued in developed form after WWI. This rare Clyno lightweight was purchased from Andy Tiernan Classics and last ran in the summer of 2019. Offered for re-commissioning, the machine comes with an HPI printout and V5C Registration Certificates. The vendor is slimming down his collection of motorcycles, hence the sale.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

1930 AJS 349cc Model R6Registration no. BS 9550Frame no. R107583Engine no. R6/107583AJS were famous for their manufacture of quality sporting motorcycles, especially during the 1920s and 30s. This Banbury-eligible twin-port OHV R6 was acquired by the deceased owner in approximately 2003, after it had been re-imported from Germany. The vendor advises us that the late owner stripped the machine and rebuilt it, including the engine and gearbox. Indicators and a solid-state regulator were fitted. Thereafter he used the machine occasionally between 2005 and 2015/16. Approximately two years ago, we are advised that the magneto and dynamo were rebuilt. This is the last time that the machine was run, and it will therefore require some re-commissioning, tidying of the wiring, and checking over prior to further use by a new owner. Whilst not fitted, a headlamp and battery accompany the machine. Documentation comprises a current V5C, purchase receipt, photocopy handbook and parts book, photographs, and sundry other 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.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1928 AJS 248cc Model K12 ProjectRegistration no. TY 4877Frame no. K122835Engine no. K122835AJS were relative latecomers to motorcycle manufacturing in 1909, yet they went on to achieve great fame in racing circles with their overhead valve and overhead camshaft models of the 1920s. This Banbury-eligible Model K12 was acquired by the deceased owner in approximately 2013 in a dismantled state. The vendor advises us that the late owner stripped, checked, and rebuilt the engine and gearbox, replacing parts as necessary. Reassembly was started and the engine, gearbox and assorted other parts refitted to the frame, but the work was never completed, and leaves a rewarding project for a new owner to finish. It is believed to be substantially complete, but prospective purchasers should satisfy themselves as to the completeness, or otherwise, of this project. Documentation comprises a current V5C, a continuation RF60 buff log book dating from 1941, and a purchase receipt.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 Scott 596cc Flying Squirrel Registration no. JSJ 832Frame no. 4421MEngine no. DPY4387The Scott motorcycle has always had a unique cult following. From the very first Scott in 1908 it was always fundamentally different to anything else on the road. 'Motor Cycle' magazine concluded its roadtest of a 1936 Flying Squirrel with: 'It is easy to understand the appeal that this machine has for the enthusiast. It only needs sampling once to fascinate the rider for a lifetime.' Very little is known of the history of this very handsome 1937 'Flyer'. It is believed to have been purchased by the lady vendor's late husband in 1998 when it was issued with its non transferable registration number. Following a period of inactivity re-commissioning will be required before taking to the road. It is accompanied by a V5C. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1936 Excelsior 350cc Manxman F12 Registration no. VG 8738Frame no. MF153Engine no. CX362The Excelsior Manxman was offered as a road bike with 250, 350 and 500cc engines, and also as a production racer in the two smaller capacities. No doubt the presence in the range of the racing machines helped sales of the road bikes. These were all exceptionally good looking motorcycles with robust bevel drive ohc engines. In production from late 1934 until the war, they developed a fine reputation for reliability and were popular with clubmen. The lady vendor's late husband bought this 350 Manxman in 1963. It has seen little use in recent times and was last run in 2002. Following this period of inactivity re-commissioning will be required before taking to the road. It is accompanied by a V5C, some old MoT certificates, and a buff log book. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1935 Excelsior 350cc Manxman Registration no. CYE 140Frame no. MC219Engine no. CX159The Excelsior Manxman was questionably one of the best looking motorcycles of the 1930s. Its power unit was a beautifully engineered bevel drive ohc engine offered in 250, 350, and 500cc capacities. The lady vendor's late husband bought this 1935 350 Manxman in 1978. He is believed to have been in the process of finishing a full restoration with the intention that he and his partner could ride out together on a pair of Excelsiors, but sadly it was never completed. Prospective bidders should therefore satisfy themselves as to the motorcycle's completeness and mechanical condition. It is accompanied by correspondence starting in March 1978 with a request for a duplicate registration document for the original registration of CYE 140. The application was ultimately successful because the accompanying V5C, for the same registration number, records the date of first registration as 26.6.78.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

1933/1936 Norton 348cc International Model 40Registration no. VY 7683Frame no. 40 49586Engine no. 4900This International Model 40 was purchased by the vendor's brother in 1953. Two years later it was sold to the present owner. Over the succeeding five years it accompanied him on his various escapades and adventures, like many motorcyclists of the time. Unlike many others, when the bike was retired from the road in 1960, he kept it, and still owns it to this day. It appears that, prior to the family ownership in 1953, the frame had been changed from the original (1936) frame to an earlier (1933) frame. The replacement frame is a 1933 International model 40 frame, whilst the engine is the original 1936 item.Offered for restoration, the documentation comprises an original RF60 continuation buff log book dated 1950, a maintenance manual and email correspondence from the VMCC regarding the frame and engine numbers.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

1932 Norton 350cc Model 50Registration no. WP 5867Frame no. 48450Engine no. 2035Introduced for 1933, the single-cylinder Model 50 was Norton's first overhead-valve production machine in the 350cc class. Norton factory records held by the VMCC confirm that this example was despatched to Messrs Bateman in Kidderminster on 5th November 1932 and subsequently sold to M G Lloyd of Charton in Worcestershire. A dynamo, foot-operated gear change, and competition exhaust pipe were listed as extras. The machine was restored in 1978 by Stewart Smith who had bought it from Alan Walker, a pre-war racer. Its owner since February 2013, the vendor has used the Norton for local VMCC rallies and has recently fitted a new carburettor and toolbox. The petrol tank has been repainted and the magneto rebuilt, and the machine is currently taxed and insured. It is said to run well, with the engine oil indicator confirming excellent pressure. Various receipts, some service manuals, and V5C document are supplied with the machine.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1957 Velocette 349cc MACRegistration no. YKO 50Frame no. RS9306Engine no. MAC24834The MAC, which arrived in 1933, provided a little more power than its MOV predecessor, whilst still catering to the public need for belt-tightening in the austerity of the early 1930s. Its success was demonstrated by its long production run, which saw it through to 1960. In 1954 it acquired the swinging arm frame. 'YKO 50' was acquired by the deceased owner in 1994, and was used by him on dry days, during summer months only, until 2017. The machine has been fitted with direction indicators, converted to 12-volt electrics, and utilises a K-Tec solid state voltage regulator. Documentation comprises a current V5C, an old-type V5C, old-type V5, a quantity of old MoTs, various receipts including a magneto rebuild, and sundry papers. Presently on SORN, the bike will need light re-commissioning and basic safety checks prior to use on the road by a new 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

1953 Hoffmann 248cc MP250 Gouverneur Registration no. ESU 540Frame no. 252950Engine no. 922762Hoffmann built motorcycles only from 1949 to 1954. Their Gouverneur model is a rare machine featuring a boxer type four stroke twin cylinder engine with shaft drive. The vendor bought this example in 2011 in a dismantled condition and restored it to a high standard over the next five years. It comes with a V5C and various receipts. Engine work included reconditioning the crank, re-sleeving the cylinders, all new bearings etc. Since restoration only routine maintenance has been required. The only advised changes from standard specification are the fitting of a side stand of German origin, and a modification which lightens the clutch operation. We are told that this could easily be returned to standard, although it would require a longer clutch cable. It was last run in 2018. Following this brief period of inactivity light re-commissioning may be required.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.1967 Marusho Lilac 500cc Magnum ElectraRegistration no. not UK registeredFrame no. F9-1108Engine no. R2-1108Marusho was founded in 1948 by Masashi Ito. By 1950 he had produced his first motorcycle, the 150cc ML. Other models followed, and some, such as the transverse V-twins and flat twins, were quite similar to the Victoria Bergmeister, and the BMW, respectively. Purchased by the deceased owner in Australia in 1996, this Marusho was in a poor state and was restored there at the behest of the owner, before being imported to the UK in 2003. After arrival in the country the vendor took the machine to one show where it won best Japanese bike, and entered it at Stafford where it was awarded 'Machine of Most Technical Merit'. It has never been run since restoration, so a new owner will need to re-commission the bike and carry out safety checks before use. Documentation comprises a copy parts/maintenance manual, papers relating to shipping, and sundry other 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

1979 Honda CBX1000ZRegistration no. DNB 366TFrame no. CB1 2003118Engine no. CBIE 2003363This desirable twin-shock Honda CBX1000Z was purchased by the present owner in September 2006 and has been MoT'd annually until last year when it became exempt. The machine has benefited from regular changes of oil, filters and spark plugs, while the front brake pads are new genuine Honda. We are advised that no major work has been required on either the engine or gearbox. Last run in January 2020, the machine is said to start readily and run well. An owner's manual (original) and a workshop manual are included in the sale and the machine also comes with a V5C document and the aforementioned MoT certificates. The following modifications are notified: Motobatt battery; 6-into-1 Laser exhaust system; braided brake hoses; and an after-market front brake master cylinder.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

1982 Harley Davidson 1,000cc XLH SportsterRegistration no. AWL 34YFrame no. 1HD1CAH18CY123970Engine no. *CAHC123970*The Harley Davidson Sportster XL was introduced in 1957, and was a variation of the flathead model KH. In 1958 it was joined by the XLH, XLC, and the XLCH, which were a higher state of tune. 'AWL 34Y' was acquired by the vendor in approximately 1998, and was used regularly every year until 2006, since when it has been dry stored and declared SORN. Accompanying the bike is a spare petrol tank, tool bag, spare dual seat, the front mudguard, the rear lamp, and sundry parts. Documentation comprises an older-type V5C together with an owner's manual. The machine will require a new battery, re-commissioning, and attention to the brakes before taking to the road with a new 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

2001 Harley-Davidson 1,340cc FLHR Road KingRegistration no. Y361 XNRFrame no. 1HD1FDV16YY631763Engine no. FDVY631763An important event in the lengthy development of Harley's perennial v-twin occurred in 1965 when the FH/FLH Duo Glide adopted electric starting, becoming known as the FLHT Electra Glide, a name that continues to grace the Milwaukee factory's top tourer to this day. The model gained the revised Shovelhead engine the following year, then alternator electrics, electronic ignition, and disc braking as the 1970s progressed. A factory-custom version of the standard FLHT Electra Glide, this FLHR Road King was acquired by the lady vendor's late husband circa 13 years ago having had only one previous owner. Serviced regularly and well maintained, it is described as in excellent condition, having been used sparingly and never in wet weather. Last run earlier this year, this imposing Harley-Davidson is offered with MoT to March 2021 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

1978 Harley-Davidson 998cc XLCR Racing MotorcycleRegistration no. CUA 121SFrame no. 7F11671HBEngine no. 7F11671HB•Rare two-year-only model•Built by the factory to racing specification•Campaigned by Rick SwiderskiHarley-Davidson had been building the Sportster model for years but by the mid-1970s it had become obvious that something better would be required to compete with the hottest new road bikes from Europe and Japan. Styled by William G Davidson, the company's Design Director, Harley's riposte was the XLCR 'Café Racer', which combined the iron-barreled Sportster engine with a chassis incorporating an XR750-style box-section swinging arm, cast alloy wheels and triple disc brakes. With its matt black-finished engine cases, matching exhaust system and sleek glassfibre bodywork, the XLCR looked lean and mean. Trouble was, the XLCR still couldn't cut it with the opposition, and traditional Harley owners didn't know what to make of it. Sales were disappointing, and the model was dropped after only two years in production. Back in '77, Bike magazine reckoned that the XLCR was essentially 'about style and image more than any other machine on the market' and there can be little doubt that turning up on one of these today would get you more attention than any modern sports bike. Only some 3,000-or-so were made and today the rare and stylish XLCR is highly prized by collectors. We are advised by the private vendor that this example was built by Dave Sedlack, a close friend of the Harley-Davidson Company's directors, who went on to open Harley dealerships in the USA. This bike has been built to full racing specification: total loss electrics; paddock starting; all fastenings wired; oil catch-tanks in place, etc. Never road registered in the USA, this XLCR was campaigned during the late 1970s and early '80s by privateer rider Rick Swiderski. Accompanying documentation consists of a manufacturer's statement of origin and a UK V5C Registration Certificate. Said to be very fast and to sound awesome, this wonderful machine represents a rare opportunity to acquire an example of Harley-Davidson's iconic XLCR built by the factory to racing 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

1916 Harley-Davidson 1,000cc Model J & Package Truck SidecarRegistration no. BF 7022Frame no. L9034MEngine no. L9034M•Sold new in 1916 with the Package Truck option•Fully restored during 2015/2016•Comes with a Harley-Davidson sports sidecarBoyhood friends William S Harley and Arthur Davidson began experimenting with powered transport in the early 1900s, producing their first complete production motorcycle around 1903. Little more than a motorised bicycle, the first prototype Harley-Davidson had proved fragile, prompting a major redesign and the establishment of a reputation for ruggedness that endures to this day. Like many of their contemporaries, Harley-Davidson laid out their engine along De Dion lines. A single-cylinder four-stroke displacing 24.74ci (405cc), the latter remained in production essentially unchanged until superseded by a 30.16ci (494cc) version in 1909. Of greater significance was the appearance that same year of the firm's first v-twin, though this would turn out to be a failure and was dropped at the year's end. The twin returned for 1911 in redesigned form boasting mechanically operated inlet valves (replacing the 'atmospheric' type inherited from the single) and production really took off. Known by the sobriquet 'pocket valve', this F-head (inlet-over-exhaust) engine - built in 61ci and 74ci capacities (1,000cc and 1,200cc respectively) - would remain in production for the next 20 years. The Harley single's transmission arrangements - direct drive by means of a leather belt - were continued at first on the twin but the need to make better use of the engine's power characteristics, particularly for sidecar pulling, prompted the introduction of a two-speed rear hub for 1914, by which time chain drive and a proper clutch had been adopted. Later that same year a conventional, three-speed, sliding-gear transmission with 'step starter' was introduced on the top-of-the-range version of the twin which, with full electrical equipment, was listed from now on as the Model JD. Periodically revised and up-dated, the Model J had gained a front brake, stronger fork and pumped lubrication by the time production ceased in 1929.Dating from 1916, this wonderful Model J is attached to a Harley-Davidson Package Truck, a commercial load-carrier introduced by H-D in 1915. As supplied, the Package Truck was a basic cargo container mounted on a sidecar chassis, its flat sides being perfect for advertising; recognising this, the factory offered a sign-writing service to its customers, while the latter were soon adapting the Package Truck to suit the requirements of their individual businesses. The Package Truck was a runaway success and would remain in production for 42 years until replaced by that other famous Harley commercial vehicle: the Servi-Car.This Harley-Davidson Model J was sold new in 1916 with the Package Truck option and has the optional three-speed gearbox and electric lighting system first offered on the 1915 models. Unusually, this machine retains its original and very rare Remy magdyno and its original 'hand-blown' headlamp bulb, the latter restored and in working order. We are advised by the vendor that only one other example retains its original electrical system.The combination was treated to a complete 'last nut and bolt' restoration during 2015 and 2016; all the nickel brightwork was re-plated, the panelling repainted, and the engine and gearbox overhauled. Other noteworthy features include a Corbin speedometer and embossed Harley-Davidson leather luggage set. Used for display at events, including Stafford in April 2016, this wonderful Harley-Davidson Package Truck should require only minimal re-commissioning before taking to the road. A restored Harley-Davidson sports sidecar, which was attached to the original chassis in the early 1920s, is included in the sale, and the combination also comes with a dating certificate and 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.1942 Harley-Davidson 739cc WLA Type III ProjectRegistration no. JLA 270 (see text)Engine no. 42WLA17783In 1939 the US Army was supplied with two prototype Harley Davidsons for military evaluation and, based on tests and comparison with other machines, such as Indian and Delco, an order was eventually placed in 1940 for the first WLAs. It proved to be a success in its military role and was supplied to several countries, including Great Britain, who ordered 5000 in the early stages of World War II. It seems possible that this machine could be one of the 5000 supplied to Great Britain, as it was first registered for road use in London in August 1947, a period when we have encountered other WLAs registered for civilian use. The present owner acquired this machine many years ago from a close friend who had used the bike with its original sidecar. When he took it off the road and dismantled it, he sent the sidecar for scrap, and repainted the WLA parts in maroon and cream, before boxing the bike parts to be reassembled in the future. The vendor repainted the parts in olive drab, before boxing them once again when his work began to occupy more of his time. Work has been and gone, but he no longer has the inclination to complete the project, hence its sale. This project appears substantially complete, and a new owner has a wonderful opportunity to resurrect this great old warhorse to its former glory. Prospective purchasers should satisfy themselves as to the completeness, or otherwise, of the project. Documentation comprises a continuation RF60 buff log book, an original service manual, and a photocopy magazine article. It should be noted, the Vehicle Registration number does not appear on the HPI database and may have since lapsed. Prospective bidders must satisfy themselves as to the validity of the Vehicle Registration Number prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1957 Ariel 995cc Square Four 4G Mk IIRegistration no. VOJ 102Frame no. GM1144Engine no. NML1225In the 1950 catalogue Ariel billed their top-of-the-range 4G 1,000cc model as 'The World's most exclusive Motor Cycle'. Whilst they had dropped this slogan by 1957, the 4G Mark II was still one of the most exclusive and technically advanced machines of the period. With its square, four-cylinder layout it was silky-smooth, and famously reputed to be able to pull from 4 mph in top gear up to its maximum speed around 100mph. This 1957 example was acquired by the vendor in 2009 from a private seller in Brixton. He confirms that it was despatched from the factory on 10th July 1957 to Motor Sales Birmingham, and has original engine and frame. The owner advises us that he started the restoration in 2013, completing the work in 2015. He completely stripped the machine and stove enamelled the frame and all original tin ware. Brightwork and wheel rims were re-chromed; wheels were rebuilt with stainless spokes and new tyres/tubes fitted. The petrol tank was re-chromed and painted; seat recovered, new wiring harness fitted; all rubber items were replaced. The engine was completely stripped, found to be in excellent condition, and rebuilt once the sludge traps had been cleaned out. Paperwork consists of a current V5C. Renovated to an excellent standard, 'VOJ 102' fired up first kick on consignment, and has covered only 129 miles since the restoration was completed. It will require a period of bedding-in when a new owner comes to use it.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

One owner from new 1994 Triumph 885cc Daytona Super IIIRegistration no. M540 JTAFrame no. SMTTC310GMS017064Engine no. G017255Unveiled at the Cologne Show in the autumn of 1990, the born-again Triumph range consisted of three- and four-cylinder models named after iconic models of the past: Daytona, Trophy, and Trident. The most sporting of these were the Daytonas, which by 1993 had been rationalised as the three-cylinder 900 and four-cylinder 1200 models. Introduced in 1994, the limited-edition Super III was Triumph's attempt to elevate the Daytona's performance to a point where it could challenge the Japanese opposition. Cosworth were recruited to provide the required power increase, raising maximum output to 118bhp (up from 98). A liberal application of carbon fibre knocked a couple of pounds off the weight, while the Super III's six-piston 'brick wall' brakes received copious praise. Now, a quarter of a century later, these early Hinckley Triumphs are becoming increasingly collectible, and none more so than the limited-edition Super III. This example was purchased new by the vendor from Bridge Motorcycle World in Exeter. Regularly serviced and MoT'd, kept in a heated garage and only ridden in dry weather, the Daytona has covered only some 17,500 miles from new and comes with a complete file of history (inspection recommended) and its original tools, keys, and handbook. Presented in excellent original condition throughout, it represents a wonderful opportunity to own one of these rare limited-edition Super IIIsFootnotes: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

Formerly part of the Ward Brothers Collection 1909 Minerva 3½hp with Wicker SidecarRegistration no. AM 2210Frame no. 21692Engine no. 12061•Wonderful motorcycle combination from a premier European make•Present ownership since 2009•Offered from an important private collection•Pioneer CertificateThis fine Minerva motorcycle combination with wicker sidecar was acquired for the Ward Brothers Collection 31 years ago from VMCC stalwart Joseph Arthur Whitmarsh of Avon Garage, Netheravon, Wiltshire, who had owned this machine since 1953. He in turn had acquired the Minerva from George Sheppard, cycle maker of Netheravon who is recorded as being the owner when the machine was reregistered under new legislation in 1922. Sheppard may well have been the very first owner of this Wiltshire-registered outfit. During Arthur Whitmarsh's ownership the outfit was extensively rallied both at home and overseas as evidenced by the numerous rally plaques displayed on the wicker sidecar. The machine also carries RAC and AA badges and a Sunbeam MCC Pioneer Badge, having taken part in the prestigious Pioneer Run regularly during Whitmarsh's ownership. The bike is equipped with an acetylene headlamp and Binks carburettor, and enjoys the benefit of a Sturmey-Archer three-speed gearbox. Invoices on file record some restoration work carried out by J W Tennant-Eyles in 1984 and during the Wards' ownership new head-stock bearings were fitted together with new valves.In July 2009 the Minerva was purchased at Bonhams' sale of the Ward Brothers Reserve Collection (Lot 130) by the current enthusiast vendor (owner of an important private collection) and ridden by him on the 2010 Pioneer Run. There is a detailed list of work on file carried out in October 2010 by Nigel Parrott Veteran Engineering in East Sussex (one of the very best Veteran car and motorcycle engineers). The total cost was £7,924. The sidecar wickerwork also has had some remedial repairs made; otherwise the combination is as purchased in the 2009. This exceptionally high quality outfit has that wonderful patina that comes from long and enthusiastic ownership. Accompanying documentation includes an old-style buff logbook recording ownership from 1922; a Pioneer Certificate; an old-style V5 registration document; various photographs; correspondence from Mrs Whitmarsh; a copy of a 1909 Minerva sales brochure; and an original Minerva Spare Parts Price List for 1908/1909. 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 Blackburne 499ccRegistration no. B 9963Frame no. C22Engine no. C22•Restored by the VMCC Blackburne marque specialist•Represents the Burney brothers' WWI despatch riders' motorcycles•Believed to be the sole surviving belt-driven single-cylinder Blackburne motorcycleEngineering apprentices Cecil and Alick Burney acquired the patterns, drawings and rights to an engine designed by Geoffrey de Havilland and in 1912 started a venture to build motorcycles with the de Havilland engine. Known initially as Burney & Blackburne, the company's motorcycles attracted very favourable comments in the motorcycle press and the Burney brothers won many competitions riding the two prototypes. At the outbreak of war in August 1914, the Burney brothers volunteered as despatch riders and their exploits were written up in a contemporary account by Captain WHL Watson, who was a fellow despatch rider in the 5th Signals Company, Royal Engineers. Adventures of a Despatch Rider was an immediate success but was withdrawn on the orders of the Censor's Office, as publishers Blackwood had failed to obtain approval for the book.In 2011, VMCC marque specialist for OEC and Blackburne, Martin Shelley and his brother Nick (secretary of the Marston Sunbeam Club & Register) discovered the Burney brothers' medals and archives. The latter included an album of pictures taken in 1914 and early 1915 and a letter from the riders' company CO, Captain Doherty Holwell written to Mrs Burney, the brothers' widowed mother, testifying to their contribution to the unit's success in the early part of the war on the Western Front.This discovery led to the Shelley brothers publishing a new book, Two Wheels To War, which includes a complete annotated and illustrated edition of Adventures of a Despatch Rider. It also contains a vast amount of additional material, which adds greatly to the original account. The book also includes a list of over 400 despatch riders who landed in France in 1914, giving their personal details to enable relatives to research their history. A second edition of Two Wheels To War is included in the sale, signed by both authors.Shortly after the new book was first published, a reunion of despatch riders' relatives was held, and the part-restored sole surviving Blackburne motorcycle offered here was displayed so the families could see the actual type of motorcycle featured on the cover of Two Wheels To War.The machine was restored by the VMCC Blackburne marque specialist using the remains of the sole surviving belt-driven single-cylinder Blackburne motorcycle. The restoration was completed in 2018 and the machine was entered in the 2019 Pioneer Run but failed to finish, though it then successfully completed the 2019 Banbury Run. This wonderful Blackburne would make a worthy centrepiece for a museum display devoted to WW1 despatch riders. The archive material mentioned above which includes many period pictures of WW1 despatch riders, is available by separate negotiation.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

'Labre & Lamaudière'Registration no. not registeredFrame no. 43117Engine no. 161930Tragatsch states that Labre & Lamaudière existed from 1901 to 1907 but this would seem to be incorrect as a trawl of the Internet turned up a copy of 'The Literary Digest' dated October 14th 1899, which illustrates and describes a 'Lamaudière-Labre Naphtha Bicycle', the latter featuring an inclined cylinder forming part of the seat tube, Indian style. Lamaudière motorcycles were imported into the UK by Sée Motor Car Supply Co of 9 Hill's Place, Oxford Circus, London W1. Sée's advertising trumpeted the exploits of Lamaudière's Paris-Madrid racer of 1904, which was said to have 'made the best average during the race (63 kilometres per hour) until run into by a car crossing the road at Vitray en Beauce' - some things don't change. The fate of the rider is not recorded. Three awards were listed: the 'Diploma of Honour' at the Paris Exposition (1900) and two Criteriums for Motor Cycles (1901 and 1902). Offered for sale from a private collection, the example offered here consists of a gentleman's bicycle fitted with a 'clip-on' engine, typical of the early Edwardian period, incorporating an 'atmospheric' inlet and mechanical (side) exhaust valve. Its date of manufacture is not known. Thorough and careful re-commissioning and the usual safety checks are advised before returning the machine to the road. There are no documents with this Lot, which is sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.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

1915 Connaught 293ccRegistration no. BF 8691Frame no. 121Engine no. 121'Producer of excellent 293cc and 347cc two-stroke singles with belt and chain drive to the rear wheel. The range of models became larger when Connaught introduced 1925 models with 348cc sv and ohv Blackburne and ohv Bradshaw (oil-cooled) engines. Bert Perrigo, who afterwards went to BSA, and Jack Sprosen were among leading Connaught riders.' – Tragatsch. First seen in 1912, Connaught motorcycles were built by the Bordesley Engineering Company of Birmingham, whose first offering was a 293cc two-stroke single. Like the four-strokes of the time, early two-stroke engines relied on hand-pumped lubrication, with oil being delivered from a separate compartment within the fuel tank. Connaught though, was among the first to use 'petroil' lubrication, whereby oil is mixed with the petrol, which would become the accepted method and remain so for several decades. However, a hand pump was retained, presumably to allay fears about possible unreliability. Connaught motorcycles were last produced in 1926. This particular Connaught lightweight has the two-speed Sturmey-Archer hub gear and is equipped with a BTH magneto, a Senspray carburettor and a new drive belt. An older restoration, last run 12 months ago, '121' will require re-commissioning before returning to the road and thus is sold strictly as viewed. The machine is offered with an HPI printout and a V5C Registration Certificate. The vendor is slimming down his collection of motorcycles, hence the sale.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

1924 Royal Enfield 8hp Motorcycle CombinationRegistration no. AF 8085Frame no. 21522Engine no. 2406 2749W•Purchased as a restoration project in 2004•Correct sidecar chassis, replica body•Not used for some time•Requires re-commissioningThe origins of the Royal Enfield marque can be traced back to a small light engineering firm - George Townsend & Company - founded in Redditch, Worcestershire in mid-Victorian times. The firm moved into bicycle manufacture and by the turn of the century had been reorganised as the Enfield Cycle Company, makers of the 'Royal Enfield'. The Redditch company built its first powered vehicles - De Dion-engined tricycles and quadri-cycles - in the closing years of the 19th Century, and its first motorcycle around 1900. By 1904 the firm was concentrating on car production, resuming motorcycle manufacture in 1910 with a Motosacoche-powered lightweight. Two years later came the successful 6hp motorcycle combination complete with JAP v-twin sidevalve engine, two-speed gear, and all chain drive. Enfield's characteristic cush-drive rear hub appeared for the first time on this model. When motorcycle production resumed after WWI, the Enfield combination reappeared with an 8hp JAP engine, though this was soon superseded by one of Enfield's own design, manufactured for them by Vickers. Displacing 976cc, the 8hp engine had been redesigned and was being built at Enfield's Redditch works by 1925, at which time the three-speed Sturmey Archer gearbox and hand clutch were adopted for all models except the two-stroke lightweight. Enfield's 8hp twin continued in production as the Model K until 1936, latterly alongside a 1,140cc export version. The machine offered here was purchased as a restoration project by the vendor's late father in 2004. Prior to acquisition, the Enfield had been laid up for many years and consequently required full restoration. Some years after the restoration, a correct sidecar chassis was sourced, and a new body built. Presented in generally good condition, with a charming patina, 'AF 8085' has not been used for some time and will require re-commissioning before returning to the road. Accompanying documentation consists of a V5C Registration Certificate and a comprehensive photographic record of the combination's restoration. An original instruction book, parts catalogue, and 'Hints and Tips' booklet are included in the sale. 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

1932 Velocette 348cc KTT Registration no. VY 3384Frame no. KX4107Engine no. KTT346The Velocette name was rolled out for the first time in 1913, after earlier models had carried the 'Veloce' title. Velocette's first TT victory would not be until the junior race of 1926 with Alec Bennett aboard the firm's radical overhead-camshaft four-stroke Model K, which had joined the range in 1925. Having been firmly committed to two-stroke engines up to this point, the Bennett victory sealed Velocette's change of tack, and thenceforth the company's future would forever be linked mainly to four-strokes. Other OHC models were produced before the KTT appeared in 1928 and attempted to further capitalise on the firm's racing success. The idea is a now-familiar one of the over-the-counter racer. 'VY 3384' was purchased by the vendor in 2007 in the present condition and was used by him for sprints and hill climbs until 2017. No work except basic maintenance has been done during that time on the bike, which has performed faultlessly. However, due to his advancing years, he has reluctantly decided that he must retire from competition. Unused now for three years, the bike will require safety checks and a modicum of re-commissioning prior to use by a new owner. Lubricant is Castrol R40. The machine has benefited from addition of bottom frame rails, which helps to prevent the well-known KTT problem of frame breakage. Also of note is the 4-speed gearbox and hairpin valve springs. Documentation comprises an old-type V5C, together with a continuation RF60 buff log book, which records that the engine was previously KTT 343 which was then changed to KTT309. A subsequent change to the present KTT346 obviously occurred at a later date.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.1932 Velocette 348cc KTTRegistration no. not registeredFrame no. KX4096Engine no. KTT343 (see text)'KX4096' was purchased by the vendor in approximately 2008 at an autojumble. It was in basic form, comprising the frame, engine and three-speed gearbox, all together. The vendor found a set of correct strutted Webb forks and either located, or had made, the remaining parts over a period of time. The wheel hubs, brake plates, and oil tank were manufactured. A few parts are incorrect, such as the converted GTP petrol tank, but he reasoned that it could do the job until the correct petrol tank could be located. When completed, in approximately 2010, the owner ran the machine, finding that it had a misfire, which is believed to indicate that the magneto may require attention. However, other matters have occupied his time since, and nothing further has been done. Due to his advancing years, he has now reluctantly decided that he must retire from competition, and the KTT has been consigned to sale. The bike will require safety checks and a modicum of re-commissioning prior to use by a new owner. Lubricant is Castrol R40. The machine has benefited from addition of bottom frame rails, which helps to prevent the well-known KTT problem of frame breakage. Also to be noted are the 3-speed gearbox and coil valve springs. Whilst the engine number, KTT343, appears to have the correct fonts, it is possibly not a factory stamping (missing the usual 'No.'), or it is possible that the correct-type crankcases are a later replacement. There are no documents with this machine.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The ex-Basil Keys c.1932 Velocette 348cc KTT/KSS Frame no. KT 1460 (see text)Engine no. KTT 308 (see text)•Very sporty cammy Velo •Built many years ago•Crankcases 'KTT308' formed part of a machine supplied to Mitchells Huddersfield on 29th May 1931 'for Junior TT'Alec Bennett's runaway win in the 7 lap 1926 Junior TT, when he fell off on the last lap and still won by over 10 minutes, is a testament to just how far ahead of the competition Veloce were with their new K model. This was the beginning of some very successful years. They moved into the Hall Green factory to cater for the increased demand. On the Island they were 2nd in 1927, 1st and 2nd in 1928, and 1st and 3rd in 1929. The KTT production racer, perhaps their most famous model, was launched at the 1928 Olympia show. For many decades afterwards clubmen used the superb mark one cammy Velocette with great success in their chosen branch of motorcycle sport.Basil Keys, the previous owner of this machine, had an extraordinary motorcycling career including multiple successes at Brooklands, Gatwick Speed Trials, Brighton Speed Trials, and even a TT win. With his brother he went on to open a successful dealership in Worthing. Since being sold in the 2018 Bonhams Autumn Stafford sale this very light ex Basil Keys Velocette has not been started and has been largely untouched. It is offered once again solely because of the vendor's urgent need of more space. The Velo's history while in Basil Keys' ownership is unknown. It was clearly built many years ago and is not road registered. Nothing is known of the specification or condition of the internal components of the engine or gearbox, but everything appears to go round. The constituent parts include a KTT crankcase no. KTT308, KSS barrel, head and cambox, circa 1932 frame (the 'KT' prefix is almost impossible to decipher), the forks are Ariel, the 4 speed Velo gearbox is 1933-1935, the KTT mark IV style sub-frame rails are a bonus, reducing stress on the gearbox lug and adding rigidity, an Amal TT carburettor, and a BTH magneto which was kindly supplied by the Keys family following the previous sale (it was missing when sold in 2018). The oil tank still bears its now delightfully patinated Brighton and District Motorcycle Club badge. The Mitchell brothers both competed in the 1931 Junior TT riding Velocette KTTs. According to the Velocette despatch records KTT307 and KTT308 were supplied to Mitchells Huddersfield on 29th May 1931 'for Junior TT', but it is not known which bike was ridden by which brother. A. G. Mitchell finished 7th and was the first Velocette home, whilst his brother Hirst retired on lap 4. One of those bikes (see photo) was fitted with the crankcase in this machine.Following a lengthy period of inactivity re-commissioning will be required before further use. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1923 Scott 532cc StandardRegistration no. CR 8008Frame no. 3338Engine no. 6691Remarkably original, apparently unrestored, and retaining its Southampton registration number, this 1923 Scott Standard seems to be largely to catalogue specification. The Scott Owners Club advises us that it is a matching numbers machine invoiced by the factory to Tebutt of Southampton on 21st June 1923. It features an unusual and interesting 'warm air' induction system. Also present are the (new for 1923) drum front brake, correct handlebar controls, and a Fellows magneto. It has seen little use. We understand that for many years it was a display item in the showrooms of Perc Small, a Southampton & Winchester motorcycle dealer. Indeed, his is the only name which appears on the buff log book dating from 1956 which also indicates that during this period the bike was taxed only in 1956 and 1960, and that the previous licence had expired in December 1930. DVLA records indicate that it was last taxed in 1984. It was acquired by the vendor's late husband in 1990 and has been dry stored ever since.The DVLA records the engine capacity as 249cc. In times gone by it was not unusual for owners to notify the licensing authorities of reduced engine capacities in order to qualify for lower tax rates and insurance premiums. However it certainly appears that this is the original 532cc Scott engine.Supplied with a V5C, this time-warp Scott is sold strictly as viewed. Following its prolonged storage careful re-commissioning will be required. Prospective bidders should satisfy themselves as to its completeness and mechanical condition.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1927 BSA 493cc Model S27Registration no. DR 2166Frame no. GR7754Engine no. M13041SThe first motorcycles made by the Birmingham Small Arms Company in the early 1900s used proprietary engines such as the Belgian Minerva, and it was not until 1910 that the firm introduced a BSA designed and built machine. The first model to feature the marque's distinctive green and cream tank colours was a 499cc (3½hp) side-valve single, which was soon complemented by a 557cc (4¼hp) long-stroke version, BSA continued to offer a comprehensive range of sidevalve models in all capacities well into the 1920s despite the introduction of modern, overhead-valve models, such as the 'Sloper', to its line-up. Featuring the altered frame, restyled fuel tank, larger front brake, and lower seating position - all new for the 1927 model year - this Model S27 was priced at £45 (without lamps and horn) when new. The BSA was registered in the UK up to 1949 when it went to Northern Ireland, and was reunited with its original registration when it was reregistered with the DVLA in 2009. The machine had returned to the UK in 2003 when it was purchased as a 'barn find' by the current vendor, who restored it between 2006 and 2008 using 90% original parts. Described by the owner as in excellent condition mechanically and in running order, this charming Vintage-era BSA is offered with old/current V5/V5C documents; copy old-style logbook; and sundry restoration 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

c.1930 AJS 350cc R7Registration no. BF 6356Frame no. M126165Engine no. R7/145258According to the accompanying dating letter, this R7's frame was manufactured in 1929 (believed October) while the engine dates from 1930 and is just two numbers away from the ex-Les Williams example in the sale (a list of 1929/1930 frame numbers is on file). Its previous owner had bought the AJS, without documents, as a restoration project from the late John Chapman of Surrey. The current vendor purchased the machine in November 2011, by which time the mechanicals had been rebuilt and the cycle parts painted and assembled, though numerous minor components were missing and an incorrect magneto fitted.In February 2013 the AJS was registered as 'BF 6356' with an arbitrary date of first registration (decided by the DVLA) recorded as 13th February 1929. The following components were fitted in 2016: new exhaust (made using a photograph on file); reconditioned correct Lucas NR1 racing magneto (invoice on file); new toolbox; and a reconditioned Smiths PA speedometer and correct Sturmey Archer drive (invoice available). A new UK-made fuel tank was fitted in 2018. Since completion the AJS has been started regularly using a paddock starter and has mainly been used for display at motorcycle shows. A full set of kick-start parts; rear numberplate; tax disc holder; twin float chambers; plug and exhaust spanners are included in the sale. The machine is also offered with a V5C document.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The ex-Dickie Dale 1954 NSU 247cc Sportmax Grand Prix Racing MotorcycleFrame no. 215515Engine no. 789 854R•Bought by Dickie Dale from Jack Forrest in 1958•Present ownership for 32 years•Restored in the 1980s•Running conditionFrom the start of the 1955 season, the NSU Sportmax was simply the fastest over-the-counter 250-class racer on the market. As well as providing works-supported rider Hermann Müller with the 1955 250cc World Championship, the Sportmax was one of the most competitive lightweights of any kind available to the privateer, and in the right hands proved capable of a respectable showing in national events well into the 1960s. Other prominent stars Sportmax-mounted for '55 included John Surtees, Sammy Miller, Pierre Monneret and former NSU works rider Hans Baltisburger, while later in the decade an up-and-coming Mike Hailwood used the ex-Surtees example to spectacularly good effect. Some sources estimate the total number of Sportmaxes produced to be 34, with a number of others constructed from spare parts after the NSU race shop was closed and sold off in the late 1950s. Today genuine examples such as that offered here are keenly sought after by collectors. This Sportmax was purchased by its preceding owner, John Leatham, from the estate of the late Dickie Dale following his tragic death at the Nürburgring in 1961. Born in Lincolnshire, Dale was a regular Grand Prix competitor throughout the 1950s, the highlights of his career being second places in the 350cc World Championship behind his Moto Guzzi team-mate, Bill Lomas, in 1955 and '56. Dale acquired the NSU from Australian rider Jack Forrest soon after the 1958 Isle of Man TT and rode it for the first time at the Post-TT meeting at Mallory Park that season.Leatham took the NSU with him when he moved from his native Ireland to Canada in the early 1960s. He raced the Sportmax in Canada before taking it off the track and restoring it in the 1980s. Kept in John Leatham's living room following restoration, the machine was purchased directly from him by the current owner in the late 1980s.This particular machine, frame number '215515', falls in the sequence of other well-known examples, '215516' being the ex-Terry Hill machine and '215517' the ex-Surtees/Hailwood bike). In highly original condition, the Sportmax features Weinmann wheel rims, replacing the original Borranis which were included in updates made when 'loaned' bikes were returned to the factory for rebuilding at the end of the 1955 season. Restored in the 1980s, the machine was last started in 2018 and is presented in running condition. A substantial quantity of valuable mainly engine spares and tools are included in the sale (list available) together with a Sportmax 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.This lot is subject to the following lot symbols: ** VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.For further information on this lot please visit Bonhams.com

1925 Douglas 596cc RA Model OBRegistration no. BF 5631Frame no. 5759/3Engine no. OE 124•Rare overhead-valve sports model•Originally used for off-road racing•Completely restored in 2010Douglas had built racing and experimental overhead-valve motorcycles prior to WWI but the first production OHV models did not emerge until after the war's end. In September 1921 at Brooklands an overhead-valve Douglas set new 350cc records at 200, 300 and 400 miles. The first production models appeared at that year's Motor Cycle Show and soon demonstrated an enviable combination of speed and reliability. Sales were boosted considerably when in March 1922 Cyril Pullin became the first man to exceed 100mph on a '500' riding one of the new OHV Douglas models. Having made a successful start, Douglas improved upon the concept with the successor RA model, which took its name from the British Research Association, designers of the novel disc brakes fitted front and rear. There was a new frame and the gearbox was relocated above the rear cylinder, enabling the engine to be mounted lower down. Instead of a separate oil tank, engine lubricant was contained within a large aluminium sump. Another novel feature was the use of a twist grip for throttle control instead of the customary lever. Extensive use of aluminium kept the weight down to an admirable 275lb.Riding an RA, Manxman Tommy Sheard won the 1923 Isle of Man Senior TT while Jim Whalley won that year's French Grand Prix and Spanish 12 Hours race. Capitalising on the RA's success, Douglas marketed it as the 'IOM Model', claiming that it was identical with the TT winning machine. The first standard production versions of the RA were launched at the Olympia Show in October 1923 designated OB/24 (596cc) and OE/24 (346cc).The Model OB offered here has larger brakes than the standard production version, which may indicate that it was specially built as a 'works' machine. We are advised by the private vendor that it was originally used for off-road racing before being modified for road use with mudguards and road tyres. The vendor advises us that the entire machine was restored in 2010, the engine being re-bored and fitted with new pistons; the paintwork refurbished; and the nickel brightwork re-plated. Accompanying documentation consists of a Douglas Club dating letter 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

1928 Douglas 500cc RA/DT Racing SpecialRegistration no. BF 8703Frame no. FF 23Engine no. EK 105•Rare overhead-valve sports model•Originally used for speedway racing•Entirely restored (good-condition engine excepted)Douglas had built racing and experimental overhead-valve motorcycles prior to WWI but the first production OHV models did not emerge until after the war's end. In September 1921 at Brooklands an overhead-valve Douglas set new 350cc records at 200, 300 and 400 miles. The first production models appeared at that year's Motor Cycle Show and soon demonstrated an enviable combination of speed and reliability. Sales were boosted considerably when in March 1922 Cyril Pullin became the first man to exceed 100mph on a '500' riding one of the new OHV Douglas models. Having made a successful start, Douglas improved upon the concept with the successor RA model, which took its name from the British Research Association, designers of the novel disc brakes fitted front and rear. Riding an RA, Manxman Tommy Sheard won the 1923 Isle of Man Senior TT while Jim Whalley won that year's French Grand Prix and Spanish 12 Hours race. Capitalising on the RA's success, Douglas marketed it as the 'IOM Model', claiming that it was identical with the TT winning machine.The RA also played a part in the development of the famous Dirt-Track Douglas. Douglas was the first manufacturer to establish dominance in the sport of speedway, which had been introduced into the UK from Australia in the late 1920s. According to the late Jeff Clew (writing in his book, The Douglas Motorcycle): 'One of the first riders to demonstrate the art of 'broadsiding' in the UK was Stewie St George, a New Zealander who entered the Greenford Track's meeting on Easter Saturday 1928. He put up a superb display with his modified RA model...'News of Stewie's performance reached the Douglas works and he was invited to Bristol for the day by John Douglas, to discuss the possibility of developing a machine specifically for dirt-track racing.' The result was the Dirt-Track Douglas: basically an RA with its rear section replaced with that of an OB model. On his first outing at Manchester, St George won every race on the new machine.We are advised by the private vendor that this RA was originally used for speedway racing before being modified for road use with mudguards and road tyres. The vendor advises us that with the exception of the engine, which was in good condition, the entire machine has been restored. Accompanying documentation consists of a Douglas Club dating letter 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

1920 ABC 398ccRegistration no. DS 7755Frame no. 1111Engine no. 1111Designed by Granville Bradshaw and produced by the Sopwith Aircraft Company, the ABC drew heavily on its designer's wartime experience in the development of air-cooled aero engines. A ground-breaking design, the ABC engine was a 398cc overhead-valve flat twin with integral four-speed gearbox. Legend has it that the power unit was designed in under three weeks, but Bradshaw did not stop there, going on to pen the duplex loop frame and sprung front and rear forks that marked out the ABC as one of the most advanced motorcycles of its day. It was fast too, J L E Emerson breaking the one-hour record twice at Brooklands, the second time at an average speed of 70.44mph, a feat that necessitated exceeding 80mph on occasions. Despite these successes, this promising design was hamstrung by production difficulties and price increases, only 3,000-or-so being made up to 1921 when the Sopwith factory ceased manufacture, though production of a modified version was continued by Gnome & Rhone in France. Although it is not known for how long the vendor has owned this ABC, it could have been acquired as long ago as the 1970s. Unused for a number of years, the machine appears sound; nevertheless, sympathetic re-commissioning and the customary safety checks are advised before returning it to the road. Offered with some photocopied technical literature and a V5C.For further information on this lot please visit Bonhams.com

1928 AJS 349cc K7 Racing MotorcycleRegistration no. not registeredFrame no. K43541Engine no. K43541•Delivered new to New Zealand•Dating from the first year of production•Restored in 2020•Full photographic record of the rebuildBy the late 1920s, AJS's overhead-valve 'Big Port' was nearing the end of its development, and in 1927 the works race bikes appeared with a new overhead-camshaft engine. Instead of the customary shaft and bevel gears, the camshaft was chain driven, its distinctive cast-alloy case extending forwards to the front-mounted magneto. After initial lubrication problems had been sorted out, works rider Jimmy Simpson rode the 350cc version to victory in the Belgian, Swiss, Austrian and European Grands Prix in 1927. A catalogued model from 1928, the 'cammy' AJS was built in 350cc (K7) and 500cc (K10) capacities initially, customer versions being equipped with three-speed gearboxes rather than the works bikes' four-speed units. By the end of the 1929 season the improved 350cc model (now designated 'M7') had chalked up victories in the German TT and the Grands Prix of Austria, Ulster and Europe. A 250cc version followed, Jimmy Guthrie winning the Lightweight TT on one in 1930. By this time Freddie Hicks had been hired as AJS's No.1 works rider and his renowned development skills had resulted in further improvements to the factory bikes, which scored 350-class wins at the Dutch TT and the Grands Prix of Germany, Austria, France and Ulster. Sadly, AJS's worsening financial situation curtailed further development, and although cammy S7 and S10 models were listed for 1931, production ceased later that year when the company was taken over by Matchless. This AJS K7 was delivered new to New Zealand in 1928 and rediscovered many years later, in 1953, abandoned in a shed on a sheep farm. Largely complete and in very sound condition when found, the machine went on to have various owners in New Zealand before being purchased and restored to its former glory in 2020 by the current vendor, who advises us that it is correct in detail for 1928. Noteworthy features include inverted control levers; push/pull throttle twistgrip; John Bull handlebar rubbers; correct Lucas racing magneto (fully rebuilt); and an André Hartford steering damper. Major restoration works included rebuilding the engine, gearbox and wheels, and nickel plating the brightwork. A full photographic record of the restoration, including before and after pictures, is offered with the machine.Magnificently presented, this beautiful cammy AJS starts readily and is said to be a pleasure to ride. Indeed, the vendor last rode the machine in May of this year and tells us that the experience was delightful.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.This lot is subject to the following lot symbols: ** VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.For further information on this lot please visit Bonhams.com

1927 Matchless 982cc M3/S Sports SoloRegistration no. VH 2605Frame no. to be advisedEngine no. 1113•Rare Vintage-era v-twin sports model•Present ownership since 1997•Restored between 2002 and 2004Unlike the vast majority of Britain's motorcycle manufacturers, which were located in the Birmingham and Coventry areas, Matchless were based in Plumstead, South London. The name 'Matchless' first appeared in the 1890s on cycles manufactured by H H Collier, whose sons Charlie and Harry would later join him in the business. The firm's first - experimental - motorcycle appeared in 1899 and its first production model in 1902. Already an accomplished cycle racer, Charlie Collier soon turned to racing Matchless motorcycles, as did his brother, and both Colliers would be on the start-line for the inaugural Isle of Man TT race in 1907, Charlie winning the event's single-cylinder class. These early Matchless models were JAP powered but in 1912 the firm introduced a 500cc single of its own design. Nevertheless, within a short time it had gone, along with all the other singles, and for the next several years Matchless built only v-twins. By 1913 there were no fewer than six different models on offer ranging from 3½hp to 8hp in nominal rating. These included twin-cylinder 8hp models, one of which was fitted with a Matchless engine (the 7B) and the other a proprietary MAG. The latter was typed '8B'and later would form the basis for the legendary Model H motorcycle combination. Reluctant to remain reliant on outside suppliers, Matchless introduced a 982cc 50-degree v-twin engine of its own design for 1925, although it did bear a strong resemblance to the contemporary JAP. This new engine went into the M/3S 'Sports Solo' model, which replaced the JAP-powered M/2. The current vendor first saw this rare v-twin Matchless in 1974 and bought it in 1997; the machine was then totally restored between 2002 and 2004. Works carried out included re-bushing the forks and fitting new spindles; rebuilding the wheels; sourcing a new fuel tank; overhauling the engine (new pistons, bearings, etc); and restoring the oil pump, while the magneto was rewound in December 2018. Last run in October 2019, this beautifully restored Vintage-era Matchless is offered with an old-style logbook and a V5C Registration Certificate. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com