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

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

From the estate of the late David Atkinson 1928 Scott 596cc Flying SquirrelRegistration no. BF 8569Frame no. 1593MEngine no. FZ759A (both crankcases)Formerly part of the renowned Geeson Brothers' Collection, this 1928 Flying Squirrel features the cylinder wall oiling mechanism, discontinued in 1928, and is known as the 'short stroke' model, built on the longer wheelbase frame. The Geesons acquired the Scott from Essex in 1965 and restored in it the museum workshops. It was sold when Bonhams auctioned the Geeson Collection at Peterborough in March 2003 (Lot 210), the buyer being a Mr Peter Saunders of Bordeaux, France.Correctly liveried and presented as closely as possible to original specification, the machine comes with a letter dated 1980 from the Scott Owners' Club's John Underhill stating that it is a 1928 Flying Squirrel. Issued in 1952, the buff continuation logbook on file lists three owners: Peter Lohmeyer, John Agate and Len Geeson (the logbook has erroneously been annotated 'TT Replica'). Also on file is an invoice for a service by Newton & Smyl of Belmont, Surrey in 2011. Formerly registered 'MT 436', the Scott was purchased by the late owner in December 2017, since when it has been stored. Re-commissioning will be required before further use. Sold strictly as viewed, the machine comes with a file of documents including a V5C Registration Certificate and expired MoT (2011). Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

From the estate of the late David Atkinson 1935 Scott 596cc Flying SquirrelRegistration no. YXG 726Frame no. 4087Engine no. DPY 4607 (see text)This Scott Flying Squirrel was acquired by the immediately preceding owner circa 1995. Fairly early in that ownership a spare engine ('DPY 4607') was purchased and fitted after the installed engine ('FZ 3594A') began to misbehave during one of the numerous Irish rallies attended by the owner, a Scott Owners Club member. The spare engine remains in the frame to this day. This engine uses drip-feed lubrication. The gear ratios were changed by the preceding owner from wide to medium, and the clutch withdrawal mechanism fitted with a needle roller thrust bearing. The rear stand has been modified to a 'low lift' for ease of use. Over the years with its preceding owner the Scott successfully completed numerous rallies including the aforementioned Irish events, South Lakes Mountain Rally and Levis Cup Trial. The late owner purchased the Scott at Bonhams' Stafford sale in April 2012 (Lot 311). At that time we were advised that it had covered fewer than 100 miles since April 2010 and that it started and ran and did not require re-commissioning. In 2012 we also stated that the accompanying old-style continuation logbook (issued 1947) recorded the engine fitted at that time as '4088' of 498cc. Unfortunately this logbook is no longer with the machine. Since acquisition the registration has been changed and the machine kept in storage. Re-commissioning will be required before it returns to the road. Offered with 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

From the estate of the late David Atkinson 1936 Excelsior 350cc Manxman Racing MotorcycleRegistration no. KXS 749Frame no. MRF160Engine no. CXR263Although it had proved fast enough to win the 1933 Lightweight TT in Syd Gleave's hands, Excelsior's complex 'Mechanical Marvel' proved something of a disappointment thereafter, and at the end of the 1934 season the Tyseley firm opted for something simpler: the Manxman. A single-overhead-camshaft, two-valve design, the Manxman was built in 250, 350 and 500cc capacities. Road and race versions were offered, though the 500 was only ever marketed as a sports roadster. Although it never won a TT, the Manxman enjoyed considerable success in international racing and the Manx Grand Prix, Denis Parkinson winning the Lightweight race three times on the trot between 1936 and 1938. Notable Manxman developments included the switch to a shorter-stroke 250 engine in 1937 and the adoption (also applied to the 350) of an aluminium-alloy cylinder head with right-hand exhaust port. Apparently an older restoration, this Manxman racer was acquired by well-known Brighton Speed Trials competitor, the late Basil Keys, circa October 1990. (We are advised that, in terms of production, the frame and engine are close enough to have left the factory together.) The late owner purchased the Manxman when the Keys Collection was auctioned at Bonhams' Stafford sale in October 2018 (Lot 402). Since then the registration has been changed and the machine kept in storage. Re-commissioning will be required before further use. Offered with 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

From the estate of the late David Atkinson 1952 Vincent 498cc Series-C CometRegistration no. NGK 489Frame no. RC/1/11157 Rear frame no. RC/1/11157Engine no. F5AB/2A/9257 (see text) Crankcase mating no. 50P/50P (see text)On file is an undated sales receipt for £2,275 when this Vincent was sold to Mr R Bolton of 27 Gordon Road, Chelmsford, Essex. A hand-written history on file states that Roger Bolton, a member of the Vincent Owners' Club, purchased this Comet in 1988. He used the machine every year up to 2008, attending events such as the Festival of 1000 Bikes, Coupes Moto Légende, Isle of Man TT, European Classic Show at Chatham, Battlesbridge Classic Motorcycle Show, and many more. The Comet was said to have been maintained regardless of cost and kept standard, with very few modifications. The aforementioned document also states 'loaned to museum by Mrs G Bolton, displayed in memory of Roger'. The late owner purchased the Comet in June 2017, the previous recorded keeper (from 2013) on the V5C being a Mrs Lynette Calame, also of 27 Gordon Road, so presumably Roger Bolton's daughter. The accompanying history file also contains a quantity of expired MoTs dating from the late 1980s/early1990s through to the 2000s showing regular use (1988 at 7,899 miles; 2008 at 15,297 miles; current reading 16,004 miles). It should be noted that crankcase mating number '50P' is not correct for the engine 'F5AB/2A/9257'. The engine number has been altered to match the frame, and the original engine 'F5AB/2A/9257' with the correct crankcase mating numbers, as per the factory records, exists elsewhere. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

From the estate of the late David Atkinson 1961 BSA 499cc DBD34 Gold StarRegistration no. BCD 712BFrame no. CB32.9359Engine no. DBD.43.GS.5498While its trials and scrambles derivatives demonstrated the design's versatility by chalking up an equally impressive record in off-road competition, for the majority of enthusiasts the 499cc DBD34 in Clubman's trim is the epitome of the 'Goldie'. The DBD, the ultimate road going 500 Gold Star, appeared in 1956 when the famous RRT2 close-ratio gearbox and 190mm front brake became standard equipment. From then on BSA's perennially popular sporting single changed little until its much-lamented demise in 1963. Today, the Gold Star remains one of the most highly sought after of post-war British motorcycles and is supported by a most enthusiastic owners' club.This Gold Star has a correct engine number and a believed-correct frame number, though these two major components did not start life together, while the gearbox number has been re-stamped. The tank has been repainted - possibly replaced - but otherwise the machine has an air or originality about it. Its late owner purchased the Goldie in 2010, since when it has been stored. Re-commissioning will be required before the machine returns to the road. The machine comes with an old-style V5 document, and the registration 'BCD 712B' is recorded in the HPI database. Nevertheless, prospective purchasers must satisfy themselves with regard to the VRN's validity prior to bidding. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

From the estate of the late David Atkinson 1960 BSA 499cc Gold StarRegistration no. 681 YUYFrame no. CB32.9768 (see text)Engine no. DBD.34.GS.5300On Wednesday 30th June 1937, a specially prepared Empire Star 500 ridden by the great Wal Handley achieved a 100mph lap of the Brooklands circuit on its way to a debut race victory and award of the 'Gold Star' that would give BSA's new super sports model its evocative name. While its trials and scrambles derivatives demonstrated the design's versatility by chalking up an equally impressive record in off-road competition, for the majority of enthusiasts the 500cc DBD34 in Clubman's trim is the epitome of the 'Goldie'. The DBD, the ultimate road going 500 Gold Star, appeared in 1956 when the famous RRT2 close-ratio gearbox and 190mm front brake became standard equipment. From then on BSA's perennially popular sporting single changed little until its much-lamented demise in 1963. Today, the Gold Star remains one of the most highly sought after of post-war British motorcycles and is supported by a most enthusiastic owners' club.This Gold Star's frame number has been re-stamped but the engine number is correct (the gearbox has been re-stamped). It is believed the late owner purchased the machine in 2013. Stored since acquisition, it will require re-commissioning before further use. It should be noted that the tank is loose and the fuel lines disconnected. Offered with a (part) V5C. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

From the estate of the late David Atkinson c.1961 BSA 499cc Gold StarRegistration no. 601 XUDFrame no. CB32.11540 (see text)Engine no. DBD.34.5804 (see text)The DBD, the ultimate road going 500 Gold Star, appeared in 1956 when the famous RRT2 close-ratio gearbox and 190mm front brake became standard equipment. From then on BSA's perennially popular sporting single changed little until its much-lamented demise in 1963. Today, the Gold Star remains one of the most highly sought after of post-war British motorcycles and is supported by a most enthusiastic owners' club.The frame of this Gold Star has been re-stamped. Dating from 1961, the engine is correct but was previously in a BSA with frame number 'CB31 10757'. The V5C records the engine number for '601 XUD' as 'DBD34GS7068'. Other noteworthy features include the RRT2 gearbox, 190mm front brake and alloy wheel rims.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

From the estate of the late David Atkinson c.1960 BSA 499cc Gold Star ReplicaRegistration no. 269 UYXFrame no. CB32.9882 (see text)Engine no. DBD34.GS.4619 (see text)Both the frame and engine numbers of this Clubman-style 'Gold Star' appear to have been re-stamped and thus it is not possible to determine the origin or date of manufacture of these components. The late owner purchased the BSA at Bonhams' Stafford sale in April 2017 (Lot 146). Since then the registration has been changed and the machine kept it storage. Re-commissioning will be required before it returns to the road. Accompanying documentation consists of photocopies of old-style V5 documents, an expired MoT (1999) and a V5C Registration Certificate. Prospective purchasers must satisfy themselves with regard to the origin of this machine's components, its construction and subsequent model designation prior to bidding. 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

From the estate of the late David Atkinson c.1951 BSA 349cc Gold StarRegistration no. 227 XVGFrame no. CB32 3154 (see text)Engine no. ZB32GS3114This machine was purchased by the immediately preceding owner in 1998 from the family of previous owner Gordon Sweetmore of Heywood, Lancashire. Its owner since the 1980s, Gordon had used the bike extensively, including VMCC runs and events. Following acquisition, the aforementioned new owner appears to have used the machine initially before retiring it to garage storage. Comprising a (re-stamped) frame and an engine from 1951, the bike is fitted with a standard gearbox, touring bars and ordinary footrests. The late owner purchased the BSA at Bonhams' Stafford sale in April 2019 (Lot 576). Since then the registration has been changed and the machine kept it storage. Re-commissioning will be required before it returns to the road. The machine comes with a V5C and 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

1988 Suzuki GSX-R750J 'Slingshot'Registration no. F960 XWOFrame no. GR77A-102925Engine no. R707-103841•Believed only three owners from new•Present ownership since June 2021•Last run in October 2021•Last serviced in July 2020Suzuki rewrote the 750-class rulebook when it launched the GSX-R750 on an unsuspecting world back in 1985. The 'Gixxer's development had been heavily influenced by lessons learned from the works TT F1 and Endurance racers of the late 1970s and early 1980s; lighter than a 600 and as powerful as a 1000, it made all other super-sports 750s seem flabby and slow. Yet within a few years Suzuki felt obliged to undertake an extensive redesign, a move prompted by the arrival of the Honda VFR750R, better know as the RC30. Like its predecessor, this second generation GSX-R benefited from experience gained in racing, featuring a much stiffer frame and swinging arm, larger-diameter forks, larger front brakes, 4-pot brake callipers, 17' wheel-spoke wheels, and a more aerodynamically efficient fairing. The engine had a shorter stoke (for increased revs), bigger valves (same size as the GSX-R1100's), larger oil radiator, 4-into-2 exhaust system, and 36mm flat-slide 'Slingshot' carburettors that gave the model its nickname. When the time came for the next revamp, the 1990 'L' model reverted to the longer-stroke motor and 4-into-1 exhaust, its specification in many respects being similar to that of the ultra-expensive 'RR' limited edition race replica of the year before. One of the modern era's few instant classics and until recently the sole surviving Japanese 750cc sports bike, the GSX-R750 was a huge commercial success for Suzuki and enjoys cult status today. Now more than 30 years old, many early GSX-Rs have suffered at the hands of successive owners, a state of affairs that has resulted in highly original examples becoming increasingly sought after by collectors. Supplied new by Two Wheel Services, Bridgend and believed to have had only two previous owners, this GSX-R750 was purchased by the vendor in June 2021 and last ran in October of that year. Still on its original exhaust system (many are now on 4-into-1 pipes) the Suzuki comes complete with its original numberplate and original pillion seat, the latter still in its box from 1988. Currently displaying a total of 17,192 miles on the odometer, the machine comes with numerous bills for parts; a quantity of expired MoTs and tax discs; all its original books (including the service booklet); V5/V5C documents; and a service invoice dated 30th July 2020. 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

1994 Suzuki GSX-R1100WRegistration no. L240 EHBFrame no. GU75B-100081Engine no. U708-100097Suzuki re-wrote the 750-class rulebook when it launched the GSX-R750 on an unsuspecting world back in 1985. Lighter than a 600 and as powerful as a 1,000, it made all other super-sports 750s seem flabby and slow. When the 1,100cc version arrived for 1986, it similarly eclipsed every other big-bore sports bike. 'The acceleration is awesome – like being charged in the back by a rugby scrum,' enthused Bike magazine's tester, attempting to sum up the experience of riding a bike weighing a svelte 450lbs that produced 127bhp and could top 150mph. A collectible future classic, for sure. Purchased by the vendor in May 2011, this clean and well presented example currently displays a total of 20,061 on the odometer and comes with a substantial quantity of expired MoTs, the most recent of which expired in 2008. Re-commissioning will be required before the machine returns to the road. Notable features include a Yoshimura 4-into-1 exhaust system and a Dynojet kit. Additional documentation consists of some expired tax discs and a V5C Registration Certificate listing two former keepers. The machine also comes with its original service manual, owner's manual and service booklet. 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

1995 Yamaha YZF750R GenesisRegistration no. M880 KPDFrame no. YM *4HD-015141*Engine no. *4HD-015141*Having added FZR600 and FZR1000 models to its 'race replica' portfolio in the late 1980s, Yamaha eventually got around to doing the same for the 750 class, launching the all-new YZF750R and YZF750SP in 1993. All at once Yamaha had the most power and least weight in the class (133bhp and 195kg) courtesy of an improved version of the OW01 production racer's five-valves-per-cylinder engine and the latest iteration of the Deltabox aluminium alloy beam frame. Indeed, the YZF750 occupied the same amount of space as the FZR600 while offering FZR1000 power. With a racier specification than the track-focussed OW01 – shorter wheelbase, sharper steering geometry, and six-piston brakes (a sports bike first) – the YZF750 was quite simply the class of the field. A 'homologation special' intended primarily for the World Superbike Championship, the SP version came with Keihin flat-slide carburettors, a close-ratio gearbox, digital ignition system, fully adjustable suspension, and a solo seat among other modifications. This UK-market YZF750R was purchased by the vendor in June 2019 and has not been run since then. Re-commissioning will be required before further use. Accompanying documentation consists of sundry bills, an expired MoT (2012) 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

2000 Honda 999cc SP-1Registration no. W474 UUJFrame no. JH2SC45A8YM002907Engine no. SC45E-2003279•Limited edition 'homologation special'•Good service history•Present ownership since 2019•Unused since acquisitionFaced with Ducati v-twin-mounted Carl Fogarty's domination of the World Superbike Championship, Honda responded with a v-twin of its own - the VTR1000 - which would form the basis of a new WSBK contender - the SP-1, also known as the RC51. Like the all-conquering Ducatis, the SP-1's engine was a 1,000cc 90-degree v-twin, but unlike the Ducati, which used a tubular steel trellis frame, the Honda employed the industry-standard aluminium beam type, complemented by suspension components of the very highest quality. In the capable hands of 'Texas Tornado', Colin Edwards, the SP-1 achieved its goal first time out, winning the World Superbike crown in 2000 to bring Honda its first Championship victory since 1997. As well as the WSBK Championship's short circuits, the SP-1 proved capable of mastering true road courses in the hands of Isle of Man TT maestro, Joey Dunlop. Fitted with a WSBK-specification engine and swinging arm, the SP-1 gave Joey his 24th TT win (in the 2000 F1 race) a victory in difficult road and weather conditions that the modest Irishman later declared, 'was probably one of my best wins.' There would be two further TT victories that week, bringing Joey's total to a seemingly unassailable 26, before he was tragically killed at a relatively insignificant meeting in Tallin, Estonia a few weeks later. To commemorate Joey's achievements, Honda dealer Tippetts Motors of Surbiton, Surrey commissioned a limited edition of 26 SP-1s to commemorate the great man and celebrate his 26 TT victories. Although the SP-1 was produced for only two years before being superseded by the SP-2, its importance to Honda cannot be overstated.Supplied new by David Jones, Newtown and first registered on 4th July 2000, this rare and collectible Honda SP-1 was purchased by the current vendor on 2nd July 2019 at circa 26,000 miles. He rode it home and since then has done nothing with the machine, which was last started approximately two years ago. The Honda should require only minimal re-commissioning before further use. Accompanying documentation includes the original service booklet (regularly stamped up to 2017); a quantity of expired MoTs; sundry bills; and a V5C Registration Certificate. 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

2002 Honda 999cc SP-2Registration no. BF52 CCOFrame no. JH2SC45A52M201372Engine no. SC45E-2203404•Limited edition 'homologation special'•Good service history•Present ownership since 2019•Recent serviceAs its nomenclature suggests, the SP-2 was a development of the first model in the series: the SP-1. Faced with Ducati v-twin-mounted Carl Fogarty's domination of the World Superbike Championship, Honda had responded with a v-twin of its own - the VTR1000 - which would form the basis of a new WSBK contender - the SP-1, also known as the RC51. Like the all-conquering Ducatis, the SP-1's engine was a 1,000cc 90-degree v-twin, but unlike the Ducati, which used a tubular steel trellis frame, the Honda employed the industry-standard aluminium beam type, complemented by suspension components of the very highest quality. In the capable hands of 'Texas Tornado', Colin Edwards, the SP-1 achieved its goal first time out, winning the World Superbike crown in 2000 to bring Honda its first Championship victory since 1997. As well as the WSBK Championship's short circuits, the SP-1 proved capable of mastering true road courses in the hands of Isle of Man TT maestro, Joey Dunlop. Fitted with a WSB-specification engine and swinging arm, the SP-1 gave Joey his 24th TT win (in the 2000 F1 race) a victory in difficult road and weather conditions that the modest Irishman later declared, 'was probably one of my best wins'. On the WSBK front, Ducati struck back in 2001 courtesy of Troy Bayliss, prompting Honda to introduce the revised SP-2. The updates worked, enabling Colin Edwards to secure his second World Superbike Championship in 2002. In 2003 the WSBK rules changed to admit four-cylinder machines of 1,000cc and Honda switched to the FireBlade. More expensive to produce than the volume-selling 'Blade, the SP-2 lasted for only a few more years and was last catalogued for 2006. Supplied new by Sutton Motorcycles of Sutton Coldfield and first registered on 1st September 2002, this rare and collectible Honda SP-2 was purchased by the current vendor on 2nd July 2019 at circa 22,400 miles from the same owner as the SP-1 in this sale. He rode it home and since then has done nothing with the machine. Smaller control levers have been fitted (the originals are with the bike, as are the original alloy kick plates).The Honda was serviced by Thunder Road Motorcycles of Bridgend on 18th January 2022 at 22,446 miles and is MoT'd to 12th January 2023. Accompanying documentation includes the original service booklet (regularly stamped up to 2015); a quantity of expired MoTs; sundry bills; and a V5C Registration Certificate. 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

1981 Honda CB900F2Registration no. KUH 142WFrame no. SC01-4003882Engine no. SC01E-2214047Having blazed the multi-cylinder trail in 1968 with the trend-setting CB750, Honda found itself upstaged by Kawasaki's Z1, which was not only larger at 903cc but boasted two overhead camshafts to the Honda's one. Honda's riposte, the CB900F, did not arrive until 1979, by which time Kawasaki had moved on to the Z1000. However, the CB900's twin-cam cylinder head boasted sixteen valves compared to the Kawasaki's eight, enabling it to produce 95bhp against the Big K's 93 and deliver an almost identical straight-line performance combined with superior handling.A UK model, this 1981 Honda CB900F2 was purchased by the current vendor in April 2010 and was last run circa 12 years ago. Described by the vendor as 'almost all original, the machine will require re-commissioning before returning to the road. Accompanying documentation consists of an old-style V5C Registration Certificate and a quantity of expired MoTs issued between 1986 and 2009. The current odometer reading is 8,689 miles, which appears to be supported by MoTs. A workshop manual is included in the sale.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

1980 Honda CB750 Phil Read ReplicaRegistration no. MNB 990WFrame no. CB750G-1013699Engine no. CB750GE-1012001Limited edition or celebration models have long been established as a sound marketing technique for both cars and motorcycles, so when Phil Read won the Isle of Man's inaugural Formula One TT on a works Honda in 1977, the stage was set for a special version of the Japanese manufacturer's trend-setting superbike. As a result, Honda commissioned Colin Seeley to build a batch of 150 replicas of Read's winning machine. Not to be confused with the Seeley-Honda, which used a Seeley frame, the Phil Read Replica relied on special bodywork finished in 'Honda Britain' livery to set it apart from the standard production model. With so few made, and even fewer surviving, the Phil Read Replica has become one of the more collectible Hondas of its day.This Phil Read Replica was taken in as part of a part-exchange deal in 2015. Unfortunately, nothing is known of the Honda's history or mechanical condition, although it was treated to a major service and re-commissioning at Thunder Road Motorcycles, Bridgend in February 2022 and last ran in April this year (see bill for more than £2,000 on file). Currently displaying a total of 22,209 miles on the odometer, the machine comes with a quantity of expired MoTs and a V5C Registration Certificate. 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

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

1963 Honda C72 247cc DreamRegistration no. 707 AETFrame no. C72-211916Engine no. C72E-2112752Based on the first Honda twin - the 250cc C70 of 1957 - the C72 arrived in 1960. The C72 tourer's cycle parts remained much as those of the preceding C70, featuring a pressed-steel frame, forks, swinging arm and rear chaincase. The engine's basic layout likewise was retained, but wet sump lubrication was adopted and the clutch moved from the crankshaft to the gearbox main-shaft. Maximum power increased to 20bhp at 8,000rpm. As well as these alterations, the sporting CB version changed to a 180-degree crankshaft and twin carburettors, and used a tubular spine frame instead of the pressed-steel chassis of the tourers. Producing 24bhp at a then-stratospheric 9,000rpm and weighing 340lbs, the CB72 possessed an excellent power-to-weight ratio endowing it with performance challenging that of many British 500s. Boasting an overhead-camshaft engine, electric starter and twin-leading-shoe brakes, the specification of these Honda twins was unmatched by any of their rivals. Possessing an unmistakable style all its own, the C72 Dream is now one of the most desirable of these early Japanese classics. This UK-market C72 was purchased by the current vendor in May 2013 and last ran in early 2022. The machine is offered with a (copy) old V5, expired MoT (2013), current MoT certificate (expires 29.06.2023), 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

1977 Kawasaki Z650 B2Registration no. RUH 26RFrame no. KZ650B-010241Engine no. KZ650BE011693Having emphatically established its performance credentials with the Mach III two-stroke triple, Kawasaki went on to ace the opposition with the awe-inspiring Z1. Launched in 1972, the big Z spawned a range of smaller fours, the first of which was the Z650. One of the most capable sports bikes of the 1970s, the Z650 - along with the contemporary Suzuki GS750 - helped dispel the myth that big Japanese bikes didn't handle, its sturdy duplex loop frame inspiring confidence in a manner quite unlike that of its predecessor's. Effectively a Z1 in miniature, the Z650's across-the-frame air-cooled motor produced 64bhp, an output good enough for a top speed of around 120mph. This UK model was purchased by the vendor in June 2019. Unusual in retaining its original silencers, the machine benefits from new wheel rims and spokes fitted not many years ago, and we are advised by the vendor that the engine occasionally smokes a little when hot (on the overrun). Accompanying documentation consists of an expired MoT (2017) and a V5C Registration Certificate. 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

1978 Kawasaki Z650CRegistration no. ALH 688SFrame no. KZ650C-018612Engine no. Z650BE078519Having emphatically established its performance credentials with the Mach III two-stroke triple, Kawasaki went on to ace the opposition with the awe-inspiring Z1. Launched in 1972, the big Z spawned a range of smaller fours, the first of which was the Z650. One of the most capable sports bikes of the 1970s, the Z650 - along with the contemporary Suzuki GS750 - helped dispel the myth that big Japanese bikes didn't handle, its sturdy duplex loop frame inspiring confidence in a manner quite unlike that of its predecessor's. Effectively a Z1 in miniature, the Z650's across-the-frame air-cooled motor produced 64bhp, an output good enough for a top speed of around 120mph. Complaints that the early model's single disc front/drum rear brake set up was inadequate prompted the adoption of a triple disc system on subsequent models, together with alloy wheels, as seen on this 1978 model. This UK model was purchased by the vendor in November 2014 and last ran circa 2015. Re-commissioning will be required before further use. Accompanying documentation consists of an expired MoT (2015) and a V5C Registration Certificate. The Harris 4-into-1 exhaust system is a non-standard feature. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1976 Honda CD175Registration no. PPU 765RFrame no. CD175-4060549Engine no. CD175E-4031276Introduced in 1966, the Honda CD175 was aimed squarely at the market sector that regarded motorcycles merely as cheap and convenient transport rather than thrilling lifestyle accessories. Not exactly an exciting performer, the twin-cylinder CD175 would nevertheless cruise comfortably at 65mph while at the same time delivering around 70 miles to every gallon. A lengthy - by Japanese standards - production run of almost 12 years proved the soundness of the basic concept. This UK-market example was purchased by the vendor in July 2022 and has not been run since acquisition. The machine is believed to have had only four owners and is described by the vendor as a 'good basis for recommissioning or light restoration' (at the very least it needs new tyres). Accompanying documentation includes V5C registration documents and a current MoT (espires 13.03.2023). A total of 16,302 miles is currently dispayed on the odometer.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

1978 Honda CB400A HondamaticRegistration no. XPY 139SFrame no. CB400A-2003634Engine no. CB400AE-2003668Honda first offered a 400cc twin in 1977 alongside the established four-cylinder CB400F. The new CB400T was soon updated to 'N' specification, featuring Honda's 'Euro' styling and Comstar wheels, while alongside the conventional model Honda offered the automatic-transmission CB400A, one of the earliest examples of this form of transmission applied to a mass-produced motorcycle. As one might expect, the two-speed CB400A Hondamatic was aimed at buyers in the USA, where automatic transmission was the norm for cars, with relatively few sold in Europe. A US import, this CB400A was first UK registered (to Thunder Road Motorcycles, Bridgend) on 1st March 2018 and has belonged the current vendor for the last four-or-so years. Believed all original, the machine was serviced by Thunder Road on 31st January 2022 and is MoT'd to 15th December 2022. Accompanying documentation consists of the service bill, some expired MoTs, a State of Kansas Certificate of Title, and a V5C Registration Certificate. 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

1981 Honda 72cc Mini Trail 70 'Monkey Bike'Registration no. FNP 736WFrame no. DD010XBS205067Engine no. DD01E-5205089With the launch of the CZ100¬ in 1960, Honda created the class of motorcycle known as 'monkey bikes', so called because of their diminutive stature. The power unit was the C100 step-thru's reliable four-stroke single. An ultra-short wheelbase, small wheels, and a vestigial fuel tank were all features of a machine which, in the case of the folding handlebar version, could be fitted into the boot of car. A 72cc version, the ST70 Dax, with the overhead-cam engine and slightly larger and more practical frame was introduced in 1969, becoming the CT70 for 1971, by which time telescopic front forks had been adopted. Imported from the USA and first registered in the UK in September 2020, the Mini Trail 70 offered here is the 'off-road' version of the CT70 Dax. The machine was purchased by the vendor in December 2021 and is said to have been running well at that time. This little 'fun machine' is offered with an expired MoT (August 2021) and 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

1988 Honda XBR500 ProjectRegistration no. E324 TTXFrame no. PC15-5200977Engine no. PC15E-5201654Having initially developed large-capacity singles for the off-road market, Honda and its Japanese rivals began offering a succession of purely road-going derivatives. One of the most interesting of these new Hondas was the XBR500 of 1985, the styling of which was unashamedly 'retro' apart from the Comstar wheels. The dry-sump, radial four-valve motor featured electric starting and delivered its claimed 44bhp via a five-speed gearbox, while the entire ensemble weighed in at around 380lbs. Representing a rare opportunity to acquire one of these collectible Honda singles, the example offered here was purchased by the vendor in May 2013 but has not been run (the engine turns over). It should be noted that there is a bill on file relating to an assessment of the Honda's faults (mainly electrical). The machine also comes with an owner's manual and a V5C document and is sold strictly as viewed. A total 32698 miles is currently displayed on the odometer. 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.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1989 Honda C90 Cub MopedRegistration no. G941 YDEFrame no. HA02-1431417Engine no. HA02E-1381749Introduced in 1958, Honda's classic Cub 'step-thru' moped gave millions of people the world over their first taste of two-wheeled mobility. Larger-engined versions of the original 50cc Super Cub were soon made available, the nominally 90cc C90 arriving in 1965. Better built, more powerful and more reliable than the majority of contemporary mopeds, while endowed with handling superior to that of the small-wheeled scooter, the Cub family set new sales records for motorcycle production and continues to be immensely popular today. This Honda C90 was purchased by the current vendor in October 2013 and last MoT'd to May 2015 (expired certificate on file). The current odometer reading is 35,256 miles. Additional documentation consists of an older expired MoT and a V5C Registration Certificate. (It should be noted that the engine number is erroneously recorded in the latter.) 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.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1969 Yamaha CT175Registration no. BGU 843GFrame no. CT1-006984Engine no. CT1-006984North America's wide-open spaces are the perfect playground for off-road motorcycles and the importance of this leisure-orientated sector has long been recognised by European and Japanese manufacturers. Yamaha began contesting this market in the early 1960s, offering a range of two-stroke single-cylinder trail bikes and purpose-built moto-crossers as well as twin-cylinder 'street scramblers'. Introduced in the late 1960s, the CT175 trail bike was sold mainly in the USA, where this example originated. Imported from Colorado, USA and first registered in the UK on 1st April 2017, this Yamaha CT175 was purchased by the current vendor in March 2018 and has not been run since then. Re-commissioning and the customary safety checks will be required before it returns to the road. The machine is offered with an expired MoT (2018); copies of Colorado registration documents; and a V5C Registration Certificate. It should be noted that a K&N-type filter has replaced the original air box. 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

1970 Honda SS125ARegistration no. not registered Frame no. SS125A 113435Engine no. SS125AE-113434Introduced in 1967, the SS125 was one of a host of closely related quarter-litre twins offered by Honda in the late 1960s, all of which used the same single-overhead-camshaft engine in varying states of tune. With a maximum power output of 13bhp at 10,500rpm and weighing a featherweight 216lbs, the SS125 was a typical Japanese 'giant killer' more than capable of embarrassing the average British 250. Produced from mid-1967 to the end of 1970, it is one of the rarer classic Honda 125s and thus eminently collectible. Believed to be an original UK market model, this Honda SS125 was purchased by the current vendor in June 2018 and is said to have been running well at that time (see magazine advertisement on file). Currently showing 11,288 miles on the odometer and last MoT'd in 2019, the machine will require re-commissioning and registering with the DVLA before returning to the road. Accompanying paperwork includes sundry bills and the last MoT. An owner's manual, shop manual and some spare cables are included in the sale.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

1948 Royal Enfield 346cc Model GRegistration no. GSL 961Frame no. G 15658Engine no. 19930 (see text)Royal Enfield's range for 1946 comprised three related models: G, J and C/CO. The G and J were of 350cc and 500cc respectively and used the same overhead-valve engine but of different bore sizes, while the CO used the G motor and the C likewise but with side, rather than overhead, valves. Models G and J had a new telescopic front fork whereas the C/CO retained the pre-war girders. All had cast-iron engine top-ends, plain big-end bearings, four-speed Albion gearboxes featuring Enfield's characteristic neutral selector lever, and rigid frames. First registered as 'FRP 166', this Royal Enfield Model G was purchased by the current vendor in March 2008. He advised us that the machine ran then but has not run for circa 12 years. Re-commissioning will be required before it returns to the road. Accompanying documentation consists of an expired MoT (2000), an old-style V5C Registration Certificate, and an old-style buff continuation logbook issued in 1956. It should be noted that the engine number recorded in the logbook is '15658', indicating that there has been a swap at some time. An original instruction book and parts list 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.For further information on this lot please visit Bonhams.com

1974 Norton Commando 850 RoadsterRegistration no. RAX 714MFrame no. 850 F104803 and 310307Engine no. 310307•Believed one previous owner from new•Present ownership since 2020•Not run since acquisition•Requires re-commissioningThe Commando's vibration-beating Isolastic frame enabled Norton Villiers successfully to prolong the life of their ageing parallel twin. Launched in 1967, the Commando used the preceding Featherbed-framed Atlas model's 750cc engine and AMC gearbox, and was an instant hit with the motorcycling public, being voted Motor Cycle News 'Machine of the Year' for five consecutive years. It might have been a little down in top speed compared to rivals such as BSA-Triumph's 750cc triples and Honda's CB750 four, but the Commando more than made up for this minor deficiency with superior mid-range torque and steadier handling. The sole model available initially became known as the 'Fastback', so called because of its streamlined seat cowl, when the range was extended by the addition of a more sporting, though conventionally styled, 'S' version in 1969. Introduced in 1973, the '850' (actually 829cc) version featured a larger-bore, through-bolted cylinder block, stronger gearbox casting and an all-metal clutch among a host of other, more minor improvements. The extra capacity provided the '850' with even more mid-range urge and the model would continue as the sole Commando after 1975 when the electric-start MkIII was introduced. When the Wolverhampton factory closed in 1977 it meant the end of the line for the Commando, although a couple of batches of machines were assembled and sold later under the liquidator's control. Remarkably, the Norton twin had been in production for some 30 years. The Norton Commando's passing effectively brought down the curtain on this once great British motorcycle manufacturer, and as its last-of-the-line model the Commando is held in high regard today. Believed a one previous owner example, this 850 Commando Roadster was purchased locally by the current vendor in October 2020. Although running when purchased, the Norton has not been run since. Re-commissioning will be required before the machine returns to the road. Accompanying documentation consists of an expired MoT (2018) and a V5C Registration Certificate.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

1975 Triumph 750cc T150V TridentRegistration no. HTG 190NFrame no. T150V NK45343Engine no. T150V NK45343•An older restoration (2003-2005)•Present ownership since 2021•Running well when acquired•Not used since acquisitionLaunched in the UK in 1969, the BSA-Triumph 750cc triples were based on the existing Triumph 500cc twin-cylinder engine, being in essence a 'Tiger-and-a-half'. Differences between the Triumph Trident and BSA Rocket 3 were more than just cosmetic: the two models used different frames and in BSA guise the motor featured an inclined cylinder block. Only the Trident survived the group's collapse in 1972, continuing as the five-speed T150V and later the T160 (using the inclined engine). Although ultimately upstaged in the showroom by Japanese rivals, the Triumph and BSA 750 triples did more than enough on the racetrack to ensure their place in motorcycling history. BSA-Triumph's Chief Engineer Doug Hele supervised 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, when Gene Romero finished second on a Triumph. Dick Mann's BSA won at Daytona in 1971 and John Cooper, also BSA-mounted, at Mallory Park's Race of the Year, vanquishing the hitherto unbeatable combination of Giacomo Agostini and 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 in October. As a production racer the Triple was equally dominant, as the number of important production race victories achieved (most notably by the works Triumph 'Slippery Sam') is eloquent testimony. It appears that this beautiful T150V Trident was extensively restored by a previous owner, there being restoration photographs and numerous bills on file dating from 2003-2005. The current vendor purchased the Triumph in June 2021, at which time the machine was said to be running well. It has not been used since acquisition but should require only minimal re-commissioning before returning to the road. Accompanying documentation includes a quantity of MoTs (most recent expired 2021) and a V5C. A workshop manual is included in the sale. 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

1988 Honda 49cc Z50J GorillaRegistration no. not registeredFrame no. Z50J-1803370Engine no. Z50JE-1803382An important milestone in 'Monkey Bike' development was reached in 1974 with the launch of the Honda Z50J, which featured front and rear suspension like a 'proper' motorcycle while retaining the overhead-camshaft engine and 8' wheels, first seen on the Z50A respectively. In 1978 the Z50J was extensively revised with a larger fuel tank, front and rear racks, 12-volt CDI ignition, a manual clutch and a four-speed gearbox, becoming the more aggressive looking 'Gorilla'. Honda in Japan ceased production of the existing Monkey and Gorilla in 2007, pending the arrival of new fuel-injected models for 2008, making early original examples of these charismatic little machines all the more collectible. A collector's item, this un-restored Z50J Gorilla was purchased in Japan and imported into Belgium. The vendor describes the machine as '100%' original, while the optional front luggage basket is said to be very rare. There are no documents with this Lot.Offered with keyFootnotes:* Import VAT Low RateImport 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.Lot to be sold without reserve.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

c.2004 Honda NSR50 Mini Racing MotorcycleRegistration no. (see text)Frame no. RS50-1100242Engine no. RS50E-1100229This miniature racing motorcycle was produced by HRC, the baby NSR was intended for track use only and thus was sold without warranty. A proper racing machine and most definitely not a toy, the NSR Mini features a beam-type frame, 50cc two-stroke engine producing 7.2PS (7.1bhp), aluminium radiator, electronic ignition, six-speed gearbox, telescopic front fork with pre-load adjustment, mono-shock rear suspension with remote reservoir and pre-load/damping adjustment, 12' diameter wheels, disc brakes, rev counter and racing fairing. The wheelbase is 1,085mm (42.7') and the 'half dry' weight 73kg (160.6lb). Top speed was around 60mph and HRC even offered a data logger as an option (!)It should be noted that the vendor cannot find the key to the fuel cap, and that this motorcycle cannot be registered for the road. Offered without keyFootnotes:* Import VAT High Rate: Import tax at the reduced rate of 20% 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.Lot to be sold without reserve.This lot is subject to the following lot symbols: Ω NΩ VAT on imported items at the prevailing rate on Hammer Price and 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

c.1958 Honda 49cc C100 Super CubRegistration no. not registeredFrame no. C100-149954Engine no. C100E M103162Introduced in 1958, Honda's classic C100 Cub 'step-thru' scooterette gave millions of people the world over their first taste of two-wheeled mobility. Better built, more powerful and more reliable than the majority of contemporary mopeds while endowed with handling superior to the small-wheeled scooter's, the C100 set new sales records for motorcycle production and its descendants continue to be immensely popular today. By 2018 over 100 million had been sold in over 160 countries! The vendor, a lifelong Honda fan, acquired this very early example from an auction in Japan. The start of something very special for Honda, it has the early Cub's 49cc overhead-valve engine, three-speed gearbox, automatic clutch, single seat and luggage carrier. Apparently original and complete, this collectible Super Cub could be mechanically re-commissioned and left in its present 'oily rag' condition, or alternatively treated to a sympathetic full restoration (the odometer reading is 2,014 kilometres). There are no documents or key with this motorcycle. 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.Lot to be sold without reserve.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

1972 Honda 444cc CB450 K4 Super SportRegistration no. KKL 881NFrame no. CB450-5046400Engine no. CB450E-5046550This five-speed example of the CB450 is thought to have been a USA model originally, later imported to Sweden, whence the present owner purchased it and brought it to the UK, where it was registered in 2020. Whilst the vendor has not used KKL 881N on the road, he has turned it over at regular intervals, and started it occasionally. Reported to run and drive (last started in September this year), it will need light re-commissioning and it presents an opportunity to be a 'ride and improve' machine for a new owner. It should be noted that the V5C incorrectly records the year as 1975, (the year given on the Swedish documentation, and possibly the year it was imported to Sweden). Documentation comprises the current V5C, a photocopy of the Swedish registration document, the Swedish registration plate and sundry papers. The bike 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

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

1961 Honda 169cc M85 Juno ScooterRegistration no. not UK registeredFrame no. ME856443763Engine no. M85E-314193In 1960 Honda introduced the all-new M80 Juno scooter. Its engine was an overhead-valve, horizontally opposed twin, unique among scooter power units. Mounted transversely immediately behind the front wheel for optimum cooling and ideal weight distribution, it incorporated hydraulic tappets and was coupled to a variable-ratio hydraulic transmission. A twist-grip on the left handlebar altered the ratio. Originally displacing 125cc, the engine was bored out to 169cc, this version's designation changing to M85. However, Honda overestimated the scooter market's appetite for complex and expensive machinery, and production of both Juno models had ceased by early 1964. Only 5,880 M85s were made. Not surprisingly, given its innovative new technology and necessary complexity, the Juno was not sold outside Japan and there are few in Europe. A rare and fascinating piece of Honda history, this restored Juno scooter was purchased from a collector in Japan and imported into Belgium. The machine comes with its original instruction manuals but is not registered. Offered with keyFootnotes:* Import VAT Low RateImport 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.Lot to be sold without reserve.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

1995 Honda NSR250R SPRegistration no. M46 XYAFrame no. MC28-1005624 Engine no. MC16E-1305638For over a decade 250cc two-stroke race replicas represented the most competitive sector of Japan's home market. Honda's initial offering was the 1984 V3 MVX250. Its V-twin successor, the NS250, was almost as short lived, replaced by the NSR250R which was offered between 1987 and 1999. This was powered by a liquid-cooled, reed valve 249cc 90° V-twin incorporating Honda's RC-Valve power valve, mimicking the NSR250 and RS250R racing models built by HRC. Starting with Freddie Spencer in 1985 Honda would win the 250cc world championship seven times during the lifetime of its road going counterpart. Unsurprisingly Honda sought to promote the road bikes as close cousins of the factory racers, culminating in what is now prized as the ultimate 250 race replica of the era: the MC28 NSR250SP offered here.The MC28 NSR250 was arguably the ultimate 250 road legal motorcycle, thanks in part to the PGM-IV ignition and Pro-Arm single sided swingarm. Also notable was the memory card 'key'. The SP model was another step up the performance ladder with a dry clutch, adjustable suspension and Magtek wheels. The ultimate version was that offered here, in the factory Rothmans/HRC livery, and limited to a production run of 1500. It is not known how many found their way to the UK but they remain vanishingly rare and for some the Holy Grail of 250 race replicas, with 40PS at 9000rpm pushing a featherweight 137kg.Offered in what the private vendor describes as stunning order with a recent carburettor overhaul and showing just 23,840km, this is perhaps the only opportunity to own a UK registered (as of 01/01/1995, imported from Japan by Bikes Direct) version of a remarkable production Honda. Offered with V5C, memory card 'key' and paddock stand.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

2002 Yamaha TW125Registration no. BX02 VBLFrame no. *JYADE051000001058*Engine no. *E306E-027812*North America's wide-open spaces are the perfect playground for off-road motorcycles, and the importance of this leisure-orientated sector has long been recognised by European and Japanese manufacturers. Yamaha began contesting this market in the 1960s, offering a range of single-cylinder two-stroke trail bikes and purpose-built moto-crossers as well as twin-cylinder 'street scramblers'.Introduced in 1999 Yamaha's TW125 featured a single cylinder four stroke engine derived from the earlier SR125. With a claimed output of 11hp at 12,000 RPM the TW appealed to novice riders but was equally suited to a wet beach with its balloon tyres. Stopping power was delivered via a single front disc and an expanding drum brake to the rear. Weighing in at around 118kg, it was light and nimble enough and its dual seat, rear footpegs and optional luggage rack made for a practical and functional everyday mount. Purchased by the vendors late father in 2012, he was advised this 13,190 mile example was predominantly used for local commuting and the occasional weekend green lane session with friends. Unused since acquisition and last MoT'd in August 2009, the late owner's son, a professional mechanic decided to recommission the TW earlier this year including the fitting of a new rear tyre, sprocket and chain as well as overhauling the front brake calliper and fitting new brake pads. Offered with V5C Registration Certificate, key and MOT history print out, the vendor advises the machine will have a fresh MOT prior to the sale.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

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

1989 Honda VFR750F-KRegistration no. F625 MMJFrame no. RC24-2300530Engine no. RC24E2300529Introduced in 1986, Honda's VFR750F had a lot to live up to. A capable sports bike, introduced to compete with the likes of Suzuki's GSX-R750 and Yamaha's FZ750, it performed incredibly well as an all-round 'sports tourer'.Following budget motoring aboard a succession of trusty everyday mounts (FS1E, CG125, CB250N and CX500 to name just a few) the vendor purchased this VFR in 1996 as his first 'decent bike'. Dealer serviced and MOT'd over the ensuing years at DC Butler of Stansted Abbots (invoices on file), the motorcycle was left stock (other than the fitting of the Givi rack system) and became the vendors transport of choice for a couple of years, whenever a car wasn't mandated by circumstance.At a similar time, the vendors father acquired a CBR1000F as his 'sensible bike' when not riding his various British motorcycles (including several important Vincent's in the sale). After several years in the saddle, it was decided that the CBR was too heavy, and a straight swap took place for the VFR. Throughout the ensuing years, the vendors father fitted a Scottoiler and a replacement exhaust system, the Honda remaining in use until 2004 when the vendors father sadly passed. Unused since 2004 and now displaying 20,141 miles, the machine will require recommissioning to a greater or lesser extent and is therefore offered strictly as viewed. Offered with a quantity of invoices, expired MOT's, old V5, old V5C, current V5C Registration Certificate, owner's manual, expired tax discs, Honda service book stamped up to 15,237 miles in 2000, a rider's log and two sets of keys.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1980 Bakker-Honda CBX1000Registration no. EOT 742W (see text) Frame no. none visible Engine no. CB1E-2017855•Built by successful motorcycle racer, Dutchman Nico Bakker•Engine reconditioned by Nico Bakker•Requires re-commissioning A successful motorcycle racer, Dutchman Nico Bakker turned to frame-making in the early 1970s and is now one of the most highly respected specialists in this field. Catering at first for the racing fraternity (supplying frames to the likes of Phil Read, Johnny Cecotto, Giacomo Agostini, Kork Ballington and Jack Middleburg among others), Bakker branched out into providing frame kits to accommodate Japanese four-cylinder motors and the six-cylinder Honda CBX, as seen here. The vendor supplied the engine to Nico Bakker in 2014. Bakker had the engine reconditioned, fitting a hydraulic clutch, and then built the frame and supplied the other components. When collected in 2014 the machine was complete but unpainted. The vendor rode the bike once before stripping it and having the frame painted. It was then partly rebuilt, the fuel tank, exhaust system, seat and front fairing side panels being loosely assembled. Additionally, the vendor advises us that the engine will need to be refitted correctly in the frame. The machine will require careful re-commissioning/assembling before returning to the road and thus is sold strictly as viewed. The registration 'EOT 742W' is recorded in the HPI/DVLA database; however, there are no documents with this Lot. Prospective purchasers must satisfy themselves with regard to this motorcycle's completeness and mechanical condition, and the validity of its registration number prior to bidding. Offered with a Nico Bakker paddock stand. 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

1979 Honda CBX1000ZRegistration no. RVT 369WFrame no. CB1-2012700Engine no. CB1E-2012798•835 miles from new•Purchased new by the vendor•Recommissioned in 2021•A unique opportunityJust as it had in the preceding decade with the four-cylinder CB750, Honda stunned the world again in the 1970s, introducing the Gold Wing super-tourer and the outrageous six-cylinder CBX1000. Launched in 1978, the latter was not the first six of the modern era, Benelli's 750 Sei having beaten it by a couple of years, but it was by far the biggest and fastest. Weighing around 550lbs and with 105bhp on tap, the CBX was good for 130mph and scorched through the standing quarter-mile in around 12 seconds. For most owners though, it was not the CBX's performance so much as its on-road presence that mattered. Even today, few bikes can match it for charisma, visual appeal and, above all, sound.Presented in resplendent Perseus Silver, this desirable, 1979 model twin-shock example of an increasingly collectible classic was registered 24th March 1981 and purchased new from John Taylor Motorcycles of Stoke as evidenced by the Honda Warranty Card in the vendors name. The motorcycle was registered to the vendors brother in November 1985 whilst working overseas hence the V5 lists two previous keepers (John Taylor MC's and the vendor) but is effectively a one owner example as well as displaying just 835 miles from new. Unused over the ensuing years, the vendor preferring to ride his Kawasaki Z1B and BSA Thunderbolt (also offered in the sale), the vendor took the decision to recommission the motorcycle in 2021. The Carburettors were sent to marque specialists CBXcarbs for cleaning (invoice on file) and the brakes/fuel lines recommissioned by the vendor, a competent Aston Martin mechanic (David Silver parts invoice on file). The vendor advises the machine now fires up and runs very well 'very quiet with no clutch chatter' (video on file) and following the usual safety checks should be ready to return to the road, the machine now MOT exempt. Representing an almost certainly unique opportunity to acquire a near showroom-fresh CBX with incredibly low mileage, this time-warp example retains its original Dunlop Gold Seal tyres and original silencers. Offered with its original toolkit, Honda-UK vehicle document wallet containing the aforementioned Honda Warranty Card, Honda Motorcycle dealer list, Vehicle Service Booklet (unstamped), an old V5 Registration Document and two keys.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

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

Property of a deceased's estate 1970 Honda CB750Registration no. FBY 61JFrame no. CB750-1035036Engine no. CB750E-1034373Fifty-plus years on, it is hard to imagine the impact the Honda CB750 had on the motorcycling world when it was unveiled to a stunned public at the Tokyo Show in October 1968. True, there had been plenty of four-cylinder motorcycles before, but these had been built in relatively small numbers and aimed at the wealthy few. Here for the first time was a mass-produced four within the financial reach of the average enthusiast, and one whose specification - overhead camshaft, disc front brake, five-speed gearbox, electric starter, etc - made the opposition look obsolete overnight. A trend-setting design of immense significance and one of the truly great classic motorcycles, the CB750 is highly sought after today by collectors. This CB750 was purchased from a West Country auction in March 1993 and carries a tax disc that expired on 30th April 2014. The vendor advises a new battery has been fitted and the bike was run recently however, the carburettor will require balancing. The machine will require re-commissioning at the very least, or possibly more extensive restoration, before returning to the road. The V5C states two former keepers but no other history is known. Accompanying documents include SORN paperwork; the 1993 auction catalogue and bill of sale; some expired MoTs; a selection of colour photographs'; and a Haynes' Owners Workshop Manual. Two keys present.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

1972 Kawasaki 903cc Z1Registration no. RRN 455KFrame no. Z1F-00285Engine no. Z1E-00207Kawasaki had been planning a larger four-cylinder machine when Honda dropped the bombshell of the CB750 four – exactly the size Kawasaki were planning. The plan was shelved, and Kawasaki retreated to lick their wounds and consider the future. A new plan was formulated, and the intention was to be bigger and better, but it took a full four years to design, test and build the bike which was eventually to become the Z1 900cc Kawasaki, released at the end of 1972 for 1973. Imported to the UK from USA, this Z1 is an early example, dating from September 1972, bearing frame number 00285, and was therefore one of the earliest sent to USA, for the 1973 model year. It was registered in the UK in 1992, and purchased by the vendor in 1995. He used it regularly every year for Summer use only, and in winter the bike was kept in a dehumidified storage 'cocoon' to preserve its condition over the winter months. In 2009, when he laid it up, he drained the fuel, and placed the bike in the cocoon to preserve it. When the bike was recently removed from the cocoon and given some fresh fuel, it started up without any problem. Subject to basic safety checks, it should be ready to take to the road with a new owner in due course. It should be noted that RRN 455K is recorded on HPI as a category D insurance loss, damaged but repairable. Documentation comprises a current V5C, a California number plate, and a quantity of expired MoT certificates.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

1975 Kawasaki 903cc Z1BRegistration no. LEH 51PFrame no. Z1F-83345Engine no. Z1E-083688•6,414 miles from new•Recommissioned in 2020•Purchased new by the vendorHaving established its performance credentials with the Mach III two-stroke triple, Kawasaki went on to ace the opposition again with the awe-inspiring Z1. The model had been planned in 750cc form in the late 1960s but was beaten to the showroom by Honda's CB750. Kawasaki's proposed superbike already had two overhead camshafts to the Honda's one, so its designers redrew the motor as a 900. Launched in 1972 at the Cologne Show, the big 'Zed' set new road-bike performance standards, at least as far as straight-line speed was concerned. With 82bhp on tap, top speed was around 130mph, but if the rider used all that power on twisty roads, things could get exciting. As a fast tourer though, the Z1 excelled. Mildly revised, the model was renamed Z900 for 1976, gaining twin front disc brakes and 26mm carburettors among other more minor changes. Charismatic in the extreme, these early 'Big Zeds' are served by an enthusiastic owner's club and are increasingly sought after today. Few bikes from Japan have had as big an impact on the motorcycling world.The machine offered here is an example of the mildly revised Z1B model. Introduced in 1975, the latter featured different tank livery and the plain alloy finish for the engine's upper half (first seen on the Z1A, the Z1's having been black). First registered 23 August 1975, the then 22-year-old vendor purchased the Z1-B new from Hill Street Kawasaki of Stoke, and vividly remembers taking delivery on Saturday 26 August 1975, immediately taking a long trip to St Tropez, his friend riding alongside on his H2 Kawasaki. The vendor opted for the optional extra 'double disc' from new (an extra £108) and whilst a common modification today, very few are thought to have been specified as such in period. The motorcycle was registered to the vendors brother in November 1985 whilst working overseas hence the V5 lists one previous keeper but is effectively a one owner example.Unused since 1980 and stored in a dehumidified garage, the vendor, a competent Aston Martin mechanic took the decision to recommission the motorcycle in 2021 which included cleaning the carbs, replacing the brake seals (original parts offered with the machine), and re-chroming the front mudguard. The machine now fires up at touch of the button (video on file). Aside from the tyres, which were changed almost immediately after purchase and the re-chromed front mudguard, the private vendor advises the Kawasaki remains otherwise standard, including original paintwork, original exhausts, brake pads/shoes, chain, sprockets, wheels, spokes and the engine untouched. Offered with original toolkit, two keys and an old V5 Registration Document.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

1972 Suzuki GT750JRegistration no. EOH 502KFrame no. GT750-21794Engine no. GT750-21803The current vendor purchased this GT750 circa 2012 and has taken the last 10 years to restore it. A USA model, the machine was stripped down to the last nut and bolt and the frame blasted and powder coated, while the engine was dismantled and vapour blasted. The cylinder bores were fine, only requiring a hone to help bed-in the new piston rings. The crankshaft was sent to a specialist; all the bearings were fine except for one, which was changed. All the seals were changed and the crankshaft reassembled, while the water pump was replaced with a new one. All the exhausts were re-chromed and a lot of the other chrome parts re-plated. The wheels were rebuilt with stainless rims/spokes and chromed brass nipples, and fitted with new tubes, rim tape and tyres. The Suzuki was originally Candy Jackal Blue, which had faded in the sun when it lived in Florida. A re-spray was carried out in Gold Candy, which was a standard colour in Canada and Switzerland but not the UK where blue and pink were the only colours available in 1972. Electronic ignition has been fitted and the seat re-covered. Accompanying documentation includes a VJMC dating letter, V5C Registration Certificate and a box of receipts including the bill for crankshaft reconditioning. 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

2006 Ducati 999 BipostoRegistration no. RL55 OUNFrame no. ZDMH400AE5B015508Engine no. 009462To say that the arrival of the 999 struck the Ducati world like a thunderbolt would be a gross understatement, so different was the newcomer from what had gone before. The model was introduced in 2002 as the 999 and 999 S, both of which used the 998cc Testastretta engine of the preceding 998. Today the quirky 999 has its own band of dedicated devotees, and there can be no denying that it represented a major step forward in performance terms over the outgoing 998. This Ducati 999 was part of a display of motorcycles and motor cars in a one-owner museum overseas until 2019 when it was acquired by the vendor and shipped the UK, arriving in February 2019. The odometer reading at the time of shipping was only 1,868 miles. The machine was then sent to Ducati Alton (WM Snell Performance) in Hampshire for a full service including new timing belt and MoT (at a cost of £1,300) then UK registered 'RL55 OUN'. The Ducati has been dry stored and regularly run to temperature but not ridden. Prior to the auction the bike will be fully serviced and MoT'd by Ducati Alton (bill on file). In excellent condition overall, it now displays only 1,870 miles. This pristine low-mileage Ducati 999 is offered with a V5C, fresh MoT, the aforementioned service bills and a rear paddock stand. 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

1983 Kawasaki GPz1100 Registration no. JWR 101YFrame no. KZT10B-008328Engine no. KZT10BE008247Topping Kawasaki's range for 1981 were two new 1,089cc models: the Z1100A tourer and GPz1100 sports roadster. While the former boasted shaft drive and carburettor induction, the latter was chain driven and fitted with fuel injection, an innovation Kawasaki had first tried on the Z1000H a year or so previously. Tested by Bike magazine (August 1981 edition) the newest 'Big Z' scorched through the standing quarter-mile in 11.53 seconds on its way to a top speed within a whisker of 140mph.The suspension calibration was all-new for 1982, to make the big GPz an even better handler both on the track and on the street. The fork had slightly stiffer springs, and compression and rebound damping were increased approximately 10%. In the rear, the Kayaba shocks used the same springs, but with greater pre-load, and the compression damping was effectively doubled. This GPz1100 was acquired by the current owner in 2006 from a Steve Paxman, for £1,450.00 (bill of sale on file). Owned for 16 years, it has been regularly serviced by the vendor, most recently 2021. The vendor advises us that this GPz1100 was last run in August 2022 and is only selling due to his advancing years and a back operation which has made it difficult for him to push and turn the machine. Offered with V5C registration certificate; expired MoTs (most recent May 2021); various bills/invoices; Pembrokeshire Classics and VMCC correspondence; 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

1989 Suzuki GSX-R 750 SlingshotRegistration no. G805 OEOFrame no. GR7AA-102138Engine no. R716-105404Suzuki rewrote the 750-class rulebook when it launched the GSX-R750 back in 1985. The Gixxer's development had been heavily influenced by lessons learned from the works TT F1 and Endurance racers; lighter than a 600 and as powerful as a 1000, it made all other super-sports 750s seem flabby and slow.Like its predecessor, this new-for-1988 second generation GSX-R benefited from experience gained in racing, featuring a much stiffer frame and swinging arm; larger-diameter forks; larger front brakes; 4-pot brake callipers; 17' wheels; and a more aerodynamically efficient fairing. The engine had a shorter stoke; bigger valves; larger oil radiator; 4-into-2 exhaust system; and 36mm flat-slide 'Slingshot' carburettors that gave the model its nickname.One of the modern era's few instant classics, the GSX-R750 has been a huge commercial success for Suzuki and enjoys cult status today. Now more than 30 years old, many early GSX-Rs have suffered at the hands of successive owners, a state of affairs that has resulted in well preserved examples becoming increasingly sought after by collectors.This Slingshot was purchased by the vendor at Bonhams Autumn Stafford Sale 2021 (Lot 345) and has since been recommissioned and dry stored. There is some corrosion present, and the bodywork shows signs of repairs. 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

1992 Yamaha 1197cc V-MaxRegistration no. J399 MHRFrame no. JYA2WEE05NA022490Engine no. 2WE-022490Few motorcycles attain cult status as soon as they are announced. Introduced in 1985, the Yamaha V-Max is one of those rarities, but given the fact that it was conceived as a street-legal dragster, perhaps that is not so surprising. 'Ballistic Muscle' was how Bike magazine entitled its first road test of the 143bhp monster, declaring: 'When it comes to straight-line street rods, the V-Max is It.' This example was manufactured in 1992 and thus is a desirable 1st Generation V-Max, the most sought-after by collectors. The machine was purchased new by the last owner, Hans Schifferle, in July 1992 from Motorradsport Schmid of Munich (cost: 16,590 DM). Hans and Helmut Lichtenberg then set about extensively modifying it, fitting floating brake discs, Beringer brake callipers (6-pot at the front); BBS billet wheels, bespoke White Power front forks and adjustable rear shocks; Devil exhaust system; and improved engine plates to reduce vibration and stiffen the ride (said to be very 'tight'). To complete the picture, the brake reservoir, side panels, engine components, clutch cover and driveshaft were all chromium plated. Currently displaying a total of 8,216 miles on the odometer, the machine is offered with the following detached spares: swingarm, fork stanchions, rear shocks, yoke, brake calipers, brake pads and mudguard. Documentation includes a current V5C, a current MoT certificate, a 2021 servicing invoice. a German Fahrzeugschein; expired TüV (MoT) certificate and correspondence; 2021 invoice for new tyres; 2000 Motorradsport Schmid invoice for servicing: two VMX12U owner's manuals; and a Yamaha Riding Tips booklet.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

2016 Honda NM4 VultusRegistration no. AX16 GYRFrame no. JH2RC82A9FK000067Engine no. RC70E6100076Looking like a stealth bomber inspired by Japanese Anime cartoons, the Vultus was a difficult machine to categorise right from the start. As far as Honda is concerned, the Vultus was a custom, yet at first glance it has more in common with a super scooter, full size wheels notwithstanding. The Vultus first emerged as a concept in 2014 and was then put into production as a limited edition model, sharing its 745cc twin-cylinder engine and DCT semi-automatic transmission with the NC750 Integra scooter. According to MCN: 'an 18/17in wheel combo and fat 200-section rear tyre means this is certainly no wobbly scoot... Instead it's rock stable, nimble enough to wriggle through traffic... and yet also a joy to carve and slice until the ground clearance runs out through the twisties.'Equipped with the optional panniers and heated grips, the Vultus we offer is one of only 50 officially imported into the UK by Honda and has been owned from new by the current vendor. The machine has covered a mere 1,500 miles from new and is described by the vendor as in excellent condition, having been serviced annually. The only notified blemish is a scuff to the bottom of one pannier. Last run in July 2022, this stunningly futuristic motorcycle is offered with sundry bills, current MoT and 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

2012 Norton Commando 961 Sport Registration no. FN62 FJFFrame no. SAYCMM01SCY000238Engine no. 501-0258•One owner from new•2,925 miles from new•Later type of ECU and other updates•Full history availableThe current vendor purchased this Commando 961 new from Norton at Donington Park on 1st October 2012. He owns several motorcycles and as a result has not ridden this one very much. Its present odometer reading is 2,925 miles. Norton serviced the Commando while it was under warranty and also fitted long silencers giving a better sound. Since then, the owner (a qualified aircraft engineer) has serviced the bike every year. It has been SORNed every winter. In 2014, following a leak in the petrol tank, Norton supplied a new petrol tank under warranty. This Commando was fitted with the early type of ECU. Following Norton's collapse, the vendor was able to purchase and fit the later ECU from the ECU manufacturers - Specialist Control Systems Ltd (SCS). Included was an adapter to connect the ECU to a laptop and use software downloaded from SCS's web site to adjust the ECU (adaptor included in sale). The Commando was taken to a tuning specialist - Innocent Engineering in Hungerford - this spring and they were able to adjust it to improve part-throttle fuelling and tick-over using this software. As Innocent are also suspension specialists, they adjusted the suspension and damping to give improved handling along with a better, softer ride. A new battery was fitted in 2020. This spring (2022) the Commando was taken to Motorvated Ltd in Derby, whose owner is Stuart Bodycote, an ex-Norton engineer. He gave it a full-service including cam chain adjustment and updated the bike with the later engine breather and air filter drain modifications. The machine will come with a file containing its complete history including receipts for parts; various Norton brochures and other publicity material; and magazine road tests and articles published around the time of purchase. Also included is correspondence from Norton explaining the delays in manufacturing the bike; an owner's handbook and the Norton Service Manual published by Norton. The machine also comes with a V5C Registration Certificate and MoT to October 2023. The original silencers and original ECU are included in the sale. 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

1970 Norton 750cc Commando FastbackRegistration no. NTM 95HFrame no. 135051Engine no. 20M3S/135051This 1970 Norton Commando Fastback is finished in green and black and has matching numbers. The machine was supplied to the current owner by GB Motorcycles of Chippenham, Wiltshire in 2001 and has been in his possession for more than 20 years. This machine has seen limited used but has been much enjoyed as part of a collection of over 100 motorcycles. It has proven to be extremely reliable in all respects with the exception of the original glassfibre fuel tank, which was damaged by ethanol in the fuel. Consequently, a new ethanol fuel-proof fuel tank has been manufactured and supplied (using the original one as the mould). This has completely solved the problem. Apart from the upgraded fuel tank, the Commando remains completely standard and has never been dismantled during the current ownership. It has been regularly serviced by the Norton-enthusiast owner; a Norton Owners' Club member, he owns a large collection of Nortons and still uses his prized 1959 Norton Dominator Model 99, which he has owned since 1962. The machine is offered with a V5C Registration Certificate, a current MoT and a good history file of old MoTs, 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

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

Number 118 of 650 made 2008 Triumph T100 Bonneville 50th Anniversary Registration no. AJ58 RKAFrame no. *SMTTJ9157G9367440*Engine no. 7362733Finished in a special Meriden Blue/Exotic Orange colour scheme echoing the 'Tangerine Dream' livery of the very first Triumph Bonneville of 1958/1959, this 50th Anniversary Bonneville was two years old when purchased by the vendor and is virtually unused. This model is essentially the same as the contemporary T100 Bonneville, and is powered by the latter's 865cc twin-cylinder engine. The original Bonneville engine was of 650cc, hence 650 units for this special edition.Since acquisition the Bonneville has been carefully stored in a purpose-built, fully insulated, housing-standard building and kept in a dehumidified atmosphere at medium temperature. It is completely original, flawless and 'as new' in all respects having covered only some 120 miles from new. The machine comes with a Certificate of Authenticity; all its original owner's handbooks; fresh MoT; and a V5C Registration Certificate. Signed by Triumph CEO, John Bloor, the aforementioned Certificate of Authenticity lists this machine as number '118' of the 650 in the 50th Anniversary limited edition, and it is similarly identified by a brass plate on the handlebar clamp. Presented in pristine condition, this rare and collectible motorcycle would make an ideal addition to any Triumph enthusiast's collection or similarly would fit very well into any museum. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

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

1971 BSA 650cc Lightning SpecialRegistration no. BRM 848JFrame no. A65L EE 08786Engine no. A65L/EE 08493This 'oil-in-frame' Lightning was originally dispatched to BSA Incorporated in Baltimore, Maryland, USA on 17th May 1971, while its Lightning engine went to Hart, Nibbrig & Grieve in Sassenheim, Netherlands on 27th May 1971. Formerly part of the collection of the late David Jenner, well-known A65 specialist, the machine was sold to the current owner in 2010.Following the same high standards of restoration as David Jenner, the BSA has been fully restored to as new condition throughout (details and specification with documents). It has been refinished in a custom metallic blue and white colour scheme with a four-gallon ethanol-proof glassfibre fuel tank (based on a design by David Jenner). It also has scalloped side panels (based on a 1968 Triumph Thruxton Bonneville), swept-back exhausts, Gold Star silencers, and rear-set footrests.The engine is in standard specification throughout with standard crankshaft bearings throughout and a standard cylinder bore. As all the mechanicals have been overhauled and renewed, careful running in will be required before using the machine's performance to the full (only 10 miles have been covered since restoration). Accompanying documentation includes a V5C, NOVA certificate, BSA Owners' Dating Certificate and Vehicle Report, and a fresh MoT certificate.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