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1925 BSA 249cc Model B 'Round Tank'Registration no. OR8609Frame no. B10063Engine no. B8694 (see text)A top-selling model for BSA in the 1920s, the versatile Model B, or 'Round Tank', was used by just about every tradesman whose job required cheap personal transport. Popular with learners - the fact that the gearbox had only two speeds and that both brakes operated on the rear wheel were attributes guaranteed to re-assure novices - the reliable 250 sidevalve provided many with their first motorcycling experience. Advanced features, for a lightweight, included all-chain drive and pumped lubrication, though the traditional sight feed and auxiliary hand pump were retained. A three-speed version - identifiable by its black tank - was added for 1926 and then the following year a wedge-shaped tank replaced the much-loved original.This BSA was formerly the property of the vendors grandfather, a Mr Spreadbury, who ran a bicycle and motorcycle shop in Alresford. A well-presented example, it appears to be an older restoration and has been on display at The National Motor Museum, Beaulieu, since at least 1982. The machine retains its Two Speed gearbox. The machine's V5C lists its first date of registration as 17 August 1925 however it is thought the motorcycle incorporates a 1924 engine (the 1925 Model B engine range running from 9800). Prior to road use this charming little BSA will require re-commissioning to a greater or lesser extent and is therefore offered strictly as viewed. The machine is offered with a selection of photographs, DVLA correspondence, and a V5C Registration Certificate.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1927 Sunbeam 493cc Model 9Registration no. KO 3218Frame no. D1305 (see text)Engine no. L1325Sunbeam had begun experimenting with overhead valves on their factory racers in the early 1920s and these duly appeared on production models in 1924. The new '500' sports roadster was known as the Model 9 (the '350'as the Model 8) while its race bike counterpart, which could top 90mph, was accordingly designated the Model 90. Sunbeam missed the industry's virtually wholesale switch from flat-tank to saddle-tank frames for the 1928 season, and a saddle-tank version of the Model 9 did not appear until September of that year. Changes to the Model 9's engine were confined mainly to its top-end. This Vintage-era Sunbeam Model 9 was formerly owned by keen amateur competitor R T Green, who participated with it in various events in the late 1920s/early 1930s, including the 1930 Southern Trial in which he received a 2nd Class award (No.13). Copies of contemporary press cuttings are on file together with a V5C document and an old-style continuation logbook issued in 1958 listing Richard Thomas Green as owner. It should be noted that the frame number is incorrectly recorded in the V5C as '01305'. Carrying a tax disc that expired in 1972, the machine has not been used for some time but was, we are advised, checked and started by a specialist in July 2021. Nevertheless, careful re-commissioning is advised before returning it to the road. A quantity of R T Green's medals is included in he sale. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1939 Nimbus 750 SportRegistration no. 954 YUYFrame no. 5170Engine no. none visibleUnusual in producing four-cylinder machines only, the Danish firm of Fisker & Nielsen introduced the Nimbus motorcycle in 1919. Their products were of advanced design, using shaft final drive and pressed steel frames from the start of production, and pioneering the telescopic front fork in the 1930s. Motorcycle production was suspended in 1928, and when the Nimbus re-appeared in 1934 it was with a power unit that showed strong car influence, with integral crankcase/cylinder block in cast iron and a detachable alloy sump. The cast-iron cylinder head was topped by an alloy housing for the single overhead camshaft, the latter being driven by shaft-and-bevel gears. A single-plate clutch transmitted power to the three-speed gearbox. Foot change for the gearbox, a beefier front fork and larger brakes had been added by the end of the 1930s, but from then onwards changes were few until series production ended in 1954. This rare Sport model formerly belonged to Mr Bart Crauwels in Belgium and had been completely restored by him when it was purchased by the current vendor at a UK auction in 2013. At that time the Nimbus had covered only some 3,000 kilometres since restoration, and the vendor has added only another 100-or-so over the last 10 years. Last run in September 2022, the machine has required nothing apart from a new battery and was described by the private vendor as running very well when last out and offered in generally very good condition. Offered with keys and a V5C. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1930 AJS 495cc R10 Racing MotorcycleRegistration no. not registeredFrame no. 89641 REngine no. 89641 R10In 1927 AJS's works racers appeared with a new overhead-camshaft engine, superseding the previous overhead-valve 'Big Port' models. The camshaft was chain driven, its distinctive cast alloy case extending forwards to the front-mounted magneto. A catalogued model from 1928, the 'cammy' AJS was built in 350 and 500cc capacities initially, dry-sump lubrication being an unusual feature of the engines, which were carried in open diamond-type frames. Along with the rest of the range the camshaft models received saddle tanks with purple side panels for 1929. A 250cc version followed, Jimmy Guthrie winning the Lightweight TT on one in 1930. Work by newly recruited former Norton tuners Nigel Spring and Bert Denly resulted in the production overhead-cam models adopting long-stroke dimensions for 1930, the R10 changing to 79x101mm from the preceding M10's 84x90mm. Production ceased with the Matchless take-over in 1931. This example of the rare AJS R10 overhead-cam 500 was acquired by the late owner (the vendor's father-in-law) some 30 years ago as a restoration project. A considerable amount of work has been done over the years but the owner passed away before the rebuild could be finished. A few parts are missing but the exhaust tailpipe is present. Sold strictly as viewed, the machine comes with a quantity of technical literature (settings, tolerances, etc). Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1930 AJS 350cc Model R6Registration no. SV 9897 Frame no. R6 107143 (see text)Engine no. R6/107143Despite the company's mounting financial difficulties, AJS introduced a comprehensively redesigned range for 1930, all models for this year being coded 'R'. This new line-up was notable for including models with fashionable 'sloper' engines for the first time, while all the overhead-valve types featured twin-port cylinder heads. The previous year's coloured tank panels having proved unpopular, the range reverted to its traditional black-and-gold livery for 1930. Advertised for sale in Old Bike Mart, this AJS R6 twin-port was purchased from Cotswold Classics in June 2004 (sales receipt and advertisement on file). Notable features include a Deluxe bulb horn and a Powell & Hanmer acetylene headlamp. A spare P&H headlamp and 'King of the Road' horn (lacking bulb) are included in the sale. Carrying a tax disc that expired on 31st May 2013, and not used for some time, the machine will require re-commissioning or possibly more extensive restoration before returning to the road, and thus is sold strictly as viewed. It should be noted that the frame number is believed to be a non-factory re-stamp; accordingly, prospective purchasers must satisfy themselves regarding this motorcycle's originality, completeness, and mechanical condition prior to bidding. The machine comes with a V5C document; expired MoT (2012); SORN paperwork; some colour photographs; handbook and parts list; and a copy of AJS of Wolverhampton by S J Mills. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1930 AJS 350cc OHVRegistration no. not registered (See text)Frame no. 127550Engine no. KR6 TT (also stamped BJONES to left front of crankcase)The vendor purchased this overhead-valve AJS from Adrian Moss approximately 12 years ago but has no knowledge of its history. Following a conversation with Adrian Moss, he advises us that Bob Jones, former captain of the Swindon Robins speedway team, built the bike. Adrian purchased the AJS from Bob Jones' widow circa 20 years ago but no other history is known. The AJS was originally a road bike, and the frame and engine are non-matching. Re-commissioning or possibly more extensive restoration will be required before further use. The machine is offered with expired tax discs for the period 1977 to 1983 (missing 1982) for the registration number 'MW 4091'; however, according to the HPI/DVLA database, the VRN is now assigned/recorded to another vehicle (a Volkswagen Tiguan). Accordingly, prospective purchasers must satisfy themselves with regard to the validity of this motorcycle's registration number as well as its completeness, originality and mechanical condition prior to bidding. There are no documents with this Lot, which is sold strictly as viewed. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1928 AJS 350cc Model K4Registration no. SV 9647 (see text)Frame no. K125574Engine no. K125574 (see text)AJS first entered the Isle of Man TT in 1911, making an historic breakthrough in 1914 when it won the Junior event, the first such victory by a single-cylinder machine. From then onwards, the 23/4hp (350cc) sidevalve-engined model remained a fixture of the AJS range. Light in weight (around 200lbs), robust and adequately powerful, the model is widely regarded as one the finest of Vintage-era sports machines.The vendor purchased this AJS 'flat-tanker' from Adrian Moss approximately 12 years ago but has no knowledge of the its history. Following a conversation with Adrian Moss, he advises us that machine was purchased from Ron Farthing. No other history is known. The machine will require re-commissioning or possibly more extensive restoration before returning to the road, and it should be noted that the engine number is believed to be a non-factory re-stamp. The registration 'SV 9647' is recorded in the HPI/DVLA database; however, there are no documents with this Lot. Accordingly, prospective purchasers must satisfy themselves with regard to the validity of this motorcycle's registration number as well as its completeness and mechanical condition prior to bidding. Sold strictly as viewed. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1930 BSA 493cc S31-10 'Sloper' De Luxe & Graiseley Launch SidecarRegistration no. GK 1564Frame no. Y7 1021Engine no. Y10 603First introduced for the 1927 season, the influential 'Sloper' started a trend that saw many of BSA's competitors adopt inclined motors. The Sloper also featured a trend-setting saddle tank that afforded a low seating position, and for 1930 gained chromium-plated brightwork and a new frame with forged steel spine. Models with the 493cc overhead-valve engine came with twin-port cylinder heads. For 1930 the Birmingham firm offered no fewer than 18 models, six of which had inclined engines. The Sloper range remained essentially Vintage in character until its demise in 1935, by which time the line-up had shrunk to just two models: one overhead-valve, the other sidevalve, both of 595cc.This very smartly turned-out Sloper combination was purchased by the previous owner (a former secretary of the Vintage Sports Car Club) in the early 1990s. In 1995, Christopher Franklin, a VMCC stalwart, restored the machine to a high standard and was ridden in many events. BSA Factory records held by the VMCC confirm the machine is of 1930 manufacture (eligible for the VMCC's Banbury Run) and is recorded as a 1931 Model S31-10 dispatched 16th October 1930 to G Lawrence Motors, London. The registration GK 1564 was issued September 1930. Purchased by the current vendor in November 2018 we are advised, the magneto has recently been refurbished, all wiring checked and now working. Last run in July 2022, the machine is offered with an old-style buff logbook, sundry bills, current MoT, and a V5C Registration Certificate.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

1924 BSA 349cc Model LRegistration no. NX 5643Frame no. 12487Engine no. 12287Introduced for 1923, the Model L, as it would come to be known, is noteworthy as BSA's first production motorcycle to have overhead valves. Inspired by the 1.1-litre Hotchkiss v-twin that powered the BSA-Daimler light car, the new engine displaced 349cc. Complementing this new ohv sports model was an otherwise similar sidevalve version sharing essentially the same cycle parts. 'To the sporting solo rider who asks for a 'go anywhere' mount, its records in the Scottish Six Days' Trial and the International Trials in Sweden in 1923 stand as recommendation,' stated Pitman's Book of the BSA, reviewing the sidevalve Model L. This sidevalve Model L was despatched from the factory on 2nd April 1924 and registered as 'NX 5643' in Warwickshire. The vendor's father-in-law purchased the BSA in 1973 and rode it regularly on short journeys until the early 1990s, since when it has been kept garaged and not used. Re-commissioning will be required before the machine returns to the road. 'NX 5643' comes with photocopies of an old-style logbook and V5C document, plus a BSA OC letter dated 2009 confirming the machine's origins and the fact that it has been 'restored to original spec'. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1925 BSA 249cc Model B 'Round Tank'Registration no. BF5254Frame no. B.11906Engine no. B.22490A top-selling model for BSA in the 1920s, the versatile Model B, or 'Round Tank', was used by just about every tradesman whose job required cheap personal transport. Popular with learners - the fact that the gearbox had only two speeds and that both brakes operated on the rear wheel were attributes guaranteed to re-assure novices - the reliable 250 sidevalve provided many with their first motorcycling experience. Advanced features, for a lightweight, included all-chain drive and pumped lubrication, though the traditional sight feed and auxiliary hand pump were retained. A three-speed version - identifiable by its black tank - was added for 1926 and then the following year a wedge-shaped tank replaced the much-loved original.This three-speed example was purchased approximately 4 years ago by the vendor at which time it was in running condition having previously been purchased by a former 'aircraft engineer' owner from a deceased estate in Zimbabwe. Offered for sale as an older restoration and after a period of storage the machine will now require the usual safety checks and sympathetic recommissioning before returning to the road. Offered with a current V5C.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1924 Douglas 2¾hp Model TSRegistration no. BF 6316Frame no. 58672Engine no. 65886The Bristol-based Douglas Foundry took up motorcycle production in 1907 with a machine powered by a horizontally-opposed, twin-cylinder engine, and the company would keep faith with this layout until it ceased motorcycle production in 1957. Fore-and-aft installation made for a slim machine with a low centre of gravity, and the design's virtues were soon demonstrated in competition, 2¾hp Douglas machines taking 1st, 2nd and 4th places in the 1912 Junior TT in the Isle of Man. Douglas were quick to realise the advantages of the countershaft gearbox, its three-speed entries gaining the Team Prize in the 1914 Six Days Trial, a conspicuous success that resulted in the firm obtaining a wartime contract for the supply of military machines.Douglas' success continued after The Great War. In its publicity announcing the 1924 models the company claimed that 'well over 75,000 Douglas 2¾hp machines are giving satisfaction every day to their owners.' Purchased by the vendor approximately 4 years ago, this 2¾hp (350cc) Douglas is offered for sale following a period of storage and will therefore require some sympathetic recommissioning before returning to the road. It should be noted that at some point in its past, the front wheel has been changed (possibly in an attempt to improve the brakes from the original stirrup type front brake). Offered together with a current V5C and sold strictly as viewed.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1926 Triumph 494cc Model PRegistration no. UM 3528Frame no. 931090Engine no. 230699A landmark machine in the development of the motorcycle in Britain, Triumph's Model P debuted at the 1924 Motor Cycle Show. A no-frills sidevalve-engined model, the newcomer was priced at £42 17s 6d, at which level it undercut every other 500cc machine then on sale in the UK. Production was soon running at an astonishing 1,000 machines per week, the Model P's outstanding success undoubtedly hastening the demise of many a minor manufacturer. Production continued until the decade's end, by which time the Model P had spawned a plethora of derivatives and lost penny-pinching features such as guide-less valves and the bicycle-type front brake. This Model P was purchased in 'trials' trim, complete with the later (1928) Triumph wheels and brakes it has today. Rebuilt to road specification in 2021, the machine has completed a few VMCC events since then. Accompanying paperwork consists of receipts, V5/V5C registration documents and some information about spare parts. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1930 Styl'son-JAP 250ccRegistration no. not registeredFrame no. 1849Engine no. B/W97987/BFounded in Le Chambon-Feugerolles, France in October 1926, the company that made Styl'son motorcycles seems never to have achieved a sound financial footing. Like many of its contemporaries, including Brough, Styl'son was an assembler of bought-in components rather than a fully-fledged manufacturer. Within 12 months the original MDM company had been dissolved and reconstituted as SRL Boissieu et David.In 1928 Boissieu et David's motorcycle manufacturing activities were spun off into a separate company: ADSIM. Production began using cycle parts bought from AYA and engines obtained from Moser in Switzerland. Despite management described by the finance house Credit Lyonnais as 'overall very defective', ADSIM's Styl'son motorcycles soon established a sound reputation in keeping with their maker's intention to offer a top-quality product. The range expanded to include models with JAP, Rudge Python, and Blackburne engines while many of the other major components, including Burman gearboxes and AMAC carburettors, were sourced from England. In 1928, 358 motorcycles were delivered. Further failures and restructuring followed before the bankers had had enough and the Styl'son brand was sold to the FIMA conglomerate in 1935. Styl'son was formally wound up, for the final time, in September 1937. An older restoration offered from the collection of noted collector, the late Ken Senior, this rare French motorcycle was purchased in January 2011 (bill of sale on file). Sold strictly as viewed, there is no registration document with this Lot. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1928 James 496cc Sports Twin ProjectRegistration no. UC 8261Frame no. DP 1733Engine no. ST1983James's first v-twin motorcycle, the 500cc 'No.7', arrived in 1914. Priced at 60 guineas, this top-of-the-range offering was a quality product that incorporated some interesting ideas, one of the more practical being the 'spring drive' shock absorber built into the rear wheel hub. 'We confidently claim that this refinement affords all the sweetness of 'belt drive' with none of the attendant foibles,' declared its maker. After WWI, James continued to offer a range that consisted of both singles and twins, the 3½hp (496cc) Model 12 Sports Twin being a new introduction for 1923. This Sports Twin was in long-term family ownership of some 40 years before being sold as a part-restored project at Bonhams' Beaulieu sale in September 2012 (Lot 515). Since then considerable further restoration has been carried out: gearbox rebuilt; wheels rebuilt; tank restored and repainted; speedometer restored; and new brakes, mudguards, seat, control levers and taper-roller steering head bearings fitted. Although not fully rebuilt, the engine has been converted to provide a positive oil-feed to the main and big-end bearings. Four boxes of spares are included in the sale. Offered with instruction books; an original parts book; sundry bills; a green continuation logbook and old/current V5/V5C documents, this most worthwhile project represents an exciting opportunity to return this rare Vintage-era James to the road. Prospective purchasers must satisfy themselves with regard to the completeness or otherwise of this Lot prior to bidding.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1926 Sunbeam 493cc Model 9 Parallel SprintRegistration no. BF 9788Frame no. OP760Engine no. 290/691With victories in the Senior TT in 1920 and 1922, racing success created greater demand for Sunbeam's products, and they were soon lauded as producers of one of the 'quality' sporting machines of the day. BF 9788 was acquired by the vendor in 2016, when he was looking for a quality motorcycle suitable to enter events for vintage machines. When acquired, it was unregistered, and in need of attention. The vendor advises that the top end of the engine was stripped, checked and rebuilt, the clutch was refurbished, new mudguards fitted, front forks rebuilt, petrol tank was repainted, the gearbox regreased, and a new rear tyre was fitted. The magneto was checked, and the ignition re-timed. Following the work, the Sunbeam was used at the Curborough Sprint in 2021, then entered for the Montlhery Vintage Revival in May this year. At Montlhery, the Sunbeam completed four track sessions and is reported to have performed faultlessly throughout. The Sunbeam Owners Club provided a dating certificate listing the model as a 'Model 9 Parallel Sprint'. Papers in the history file suggest that whilst the frame number relates to a Model 9 Parallel, the frame may have been modified to Sprint specification, possibly by the factory. Also mentioned is that the rear wheel may be a works type, with the brake drum on the nearside. The DVLA have recorded the maker as John Marston Ltd on the V5C. Please note that the stand used for the catalogue photos is not included with the machine. Documentation comprises a current V5C, the aforementioned dating certificate, and miscellaneous papers.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1936 Rudge 248cc SportsRegistration no. UJ 7686Frame no. 57852Engine no. T1317Motorcycle manufacturers from 1910 to 1939, Rudge were renowned for championing the four-valves-per-cylinder engine layout, employing it for the first time on a 250 in 1931, its previous offerings in the class having used two-valve JAP engines. The contemporary 350's fully-radial valve arrangement was used for the new quarter-litre Rudge, rather than the semi-radial arrangement of the sports and racing 500s or the parallel layout preferred for the touring Special. The Rudge 250 was unusual for its day in having coil ignition, though a magneto became optional later and was standard issue on the works racers and the TT Replica. A two-valve Tourist version joined the existing four-valve Sports 250 for 1935 and became the Rapid the following year when it adopted the marque's characteristic coupled brakes. With the deletion of the four-valver at the end of 1936, the Rapid became the sole 250 in the range (a new Sports version with high-level exhaust was added for 1938) and the only Rudge to retain the left-side gear pedal to the end. Sold strictly as viewed, this four-valve Sports was purchased from Bonhams' sale of the Geeson Brothers' Collection in March 2003 (Lot 231). Offered from the collection of noted collector, the late Ken Senior, the machine comes with an old-style continuation logbook; a copy old V5; and an old-type V5C document. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1937 Velocette 348cc KSS MkIIRegistration no. ELK 281Frame no. CMS-3797Engine no. KSS-8091Introduced for the 1936 season, the MkII KSS represented a major re-design of Velocette's top-of-the-range overhead-camshaft roadster. The MkII featured many improvements including a new aluminium-alloy cylinder head with enclosed valve gear (which replaced the old cast-iron 'head with exposed springs) and the cradle frame and heavyweight Webb forks of the new MSS. This KSS MkII is offered for sale by the lady vendor following the passing of her father, a long-time member of the Velocette Owners' Club, owning two Velocettes, who went on many Club rides with 'ELK 281'. Owned for over 25 years, the Velo was also shown at concours events, picking up the occasional award. Its late owner cherished his beloved KSS, which has been well looked after. It is believed the machine may have been purchased from Geoff Dodkin, the country's leading Velocette dealer for many years, as the late owner was an acquaintance of his. Unable to ride the bike herself, the vendor hopes that it will find a home with someone who will treasure it as much as her father did. Carrying a tax disc that expired in 2015, and last run in January 2021, the machine is offered with a V5C document. Re-commissioning is advised before returning it to the road. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1937 Triumph 350cc Tiger 80Registration no. AAS 178Frame no. SABTVRO3972219029 (see text)Engine no. 7 T80 4368Edward Turner's arrival at Triumph in 1936 resulted in extensive improvements to the range. A brilliant stylist, Turner transformed the Val Page-designed overhead-valve singles by adopting sports specification engines, high level exhausts, chromed fuel tanks and a new name: 'Tiger'. Frames, forks, engines and gearboxes were all improved for 1937 and a trio of randomly selected Tigers successfully completed a series of arduous speed trails to secure the Maudes Trophy for Triumph later in the year. Today, Turner's Tigers are widely recognised as the most stylish sports roadsters of the period and are highly sought after. Formerly part of a collection of pre-war Triumphs, this Tiger 80 was purchased as a 'basket case' and restored to factory specification in 1990. Maintained in full working order, it has been on the road since the restoration's completion, making several visits to the IoM races and completing a trouble-free 180-mile run from Shrewsbury to London in May 2022. Accompanying paperwork consists of receipts, a VMCC dating document, V5/V5C registration documents, old MoTs and tax discs, etc. It should be noted that a 'SABTVRO' VIN number is assigned by a vehicle registration office when the original identity of a bodyshell or frame cannot be determined. The VMCC dating document quotes the frame number as 'TL.2496' which is stamped in the correct position. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1939 Triumph 343cc 3HWRegistration no. YWG 259Frame no. to be advisedEngine no. 3HW 51643Following the destruction of its Coventry factory in an air raid in November 1940, Triumph relocated to Meriden, Warwickshire and recommenced production of the single-cylinder sidevalve 3SW and overhead-valve 3HW military models. The latter was based on the pre-war Tiger 80 sports roadster, the engine of which was modified to incorporate rocker boxes cast integrally with the cast-iron cylinder head, aluminium alloy being in short supply. Triumph's single-cylinder models were used mainly by the Royal Navy for despatch duties and general liaison, with the less-powerful 3SW reserved for the WRNS. This 3HW had already been restored when it was purchased in its present condition in Greece 25 years ago. First registered in the UK in 2016, the Triumph has not run for some 25 years and will require re-commissioning at the very least before further use. Sold strictly as viewed, the machine comes with a TOMC dating certificate and a V5C document.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1955 BSA 520cc Gold StarRegistration no. LBL 372Frame no. CB32 4342Engine no. DB.34.GS.166•Known ownership from new•Present ownership 1964-1967 and 1974 to date•Engine rebuilt by Phil Pearson This BSA Gold Star was first registered on 27th April 1955. In 2011 the vendor spoke to the original owner, Harry Argent, who was 27 years old in 1955. Mr Argent said that he raced the Goldie for three years on short circuits including in endurance races at Thruxton before selling the bike in 1958 (see original buff logbook on file listing all owners from new). The vendor first purchased the machine in April 1964 from dealer Bill Fruin of Benson, Oxfordshire and kept it until 1967 when it was sold to John Rickard. In 1968 Mr Rickard sold the BSA to the vendor's brother, and the vendor duly repurchased the machine in 1974. The original frame (number 'CB32 2392') was damaged and so the engine was transferred to another period-correct frame (number 'CB 4342') in 1976 (see logbook). The original registration number 'LBL 372' was retained. (It should be noted that BSA factory records show that frame 'CB 4342' formed part of a Gold Star exported new to Ceylon [Sri Lanka] in February 1955.) The machine had little use until 2000/2001 when it took part in the VMCC Manx Rallies and Parades on the Isle of Man TT circuit. In 2002 the engine was replaced with a Pearson 604cc unit and the Goldie continued to be entered in Manx events until 2011. The Gold Star Club was made aware of the engine change. In 2002 marque specialist Phil Pearson rebuilt the original engine ('DB.34.GS.166') with a new bottom end and re-bored barrel (for a capacity of 520cc). The original engine was put into storage until 2012 when it was reinstalled in the frame. The machine retains the original RRT gearbox and has a Bob Newby belt drive and clutch, while the electrical system has been upgraded to 12 volts. On 12th August 2012 the Goldie was ridden for an MoT test (see certificate) and since then has been kept in storage. It has yet to be run in and will require re-commissioning before further use. The machine comes with old/current V5/V5C documents and is offered without keys (including the throttle lock), however this does not affect its running. Prospective purchasers should satisfy themselves with regard to this motorcycle's provenance, originality and correctness prior to bidding.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1967 BSA 499cc A50 Racing MotorcycleFrame no. ED 273Engine no. A50CDY 10Z• Believed to be a 'works' engine and frame• Ideal for historic racing events and parades• Rear Airheart hydraulic braking and Fontana frontThe BSA unit engines, designated A50 and A65 to indicate 500 and 650cc capacities respectively, were introduced in 1962 to replace the venerable and much-loved pre-unit A7 and A10 engines. Riders such as Tony Smith, Peter Brown, and Norman Hanks played their part in the racing development of the unit twins. The factory sent A50 twins to the Daytona 200 race in 1965, 1966, 1967, and 1968. Whilst much of the UK racing was with the 650 twins, there was little experience with the 500 version, and the results at Daytona were less than auspicious, with mechanical failures of one sort or another sidelining the majority of the bikes.The vendor purchased the engine of this bike from Paul Ingham, a well-known figure on the classic scene for many years. It was one of two engines Ingham had purchased from Norman Hanks (former BSA Development Tester, and works-supported racer) and the engines (a 650 and a 500) both had 'works' characteristics. The vendor had an interest in the Daytona bikes from 1965 to 1968, and, conscious that only 500cc engines had been allowed in that event, obviously opted for that one, with the intention of using it to replicate a Daytona-type bike.With only an engine to start with, he began to search for parts which were suitable for the project. After initially buying a standard frame, he was hunting for further parts when he spotted this frame at Stafford Show autojumble. It was labelled as a 'BSA Race frame' and showed many features which were seen on the Daytona bikes, and was numbered ED 273. He snapped it up, knowing that the Daytona bikes were all stamped ED (for Experimental Department) with three-digit serial numbers. He subsequently purchased an appropriate used oil tank, and the same supplier was able to provide the correct-type rear hub and Airheart rear brake caliper. The Airheart master cylinder was sourced in USA, the Fontana 4LS front brake was located, a period oil cooler found; the alloy fuel tank was made as a one-off copying the originals.The top end of the engine was stripped and rebuilt, whilst the bottom end was sound, as was the gearbox. The engine was found to have eccentric rocker spindles for tappet adjustment, and the ignition system is an energy transfer arrangement, carburettors are Amal Grand Prix. The owner spoke to a number of people with knowledge of the Daytona machines, including Norman Hanks, Peter Brown, and Les Williams, endeavouring to make the bike as accurate as possible. It took approximately two years to assemble the correct component parts, and a further year to build the bike. When it was assembled, the vendor started the machine, but it was not running correctly. Believing the fault to be the ignition system, he purchased two new coils for the energy transfer system, but never fitted them (included with the bike). He intended to use the A50 for sprints and parades, but his domestic circumstances have altered, and age is now a factor in his decision to dispose of the machine which will require some degree of commissioning prior to use. Documentation comprises miscellaneous papers, notes, and copies of photographs.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Only two private owners from new 1965 Triumph 649cc Thruxton BonnevilleRegistration no. DOJ 555CFrame no. T120 DU 23139Engine no. T120 DU 23139•One of an estimated 73 Thruxton models built•Present ownership since circa 1988•Restored by its late ownerLike Velocette's top-of-the-range Venom variant, the Thruxton version of Triumph's Bonneville took its name from the endurance race for production machines held at the eponymous Hampshire circuit. Stakes were high and no stone was left unturned in the search for new ways of extracting extra performance from what were supposed to be standard street machines. Newly arrived from Norton, Doug Hele was in charge of Triumph's Experimental Department, which was charged with developing the Bonnie into a race winner. The first batch of eight specially prepared Thruxton Bonnevilles was completed in 1964 and the model was first listed in Triumph's 1965 catalogue. For the 1965 season a further batch of 52 machines was assembled in May of that year. It is estimated that some 73 Thruxton Bonnevilles were produced between 1964 and the end of 1967.The example offered here, 'DOJ 555C' ('T120 DU 23139') was part of the 'main batch' of Thruxton Bonnevilles produced in 1965. The build date was 22nd May and the machine was despatched on 10th July '65 to Motor Sales of Birmingham. The old-style green logbook shows that the machine was first registered to Motor Sales Ltd and then to its first private owner, Michael Orange, in August 1965. Its late owner purchased the Thruxton from his friend Michael Orange circa 1988 and spent many years restoring it at his place of work (a British Rail stores). His passion was cars and motorcycles, particularly restoring them, and he spent a long time trying to ensure the Triumph was restored correctly (he was always able to start it first kick). The machine was last run in 2015 and its owner died the following year, since when it has sat in his garage, carefully covered up. Re-commissioning and the customary safety checks will be required before it returns to the road. It should be noted that the front brake plate is a later TLS type from 1968, and that both the oil tank and toolbox cover with the scallops are incorrect. There should be a Triumph transfer on the tank, and the primary chain-case breather is a later addition.One of the rarest and most sought-after of post-war Triumphs, this Thruxton Bonneville is offered with a V5C Registration Certificate; an original workshop manual; an album of restoration photographs; a copy of Triumph Thruxton Bonneville 1959-1969 by Claudio Sintich; and a history file of correspondence, bills, MoTs, photocopied literature, etc. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1966 Triumph 649cc T120TT Bonneville TT SpecialRegistration no. TRX 210DFrame no. T120TT DU46093Engine no. T120TT DU46903The USA had long been Triumph's most important export market, and to cater for local tastes a 'TT Special' (also known as the 'Competition Sports') Bonneville was introduced in 1964. The Triumph twin was already a formidable force in American flat-track racing, and the TT Special's stripped-down look, smaller fuel tank and short, open exhaust pipes echoed the style of the racers. By this time a maximum output of 52bhp was claimed for the Bonneville while the TT Special engine produced 54bhp courtesy of 11.2:1 pistons (up from the T120 roadster's 9.0:1). A crankcase under-shield, tachometer-only instrumentation, larger-section front tyre and an absence of lighting further distinguished the TT, which came with lowered overall gearing reflecting its intended role as primarily a dirt bike. This TT Bonneville was subject to a 'last nut and bolt' no-expense-spared restoration to 'as new' condition circa 2000, since when it has seen very little use. The previous owner stored the machine in a heated warehouse following its acquisition in 2005, covering only a couple of hundred miles up to 2019 when ownership passed to the current vendor. Since then the Bonnie has been ridden for only some 20 miles. The machine last ran in August 2022. Accompanying documentation consists of a VMCC dating communication, a V5C Registration Certificate, and a full list of what was done during the restoration (perusal recommended). Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1954 BSA 500cc 'B33' SpecialRegistration no. not registeredFrame no. CB31-392Engine no. X B34 280This BSA B33 Special is a mixture of parts from various models. Taken from a 500cc competition model, the crankcases date from 1947 and would have been topped by an iron cylinder head and barrel originally. (The additional number 'GS 53172' on the timing side is someone's addition and should be ignored.) The frame dates from 1954 and would have started life in either a B31 or B33. The engine's alloy top end is circa 1953-1955, as used on either the BB34 Gold Star or the B34 Competition Model (assuming it is 500cc). The headlamp nacelle is B31/33 circa 1954-1957 and the front wheel is B31/33 circa 1956-1957. Mudguards are after-market ones of no particular type, while the fuel tank is a swinging-arm Gold Star type. The carburettor is a post-1966 Amal Concentric.Little is known of this machine's history before it was rescued from a hedge by the vendor's husband. The chassis was restored by his friends in 2019-2020 but the engine and transmission were not (the engine has good compression). There are no registration documents or further paperwork with this Lot and it should be noted that the registration number 'DEN 142' does not correspond to this motorcycle and therefore will not come with it.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1959 Triumph 199cc Tiger CubRegistration no. NPR 34Frame no. T54393Engine no. T20 21928This Tiger Cub was restored to 'light trials trim' over a 10-year period by a previous custodian to reflect another Cub he had once owned. In November 2012 the Cub was sold by The Vehicle Restoration Co of Middleton-on-Sea to the immediately preceding owner, Antony Bowie. The current vendor purchased the Cub from Mr Bowie in March 2019 (bill of sale on file). The machine also comes with a TOMCC dating letter stating that the frame formed part of a Cub that was supplied to Badger Garage of Blandford, Dorset in July 1959, while the engine went to P Pike & Co of Plymouth, Devon in February 1956. Details of the aforementioned restoration may be found on file together with sundry bills; previous-owner correspondence; two MoTs (most recent expired 2016); and a V5C Registration Certificate. Last started in 2019, the machine is described by the vendor as in generally good condition with good/excellent frame, cycle parts and brightwork. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1960 James 199cc CaptainRegistration no. 3941 PXFrame no. CL20-597Engine no. 20T-1829James had begun concentrating on the manufacture of two-stroke lightweights in the 1930s, and continued the policy after WW2. They first adopted the 'Captain' name was for the (nominally) 200cc model for 1950 and both the cycle parts and the (originally Villiers) engine would be upgraded periodically as the years passed. By 1960 when the L20 example offered here was made, the Captain was being built with a swinging-arm frame and the AMC engine. Somewhat unusual in retaining its original engine, this un-restored Captain comes with a large file of paperwork to include the original old-style buff logbook listing four owners up to 1973. Also in the file are period magazine road tests; assorted correspondence; a BMS reproduction instruction book; a V5C document; and two MoTs (most recent expired 2000). The machine was last started one year ago and is described by the vendor as in 'fair/good' condition. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1951 Ariel 998cc Square Four 4G MkI ProjectRegistration no. not registeredFrame no. SV393Engine no. TM398Designed by Edward Turner, creator of the legendary Triumph Speed Twin, the first Ariel Square Four was shown at the Olympia Motorcycle Show in 1930. Conceived as an overhead-camshaft 500, the model grew to 601cc before a total redesign saw it emerge in 1937 as the Model 4G, with 995cc overhead-valve engine. An exercise in weight shedding saw the cast-iron cylinder head and barrel replaced by alloy components for 1949, the revised model, now capable of 90mph-plus, being known as the Mark 1.Little is known of the history of this partly dismantled example, which is offered for restoration and sold strictly as viewed. Accompanying documentation consist of some correspondence from the early 1970s and an old-style continuation logbook. However, the registration does not appear in the DVLA/HPI database and thus the machine must be considered unregistered. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1959/c.1939 Velocette 348cc KSS SpecialRegistration no. 784 EFWFrame no. RS11812Engine no. KSS 9067The vendor purchased 784 EFW in 2012. He advises us that he had the machine rewired, and rebuilt the magneto and dynamo. Thereafter, he used the machine occasionally, before other machines occupied his time, and from around 2 or 3 years ago, kept the Velo in dry storage. An interesting mix of late 1950s swinging arm frame, and late 1930s overhead cam engine, the Velocette has an intriguing history; during the 1970s, 1980s, and up to 1994, it was raced by Gerry Richardson who then had the engine detuned for road use. A handwritten account in the history file documents his ownership and racing, and an old photo is inscribed 'Cadwell Park VOC meeting 1975'. Equipped with a twin leading shoe front brake, alloy rims, and large tank, its looks are positively Thruxton-like. Documentation includes a current V5C, 2 old-type V5s, old MoTs, the aforementioned account, and miscellaneous papers.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1969 Velocette 495cc MSSRegistration no. MFK 64Frame no. RS7295Engine no. MSS 11835The third of Velocette's overhead-valve, high-camshaft, single-cylinder designs, the 500cc MSS was announced in 1935. The first of these new models had been the 250cc MOV of 1933, which was joined for 1934 by a long-stroke 350cc version - the MAC. In creating the MSS, Veloce kept to the basic design, combining the MAC's 96mm stroke with a larger bore to create its new '500'. The MSS engine went into a new frame derived from that of the racing KTT. The model disappeared from Veloce Limited's range in 1948 while the company concentrated on the LE, reappearing in 1954 with a new swinging-arm frame and Hall Green's own telescopic front fork. The engine too was updated, gaining 'square' bore and stroke dimensions of 86x86mm along with an alloy cylinder barrel and 'head. Following the introduction of the Venom and Viper sports models, sales of the touring MSS gradually declined throughout the 1960s; only 22 were made in 1929 and the last examples left the factory in 1970.Sold strictly as viewed and offered from the collection of noted collector, the late Ken Senior, this 1955 Velocette MSS comes with an old-type V5C Registration Certificate. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1961 Ariel 247cc ArrowRegistration no. YSR 710Frame no. T26826/TEngine no. T-264-AThe Ariel Leader, and its sports derivative, the Arrow, sought to combine the virtues of speed and agility with those of cleanliness and convenience. Launched in 1958 and powered by an all-new 247cc air-cooled two-stroke twin with unitary gearbox, the Leader also broke with British tradition in its frame and suspension design, employing a stiff, fabricated-steel beam instead of tubes, and a trailing-link front fork. Detachable panels enclosing the engine and most of the rear wheel extended forwards to meet leg-shields and screen, and the rear chain was fully enclosed. Announced late in 1959, the Arrow dispensed with the Leader's enclosure panels and weather protection while remaining mechanically virtually identical. The Arrow was revised for 1961, gaining squish-band, centre-plug cylinder heads while a third model - the Super Sports, universally referred to as the 'Golden Arrow' after its distinctive colour scheme - was added at the same time.First registered in 1961, this 'ordinary' Arrow is believed to be fitted with an engine of earlier date. Acquired by the current vendor in 2017 it was soon after treated to a complete engine and gearbox rebuild by Dragonfly c.1,500 miles ago. Resprayed to 'Golden Arrow' colours, other noteworthy features include 10:1 cylinder heads; monobloc 376/377; 12v electric ignition; indicators; mirrors and LED headlight among other things. Offered with V5C; old style logbook and bills. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Long-term family ownership 1953 Ariel 998cc Square Four 4G MkIRegistration no. NTG 162 (see text)Frame no. ES776Engine no. JJ 506 (see text)Offered from long-term family ownership, this Ariel Square Four belonged to the current vendor's late father. A motorcycle enthusiast, the latter had acquired the machine in the late 1960s and restored it circa 1970. The Ariel was passed down to the current vendor circa six years ago (when his father passed away). The vendor does not have a bike licence and has never ridden the machine. The Ariel was last run at the end of June 2022, when the brakes were overhauled and the steering head bearings checked over and re-greased by a local classic-motorcycle engineer. This and the 4G MkII in this sale (Lot 613) are only being sold as they are not being used and the vendor would like them to go to enthusiasts with the time to ride and enjoy. The Ariel is offered with an old-style RF.60 logbook. However, it should be noted that the registration number 'NTG 162' does not appear in the HPI/DVLA database. Accordingly, prospective purchasers must satisfy themselves as to the validity of this motorcycle's registration prior to bidding. The machine will require re-commissioning following a period of storage and thus is sold strictly as viewed. It should be noted, the machine incorporates an earlier 'JJ' prefixed engine, the engine change detailed to the RF.60 logbook. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Long-term family ownership 1957 Ariel 998cc Square Four 4G MkIIRegistration no. 145 CTEFrame no. GM1219Engine no. NML 1066Offered from long-term family ownership, this last-of-the-line Ariel Square Four belonged to the current vendor's late father. A motorcycle enthusiast, the latter had acquired the machine in the mid-1970s. The Ariel was passed down to the current vendor circa six years ago (when his father passed away). The vendor does not have a motorcycle licence and has never ridden the machine. The Ariel was last run at the end of June 2022. However, the vendor advises us that the engine cuts out around 20 seconds after being started (he believes it to be a carburettor issue). Accordingly prospective purchasers must satisfy themselves with regard to the mechanical condition, completeness and originality of this motorcycle prior to bidding. This and the 4G MkI in this sale (Lot 612) are only being sold as they are not being used and the vendor would like them to go to enthusiasts with the time to ride and enjoy them. The machine will require re-commissioning following a period of storage and thus is sold strictly as viewed. Offered with a V5C Registration Certificate. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1957 AJS 600cc Model 30 TwinRegistration no. 823 YUCFrame no. A58435Engine no. 57/30 05277Associated Motor Cycles were late in producing a twin-cylinder model to rival those of Triumph, BSA and Norton. When announced in 1948, the AJS Model 20 and equivalent Matchless G9, while following the established pattern of British parallel twins, were unusual in having an engine with a third, central, crankshaft main bearing. The new 498cc power unit was housed in the sprung frame recently introduced to the heavyweight singles. AMC's first stretch of its parallel twin took it out to 550cc in 1954, but this US-only variant was swiftly superseded. Introduced for 1956, the AJS Model 30 and equivalent Matchless G11 boasted an engine of 593cc, which went into the newly introduced cycle parts shared with the heavyweight singles. Along with the new frame came a restyled oil tank and toolbox, full-width front brake and a longer seat, while the excellent AMC gearbox was phased in during the year. An older restoration, this AJS Model 30 was acquired by the current vendor in June 2018 and last ran in July 2022 on the VMCC Oxford Section's run. The machine is only offered for sale because the owner is reducing his collection due to old age and health issues. Notable features include electronic ignition and a solid-state voltage regulator. The accompanying history file contains starting instructions; old (copy) and current V5C documents; old MoTs; hand-written service records; and various bills. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1954 Norton 490cc Model 16HRegistration no. 2925 (Guernsey)Frame no. J 256297Engine no. J 252905Having hitherto relied on proprietary engines, Norton introduced its own power unit in 1907. The long-stroke sidevalve single displaced 633cc and the new model it powered became known as the 'Big 4'. Smaller capacity versions followed, and in 1911 the '500' adopted the classic 79x100mm bore and stroke dimensions that would characterise the half-litre (actually 490cc) Norton for the next 50 years.Norton's new sidevalve was among the fastest in its class, being the first machine under 500cc to be officially timed at over 70mph, which was some going for 1911. Small wonder that the slogan 'Unapproachable' began to be applied to the Norton singles at around this time. When fitted with chain drive, the 490cc sidevalve single became the 'Model 16' in Norton's numbering system, changing to '16H' in 1921 when a new lower frame was introduced. Norton's trusty 16H sidevalve would be continuously up-dated for the next 30-plus years before taking its final bow, alongside the Big 4, in 1954. Resident in Guernsey since November 2004, the last-of-the-line 16H offered here was restored in 2010 and is described by the vendor as in excellent condition throughout. Last run in May/June 2022, the machine is offered with a States of Guernsey registration document. Offered without keyFootnotes:* Import VAT Low Rate: Import tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

1952 NSU 242cc 251 OSLRegistration no. NXS 420Frame no. 1231236Engine no. 980174'The most important series of 4-stroke production motorcycles manufactured during the inter-war years was without doubt the O model range.' – Mick Walker, NSU The Complete Story.The 251 OSL was introduced in 1933. Designed by Walter Moore, formerly with Norton, the 242cc overhead-valve engine producing 9bhp at first and 10.5bhp from 1936, at which time a four-speed gearbox replaced the original three-speeder. 1938-onwards examples had the benefit of fully enclosed valve gear. Top speed was around 60mph. Pre-war production amounted to approximately 35,000 units and this highly successful design was continued after the war's end. The post-war 251 OSL was very little different from its pre-war predecessor and continued essentially unchanged until discontinued in 1952, by which time 67,442 had been made. Dating from the final year of production, this 251 OSL was acquired from a deceased's estate at a UK auction in September 2021. The machine had been part of a private collection and never registered in the UK. Re-commissioning and some minor repairs were carried out and the machine returned to the road. Little needed to be done mechanically, apart from replacing the brake shoes, but the electrics needed to be largely rewired and a new modern voltage controller fitted. Last run earlier this year, the machine is offered with a V5C document and NSU Owners Club dating letter. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1964 BMW 247cc R27Registration no. BFW 656BFrame no. 383341Engine no. 384515BMW's first new post-WW2 model was a 'single', the 247cc R24, which arrived in 1948 looking pretty much like the pre-war R23 but producing an additional two horsepower. By 1956 BMW's 'one-lunger' had evolved into the R26. In what would turn out to be its penultimate form, BMW's quarter-litre luxury lightweight boasted a more powerful engine than its R25 predecessor; an Earles-type leading-link front fork; and a larger fuel tank among numerous improvements. The final development - the R27 - arrived in 1960 substantially unchanged but for the adoption of a rubber-mounted engine. Built to the same exemplary standards as the Bavarian company's famous horizontally-opposed twins, the traditional BMW single was much missed after its demise in 1966. This R27 started life with the German Police before being exported in 1974 to Tanzania where it was used by Benedictine Missionaries until 1980. The BMW then had several owners before arriving in the UK in 1996. It was then largely restored and sold in 2000, the date of first UK registration being July of that year. The machine subsequently passed through other hands before the engine was sent to Holland for a compete overhaul. In 2008 the BMW became part of a private collection, spending most of the time on display before its acquisition by the current owner in July 2021. Offered with a V5C document. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1982 Matchless Metisse 498cc G80CSFrame no. 28141Engine no. 57/G80CS34028The Rickman brothers came up with their Metisse in 1959, and subsequently developed a Mark 2 version in 1960. Although both Mark 1 and Mark 2 versions achieved success, they were conscious that to remain ahead of the pack, they needed to innovate and improve their product. Thus, the next step in development was to make their own frame in Reynolds 531 tubing, heralding the Mark 3 in 1962. The Mark 3 also saw the start of the competition Matchless engine as a power plant. In the 1980s, when the Rickman's interest in the competition motorcycle side of their business had taken a back seat, the stock was disposed of, and eventually came into the possession of Pat French, who created MRD Metisse to produce frames and machines for the burgeoning pre-65 market.Believed to be one of the MRD Metisse machines, this example was purchased by the vendor around 2004. He advises us that the bike features an all-alloy short stroke 500 Matchless motor, with an 81mm BSA slipper piston, 9.5 to 1 compression, a polished conrod and crankshaft, gold star profile camshafts and Ken deGroom engine parts. Ignition is by a Lucas SR1 magneto, carburetion a 34mm Amal Concentric, Ceriani forks, and Marzocchi shock absorbers. The owner has used the Metisse regularly for 1 or 2 pre-65 motocross events per year, until 2018, and will ensure that it is in running order for the time of sale, and should therefore only need a basic check-over prior to future use. There are no documents with this machine.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Matchless 348cc G3 TrialsRegistration no. NoneFrame no. NoneEngine no. NoneThe overhead valve G3 and G80 were part of the AMC range in an unbroken line stretching from 1935 through to 1966, and were the basis of numerous road and competition variants along the way. Strong competitors in trials and scrambles disciplines, they were used by top riders in both, and riders such as Gordon Jackson, Hugh Viney, Bill Nilsson, and Dave Curtis campaigned the AMC products. The over-the-counter trials and scrambles machines were invariably 'improved' for the works riders to campaign on the company's behalf. The vendor believes that this competition machine is one of Peter Pykett's famous post-production works-spec replicas. Pykett was an ex-AJS competition department member, who later worked building bikes for the Rickman brothers, and during the late 1970s and 1980s he built replicas of works AMC trials machines which became much sought after by pre-65 trials exponents. This machine was purchased at auction in 2006, at which time it was fitted with glass-fibre replica petrol and oil tanks, which were a hallmark of Pykett machines (these are included with the machine). The vendor fitted a steel petrol tank, alloy central oil tank, Falcon shock absorbers, and alloy rims. He has used the Matchless regularly for pre-65 trials events, including the Yorkshire Classic and Red Rose Classic, until 2018, and will ensure that it is in running order for the time of sale. It should therefore only need a basic check-over prior to future use. There are no documents with this machine.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1964 James 360cc Commando M25T TrialsRegistration no. BBE 814BFrame no. H25T 394Engine no. NoneBBE 814B was purchased by the vendor in 1992. Still in relatively standard trim at that time, he modified it in a number of ways to make it more useable for pre-65 trials, and also to make it more competitive. The footrests were changed to folding types, a side stand was added, electronic ignition fitted, a lighter petrol tank, lightweight plastic mudguards, a Motocross Motors 360cc alloy top end conversion with a concentric carb and reed valve induction, Bultaco fork internals, Betor shock absorbers, and some small frame modifications. The resulting machine proved to be competitive, and with rider Maurice Brayford aboard, achieved a 9th place finish in the Scottish pre-65 trial. It has also won numerous 2 and 3-day pre-65 trials. Included with the bike are the original steel petrol tank, exhaust system, engine top end, and sundry other parts. Whilst not used since 2018, the vendor will ensure that it is in running order for the time of sale. It should therefore only need a basic check-over prior to future use. Documentation consists of a current V5C, an old-type V5C, an old-type V5, the original RF60 green log book, a quantity of expired MoT certificates, and miscellaneous papers. Also in the paperwork is a letter, dated 7th August 1975 from Titch Allen, then at Motor Cycle News, stating that his records suggested only three Commando M25Ts were made in 1964.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1973 Montesa 360cc Cappra Special Moto-crosserRegistration no. not registeredFrame no. 73M5141Engine no. X128008Montesa was founded in the mid-1940s in Barcelona by Pedro Permanyer and Francisco Bulto. The latter would leave the company in 1958 to found Bultaco, but before then his engineering genius had bequeathed Montesa a range of popular two-stroke roadsters. The company entered road racing in the early 1950s with a successful 125cc single, but its major impact on motorcycle sport would be away from the tarmac, the Scorpion and Cappra moto-crossers and the Cota trials iron being the equal of any of their contemporaries. This Montesa Cappra was in 'basket case' condition when purchased from a private individual in 2012. The machine was fully restored by the current owner between 2013 and 2016 using various parts purchased in the United States, including a new cylinder liner and new ignition system. Some related invoices are on file while other accompanying documents include email correspondence from the late John Haberbosch of Rocky Mountain Montesa.Following restoration, the Cappra was started up and then placed in dry storage, and last ran circa 2016. The vendor is well known in the Southeast and Southern Centre for having reliable machinery. He has now retired from moto-cross racing and is downsizing his collection. Following a period of inactivity, the Montesa will require re-commissioning to a greater or lesser extent and thus is sold strictly as viewed.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1965 Cheney BSA 441cc Victor ScramblerRegistration no. not registeredFrame no. BSA MK5 NU 195 120601 EC Engine no. noneThe machine offered here owes its existence one of the greatest names in the world of off-road competition - the late Eric Cheney - the former moto-cross and ISDT star who had turned to frame-making in the mid-1960s after illness terminated his career as a rider. It features a BSA Victor engine installed in Cheney's trademark lightweight frame, which carries the engine oil in its nickel-plated tubes. By the mid-1960s, the BSA Victor engine represented the zenith of development for a four-stroke moto-cross power unit. BSA-mounted Jeff Smith had been World Moto-cross Champion in 1964 and 1965, but from now on the two-strokes would rule the roost despite the best efforts of Cheney and others. This classic British moto-crosser was built circa five years ago using a frame kit supplied by Simon Cheney, which included a brand new frame, side panels, seat, tank, and air box. The vendor assembled the machine using parts he had obtained over the years. Other notable features include a 'square barrel' engine; new ignition system; rebuilt wheels; and new tyres. Started up and then placed in dry storage, the Cheney last ran four years ago and will require re-commissioning before further use. The vendor is well known in the Southeast and Southern Centre for having reliable machinery. He has now retired from moto-cross racing and is downsizing his collection. The machine is offered without documents and sold strictly as viewed.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

BSA 441cc B44 Victor Scrambler SpecialRegistration no. not registeredFrame no. 0292002 MCMEngine no. B44R 599Its 420cc engine developed from that of the humble C15 '250' roadster, Jeff Smith's works BSA moto-crosser produced more power than it could reliably handle, resulting in a comprehensive engine redesign for 1964. The extensive changes made the bike a world-beater, Smith taking the 1964 Moto-Cross World Championship with seven wins in the 14-race series. The new crankcase permitted a further lengthening of the stroke to 90mm for a capacity of 441cc, and in this form the Victor scrambler went into production in 1965. Smith took the world title again that year on the works B44GP.The vendor advises us that this machine's frame is a replica made by Colin Mead, a South-coast-based frame builder. The current owner purchased the BSA from a private individual (a KTM dealer) in Hertfordshire circa 10 years ago. Simon Cheney was then commissioned to do the footrests, incorporating them into the engine case. Other notable features include a 'square barrel' engine (running on Castrol R), Ceriani forks and a BSA rear wheel. Started up and then placed in dry storage, the BSA last ran 10 years ago and will require re-commissioning before further use. The vendor is well known in the Southeast and Southern Centre for having reliable machinery. He has now retired from moto-cross racing and is downsizing his collection. The machine is offered without documents and sold strictly as viewed.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1988 Harley-Davidson 1340cc FXRS-SP Low Rider SportRegistration no. F952 FGTFrame no. 1HD1EGL18KY113961Engine no. EBLK113961• One owner from new• Less than 500 miles from new• Paintwork refreshed and machine recommissioned in 2018The F-series models were 74 cubic inches (1208cc) and basically the E with a larger bore and stroke. Like the E models, the sports model F was named the FL (a nomenclature which remains part of Harley's range to this day). However, production of civilian models was somewhat restricted for a few years due to the switch to war production, and the F was made in only limited numbers until civilian production picked up again in 1945/46.The Harley Davidson FX was Willie G. Davidson's idea to capitalise on the custom/chopper movement of the sixties. Introduced in 1971, under the new AMF ownership, it was introduced as a half-way house between the Electra Glide and the Sportster. Lighter than the former and heavier than the latter, it was based on the Shovelhead engine, and was intended to be a sports cruiser which could lend itself to the owner's customisation, either with Harley parts, or those of the many aftermarket suppliers that had sprung up. The Low Rider name first appeared in 1977 with the FXS in 1208cc form, and from 1980 it acquired the 1340cc engine. Subsequently, the FXRS Low Rider appeared in 1987, in standard and Sport forms. The Sport version had twin discs, instruments on the handlebar, tank cap in the centre, and a new version of anti-dive air-assisted forks.This particular Low Rider Sport, was purchased new by the owner in 1988, from F H Warr & Sons Ltd (original bill of sale on file). Following acquisition, the machine was used only sparingly, and spent some time without use altogether. During the early 2000s, the owner MoT'd the machine several times, and had some services (see invoices on file, but covered very few miles. In 2018 he gave the bike to The Motorcycle Restoration Company in Saffron Walden to repaint the cycle parts, replace several parts, re-plate some of the fasteners, and carry out a full service, including a new battery and drive belt. The cost of this work amounted to £4601.59 (see invoice on file). At this time the mileage on the MoT certificate was 489 miles; on consignment the mileage was 494 miles. The owner has once again had the machine serviced and Mot'd earlier this year (invoice and Mot certificate on file). Reluctantly, the vendor has decided that F952 FGT is now too heavy for his advancing years, and should be passed to a new owner to enjoy.A rare opportunity to acquire a one owner, virtually unused, Harley Davidson Low Rider Sport, ready to use and enjoy. Documentation comprises a current V5C, current MoT certificate, the aforementioned original bill of sale, old Mot certificates, restoration invoice, service invoices, and miscellaneous other paperwork. The Harley is presently on SORN.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1975 'Van Veen' Kreidler 50cc Replica Racing MotorcycleRegistration no. not registeredFrame no. 1576EMGEngine no. 5154369After the Japanese factories' withdrawal from Grand Prix racing, the Kreidler effort was taken up by the Dutch importer Van Veen, and the marque became the dominant force in the 'tiddler' class in the 1970s, winning the title five times. Despite its racetrack successes, the company was faring less well commercially and folded in 1982. Even after its demise the marque still figured in the top flight of international 50cc racing, Stefan Dorflinger securing the first of his World Championships at the end of the '82 season aboard the Van Veen-tuned Krauser/Kreidler, and retaining the title in 1983. This Van Veen Replica was built by one of the classic racing scene's foremost 'tiddler' exponents, Vince Gunning, around 25 years ago. It has a non-factory frame acquired somewhere in Europe, and is powered by an air-cooled roadster engine. The machine was last started around 15-20 years ago and nothing is known of its mechanical condition. Sold strictly as viewed. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1966 Kreidler 49cc Florett Racing MotorcycleRegistration no. not registeredFrame no. 88027Engine no. 5120617The German Kreidler concern were at the forefront of 50cc racing from the moment the class was elevated to World Championship status in 1962. The factory's early efforts used engines based on that of the successful Florett roadster. Introduced in 1957, the Florett was a proper small motorcycle, not a moped, though the twist-grip gearchange and open pressed-steel frame might have suggested otherwise. Regularly updated - later versions came with spine frames, telescopic forks, disc brakes and five-speed gearboxes - the Florett remained a fixture of the Kreidler range right up until the factory's closure in 1982. This 'racerised' Florett was last run approximately 20 years ago and is described by the vendor as in very good condition. The machine is offered with a Classic Racing Motorcycle Club Machine Registration Certificate and will require careful re-commissioning before returning to the racetrack. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The ex-Robert Dunlop, Isle of Man TT-winning c.1988 Honda RS125 Racing MotorcycleFrame no. RS125RF 88 10441Engine no. RE88 10451•Winner of the 1989 IoM TT Ultra-Lightweight Race•Present ownership since 2010•Not used since acquisition•Offered from an extensive private collectionSadly, Ireland lost another of its great road-racing heroes in 2008 when Robert Dunlop, brother of the late Joey, succumbed to injuries sustained in practising for the North West 200. Born on 25th November 1960, Robert Dunlop learned his craft on short circuits before making his road-racing debut in 1979. He celebrated his first visit to road-racing's Isle of Man capital in 1983 with a win in the Manx Grand Prix Newcomers' Race and scored his first TT win in 1989 in the 125cc event riding the machine offered here. For the next few years Robert Dunlop owned the 125 TT, winning in 1990 and 1991 to cement his reputation as one of the finest riders the Ultra Lightweight class has ever seen. He also won the Junior TT in 1991.In 1994 Robert sustained serious leg injuries in the Isle of Man during practice for the TT when the rear wheel of his Honda RC45 collapsed. The legacy of his injuries would restrict Robert to mostly riding 125s from then onwards. In 1997 he returned to the TT, finishing 3rd in the Ultra Lightweight race and the following year scored a fairytale win in the same event, which would be the last of his five TT victories. Robert's fatal accident occurred on 15th May 2008 when the engine of his 250 Honda seized and he was thrown from the machine. His sons William and Michael Dunlop were both racing at the North West and the following day Michael scored an emotional win in the 250 race. The Honda RS125 we offer was purchased for Robert Dunlop by his sponsor, Andy McMenemy, having previously been raced by Phil McCallen. It was on this machine that Robert made his Isle of Man TT debut in 1989 in the Ultra Lightweight race. Robert broke Bill Ivy's old lap record on his standing start lap and on his final tour circulated at an average speed of 103.02mph to win by 15.8 seconds from Ian Lougher. The current vendor purchased this ex-Robert Dunlop Honda at Bonhams' Stafford sale in October 2010 (Lot 351). The machine had been offered for sale by a private collector, its owner since 1990, and has been kept as part of the vendor's extensive private collection for the last 12 years. The machine has not been run since purchase and will require thorough re-commissioning should the fortunate next owner wish to return it to the racetrack. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Honda 350cc RC172 EvocationFrame no. RC172REngine no. RC.1.348 1077 68.57This evocation of Honda's 350cc RC172 Grand Prix racer incorporates a Honda CB350F four-cylinder engine and what is believed to be a one-off racing frame. The machine was built by Honda apprentices, we believe in the mid-1970s, under the guidance of Technical Director Tony Bingley and for many of years was displayed in the foyer of Honda UK's Milton Keynes Technical Centre. It has been ridden (and signed) by former Honda works rider Jim Redman in numerous demonstration events and parades. Tony Bingley rode the machine at the Isle of Man TT Parade in 2002 and at numerous other events, and it was also demonstrated and paraded by Gary Long at the 2010 'Festival of 1,000 Bikes'. The machine was purchased from Tony Bingley. Notable features include a lightened crankshaft; six-speed gearbox; Swarbrick exhausts; electronic ignition; and twin-leading-shoe brakes. Accompanying spares include an engine, carburettors, sprockets, crankshaft, six-speed gear cluster, etc. The Honda has been raced and paraded by the current owner for the last eight years, mostly in European events, and is said to be easy to start, very reliable, and in generally excellent condition. It last ran in April 2022 at the Houghton Tower Sprint, receiving a 1st place award. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1980 Motori-Minarelli 50cc Racing MotorcycleFrame no. none visibleEngine no. CR 1879Minarelli was founded in Bologna, Italy in 1951 by Vittorio Minarelli and Franco Morini, who set up Fabbrica Bolognese Motori (FBM) to build lightweight motorcycles. In 1954 the company began to produce 48cc moped engines, which were supplied to a host of independent manufacturers worldwide, and in 1956 gave up motorcycle manufacture to concentrate on its proprietary engine business. The company continued to grow and in 1967 changed its name to Motori Minarelli.Although it was no longer in the business of building road bikes, Minarelli became actively involved in Grand Prix racing at this time, no doubt as a means of publicising its core business. In addition to its Grand Prix activities, the Italian firm set a number of world speed records in the 1970s, some of which remain unbeaten. Although its only significant Grand Prix successes were gained in the 125cc class, Minarelli also built 50cc and 80cc racing machines at this time and supplied engines to independents such as the Italian PCB company.This charming little Minarelli racer was purchased privately at Stafford circa 30 years ago, since when it has formed part of the vendor's extensive private collection. The machine has not been run since purchase and will require thorough re-commissioning should the fortunate next owner wish to return it to the racetrack. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Yamaha RD56 Replica Racing MotorcycleFrame no. TD2-0461Engine no. A7E27819•A unique opportunity•Lovingly executed replicaTalking to the owner and builder of this replica of Phil Read's 1964-65 250 world championships winning RD56 might convince you it one of the most lovingly executed tributes to have been offered for sale. Number boards show 64 and 65 to recognise Read's remarkable victories, achieved when Yamaha were the under resourced underdog. Celebrating the 50th anniversary of their debut world championship Marco Riva, Yamaha Motor Racing's general manager, observed 'our success with the RD56 wrote a page in motorcycle history. It was very competitive for many years and is still in my opinion the best race bike'.Phil Read added 'I came to Monza with two factory 250 Yamaha RD56s in the back of my car with one English mechanic and a Japanese mechanic who came over for the race in Monza. I think we had our carburettor settings written on a postcard!'Remembering those remarkable years it is understandable that the vendor wanted an RD56 but, of course, that is all but impossible. Instead he set out to build a motorcycle that would look – and just as importantly ride – as much like Read's RD56 as was possible.Starting with a Kawasaki Avenger parallel twin which replicates the RD56's rotary disc valve induction and gives a flavour of what the genuine racer would be like to ride, it has been rebuilt to run with pre-mix (30/40-1), the RD56 having an oil pump with a little oil added to fuel. Satisfied with the engine (having previously rejected a Bridgestone motor as too wide to fit a TR2 frame) the vendor set to the chassis. A TR2 frame was modified to accept RD56-style parallel top rails and steering head geometry. The front forks were manufactured with offset axle boxes, and the replica swinging arm has the appropriate cam snails for chain tension. The vendor advises that the brakes are authentic works RD56 magnesium alloy 4-leading shoe front and single leading shoe rear; and that the fork yokes were machined using Yamaha drawings, with brake and clutch levers made to the 1964 pattern including the butterfly cable box. Pattern exhausts were fabricated by Abacon, with easy attachment from the stinger pipes to silencers (included in the sale). Similarly, the vendor advises the front mudguard and racing seat are original RD56, as is the fairing, patterned from Bill Ivy's 1965 TT machine. The aluminium alloy tank was painstakingly constructed by the owner aided by Brian Talbot with QD front mounting. Brian also undertook the frame welding/Brazing changes. In advising prospective bidders of this provenance the vendor wishes to acknowledge the assistance of Ferry Brouwer (most especially for parts), Paul at CT Engineering, Andy Bacon (exhausts), Bert Clark (tuning) and the late Dave Bexon who supplied otherwise unobtainable components. This wonderful motorcycle offers its new owner an almost unique opportunity to parade and show what to most observers would appear to be Phil Read and Yamaha's debut world championship winner.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1967 Yamtaco 250cc Racing MotorcycleFrame no. B600690Engine no. D6-427•Rare 1960s racing hybrid•Bultaco TSS frame, Yamaha TD1B/1C engine•Beautifully restored in 2020-2021The name 'Yamtaco' is a derivation of Yamaha and Bultaco. In 1962 Yamaha produced the TD1 production racer with a very quick 250cc two-stroke engine that was let down by its chassis. During the years to 1968 the engine was refined in the form of the TD1A, TD1B and TD1C, still using the same frame. Privateer racers soon found the obvious solution and slipped the Yamaha engine into a more capable frame. The frame used to create this hybrid was sourced from one of Yamaha's competitors at the time, the Spanish Bultaco TSS 250, which was powered by a single-cylinder 250cc two-stroke engine. The most famous Yamtaco was raced by Rod Gould in the 1968 season when he came 4th in the 250cc World Championship behind Phil Read (1st), Bill Ivy (2nd), both on factory Yamahas. In 5th place behind Rod was Ginger Molloy on the factory Bultaco TSS. Rod's £200 giant-killer was written off coming out of Devil's Elbow at Mallory Park in October 1968. Fortunately, Rod was not badly injured. The following year Yamaha released the TD2 production racer with a redesigned and a much improved frame, which made the Yamtaco concept redundant. Rod went on to race for the Yamaha works team on TD2s and TR2s. The origin of this Yamtaco is unknown; however, the frame number 'B600690' indicates it was originally in a Bultaco TSS250 Agua (water-cooled) Model 41 manufactured on 14th November 1967. Unfortunately, the records are not clear enough to show who purchased the machine. The engine (number 'D6-427') is a Yamaha TD1B unit that has been converted to TD1C specification, it is believed by Fahron Engineering. The TD1B clutch was mounted on the end of the crankshaft, which had a tendency to snap, while the TD1C clutch is mounted conventionally at the gearbox. The forks are Bultaco and were supplied from the factory painted silver and not polished because of the rough sand-cast finish. The running gear is probably Yamaha TD2The vendor has rebuilt the bike in Bultaco style and appreciates that the purist would probably expect to see it in white and red, more like a Yamaha TD. When the vendor first acquired the machine it had a Yamaha TD fairing which did not fit the frame (the TSS fairing is narrower as the original Bultaco engine had a single cyclinder). His research into period photographs of Rod Gould's Yamtaco suggests it looked more like a Bultaco, although not in the silver and red livery. Offered with restoration bills and a extensive documentation of yamtaco history. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1974 Harris-Kawasaki 748cc H2R Replica Formula 750 Racing MotorcycleEngine no. H2E 90826•Expertly created between 2004 and 2007 by Nigel Everett•Harris frame kit•Believed to be an ex-works engine•Last run in 2018When it arrived in the early 1970s, Formula 750 was the world's most exciting motorcycle race series. Honda and BSA-Triumph soon quit the scene, leaving the contest to be dominated by the powerful multi-cylinder two-strokes fielded by Kawasaki, Suzuki, and Yamaha. Formula 750 rules required that engines be taken from production models, so Kawasaki's was based on that of their three-cylinder H2 roadster, which was housed in a frame essentially the same as the H1R Grand Prix bike's.The jewel in the Formula 750 crown was the AMA's Daytona 200, though the Bob Hansen-managed Kawasaki works team's first major success came with wins at the Talladega 200 (Yvon Du Hamel) and Ontario 200 (Paul Smart), both in 1972. Sadly for Kawasaki, neither the H2R nor its water-cooled successor - the KR750 - would achieve that much sought-after Daytona win, and overall victory in the Formula 750 World Championship would prove equally elusive. Elsewhere, in 1975 Kawasaki works rider Mick Grant won the British Superbike Championship and set a new outright lap record at the Isle of Man TT aboard a KR750, and in 1977 added the Classic TT to his, and Kawasaki's, tally. This H2R Replica is constructed around a Harris frame kit and incorporates all the kit items on the accompanying list except the AP Racing brakes. We are advised that its build started circa 2004 and was completed circa 2007 and is one of only 2 constructed using replicated factory parts that were directly copied from a works machine. Soon after completion the machine was advertised for sale as never ridden but started at Lydden Hill in October 2007, 'bringing the pits to a standstill'! Acquired by the current vendor in 2008, the machine has formed part of his private collection since then and is described as in excellent condition. According to information supplied to the vendor, the engine is likely ex-Team Hansen, and indirectly may have come from Hansen's former manager, Randy Hall. Close examination of the engine reveals several differences from the stock roadster unit. Expertly created by Nigel Everett, the Kawasaki has been run twice since acquisition, most recently in 2018. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1985 Harris-Kawasaki 1,179cc Racing MotorcycleFrame no. 014532•Formerly part of a private collection in Italy•Present ownership since 2012•Last ridden in 2018 (will be started prior to sale)One of the most famous names in frame building, the Harris brothers - Steve and Lester - have been in business as Harris Performance Products since 1972. Engineers as well as motorcycle racers, they built their first frame – a tubular steel design with mono-shock rear suspension – to house a Suzuki Super Six engine. The Harris mono-shock rear end proved immensely successful and was used for a variety of frames housing (mainly) pukka two-stroke racing engines. Their first venture into the world of production-based, large-capacity four-stroke came in 1980 when they built a Kawasaki Z1-engine machine for Formula 1 racing. This design gave rise to the celebrated Magnum frame, which would be adapted to take engines from all the major Japanese manufacturers and prove an immense commercial success for Harris over the next decade. We are advised that this collectible future classic is fitted with 75.4mm-bore Wiseco pistons, which combined with the stock 66mm stroke (of the 998.6cc '1000' engine) would give a capacity of 1,179cc. Other noteworthy features include titanium valves; a twin-plug cylinder head; Mikuni 33mm racing carburettors; Yoshimura exhaust; Suzuki RG500 Kayaba forks; self-generating Kokusan ignition with pit lane speed limiter; fully floating front brake discs; Brembo quick-release endurance racing brake callipers; and Dymag alloy wheels. The current vendor purchased the machine at Bonhams' Stafford sale in October 2012 (Lot 381) when it was offered for sale from a private collection in Italy. Since then it has been ridden at the VMCC's Festival of 1000 Bikes in 2013 and 2018, the latter occasion being the last time it was run. It will, however, have been started prior to sale. The machine comes with a (copy) article from an Italian motorcycle magazine. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Jawa 350cc Type 673 ReplicaFrame no. KT1.0105059Engine no. none•Accurate copy of this legendary Czech two-stroke racer•Engine professionally rebuilt•Requires further restorationIf ever there was a Grand Prix racing motorcycle famous for all the wrong reasons, it is the notorious Jawa V4, which claimed the life of former World Champion Bill Ivy at the Sachsenring in 1969. Ivy crashed in practice when the temperamental Czech two-stroke seized at high speed, the bike and its rider sliding into an unprotected concrete wall. The Type 673 350cc V4 was just one of a host of different designs drawn up by Jawa during the mid-to-late 1960s as its old four-stroke racers were pensioned off and a range of alternative two-strokes was developed. Designed by Zdenek Tichy, the Type 673 was effectively two twin-cylinder engines of 48x47.6mm bore/stroke mounted one above the other on a common crankcase at a narrow included angle, the two crankshafts driving a large primary gear and thence the seven-speed gearbox. Water-cooling was employed, with circulation by the 'thermosyphon' principal, there being no pump. MZ had shown that disc valves offered an effective route to increased power and this form of induction was adopted by Jawa, while ignition was controlled by four separate sets of contact breakers. The compact V4 engine was carried beneath a tubular steel frame, the lower pair of cylinders being horizontal. As if portending what was to come, the 350cc V4 made an inauspicious race debut in 1967 at the Dutch TT where, ridden by Gustav Havel, it repeatedly seized in practice and retired from the race for the same reason. The rest of the '67 season and most of 1968 were taken up with further experimentation to achieve a measure of reliability, one of the first developments being the fitting of a pump in the cooling system. These efforts began to pay off in the second half of 1968; works rider Franta Stastny achieving a number of top-six finishes in Grands Prix, the highlight being a 3rd place behind Giacomo Agostini's all-conquering MV Agusta at Brno. Following Yamaha's withdrawal from Grand Prix racing at the end of 1968, Jawa recruited Bill Ivy, 125cc World Champion for the Japanese factory in 1967, to head its rider line-up. After an inauspicious debut at a non-Championship meeting at Cesanatico, where the bike seized, Bill bounced back at the Hockenheim round of the World Championship, harrying Agostini's MV on his way to a fine 2nd place, with Stastny on another of the Jawas 3rd. By this time the V4 was running electronic ignition; maximum power had been raised to 70bhp, putting it on a par with the three-cylinder MV. At the next round contested, the Dutch TT at Assen, Bill had passed Agostini before the Jawa slowed, eventually finishing in 2nd place. Thus it was with a keen sense of anticipation that the Czech team arrived at the Sachsenring, only for their hopes to be cruelly dashed. Jawa's hopes of Grand Prix glory effectively ended with Bill Ivy's passing. Yet despite its fearsome reputation there was no shortage of riders willing to race the V4, which was the only credible rival to MV Agusta in the 350 class. The likes of Jack Findlay, Ginger Molloy and Silvio Grassetti all raced the Czech two-strokes with some success, Grassetti's 2nd place at the Italian Grand Prix in 1969 being the best result achieved. When the FIM banned multi-cylinder engines from the 350 class at the end of the '69 season, the Jawa V4's career was effectively over. According to information kindly supplied by Arnost Nezmeskal of the National Technical Museum in Prague, only three complete Type 673 racers were completed by the factory in period, plus two spare engines. All three bikes survive and are known. There was no factory bike sold into private hands except the sole example now in a private collection in Germany, currently on display at the Top Mountain Motorcycle Museum, Hochgurgl, Austria. It seems probable that the machine we offer is one of the early replicas made by Mr Fiala in south Bohemia. In the late 1970s or early 1980 his Tabor-based MAS company concluded an agreement with Jawa permitting them to make a copy of a Jawa Type 673 engine. That engine was mounted in their own frame, and they used castings of original Jawa hubs. Mr Fiala raced his MAS 350 in the early 1980s in Czechoslovakia. Fiala's Jawa replica was later sold to France and further improved to make it look more like the original. In 1991 it was sold by noted collector Michelangelo Pochettino, a Jawa-CZ importer in Italy, before being purchased by a UK collector in 2014. Fiala later made more such copies, although precisely how many is not known. The machine offered here has benefited from the expert attention of Jawa specialist Roger Henderson, who found that the engine was seized solid, the cause being a severely corroded water pump, which had locked the engine. Further inspection revealed a cracked clutch pressure plate, severe internal corrosion to the water passages, corrosion in the gearbox section of the crankcase (which had caused a hole), and various wrecked bearings. Judging by the corrosion in the water passages, which were full of plain water with no inhibitors, the bike had been standing for decades. It took a considerable time to dismantle the engine completely as so much damage was present. A regular report and update was made to the then owner, who asked Roger Henderson to rectify matters. Obviously, parts for the Type 673 are rare if not non-existent. A new water pump casting was made and machined to specification (original with the bike) and various new studs and fasteners made as the originals were of several non-standard sizes. The cylinders and pistons were scored so new liners were made and fitted. KTM con-rods and pistons were used. The engine was reassembled with much help and advice from BDK Engineering, which is about the only concern with knowledge of these machines.At this point matters came to a halt when Administrators were appointed to run the owner's company. Subsequently the engine was reinstalled in the frame, and the carburettors and exhausts refitted together with the tank, seat and fairing. Nothing has been done to the rolling chassis, suspension, brakes etc, so all this will need attention, as will the carburettor settings and cooling system plumbing (the original brief was to leave the cosmetics strictly alone.) Sold strictly as viewed, this well-made Jawa Type 673 replica will surely be welcome at any gathering of historic racing motorcycles.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1956 Jawa 500cc Grand Prix Racing MotorcycleFrame no. P-500-36Engine no. P-500-36•One of four built in 1956•Sold by the factory in 1958•Kept in various private collections•Partial restoration of the transmission and running gearCzechoslovakia's National Arms Factory diversified into motorcycle manufacture in 1929, coining the name 'Jawa' for its two-wheeled products. Jawa's operations were combined with those of erstwhile rivals CZ in 1949, and throughout the 1950s and 1960s the marque's main claim to fame was an outstanding run of success in the ISDT, speedway racing and international moto-cross. In road racing, the two companies were not so successful, despite a spirit of innovation that saw them produce a diverse range of designs in the post-WW2 era.Jawa commenced its post-war campaign with double-overhead-cam parallel twins in 250, 350 and 500cc capacities. Racing at first only behind the 'Iron Curtain', Jawa began to venture into western Europe in the 1950s, one of its most successful early forays being Jan Kostir's visit to Zandvoort in 1954 when he won the 500cc event, beating some of the top privateers from Britain and Holland. Progressively developed, the Jawa twins provided star rider Franta Stastny with numerous international wins and places in the 1960s.As ridden by Kostir, Jawa's Grand Prix 500 produced a claimed maximum of 45bhp, good enough for a top speed just short of 130mph. The air-cooled twin-cylinder engine's aluminium alloy cylinders and 'heads sat above magnesium-alloy crankcases, while drive to the twin overhead camshafts was by means of shaft and bevel gears. There was an in-unit gearbox boasting four speeds and the entire ensemble was housed in a duplex loop frame made of square-section tubing. The example we offer is one of the very last of its kind built, being one of four DOHC 500s completed in 1956. This particular machine was sold from the factory in 1958. At time of going to press no information regarding its race history had come to light. However, it has benefited from the expert attention of Jawa specialist, Roger Henderson, albeit some time ago. The work was confined to wheels, brakes, front suspension and primary transmission. The brake plates (magnesium) were stripped and the shoe retaining posts (badly worn) replicated and replaced. Cracks in the plates were repaired and the shoes relined. The front forks were stripped, checked and re-greased, and new Avon Grand Prix racing tyres fitted. No major problems were found. The carburettors have been stripped, ultrasonically cleaned, reassembled and refitted. The geared primary transmission has been stripped and all bearings replaced. The clutch has new bearings and new friction plates. No work has been done on the engine.An example of a rare works Grand Prix racing motorcycle, manufactured in strictly limited numbers and only very infrequently offered for sale, this Jawa 500 represents an opportunity to gain entry into some of the most prestigious of historic motorcycle sport events worldwide. Key not requiredKey not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of Ron Chandler; 1973 Rouen 200-mile winning 1973 Triumph 750cc Trident 'Rob North' Formula 750 Racing MotorcycleFrame no. noneEngine no. A75R KG00356•The first privateer (non-works team) frame supplied•Original factory BSA engine •Also campaigned successfully by Alistair Frame for the Bee Bee brothers•Rebuilt by Arthur Jakeman in 2003•Paraded by Ron in the UK and on the Continent•Good history fileThe historic Triumph racing motorcycle offered here was originally commissioned by Ron Chandler and used by him to win the Formula 750 200-mile race at Rouen in 1973.The Triumph and BSA 750 Triples had been launched in the UK in 1969, just in time to be up-staged by Honda's four-cylinder CB750. Faced with ever-increasing foreign competition the Triple failed to fulfil its makers' expectations in the showroom, but success on the racetrack did more than enough to ensure a place in motorcycling history. BSA-Triumph's Chief Engineer Doug Hele spearheaded engine development throughout 1969, while frame builder Rob North devised a chassis that would stand the test of time like few others. The team narrowly missed victory at the 1970 Daytona 200, its first major event, Gene Romero finishing 2nd on a Triumph. A revised 'lowboy' frame, twin front disc brakes and the racing Triple's characteristic 'letterbox' fairing were all new for 1971, a year which would see the Triple established as one of the most formidable racing motorcycles ever. Dick Mann's BSA won at Daytona, and John Cooper - also BSA-mounted - at Mallory Park's Race of the Year, vanquishing the hitherto unbeatable combination of Giacomo Agostini and his four-cylinder MV. Percy Tait and Ray Pickrell had won the 24-hour Bol d'Or endurance race the preceding week on another Triple, and Cooper wrapped up a memorable international season for BSA-Triumph with victory in the 250-mile race at Ontario Motor Speedway in October. The company's financial difficulties meant that there was no works effort in 1972, but privateers kept the Triple winning for many years, and the bike remains a potent force in classic racing today. Ron Chandler was an established star on the international road-racing scene when he bought the Rob North frame back in 1973. A Thames lighterman by trade, Ron had been using a pre-war AJS 250 and then a Matchless G9 to ride to work when the opportunity presented itself to purchase the ex-Lewis Carr Matchless G45 from dealer Geoff Monty. After a couple of years learning the ropes, Ron felt confident enough in his abilities to purchase a brand new Matchless G50. That was in 1960. Ron won his first two races on the G50 and caught the eye of sponsor Tom Kirby. Moving up a gear, he began competing in the Manx Grand Prix, Isle of Man TT, and World Championship events on the Continent. After a few relatively successful seasons, Ron transferred his allegiance to Tom's brother, Reg Kirby, and began working for Colin Seeley, building frames and bikes in Colin's Belvedere workshop. With Colin preparing his machines, Ron was able to progress to the next level. In 1967 he was crowned 'King of Brands' and completed his best-ever season by winning the British 500cc Championship. He rode the works Seeleys for a couple more years before the 7R's waning competitiveness forced a switch to the ubiquitous TZ Yamaha for the '350' class, while for 1971 he had a more competitive Kawasaki H1R to ride in 500cc events. With the advent of Formula 750, Ron decided he needed a bike for that class and approached frame builder Rob North. 'I was talking to Mick Boddice about moving up to the 750cc class, and said that I'd like to get hold of a Triumph or BSA Triple. Mick said that he had a factory BSA Rocket 3 engine that was unsuitable for his outfit. We did a deal, and at the end of the season I went up to Mick's garage in the Midlands and collected the engine. 'Chris Allen (my sponsor) and I went up to Rob North's workshop and bought a complete rolling chassis. We delivered the rolling chassis and motor to (Triumph Experimental Department engineer) Arthur Jakeman, who prepared the engine at his home.' Arthur Jakeman remembers that Rob North had made it very clear that this frame was the first commercial (i.e. non-works team) sale. With the blessing of Doug Hele (Triumph's Chief Development Engineer) Ron was able to buy all the factory racing components needed. Ron designed the tank and seat and had them made in alloy by Weldatank in Swanscombe (John Pearson, Lyta). By January '73 Arthur had finished the bike and Ron went up to Coventry to collect it. Although it had a BSA engine, the bike was badged as a Triumph. There is a (copy) document on file, signed by Arthur Jakemen and former BSA-Triumph team manager the late Les Williams, testifying to the machine's origins. Ron again: 'My first outing on the bike was at Mallory Park in March 1973. At the race I was talking to Percy Tait and he asked whether I was going to Rouen, the second meeting of the year. I managed to get a late entry and went down to Rouen with the former Triumph works team: Percy, Tony Jefferies and Les Williams. There was only enough room in their twin-wheel Transit van for the bike, me, and my leathers bag, so I couldn't take any tools or spares! 'Well, I won the first leg by eight seconds and finished 2nd in the second leg, Tony Jefferies beating me by half a wheel's length. On aggregate I won overall.' Reputedly, the £2,200 Rouen prize money was the same sum it had cost to build the bike! There are black-and-white photographs on file of Ron receiving the victor's trophy, laurel wreath and Champagne, one of which also shows a somewhat disgruntled looking Tony Jefferies being interviewed!Ron used the Triple for the rest of the 1973 season, riding in the Transatlantic Match Races (also in 1974) and taking it to continental 750cc races, getting some decent placings. 'In '74 we were racing against the 700cc Yamahas and Suzuki 750s and the BSA (sic) was no match for these machines so we decided to sell it and buy a Yamaha.' Ron retired from racing in 1975 but in 1983 was tempted back on track to take part in classic parades, which he would enjoy for the next 30 years. In the meantime, Ron's Rouen-winning Triumph had been acquired by the Bee Bee brothers, and while racing under their banner it had an engine displacement of 830cc. Bee Bee team rider Alistair Frame used this machine extensively, amassing an impressive 52 race wins in three years (1977-1979 inclusive) during which period he won three Championships at Aintree and for a while held the lap record at that circuit. He also held the Midland Club Championship for three years, riding at circuits like Cadwell Park, Mallory Park, Donington Park and Wellesbourne.Having retired in 1975, Ron did not ride again until Mike Hailwood's memorial meeting at Donington Park in 1983. Meanwhile, Chris Allen had bought the ex-Eddie Mannschreck lowboy-framed BSA Triple and Ron began riding it at various parades, commencing in 1998. Ron takes up the story again: 'I had often wondered what had happened to my old Rouen-winning machine, and felt that it would be nice to buy it back someday. The problem was, of course, that I had no idea where it was. 'I was riding Chris Allen's ex-Jim Rice BSA at Silverstone when I met Michel Laurette, a French journalist. I asked him whether he could get me a ride at Montlhéry in France, which he arranged. Michel was reading on the internet about Alistair Frame, one-time Bee Bee Triple rider, and some way through the piece it read '... this bike once belonged to Ron Chandler who rode it to victory in Rouen 1973'.'To cut a long story short, Ron successfully traced the collector who had bought the bike from the Bee Bee brothers: Ronnie Niven, who revealed that he had kept it in his bedroom for the last fiv... For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell; the ex-Barry Randle 1970 Seeley 497cc G50 Mk3 ProjectFrame no. MK3 CS32Engine no. CS/24•Known ownership history from new•Matching frame/engine numbers•Present ownership since 1992•Requires re-commissioning/restorationMany-times British sidecar champion Colin Seeley bought Associated Motor Cycles' racing department when the company went into receivership in 1966. The previous year he had constructed the first Seeley racing frame to house a Matchless G50 engine, and the AMC purchase enabled him to produce complete Seeley G50 and 7R machines. With their improved frames, the ageing four-stroke singles enjoyed renewed competitiveness, Dave Croxford winning the British 500 Championship on a Seeley G50 in 1968 and '69. The Seeley frame progressed from the duplex cradle Mk1 to the similar but lighter Mk2, before the down-tubes were abandoned with the Mk3, the headstock and swinging arm pivot of which were linked solely by tubes running diagonally above the engine. The Mk4 introduced towards the end of 1970 featured a revised tubing layout and continued in production until 1973. Production of Seeley frames was later licensed to Roger Titchmarsh and there have been countless unauthorised copies made over the years. A letter on file from former Classic Racer editor Malcolm Wheeler states that this Seeley G50 was built for Barry Randle, who sold it to club-racer Martin Bland from Sleaford. (Colin Seeley's letter confirming the machine's sale to Barry Randle is on file.) Martin Bland sold the Seeley to John Borsberry, who, like Malcolm Wheeler, was sponsored by Freddie Frith at that time. When John Borsberry retired, Malcolm Wheeler acquired the Seeley in 1974 in a deal with Freddie Frith. Malcolm raced the Seeley on short circuits and at the Manx Grand Prix before selling it in 1982 to Vin Duckett. Warrick Blackwell bought the Seeley from Vin Duckett in 1992. In his letter to Warrick Blackwell, Vin Ducket states that he overhauled everything and that the machine had never let him down, its career highlights including 4th at the 1989 Classic TT; 10th at the 1990 Southern 100; 8th at the 1991 Classic TT; and 3rd at the 1991 Southern 100. Warrick continued to ride and display the Seeley at various classic motorcycling events and venues. The machine appears mostly complete apart from the missing fuel tank however prospective bidders must satisfy themselves as to its completeness before biding. Having been standing unused for a considerable length of time, the motorcycle will require re-commissioning and/or restoration to a greater or lesser extent and thus is sold strictly as viewed. The Seeley is offered with a CRMC Machine Registration Certificate (1992); sundry bills; various photographs; a number of motorcycling magazines and event programmes; and a large quantity of fascinating marque-related correspondence and literature (inspection highly recommended). A small collection of spares is also included in the sale. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell c.1974 MZ RE250 Grand Prix Racing Motorcycle ProjectFrame no. 3161Engine no. St 111•Former MZ factory machine•Part of the Blackwell Collection for at least 30 years•Not ridden for some time•Offered for restorationAlthough the Zschopau marque established its reputation with the general public as purveyor of reliable, if somewhat unexciting, commuter machines, the East German concern was in the forefront of high-performance two-stroke development in the post-war years. Under the direction of engineer Walter Kaaden, MZ achieved some notable triumphs against the might of Japanese opposition in the 1960s, and although its Grand Prix effort eventually faded, the firm produced many highly successful ISDT machines in the 1960s and 1970s. What would become Motorradwerk Zschopau (Zschopau Motorcycle Works) was founded in the old DKW factory in Saxony after WW2, although its first machines were marketed under the IFA brand name. That first machine was based on the pre-war DKW 125, and derivatives were soon being raced in the East German Championship. The pace of development quickened following Kaaden's arrival in 1952, for it was he who redesigned the engine to accept a rotary disc inlet valve and resonant exhaust system. The machine offered here represents MZ's 250cc Grand Prix racer in its ultimate form. Introduced in 1955, the first 250 racer - effectively a doubled-up 125 - was air-cooled and fitted with a four-speed transmission. Maximum power was 25bhp at 8,000rpm. Water-cooling was adopted in 1962 on the RE250, boosting power to 48bhp at 11,000 revs. By 1970 a six-speed gearbox was standard, and with 50-53 horsepower on tap the RE250 was good for a top speed of 140mph. When the factory's racing effort folded in 1977, all the existing bikes and parts were sold off to privateers, who continued to race them for years afterwards. This ex-works example has formed part of the Warrick Blackwell Collection since at least 1992 and has been displayed at both the International Classic Bike Show and Midland Classic Bike Show. Sadly, nothing is known of its in-period racing history. Accompanying history includes photocopied marque-related literature; a selection of photographs; and an invoice/letter from John Mossey dating from November 1992 in which he states that 'the bike starts good and runs up a treat and sounds sharp and clean on both cylinders'. MZ authority Manfred Woll has advised us that the front fork is from a 1977-onwards production roadster, while the rear suspension struts have been modified to a later specification. The covers for the expansion chambers are incorrect also. Otherwise the machine is believed to be correct. Not ridden for some years, this motorcycle will require restoration before returning to the racetrack. Partially dismantled, the machine is sold strictly as viewed and prospective bidders must satisfy themselves as to its completeness, provenance, authenticity and engine capacity prior to bidding. A fairing, screen, two tyres, clutch parts, assorted sprockets, cylinder block and sleeves are included in the sale. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell c.1972 MZ 250cc Grand Prix Racing Motorcycle ProjectFrame no. 001/72 (see text)Engine no. 1/71 and 7010136•Part of the Blackwell Collection for at least 30 years•Semi-dismantled and incomplete•Offered for restorationAlthough the Zschopau marque established its reputation with the general public as purveyor of reliable, if somewhat unexciting, commuter machines, the East German concern was in the forefront of high-performance two-stroke development in the post-war years. Under the direction of engineer Walter Kaaden, MZ achieved some notable triumphs against the might of Japanese opposition in the 1960s, and although its Grand Prix effort eventually faded, the firm produced many highly successful ISDT machines in the 1960s and 1970s. What would become Motorradwerk Zschopau (Zschopau Motorcycle Works) was founded in the old DKW factory in Saxony after WW2, although its first machines were marketed under the IFA brand name. That first machine was based on the pre-war DKW 125, and derivatives were soon being raced in the East German Championship. The pace of development quickened following Kaaden's arrival in 1952, for it was he who redesigned the engine to accept a rotary disc inlet valve and resonant exhaust system. The machine offered here represents MZ's 250cc Grand Prix racer in its ultimate form. Introduced in 1955, the first 250 racer - effectively a doubled-up 125 - was air-cooled and fitted with a four-speed transmission. Maximum power was 25bhp at 8,000rpm. Water-cooling was adopted in 1962 on the RE250, boosting power to 48bhp at 11,000 revs. By 1970 a six-speed gearbox was standard, and with 50-53 horsepower on tap the RE250 was good for a top speed of 140mph. When the factory's racing effort folded in 1977, all the existing bikes and parts were sold off to privateers, who continued to race them for years afterwards. This ex-works example comes with a file of history containing press cuttings, correspondence photographs, etc. MZ authority Manfred Woll has advised us that although the frame is of the type built from 1972 onwards, the frame number is not an original MZ stamping. Furthermore, the fuel tank is 1974-onwards while the gearbox dates from 1971. The radiator is modified and the expansion-chambers are of a later type. The fairing and seat may be replicas. Semi-dismantled and incomplete, the machine is sold strictly as viewed and prospective bidders must satisfy themselves as to its provenance, completeness, authenticity and engine capacity prior to bidding. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell c.1975 AMF Harley-Davidson 250cc Grand Prix Racing MotorcycleFrame no. 250/2C/2T/10153Engine no. 250/2C/2T/10153•Rare Grand Prix racing motorcycle•Offered for re-commissioning/restoration•Large quantity of sparesWith the competitiveness of its over-the-counter single-cylinder four-stroke racers rapidly diminishing as the 1960s progressed, Aermacchi (by now part of AMF-owned Harley-Davidson) had no option but to develop a new generation of two-stroke machines. They started out with a simple piston-ported 125cc single in 1967, which was doubled up to form a 250cc twin in 1969 and later a similar 350. Delays meant that the new 250 did not see its first race until March 1971, when Renzo Pasolini finished a promising 7th place at Modena despite crashing. Weighing the same as the 250cc pushrod single but with an extra 11bhp on tap, the two-stroke represented a huge leap forward; indeed in 1972 it garnered three Grand Prix wins for Aermacchi and Pasolini, who lost the 250cc World Championship by a single point to Yamaha's Jarno Saarinen. Pasolini's tragic death in 1973 put the brakes on Aermacchi's racing effort that year, and when the new two-strokes returned to the track in 1974 they were badged as AMF Harley-Davidson, Aermacchi having severed its links with the motorcycle business. A water-cooled version of the 350 had appeared in 1973, and this innovation was applied to the 250 in time for the 1974 season. Riders that year were Frenchman Michel Rougerie and Spaniard Walter Villa. By the season's end, Villa had secured four Grand Prix victories to bring the Varese factory its first World Championship, a feat he repeated in '75 and '76, adding the 350 crown in the latter year for good measure. By this time, the 250 was producing 58bhp and the 350 70 horsepower. This marked the high point of the strokers' development, as the cash-strapped factory could no longer afford the expense of running a Grand Prix team. Villa was forced to contest the 1977 season as a privateer, finishing 3rd in the 250cc World Championship behind team-mate Franco Uncini in 2nd place. This rare example of AMF Harley-Davidson's Grand Prix 250 is sold strictly as viewed, its condition, completeness and history being unknown. The machine comes with a sizeable selection of spares (some NOS) including cylinder heads and barrels, sprockets, carburettors, water pump and sundry other parts. Please note, a selection of mostly AMF spares (Lot 255) are offered separately within the auction. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell A believed c.1973 Jawa 350cc Racing Motorcycle (see text) Frame no. none visibleEngine no. none visibleHistories of 1960s Grand Prix racing usually concentrate on the inexorable rise of the Japanese manufacturers and their titanic struggles against Western European rivals and each other, while the important supporting role played by Eastern Block factories, most notably MZ in East Germany and CZ/Jawa in Czechoslovakia, tends to be overlooked. Despite the handicap of annual development budgets that would not have kept Honda in spark plugs for a week, and political restrictions that severely limited forays abroad, these 'Iron Curtain' makes achieved some notable successes against the much better funded opposition from Japan and the West. Forsaking the overhead-cam four stroke twins it had been campaigning for many years, Jawa turned to two strokes in the mid-1960s, most notably the fearsome 350cc V4. For the privateer there were 250cc and 350cc twins based loosely on Yamaha designs using the same bore/stroke dimensions (250: 54x54mm; 350: 64x54mm). They were also raced, mainly in Czechoslovakia, by works riders Bohumil Stasa and Frantisek Snra. This interesting racing motorcycle is believed to be of Jawa manufacture and its blue plates suggest it is of 350cc capacity however, similar machines were also built to 250cc specification. Offered without documents and in the absence of any frame/engine numbers, prospective bidders must satisfy themselves as to the machine's manufacture, capacity, condition, completeness and history prior to bidding. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com