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Lot 131
c.1980 Piaggio Vespa P200EFrame no. VSX1T*3005743*For further information on this lot please visit the Bonhams websiteThis lot is to be sold without reserve.This lot is subject to the following lot symbols: NMTFor further information on this lot please visit the Bonhams websiteWith the post-war scooter boom fading as prosperity levels rose, the customer profile changed from impecunious commuters to style-conscious teenagers, prompting Piaggio to introduce a succession of faster and more sporting models aimed at the youth market. This 'Nuova Linea' (New Line) first appeared in 1978 with the launch of the P125X, P150X and P200E, the latter boasting electronic ignition. Designed by Piaggio's managing director, Giovanni Squazzini, these new models represented the Vespa's most significant update since the original's appearance back in 1946. Rotary-valve induction was a feature of the P-series engine, which in the case of the range-topping P200E produced a maximum of 12bhp and drove via a four-speed gearbox. Externally, the P-series departed from the original's voluptuous curves, adopting a more modern angular look with integral indicators.The P200E we offer displays a total of 4,809 kilometres on the odometer and is presented in nice original condition. There are no documents with this Lot.Please note that as this vehicle has less than 6,000 kilometres recorded on the odometer, it is considered to be a New Means of Transport under EU law and will be subject to 20% VAT on the Hammer Price.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.La P200E offerte ici, qui affiche un kilométrage total de 4 809 km, se présente dans un bel état d'origine. Aucun document n'est joint à ce lot.Veuillez noter que ce véhicule ayant moins de 6 000 kilomètres au compteur, il est considéré comme un nouveau moyen de transport en vertu de la législation européenne et sera soumis à une TVA de 20 % sur le prix d'adjudication.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 132
c.1938 Wanderer 97ccFrame no. 77957Engine no. 526123For further information on this lot please visit the Bonhams websiteOldest of the four companies that merged in 1932 to form the 'Auto Union' (the others being Audi, DKW and Horch) Wanderer was an established motorcycle manufacturer when it built its first automobile in 1911. 'Wanderer' was the brand name of Winkelhofer & Jaenicke, a bicycle-making firm founded in Chemnitz, Saxony around 1885 and, like those of many of its contemporaries, its first motorised two-wheeler of 1902 was merely a power-assisted cycle. By 1913 the range had expanded considerably and was topped by a 408cc v-twin. Distinguished by their wedge-shaped fuel tanks, these early Wanderer twins were of an advanced specification for their day, boasting bottom-link forks, sprung frames, two-speed hub gears, automatic lubrication and an internal expanding rear drum brake. A 184cc four-stroke lightweight was added to the range after The Great War. This boasted overhead valves and unitary construction of the horizontal engine/gearbox, and Wanderer continued to build a range of similarly advanced designs until the end of the 1920s when motorcycle production ceased, although a range of ultra-lightweights was produced during the 1930s.Believed in original condition, this lovely example of the latter has two-speed transmission and pedals for starting. Notable features include a Hackel horn and 'IT 185651' numberplate. The machine is offered with original Sachs engine instruction manuals and parts list; a selection of photographs; magazine articles (in German); and its original registration booklet.Très probablement dans son état d'origine, ce bel exemplaire de machine légère possède une transmission à deux rapports et un pédalier pour le démarrage. Les détails d'équipement intéressants sont un avertisseur Hackel et une plaque d'immatriculation « IT 185651 ». La machine est offerte avec les manuels d'utilisation Sachs et la liste des pièces de rechange d'origine, une sélection de photos, des articles de magazine (en allemand) et son carnet d'immatriculation d'origine.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 134
1950 Gold-Rad Bicycle with Victoria engineFrame no. 68529Engine no. 54960For further information on this lot please visit the Bonhams websiteThis lot is to be sold without reserve.The company that would go on to manufacture Gold-Rad bicycles was founded in Siegberg, Germany in 1892 by Benjamin Goldberg, whose first catalogue of own-brand machines was published in 1912. After WW2 Gold-Rad diversified, adding lightweight motorcycles and mopeds to the range together with folding bicycles and sports equipment. The company ceased trading in 1998. Founded in Nürnberg, Germany in 1886, bicycle-maker Victoria added motorcycle manufacturing to its portfolio towards the end of the 19th Century. The firm used proprietary engines initially before acquiring the means to make its own in the late 1920s. Small-capacity two-strokes formed the mainstay of production immediately after WW2.Remarkable in retaining its original paintwork, this Victoria-powered Gold-Rad is equipped with a Dunlop saddle, Hella horn, and Bosch lamp. There are no documents with this Lot.Intéressante pour sa peinture d'origine, cette Gold-Rad à moteur Victoria est équipée d'une selle Dunlop, d'un avertisseur Hella et d'un phare Bosch. Aucun document n'est joint à ce lot.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 135
1936 DKW SB 500Frame no. 287 418Engine no. 514050/68For further information on this lot please visit the Bonhams website•Believed an older restoration (although possibly original)•Purchased in 2003•Formerly registered in DenmarkDKW was founded in Zschopau in 1919 by Danish engineer Jorgen Rasmussen and built its first motorcycle power unit, a single-cylinder, clip-on engine for bicycle attachment, in 1921. This 122cc motor was a two-stroke, and DKW would remain faithful to this engine type from then on, becoming world leaders in two-stroke design in the 1930s. DKW was Continental Europe's largest motorcycle maker at this time, manufacturing a huge and diverse range of roadsters throughout the 1930s. DKW's two-strokes were the most advanced of their day, featuring, from 1929, Schnuerle-type loop-scavenge engines and others, from 1931, powered by the Herman Webber-designed 'split-single' engine that would bring the German marque immense success in racing. Powered by a twin-cylinder two-stroke engine of 494cc producing around 15bhp, the SB 500 was introduced in 1934 and would remain in production until 1939, by which time approximately 19,000 had been built. Other notable features included a three-speed hand-change gearbox, a foot clutch and 'Dynastart' electric starting, the latter one of the first applications of this now virtually universal convenience. Believed an older restoration, although possibly original, this SB500 comes with copies of original Danish registration documents dated August 1936 and May 1959 respectively. Additional documentation includes a magazine article (in German); a election of photographs; copy bill of sale to Peter Bühner dated March 2003; a Danish registration document (issued 1998); and original parts lists (x2). It should be noted that the engine does not turn over and that the battery has leaked acid.• Ancienne restauration, sinon d'origine• Acquise en 2003• Antérieurement immatriculée au DanemarkSupposée avoir fait l'objet d'une restauration ancienne ou peut-être dans son état d'origine, cette SB500 est accompagnée de copies de ses documents d'immatriculation danois datés respectivement d'août 1936 et de mai 1959. La documentation comprend aussi un article de magazine (en allemand), un choix de photos, une copie de la facture de vente à Peter Bühner datée de mars 2003, un document d'immatriculation danois (émis en 1998) et deux listes de pièces de rechange. On notera que le moteur ne démarre pas et une fuite de l'acide de la batterie.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 139
Ideal for BMW's 100th Anniversary celebrations in 2023 1924 BMW 493cc R32Frame no. 2555Engine no. 32588For further information on this lot please visit the Bonhams website•The first BMW motorcycle•One of 3,090 built•Original supplier's plateFollowing the collapse of its aero engine business after WWI, BMW turned to other areas of manufacture, motorcycles among them. BMW's first model, a two-stroke ultra-lightweight marketed as the Flink, was a failure but its next venture was more successful. BMW's General Director Franz Josef Popp had asked designer Martin Stolle to come up with a proprietary power unit and the result was the M2B15, a engine that would be supplied to other manufacturers, such as Victoria, as well as being used to power the BMW-made Helios. Victoria having switched to another supplier, BMW's Chief Designer Max Friz set about producing a motorcycle superior to the Helios and one that would be worthy of carrying the BMW name. Warming to the task of designing motorcycles, a mode of transport he hitherto had despised, Friz and his colleagues Rudolf Schleicher and Franz Bieber drew up the R32, the first really outstanding motorcycle design to emerge after WWI. Launched at the Paris Show in 1923 and the first motorcycle to be sold as a BMW, the R32 featured a 494cc, twin-cylinder, sidevalve engine having horizontally opposed cylinders, and this 'flat twin' layout would forever be associated with the marque. As used in the Helios and supplied to other manufacturers, BMW's M2B15 engine was a 'flat twin' also but one designed for installation fore-and-aft, a layout that made for a lengthy wheelbase and restricted the flow of cooling air to the rear cylinder. Turning the engine across the frame, as seen in the Granville Bradshaw-designed ABC, seemed like a much better arrangement. With the crankshaft now inline, the adoption of an integral gearbox and shaft drive was the logical choice. This new power unit went into a duplex loop frame equipped with leaf-sprung front fork. Weighing 270lb (123kg), the R32 had all of 8.5bhp on tap, which nevertheless was good for a top speed of around 60mph (97km/h).Setting a pattern that endures to this day, BMW's first motorcycle was relatively expensive but superbly engineered and constructed, while the quality of finish was of the highest order. It was an immediate success - some 1,500 leaving the Munich factory in 1924 - and the R32 would continue in production, updated with an internally expanding front brake, until 1926, by which time 3,090 had been built. An older restoration, this R32 was despatched new to Motorradsporthaus Augsburg (proprietor Josef Hauser), who sold it to one Wolfgang Stettner on 29th December 1924. It seems that Stettner was also a motorcycle dealer, but not an official BMW one. The machine comes with a history folder that contains magazine articles (in German); a selection of photographs (one in period); a reproduction parts list; and a BMW Club membership card issued in 1925. Notable features include a German registration plate ('Sb-9313', not necessarily its original); a Glashütten Mühle Tachometer; Bosch headlamp; Bosch horn; and an 'Inh. Jos. Hauser, Augsberg' supplier's plate. It should be noted that the VIN plate attached to the headstock is a replacement probably dating from the late 1920s or 1930s.2023 is the 100th anniversary of BMW motorcycle production, and this R32 represents an exciting opportunity to own an example of the German manufacturer's first ever production motorcycle in the marque's 100th anniversary year.• Première moto de BMW• Une des 3 090 machines produites• Plaque constructeur d'origineAncienne restauration, cette R32 a été expédiée à Motorradsporthaus Augsburg (appartenant à Josef Hauser) qui la revendit un certain Wolfgang Stettner le 29 décembre 1924. Il semble sur Stettner était aussi négociant en motocyclette... For further information on this lot please visit the Bonhams website
Lot 140
c.1925 Mars 956cc Type MA 20 'White Mars' (Weiße Mars)Frame no. 3614Engine no. 2814For further information on this lot please visit the Bonhams website•Legendary German motorcycle•An older restoration•Original supplier's plaqueMars was founded by Paul Reissmann in Nuremberg, Germany in 1873 and commenced production with a range of cast-iron stoves followed by sirens, grinding machines and bicycles. Motorcycle manufacture began in 1903 using proprietary engines supplied by Zedel and Fafnir, and Mars also made cars from 1906 to 1908. Introduced in 1920, the company's most famous model was the legendary 'White Mars' (Weiße Mars), designed by engineer Claus Franzenburg, which was powered by a 956cc horizontally opposed, twin-cylinder, sidevalve engine made exclusively for Mars by Maybach. Unusually, the 'White Mars' featured a box-section frame constructed of welded and riveted steel sheet rather than the almost universal steel tubing. Early examples employed a two-speed, twin-chain transmission while a conventional three-speed gearbox was standardised later and other colours offered. The Mars' high standard of workmanship and finish encouraged sales initially, only for the economic downturn of the mid-1920s forced production to cease for a few years.Towards the decade's end former employees Johann and Karl Müller restarted production of the Mars motorcycle (initially under the 'MA' brand name) and added new models powered by engines supplied by MAG, Sturmey-Archer, JAP and Villiers. Bicycles, mopeds and lightweight motorcycles formed the mainstay of production during the 1930s and the company continued this policy after WW2. Its most successful model of the post-war era was the Mars Stella, a low-slung lightweight powered by Sachs two-stroke engines of various capacities. After more than half a century in production, the Mars factory closed finally closed its gates in June 1958. Of all its many models, it is the 'White Mars' that is the most celebrated; there is an example in the Neue Sammlung international design museum in Munich, Germany, and in the 1980s the model even featured on a German stamp. Several copies have been produced in recent years. This genuine, original 'White Mars' carries an enamel plaque bearing the legend 'Johann & Karl Müller Motor-Fahrzeuge Nürnberg-Doos Sigmund Strasse 17', while there is another plaque on the front mudguard which reads '1928 Walhalla-Fahrt'. An older restoration that has mellowed, the machine is offered with photocopied technical literature, a selection of photographs, magazine articles, an original handbook, and a German Fahrzeugbrief in the name of Erich Frey (issued 1985). It should be noted that the Fahrzeugbrief records the frame number as '1631'. According to the Buhner family, Peter bought the Mars in 1985 from the second keeper, the first owner having owned it until 1979. • Moto allemande de légende• Ancienne restauration• Plaque de fournisseur originaleCette « White Mars » authentique et d'origine porte une plaque émaillée mentionnant « Johann & Karl Müller Motor-Fahrzeuge Nürnberg-Doos Sigmund Strasse 17 » et une autre plaque sur le garde-boue avant indique « 1928 Walhalla-Fahrt ». Anciennement restaurée et affichant une belle patine, la machine est offerte avec de la littérature technique en photocopies, une sélection de photos, des articles de magazine, un manuel d'utilisation d'origine et un Farhrzeugbrief allemand au nom d'Erich Frey (émis en 1985). On notera que le document allemand mentionne le numéro de cadre « 1631 ». Selon la famille Bühner, Peter a acheté la Mars en 1985 à son deuxième propriétaire, le premier l'ayant possédée jusqu'en 1979.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulr... For further information on this lot please visit the Bonhams website
Lot 141
c.1927 Wanderer 748cc 5.4 PS Model HFrame no. 32965Engine no. 50013For further information on this lot please visit the Bonhams website•Rare sporting v-twin•An older restoration•Jaeger speedometer, Bosch headlamp and hornOldest of the four companies that merged in 1932 to form the 'Auto Union' (the others being Audi, DKW and Horch) Wanderer was an established motorcycle manufacturer when it built its first automobile in 1911. 'Wanderer' was the brand name of Winkelhofer & Jaenicke, a bicycle-making firm founded in Chemnitz, Saxony around 1885 and, like those of many of its contemporaries, its first motorised two-wheeler of 1902 was merely a power-assisted cycle. By 1913 the range had expanded considerably and was topped by a 408cc v-twin. Distinguished by their wedge-shaped fuel tanks, these early Wanderer twins were of an advanced specification for their day, boasting bottom-link forks, sprung frames, two-speed hub gears, automatic lubrication and an internal expanding rear drum brake. A 184cc four-stroke lightweight was added to the range after The Great War. This boasted overhead valves and unitary construction of the horizontal engine/gearbox, and Wanderer continued to build a range of similarly advanced designs until the end of the 1920s when motorcycle production ceased, although a range of ultra-lightweights was produced during the 1930s.Also new for 1924 was a 748cc V-twin with four-valve cylinder heads, a design obviously inspired by the single-cylinder Triumph Ricardo. However, Wanderer's v-twin was prone to overheating, leading them to introduce a 708cc version with two valves per cylinder (some sources state that the first (eight-valve) version was 708cc and the later four-valve version 748cc). Both of these hand-built models were expensive to produce; all the more so because Wanderer used their own threads for the fastenings. Survivors are both rare and highly desirable today. An older restoration, this sporting Wanderer v-twin comes fully equipped with a Jaeger 120km/h speedometer, Bosch headlamp and horn, and a sprung pillion seat. There are no documents with this Lot.• Rare V-twin sportive• Ancienne restauration• Compteur Jaeger, phare et avertisseur BoschAutre nouveauté pour 1927, le V-twin est doté de quatre soupapes par cylindre, une solution visiblement inspirée par le monocylindre Triumph Ricardo. Mais le V-twin de Wanderer étant sujet à la surchauffe, la marque introduit une version de 708 cm3 à deux soupapes par cylindre (certaines sources indiquent que la première version à huit soupapes était le 708 cm3 et la dernière à quatre soupapes le 748 cm3). Ces deux modèles fabriqués manuellement étaient coûteux à produire d'autant plus que Wanderer utilisait ses propres filetages pour ses assemblages. Les modèles survivants sont donc aussi rares que recherchés.Ancienne restauration, cette Wanderer sport Modèle H V-twin affiche un équipement complet avec un compteur de vitesse Jaeger 120 km/h, un phare et un avertisseur Bosch et une selle passager suspendue. Aucun document n'est joint à ce lot.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 143
c.1935 Indian 77.21ci Model 402 Four Frame no. 35B10 & 4502Engine no. EA845For further information on this lot please visit the Bonhams website•Iconic American four•'The Duesenberg of Motorcycling'•An older restorationMarketed as the Indian Ace for 1928, the Springfield company's first four-cylinder motorcycle had resulted from its purchase of Ace rights and tooling from Detroit Motors the previous year. The Ace company, although bankrupted twice, had developed a fundamentally sound four-cylinder motorcycle based on William Henderson's original design, and this provided Indian with an opportunity to offer an in-line 'four' with minimal development costs. The Ace was William Henderson's second four-cylinder motorcycle. One of the most charismatic names in American motorcycling history, the Henderson company - founded by Tom and William Henderson in Detroit in 1912 - produced nothing but four-cylinder motorcycles in the course of its 19-year existence. The firm passed into the control of Chicago-based cycle maker Ignaz Schwinn, owner of Excelsior, in 1917 and the Hendersons soon moved on to found the Ace motorcycle company - later taken over by Indian - thereby having a hand in the design of all the major American-built fours. The first Ace four had been offered late in 1919 for the 1920 season and retained the F-head (inlet over exhaust) valve gear of the original Henderson. (Schwinn's Hendersons went 'flat head' for 1920). The 77.21ci (1,265cc) air-cooled inline engine employed splash lubrication and was built in unit with the three-speed, hand-change gearbox. A wheelbase of 59' and a seat height of 29' made for a stable and comfortable ride, while weight was kept down to a commendable 365lbs. By 1926 the reconstituted company was owned by Detroit motors, from which it was bought by Indian in January '27. Having acquired the Ace, Indian made few changes for the next couple of years before beginning to put its own characteristic stamp on the Four, beginning in 1929 with a restyle (Model 401) and following up with a new five-main-bearing crankshaft. Introduced on June 1st 1929 on the Model 402, the latter was the biggest single change made to the motor, which retained the Henderson Ace's basic architecture right up to 1936 when the so-called 'upside down' Model 436 Four was introduced. Production of the Indian Four, 'The Duesenberg of Motorcycling' and America's last four-cylinder motorcycle, ceased in 1942. An older restoration (the engine turns over), this Indian Four features a Dixio carburettor, Corbin speedometer, and a Stuttgart Carmen-Wertag plaque attached to the steering damper. Accompanying paperwork includes photocopied technical literature, a magazine article, and a parts catalogue (modern).• Moto à quatre cylindres emblématique américaine• « La Duesenberg des Motos »• Ancienne restaurationCette Indian « Four » anciennement restaurée est dotée d'un carburateur Dixio, d'un compteur Corbin et d'une plaque Stuttgart Carmen-Wertag fixée sur le frein de direction. La documentation jointe comprend des textes techniques en photocopies, un article de magazine et un catalogue de pièces de rechange (moderne).It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 149
c.1919 ABC Skootamota Frame no. 447For further information on this lot please visit the Bonhams websiteIntroduced in 1919, the Skootamota was the work of engineering genius Granville Bradshaw, creator of the advanced ABC flat-twin motorcycle. Although designed and introduced while Bradshaw was working for ABC, the Skootamota was manufactured and marketed by Gilbert Campling Ltd of London W1. Bradshaw's Skootamota was powered by a 123cc 'exhaust-over-inlet' engine mounted horizontally above the rear wheel, which was driven directly by chain, with the cylinder pointing backwards. Later versions had an overhead-valve engine. Hailed by its maker as 'the dependable little motor-machine that will take you anywhere you want to go in comfort, at little cost and with safety – anywhere, anytime,' the Skootamota lasted into the early 1920s by which time the first ever 'scooter boom' was at an end. An older restoration, this example was purchased at a UK auction (date unknown). Notable features include a Lohmann Werke headlamp, Regina horn, and a 'John M Wilson, Bridgeton, Glasgow' supplier's plaque to the footboard. The machine is offered with hand-written specifications; a selection of photographs; an old UK V5 registration document; and an Oldtimer-Markt magazine article (May 2003) featuring this actual machine. It should be noted that the V5 incorrectly records the frame number as '441'.Ancienne restauration, cet exemplaire a été acquis dans une vente au Royaume-Uni (date inconnue). On notera le phare Lohmann Werke, la trompe Regina et une plaque de vendeur « John M Wilson, Bridgeton Glasgow » sur un repose-pied. La machine est offerte avec un relevé manuscrit de spécifications, une sélection de photos et un ancien document d'immatriculation britannique V5 ainsi qu'un article du magazine Oldtimer Markt de mai 2003 consacré précisément à cette machine. On notera que le document V5 porte le numéro de cadre erroné « 441 ».It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 150
c.1927 Flottweg 183cc Type III FKFrame no. 30182Engine no. 30182For further information on this lot please visit the Bonhams website'The Otto works produced Flottweg machines; the Otto name was used mainly in the late 1920s, when the factory built machines with 293cc and 198cc sv JAP engines.' – Tragatsch. Munich-based Otto-Werke built Flottweg motorcycles from 1921 to 1937 when the factory was sold to BMW. The first Flottweg-branded products were 119cc engines for bicycle attachment. These were followed by the company's own overhead-valve models and then JAP-powered 198cc and 346cc OHV machines from 1928 to 1931. After a break in production, the firm returned with their own 198cc OHV models. Powered by an overhead-valve engine somewhat similar in appearance to that of the AJS 'Big Port', the Flottweg Type III was built in two engine capacities: 169cc (F) and 183cc (FK), the former from 1923 to 1927 and the latter from 1926 to 1929.An older restoration, this Flottweg lightweight was purchased from a Berthold Colberg in 1986. The bill of sale is on file and the machine also comes with a magazine article, various photographs, some photocopied technical literature, and a Flottweg Werk letter to a previous owner (1972). It should be noted that the battery and rear chain guard have been removed, it is assumed for some remedial work.Anciennement restaurée, cette moto légère Flottweg a été acquise auroès de Berthold Colberg en 1986. La facture figure au dossier et la machine est accompagnée d'un article de magazine, de diverses photosgraphies, de textes techniques en photocopie et d'une lettre de Flottweg Werk à un précédent propriétaire (1972). On notera que la batterie et le carter de chaîne secondaire ont été déposés probablement pour une réparation.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 151
c.1933 Stock 298ccFrame no. 15167Engine no. 325For further information on this lot please visit the Bonhams website'The first Stock, a 119cc two-stroke, was made under Evans licence. Entirely new Heuss-designed 173cc, 198cc, 246cc and 298cc models appeared in 1929. Of advanced design with own unit-design three-port two-stroke engines, shaft drive to the rear wheel and double loop frames.' – Tragatsch.Stock motorcycles were manufactured by Stock Motorpflug AG, commencing in 1924 at a factory in Berlin-Niederschöneweide. Already a producer of farm machinery, Stock formed part of the business empire belonging to Richard Kahn. Stock's first designs were lightweights based on models produced by the recently defunct Evans Motor Cycle Company in the USA, and this 119cc machine would continue in production until 1928. Designed by engineer Josef Heuss, an entirely new model was launched that year: the Stock Kardan (shaft) which, as its name suggests, featured shaft drive. Production shifted to another of Kahn's plants soon afterwards; of Jewish descent, Kahn left Stock in 1931 and his erstwhile company folded in 1933 having produced around 30,000 motorcycles. This rare machine from a little-known German make has a over three-speed hand-change gearbox and currently displays a total of 19,710 kilometres on the odometer. There are no documents with this Lot.Cette rare machine provenant d'une marque allemande peu connue est dotée d'une boîte de vitesses à commande manuelle à trois rapports. Elle affiche actuellement 19 710 km au total. Auucn document n'accompagne ce lot.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 152
c.1923 Nimbus 746cc Four Frame no. 319Engine no. N686For further information on this lot please visit the Bonhams website•Purchased in 1998•An older restoration•German registration plateThe result of diversification by the Danish vacuum cleaner manufacturer, Fisker & Nnielsen, the Nimbus motorcycle first appeared in 1919. Unusually, only inline four-cylinder models were built. These were of advanced design, using shaft final drive and pressed steel frames right from the start of production, and pioneered the use of the telescopic front fork in the mid-1930s. The early models featured a distinctive tubular spine frame that doubled as the fuel tank, soon gaining the nickname 'stovepipe'. Motorcycle production was suspended in 1928 to enable the company to concentrate on producing its Nilfisk vacuum cleaners, and when the new Nimbus appeared in 1934 it was with a power unit that showed strong motor-industry influence, being constructed along car lines with integral crankcase/cylinder block in cast iron and a detachable alloy sump. The cast-iron cylinder head was topped by an alloy housing for the single overhead camshaft, which was driven by shaft-and-bevel gears. A single-plate clutch transmitted power to the three-speed gearbox. Foot change for the gearbox, a beefier front fork and larger brakes had been added by the end of the 1930s, but from then on the Nimbus changed little until series production was ended in 1954, once again to free up resources for the vacuum cleaner business. An additional few machines were assembled from spares between 1954 and 1959 but none have been made since then. Production was always on a limited scale but such is the quality of the Nimbus that many remain in service today. An older restoration, this 'stovepipe' Nimbus was purchased at Brooks' Stafford sale in October 1998 (Lot 354) having been offered from a significant continental private collection. At that time the machine was described as 'restored to a high standard many years ago' and presented in 'nicely mellowed' condition. Re-commissioning was advised following a lengthy period of inactivity. Notable features include a German registration plate ('IP-45842') and a Hella acetylene headlamp. Accompanying documentation includes the auction catalogue page, magazine articles, a selection of photographs, some transfers, some photocopied literature, and a reproduction workshop manual and parts lists.• Acquise en 1998• Ancienne restauration• Plaque d'immatriculation allemandeAncienne restauration, cette Nimbus a été acquise à la ventre Brooks de Stafford en octobre 1998 (Lot 354) en provenance d'une belle collection privée européenne. À l'époque, la machine a été décrite comme « restaurée à un niveau de qualité élevé il y a quelques années » et présentée avec une belle patine. Une révision s'impose après une longue période d'inactivité. Ses particularités comprennent une plaque d'immatriculation allemande (« IP-45842 ») et un phare à acétylène Hella. La documentation jointe comporte la page du catalogue de la vente, des articles de magazine, une sélection de photos, quelques décalques, de la littérature en photocopie, un manuel d'atelier et une liste de pièces de rechange en copie.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel r... For further information on this lot please visit the Bonhams website
Lot 153
1894 Hildebrand & Wolfmüller Frame no. 619Engine no. 69Key not requiredFor further information on this lot please visit the Bonhams website•An example of the first ever series production motorcycle•Reputedly the earliest numbered example in existence•Presented in wonderfully untouched conditionThere had been steam-driven 'boneshakers' on both sides of the Atlantic in the 1860s and, of course, Gottlieb Daimler's gasoline-engined Einspur of 1885, but the Hildebrand & Wolfmüller was the first powered two-wheeler to enter series production; indeed, it is the first such device to which the name 'motorcycle' (motorrad in German) was ever applied. (Although a true motorcycle, Daimler's was only ever intended as a test-bed for his high-revving internal combustion engine, and as soon as that was powerful enough he turned his attention to automobiles). Like many of their contemporaries, the Hildebrand brothers, Heinrich and Wilhelm, began by experimenting with steam power before turning to a (two-stroke) gasoline engine, the latter having been developed in partnership with Alois Wolfmüller and his mechanic, Hans Geisenhof. The quartet's next design was a water-cooled, four-stroke parallel twin displacing 1,488cc, which until relatively recent times was the largest power unit ever fitted to a motorcycle. The Hildebrands were in the cycle business so their new engine was mounted in a bicycle frame of the newly developed 'safety' configuration. When this proved insufficiently robust, a more integrated arrangement was devised, based on that of the Hildebrands' defunct steamer, and the name 'motorrad' registered for the new invention, which was patented in January 1894.Steam locomotive practice was further recalled by the long connecting rods directly linking the pistons to the rear wheel, which opened and closed the mechanical exhaust valves via pushrods actuated by a cam on the hub. The latter contained an epicyclic reduction gear and there was no crankshaft flywheel, the solid disc rear wheel serving that purpose. Rubber bands assisted the pistons on the return stroke. Fuel was fed from the tank to a surface carburettor and thence via atmospheric inlet valves to the cylinders where it was ignited by platinum hot tube, as developed by Daimler. The box-like rear mudguard acted as a reservoir for the engine's cooling water, while one of the frame tubes served as the oil tank. The tyres, manufactured under license from Dunlop by Veith in Germany, were the first of the pneumatic variety ever fitted to a motorcycle. Although modern in many respects, the H&W was primitive in others, most notably the brakes, which consisted of a steel 'spoon' working on the front tyre, the application of which automatically closed the throttle. The rider controlled the latter by means of a rotating thumbscrew; there was no clutch, which made starting an athletic procedure, the machine being pushed until it fired, whereupon its rider leapt aboard while simultaneously trying to regulate engine speed. Despite producing only 2.5bhp at 240rpm, the H&W was capable of speeds approaching 30mph, an exciting prospect at a time when powered road transport of any sort was still a novelty. A patent for the design was granted in January 1894 and a new company formed in Munich: Motofahrrad-Fabrik Hildebrand & Wolfmüller. The H&W's announcement was greeted with considerable enthusiasm and plans were drawn up to build a factory on the Colosseum Strasse in Munich to produce it. In the meantime, numerous small workshops manufactured parts for the machine, which was also licensed to the firm of Duncan, Superbie et Cie for manufacture at its plant in Croissy, France where it would be marketed as 'La Petrolette'. Six Petrolettes were exhibited at the first Paris Motor Salon held in December 1895 and by 1896 some 50-or-so had been delivered. Seeking to promote its new product, the company had despatched two machines to Ital... For further information on this lot please visit the Bonhams website
Lot 155
c.1912 FN 498cc FourFrame no. 50459Engine no. 1745 VUFor further information on this lot please visit the Bonhams website•Rare Veteran-era four•The first commercially successful four-cylinder motorcycle•An older restorationLike BSA, La Fabrique Nationale d'Armes de Guerre ('FN', for short) began as a munitions manufacturer, turning to the production of motorcycles in 1900. Today the Belgian company is best remembered for its sensational four-cylinder models, the first of which appeared in 1904 and was first exhibited publicly at the 1905 Paris Cycle Show. Designed by Paul Kelecom, the FN was the world's first practical four-cylinder motorcycle, its smooth and almost vibration-less operation setting it apart from rival singles and v-twins. Advanced for its day, the 362cc air-cooled four featured 'atmospheric' inlet and mechanical (side) exhaust valves, a robust five-bearing crankshaft, individual crankcase oil wells ensuring adequate lubrication for the connecting rods, and reliable Bosch magneto ignition. Shaft final drive was another innovation. Supported on ball bearings, the driveshaft ran inside the right-hand frame member to a bevel gear on the rear axle. At first there was no clutch, the direct-drive machine being started by pedalling away until the engine fired. Two brakes (drum and rim-type) both operated on the rear wheel. The engine was enlarged (to 413cc) in 1906 and again around 1908, on this occasion to 498cc, and in 1911 the factory introduced its own two-speed transmission, similar to that already offered by Horstmann in Britain, which was contained within the drive-shaft housing. An older restoration, this wonderful FN Four features a BA Depose headlamp and a 100km/h speedometer, the latter detached. Included in the accompanying folder is an FN letter dated December 1913 to a Peter Massling regarding machine specifications and prices, and the machine also comes with hand-written notes, some photocopied literature, and a selection of photographs.• Rare quatre-cylindres de l'époque Vétérans• Première moto à quatre cylindres commercialisée avec succès• Ancienne restaurationAncienne restauration, cette magnifique FN quatre cylindres est équipée d'un phare » BA Déposé » et d'un compteur de vitesse gradué jusqu'à 100 km/h (ce dernier démonté). Le dossier joint comprend une lettre de FN datée de décembre 1913 adressée à un certain Peter Massling indiquant les spécifications et les prix des machines et cette moto est accompagnée de notes manuscrites, d'une littérature en photocopie et d'une sélection de photos.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 156
c.1910 FN 247cc SingleFrame no. 31445Engine no. 1470For further information on this lot please visit the Bonhams website•An older restoration•Acquired in 1985•Formerly resident in FranceLike BSA, La Fabrique Nationale d'Armes de Guerre ('FN' for short) began as a munitions manufacturer, turning to the production of motorcycles around 1900. Best known for its sensational four-cylinder models, the first of which appeared in 1905, the Belgian company demonstrated the same innovative spirit in the design of its singles, being among the first to adopt unitary construction of engine and gearbox, permitting the use of geared primary drive. FN produced both chain- and shaft-driven bicycles and soon applied the latter transmission system to its motorcycles. In 1900 the firm's first powered two-wheeler was produced by mounting a clip-on engine in a bicycle frame, and in December the following year the first production model arrived, powered by a 133cc single-cylinder engine. FN's single-cylinder models evolved gradually, growing in size firstly to 188cc before arriving at 285cc in 1913, by which the atmospheric inlet valve had given way to a mechanically operated one. Variable-pulley transmission had been introduced on the belt-driven singles in 1907 but would be superseded by shaft drive in 1910, its introduction coinciding with that of the two-speed gearbox. A beautifully detailed older restoration, this FN single was acquired 1985, as indicated by French export documents on file. Notable features include a WB headlamp and 'A Godifron, Pepinster' supplier's plaque. The machine also comes with a quantity of photocopied literature and a selection of photographs including some showing it undergoing restoration.• Ancienne restauration• Acquise en 1985• En provenance de FranceAnciennement restaurée jusqu'aux moindres détails, cette FN a été acquise en 1985 comme le précisent les documents d'exportation français qui figurent au dossier. On notera la présence d'un phare WB et d'une plaquette du fournisseur « A. Gpdifron, Pepinster ». Cette machine est accompagnée d'une documentation photocopiée et d'une sélection de photos dont une partie illustre les travaux de restauration.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 157
c.1910 FN 285cc SingleFrame no. 32995Engine no. 1837For further information on this lot please visit the Bonhams website•An older restoration•Two-speed gearbox•Pioneer CertificateLike BSA, La Fabrique Nationale d'Armes de Guerre ('FN' for short) began as a munitions manufacturer, turning to the production of motorcycles around 1900. Best known for its sensational four-cylinder models, the first of which appeared in 1905, the Belgian company demonstrated the same innovative spirit in the design of its singles, being among the first to adopt unitary construction of engine and gearbox, permitting the use of geared primary drive. FN produced both chain- and shaft-driven bicycles and soon applied the latter transmission system to its motorcycles. In 1900 the firm's first powered two-wheeler was produced by mounting a clip-on engine in a bicycle frame, and in December the following year the first production model arrived, powered by a 133cc single-cylinder engine. FN's single-cylinder models evolved gradually, growing in size firstly to 188cc before arriving at 285cc in 1913, by which the atmospheric inlet valve had given way to a mechanically operated one. Variable-pulley transmission had been introduced on the belt-driven singles in 1907 but would be superseded by shaft drive in 1910, its introduction coinciding with that of the two-speed gearbox. An older restoration purchased at a UK auction (date unknown), this rare FN single features a two-speed gearbox, pedal-assisted starting by chain, a Lucas acetylene headlamp, and leather tank bags. The machine is offered with the auction catalogue page; a quantity of photocopied literature; a Pioneer Certificate (issued 1982); and an old UK V5 registration document and green logbook (registration 'DS 9455').• Ancienne restauration• Boîte à deux vitesses• Certificat PIoneerAncienne restauration acquise lors d'une vente aux enchères au Royaume-Uni (date inconnue), cette rare FN se caractérise par une boîte de vitesses à deux rapports, un système de démarrage à chaîne assisté par pédalage, un phare à acétylène Lucas et des sacoches de réservoir en cuir. La machine est offerte avec la page du catalogue de la vente, un dossier de littérature en photocopie, un certificat Pioneer (émis en 1982), un ancien document V5 émis au Royaume-Uni et un log book (vert) mentionnant le numéro d'immatriculation « DS 9455 ».It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 158
1907 Vindec Special 5hpFrame no. 11317 (over-stamped)Engine no. 14329For further information on this lot please visit the Bonhams website•Restored by the late Brian Frank•Purchased in 2003•Two-speed hub•Truffault front forkNot to be confused with the British-made Vindec, the Vindec Special was built in Cologne by the Köln-Lindenthaler Metallwerke AG, which also marketed its products - both cars and motorcycles - as 'Allright' (Allreit). Vindec Special was distributed in the UK by the South British Trading Company under the guidance of William 'Billy' Wells, who was later to handle the import and sales of Indian motorcycles with great success in Britain, Europe and the Colonies. The Vindec Special was first exhibited at the 1903 Stanley Show in London. That machine was powered by a 2¾hp Fafnir engine, but by 1907 the 5hp Peugeot v-twin engine had been adopted. The French-made Truffaut leading-link front fork was a notable feature, as was the newly introduced Bosch high-tension magneto. Thanks to Billy Wells' competition successes, and favourable press reports by journalists such as Ixion, who described the machine in glowing terms, the Vindec Special earned itself an enviable reputation. It was in the 1907 Tourist Trophy race on the Isle of Man that the Vindec Special first caught the public's attention, when Billy Wells rode his Peugeot-engined, 5hp v-twin to a distinguished 2nd place in the Twin-Cylinder class behind Rem Fowler's similarly-powered Norton. Another Vindec Special, ridden by J A Dent, finished 4th. Cette Vindec Special découverte à Mapplewell près de Barnsley, en Angleterre, par feu Brian H. Frank, restaurateur réputé de motocyclettes anciennes avait été auparavant utilisée couramment comme moyen de déplacement par un cordonnier de West Riding dans le Yorkshire. Brian Frank arriva juste à temps pour sauver cette machine quelques semaines avant la démolition du bâtiment où elle était entreposée. La Vindec fit ensuite l'objet d'une restauration mécanique et esthétique de haut niveau avec réfection des pièces nickelées et peinture de la machine en gris avec filets et décalques. La machine est équipée d'un moyeu à deux vitesses, d'une fourche Truffault et d'un phare SEM plus un porte-bagages et une lampe arrière cylindrique Lucas.Peter Bühner acheta la machine à la vente Bonhams de la Geeson Brothers Museum Collection à Peterborough en mars 2003 (Lot 237) où elle fut inscrite par la famille Frank. La Vindec qui n'a pas été utilisée depuis sa restauration devra donc être rodée et soigneusement mise au point. Le dossier qui l'accompagne comprend des articles de magazine (en allemand), une sélection de photos et un ancien document d'immatriculation V5 du Royaume-Uni.This Vindec Special was found in Mapplewell near Barnsley, England by the late Brian H Frank, a well known restorer of early motorcycles, and had previously been used as regular transport by a shoemaker in the West Riding of Yorkshire. A timely visit by Brian Frank resulted in this most original machine being rescued only weeks before the demolition of the building in which it was stored. The Vindec was subsequently mechanically restored and cosmetically prepared to a high standard, all brightwork being re-nickelled as necessary and the machine refinished in grey livery with appropriate lining and transfers. The machine is equipped with a two-speed hub gear, Truffault forks and an SEM headlamp, and has a luggage carrier and a Lucas tower rear lamp. Peter Bühner purchased the machine at Bonhams' sale of the Geeson Brothers Museum Collection at Peterborough in March 2003 (Lot 237). Registered to Frank Geeson, the Vindec had not been used since restoration and was said to require the most careful running-in... For further information on this lot please visit the Bonhams website
Lot 159
c.1911 Peugeot Lightweight 332cc (2½hp) V-TwinFrame no. 17010Engine no. 25673For further information on this lot please visit the Bonhams website•Rare Veteran-era Peugeot v-twin•Direct belt drive•Optional Truffault front forkFormerly producers of tools, coffee mills, umbrella spikes and corsetry, Peugeot commenced its long-standing connection with transportation in 1885 when it added cycle manufacture to its portfolio. The second oldest motor manufacturer in the world, the company commenced car production in 1889 with a steam-powered tri-car but soon abandoned steam in favour of the internal combustion engine, building a succession of ever larger automobiles before introducing the first of its famous Bébé light cars in 1900. Also one of the pioneering firms of the French motorcycle industry, Peugeot followed the familiar progression: first adding proprietary clip-on engines to its bicycles before building complete machines of its own manufacture. The first Peugeot was manufactured in 1882; at this time the firm was known as Peugeot Frères but, as more family members joined, changed its name to Les Fils de Peugeot Frères in 1889. In 1902 Peugeot adopted the Werner brothers' layout for a motorcycle, which placed the engine between the two wheels, thus improving weight distribution and handling, though assistance for the engine by means of bicycle pedals would remain a feature for some years to come. Truffault swing-arm suspension was adopted on some Peugeot models for 1904, making them among the world's most advanced.Having hitherto relied on proprietary power units, the firm introduced its own v-twin engine in 1906. Using one of these Peugeot motors, Norton-mounted Rem Fowler won the inaugural Isle of Man TT race in 1907, and the French make featured prominently in the first ever motorcycle race to be held at Brooklands, when on Easter Monday 1908, a brace of Peugeot-powered NLGs finished 1st and 2nd. The works Peugeots were a dominant force in motorcycle racing in the years immediately before and after WWI, thanks to a succession of innovative overhead-camshaft designs by Jean Antoinescu. A wide range of machines was manufactured between the wars, but after WW2 the firm concentrated mainly on the manufacture of two-stroke lightweights, mopeds and, following the Italian lead, scooters.Dating from around 1911, this Veteran-era Peugeot features direct belt drive, magneto ignition, V-block rear brake, leather tool box, and a kerosene headlight, and has the optional Truffault leading-link front fork. The front mudguard carries a plaque that reads: 'Cycles et Motos LA Longine'. An older restoration, the machine is offered with a bill of sale dated 20.8.85, a selection of photographs, and a substantial quantity of photocopied technical and historical literature (mostly in French).• Rare Peugeot V-twin de l'époque Vétérans• Transmission à courroie directe• Fourche avant Truffault optionnelleProduite aux alentours de 1911, cette très ancienne Peugeot se caractérise par sa transmission à courroie, son allumage par magnéto, ses deux cylindres en V, son frein arrière, sa sacoche d'outillage en cuir et son phare à pétrole ainsi que par sa fourche avant Truffault à roue poussée. Le garde-boue avant porte une plaque mentionnant « Cycles et Motos La Longine ».Anciennement restaurée, cette machine est offerte avec une facture de vente datée du 20/08/85, une sélection de photos et un important dossier de littérature technique et historique (la plupart en français).It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completenes... For further information on this lot please visit the Bonhams website
Lot 160
c.1903 Werner 344ccEngine no. 5636For further information on this lot please visit the Bonhams website•Early model from an influential make•An older restoration•Direct belt driveThe 1901 Werner is generally acknowledged as the first powered two-wheeler to carry its engine in the frame where the bicycle's bottom bracket and pedalling gear had been located, and thus is credited as the progenitor of the modern motorcycle. In actual fact, Gottlieb Daimler's Einspur prototype of 1884 had mounted its engine in the same position, as had various other manufacturers prior to Werner. The latter though, was the only firm with the foresight to patent the idea. Paris-based Russian émigrés Michel and Eugene Werner had built their first motorcycle in 1896 by the simple expedient of mounting a single-cylinder petrol engine, designed by Hippolyte Labitte, in front of the steering head of a bicycle, directly above the front wheel, which it drove via a belt. One of the first practical motorcycles, the Werner Motocyclette proved an immediate success and the brothers abandoned their cinematograph business to set up a factory to build it. Harry J Lawson acquired the British rights to the design and in 1900 Werner sold a staggering 1,000 machines. The Werner, however, was not without its shortcomings, not the least of which was the dreaded 'sideslip', a consequence of the design's high centre of gravity, whereupon the hot tube ignition would cause the fallen machine to catch fire. It is not difficult to imagine what an immense step forward the Werners' 1901 design must have seemed. An older restoration of an interesting model, this early Werner features direct drive by belt and has a Wrights saddle and a headlamp of unknown make. Accompanying paperwork includes a brochure, photocopied technical literature, correspondence, and a selection of photographs including pre-restoration images.• Un des premiers modèles d'une marque influente• Restauration ancienne• Courroie de transmission directe Intéressant modèle objet d'une restauration ancienne, cette très vénérable Werner possède une transmission directe par courroie, une selle Wrights et une lampe de marque inconnue. La documentation jointe comprend un catalogue, de la littérature technique en photocopies, de la correspondance et une sélection de photos dont des clichés antérieurs à sa restauration.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 161
c.1904 Peugeot 2½hpFrame no. 5846Engine no. 4588For further information on this lot please visit the Bonhams website•Rare 'La Belle Époque'-era Peugeot•An older restoration•Optional Truffault front forkFormerly producers of tools, coffee mills, umbrella spikes and corsetry, Peugeot commenced its long-standing connection with transportation in the early 1880s when it added cycle manufacture to its portfolio. The world's oldest surviving motor manufacturer, the company commenced car production in 1889 with a steam-powered tricycle but soon abandoned steam in favour of the internal combustion engine. Also one of the pioneering firms of the French motorcycle industry, Peugeot followed the familiar progression: first adding proprietary clip-on engines to its bicycles before building complete machines of its own manufacture. The first Peugeot bicycle was manufactured in 1882; at this time the firm was known as Peugeot Frères but, as more family members joined, changed its name to Les Fils de Peugeot Frères in 1889.Peugeot's first motorcycle – the 'Motobicyclette' – was introduced at the Paris Salon of 1901. Its 1½hp engine was supplied by the Swiss firm of Zürcher & Lüthi (also known as ZL or Zedel) and mounted on the front down-tube ahead of the pedals. Around 1903 Peugeot began manufacturing its own engines, which were mounted within the frame in the Werner position, thus improving weight distribution and handling, though assistance for the engine by means of bicycle pedals would remain a feature for some years to come. That same year, a team of five 3½hp Peugeots competed in the Paris-Madrid race. Truffault swinging-arm suspension was adopted on some Peugeot models for 1904, making them among the world's most advanced.Dating from 1904 and equipped with the optional Truffault front fork, this Edwardian-era Peugeot is one of the first to feature the company's own engine. Displaying the 'PF' (Peugeot Frères) logo, it incorporates an automatic inlet valve and mechanically operated (side) exhaust valve, with lubrication by 'total loss', arrangements typical of the period. An older restoration, the machine also features a Longuemare carburettor, Herm. Remman Germania headlamp, wooden twistgrips, Selecta saddle, and a Hercule horn. Accompanying paperwork consists of a selection of photographs and a quantity of photocopied technical literature (in French).• Rare Peugeot de « la Belle époque »• Ancienne restauration• Fourche avant Truffault optionnelleDatant de 1904 et dotée de la fourche avant « élastique » Truffault en option, cette Peugeot du début des années 1900 est un des premiers modèles équipés d'un moteur maison. Portant l'écusson « PF » (Peugeot Frères), elle est dotée d'une soupape d'admission automatique et d 'une soupape d'échappement latérale commandée et d'un système de graissage à huile perdue, caractéristique de cette période. Anciennement restaurée, cette machine possède un carburateur Longuemare, un phare Herm. Remman Germania, des poignées en bois, une selle Selecta et une trompe Hercule. Elle est accompagnée d'une sélection de photographies et d'une documentation technique sous forme de nombreuses photocopies (en français).It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'&... For further information on this lot please visit the Bonhams website
Lot 162
c.1906 Neckarsulm (NSU) 410cc 3½hp Frame no. 100584Engine no. 5153For further information on this lot please visit the Bonhams website•Early 'NSU' from the Pioneer period•An older restoration•Lohmann's Perfecta headlampYet another motorcycle manufacturer with its roots in the bicycle industry, NSU built its first powered two-wheeler in 1900. The firm had originally been founded in Neckarsulm, Germany by Christian Schmidt to manufacture knitting machines, its initials standing for Neckarsulm Strickmaschinen Union. Zédel proprietary engines were used initially but within a few years NSU was making its own power units and was one of the first manufacturers to fit two-speed transmission. Designed by its late founder's son, Karl Schmidt, the first all-NSU model of 1903 was powered by a 329cc engine rated at 2½hp and would turn out to be a huge success by the standards of the day, in excess of 2,000 being sold up to 1905. A host of different models was introduced up to the outbreak of war, including a range of v-twins in various sizes. The marque established a strong presence in overseas markets, being exported widely throughout Europe and even to the USA. Prior to WWI, NSU ranked second only to Indian among imported makes in the UK. An older restoration, this single-cylinder NSU from the Pioneer period boasts a host of delightful details to include a Lohmann's Perfecta headlamp, P&H rear lamp and a Molnija watch clamped to the handlebars. Accompanying paperwork includes various instruction manuals (in German), a selection of photographs and a quantity of photocopied technical literature.• Très ancienne « NSU » de la période Pioneer• Ancienne restauration• Phare Perfecta de LohmannAnciennement restaurée, cette monocylindre NSU du temps des pionniers possède de savoureux détails d'équipement dont un phare Perfecta de Lohmann, une lampe arrière P&H et une montre Molnija attachée au guidon. Le dossier joint comprend divers manuels d'utilisation (en allemand), une sélection de photos et de la littérature technique en photocopies.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 163
1907 Zedel 200ccFrame no. 20155Engine no. 20770For further information on this lot please visit the Bonhams website•Ulrike Bühner's favourite motorcycle•Purchased in 1991•Extensively campaigned•Pioneer Certificate'While the Swiss parent company Zürcher & Lüthi concentrated on the manufacture of proprietary engines, the French branch supplied complete machines with 2, 2.5, 2.75 and 3.5hp single-cylinder and v-twin engines.' – Tragatsch.Ernst Zürcher made Switzerland's first motorcycle engines in 1896 and three years later entered into a partnership with fellow engineer Hermann Lüthi to create the Zedel marque. Continental European motorcycle manufacturers such as Alcyon, Minerva, Peugeot and Terrot were all users of Zürcher & Lüthi's engines. In 1902 Zürcher & Lüthi open a factory in France to avoid paying import duty on its products, and it was from this plant that the first Zedel motorcycles would emerge. Zedel also built its first car around 1906. Motorcycle production continued for a few more years thereafter before the firm began concentrating on the car side of its business, ceasing in 1925.Bought at a UK auction in November 1991, this single-cylinder Zedel was Ulrike Bühner's favourite motorcycle and was ridden by her on numerous runs and rallies, including the Pioneer Run in the UK. Notable features include Lucas headlamp and acetylene generator and a Yankee bicycle pocket watch. The accompanying history folder's contents include an old UK V5 registration document; a selection of photographs; a quantity of photocopied technical/historical literature; and a Pioneer Certificate issued in 1998.• La moto préférée d'Ulrike Bühner• Acquise en 1991• Souvent utilisée en rallye• Certificat PioneerAcquise dans une vente aux enchères au Royaume-Uni en novembre 1991, cette Zedel monocylindre était la machine favorite d'Ulrike Bühner qu'elle a pilotée lors de nombreuses randonnées et rallyes dont les Pioneer Runs au Royaume-Uni. On notera accompagnant la machine le phare Lucas à acétylène et son générateur et une montre de gousset américaine pour cycliste. Le dossier historique contient un ancien document d'immatriculation britannique V5, une sélection de photos, un ensemble de documents techniques et historiques en photocopies et un certificat Pioneer émis en 1998.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 166
c.1914 Zenith-JAP 5hp Gradua Motorcycle CombinationFrame no. 3829Engine no. 52005For further information on this lot please visit the Bonhams website•Purchased in 1998•Past award-winner at the VMCC's Banbury and Graham Walker Runs•Pioneer CertificateOne of most evocative names in the history of motorcycling, Zenith is perhaps best remembered for its thundering JAP-engined v-twins that dominated Brooklands racing in the 1920s and on two occasions held the World Speed Record. The marque first came to prominence in the first decade of the 20th Century, when its machines adopted designer Fred Barnes' patented Gradua variable gearing system, which altered the gear ratio, within fixed limits, while maintaining constant drive belt tension. First introduced in 1908, the system proved so successful that several organisers banned Zenith machines from hill climbs, a state of affairs that resulted in the marque adopting its famous 'Barred' trademark. Zenith's first v-twin appeared in 1910 featuring a 500cc JAP engine and 'coffee grinder' handle operating the Gradua gear. A variety of proprietary engines was used during the 1920s and '30s before the outbreak of WW2 brought Zenith production to a halt, though a small number of v-twins was assembled after the war. Powered by a 654cc JAP v-twin engine, this example is believed to be the only surviving Zenith Gradua with the countershaft gearbox mounted ahead of the engine, a feature introduced for the 1914 season. The current vendor purchased the Zenith at a UK auction in June 1998, at which time it was said to have been acquired in derelict condition and totally restored in the 1970s by the then owner. 'Kept in superlative condition ever since', it won the VMCC Banbury Run Premier Award six times in succession between 1975 and 1980, and took the Graham Walker Memorial Run Premier Award during the same period. The 1998 catalogue description continues: 'Attention to detail in the presentation of this machine is remarkable, with correct numbers throughout for all components. Amongst the beguiling detailing, there is a correct toolbox, a full carbide lighting set, and the correct Zenith Barred transfer on the rear mudguard. Typical of the care with which this Zenith is presented is provision of correct period sparking plugs for use in static displays. With more modern plugs the Zenith has a good reserve of power, the vendor recalling that on the Banbury Run it was always capable of climbing the notorious Sunrising Hill under its own steam, carrying the rider, with his wife in the single-seater sidecar, when so many machines had to be helped up the acclivity.' An exceptionally fine example of a Veteran-era Zenith is offered with the auction catalogue page; Pioneer Certificate No. 777; starting instructions; a substantial quantity of photocopied technical and historical literature; and an old-style UK green logbook (issued 1974) and UK V5 registration document. It should be noted that the date of first registration is recorded as 1920, this coinciding with the introduction of the Roads Act of 1920, which required local councils to register all vehicles at the time of licensing and to allocate a separate number to each. (Many vehicles, although in existence for several years in some cases, were only registered for the first time after the Act's passing).• Acquise en 1998• Récompensée aux Banbury et Graham Walker Runs du VMCC• Certificat PioneerÉquipée d'un moteur JAP V-twin de 654 cm3, cet exemplaire pourrait être la seule Zenith Gradua survivante dotée de la boîte de vitesses à arbre intermédiaire montée en avant du moteur, une caractéristiques introduite pour l'année 1914. Le vendeur actuel a acheté la Zenith dans une vente aux enchères britannique en juin 1998, date à laquelle il a été dit qu'elle avait été acquise à l'éta... For further information on this lot please visit the Bonhams website
Lot 167
1912 BAT 964cc Model 3 V-twin Motorcycle CombinationFrame no. None VisibleEngine no. 16805For further information on this lot please visit the Bonhams website•'The Pullman Car' of motorcycling •Purchased circa 1992•Pioneer Certificate'By 1908 BAT was known for its comfort and speed, while it met with success at Brooklands where its build suited the track.' – Bacon & Hallworth, The British Motorcycle Directory.Having had his proposals for improvements in motorcycle design rejected by established makers, Samuel Batson set up business in Penge, South East London to build machines incorporating his ideas. That was in 1902, and one of Batson's first products, ridden by F W Chase, soon set a number of records, giving rise to the company's 'Best After Test' slogan, adopted in 1903. Chase's machine was De Dion-powered but BAT soon switched to MMC and later Minerva. A forecar was introduced in 1904. The company was bought by E H Tessier in 1905 and the following year switched to using engines from JAP, Stevens, and Soncin. Single-cylinder and v-twin models were offered, and BAT would come to use JAP power units exclusively after a few years. The Martinsyde company was acquired in 1923 and the firm traded as BAT-Martinsyde until it ceased production in 1925. In 1912 this BAT combination cost £72 10s plus £15 15s for the Phoenix wicker sidecar, and was advertised as 'The Pullman Car' of motorcycling. The machine features a JAP engine; a two-speed counter-shaft gearbox with clutch; and chain final drive. Other notable features include a Middlemore & Lamplugh 10-12 stone saddle, a foot whistle, and a Bosch magneto. Purchased at a UK auction circa 1992 (catalogue page on file), the machine is offered with an old UK V5 registration document; Sunbeam MCC Pioneer Certificate (issued 1982); a magazine article (in French); a selection of photographs; and some photocopied technical literature. (The dating certificate lists the frame number as '144', as does the V5.)• Le « Pullman » de la moto• Acquise vers 1992• Certificat PioneerAcquise dans une vente aux enchères au Royaume-Uni vers 1992 (page du catalogue au dossier), la machine est proposée avec un ancien document d'immatriculation britannique V5, le certificat Sunbeam MCC Pioneer (émis en 1982), un article de magazine (en français), une sélection de photos et de la littérature technique en photocopies. Le certificat de datation mentionne « 144 » comme numéro de cadre, comme le V5, mais il n'a pas été possible de trouver le numéro du cadre au moment de la rédaction de ce catalogue.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 168
c.1914 Triumph 3½hp Motorcycle CombinationFrame no. 215087Engine no. 15461For further information on this lot please visit the Bonhams website•Purchased in 1994•An older restoration•1914 frame, 1911 engine•Two-speed transmissionThe first Triumph motorcycle of 1902 used a Belgian Minerva engine, but within a few years the Coventry firm - originally a bicycle manufacturer founded by German immigrants Siegfried Bettman and Maurice Schulte - was building its own power units. The first of these - a 298cc single-cylinder sidevalve - arrived in 1904. This first engine was not without its weaknesses: pistons and bores wore out quickly and the curious 'tandem downtube' frame in which it was installed broke, but these shortcomings were soon sorted and within a couple of years 'Triumph' was a byword for reliability. The company was soon involved in racing, and the publicity generated by competition success - Jack Marshall won the 1908 Isle of Man TT's single-cylinder class for Triumph having finished second the previous year - greatly stimulated sales. By the outbreak of The Great War the marque's reputation for quality and reliability was well-established, leading to substantial orders for 'Trusty Triumphs' for British and Allied forces. The 3.5hp model first appeared in 1907. Originally of 453cc, its sidevalve engine was enlarged to 476cc in 1908 and finally to 499cc in 1910 before being superseded by the 4hp model in 1914. An older restoration that still presents well, this Lot incorporates a frame dating from 1914 and an earlier (1911) engine. The machine was carrying the UK registration mark 'JS 528' when purchased at a UK auction in April 1994, a registration originally belonging to another Veteran-era Triumph and to which it was not entitled. Notable features include a two-speed transmission with clutch and a Powell & Hanmer lighting set (including the sidecar lamp). Accompanying documentation includes correspondence, the auction catalogue page, a magazine article (in German), and a selection of photographs.• Acquise en 1994• Ancienne restauration• Cadre de 1914 ; moteur de 1911• Transmission à deux rapportsCe lot anciennement restauré, mais resté en très bel état, réunit un cadre daté de 1914 et un moteur antérieur (1911). Cette machine portait l'immatriculation britannique « JS 528 » lorsqu'elle a été acquise dans une vente aux enchères au Royaume-Uni en avril 1994, numéro qui appartenait à l'origine à une autre Triumph de la période Vétérans dans laquelle elle n'était pas classée. Parmi ses caractéristiques intéressantes, on notera une boîte de vitesses à deux rapports avec un embrayage et un équipement d'éclairage Powell & Hammer (comprenant la lampe du side-car). La documentation jointe comprend une correspondance, la page du catalogue de la vente précédente, un article de magazine (en allemand) et une sélection de photos.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 169
1910 Triumph 499ccFrame no. 152521Engine no. 8567For further information on this lot please visit the Bonhams website•Purchased circa 1992•An older restoration•Pioneer CertificateThe first Triumph motorcycle of 1902 used a Belgian Minerva engine, but within a few years the Coventry firm - originally bicycle manufacturers - was building its own power units. The company was soon involved in racing, and the publicity generated by competition success - Jack Marshall won the 1908 Isle of Man TT's single-cylinder class for Triumph - greatly stimulated sales. By the outbreak of the Great War the marque's reputation for quality and reliability was well-established, leading to substantial orders for 'Trusty Triumphs' for British and Allied forces. The 3½hp model first appeared in 1907. Originally of 453cc, its sidevalve engine was enlarged to 476cc in 1908, and finally to 499cc in 1910 before being superseded by the 4hp (550cc) model in 1914. Like rival manufacturers, Triumph were keen to exploit their Isle of Man credentials and added the TT Replica - a stripped-down, single-speed, sports roadster - to the range. An older restoration that has mellowed nicely, this Edwardian Triumph motorcycle was purchased at a UK auction circa 1992 (catalogue page on file). The machine has lost its previous UK registration 'N 5369' and been reregistered as 'BS 8158' (see the old-style UK V5 registration document on file). Other documentation includes a Pioneer Certificate issued in 1981; a selection of photographs; a reproduction manual and catalogue; and a quantity of photocopied technical literature including an instruction manual.• Acquise vers 1992• Ancienne restauration• Certificat PioneerAncienne restauration affichant maintenant une belle patine, cette Triumph de l'époque Edouard VII a été acquise lors d'une vente aux enchères au Royaume-Uni vers 1992 (page du catalogue au dossier). La machine a perdu son ancienne immatriculation britannique « N 5369 » pour être réimmatriculée « BS 8158 » (voir l'ancien document V5 au dossier). La documentation comprend aussi un certificat Pioneer émis en 1981, une sélection de photos, un manuel et un catalogue en reproduction et un dossier de littérature technique dont un manuel d'utilisation en photocopie.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 171
c.1928 Wanderer 196cc Type GFrame no. 187909Engine no. 55905For further information on this lot please visit the Bonhams websiteOldest of the four companies that merged in 1932 to form the 'Auto Union' (the others being Audi, DKW and Horch) Wanderer was an established motorcycle manufacturer when it built its first automobile in 1911. 'Wanderer' was the brand name of Winkelhofer & Jaenicke, a bicycle-making firm founded in Chemnitz, Saxony around 1885 and, like those of many of its contemporaries, its first motorised two-wheeler of 1902 was merely a power-assisted cycle. By 1913 the range had expanded considerably and was topped by a 408cc v-twin. Distinguished by their wedge-shaped fuel tanks, these early Wanderer twins were of an advanced specification for their day, boasting bottom-link forks, sprung frames, two-speed hub gears, automatic lubrication and an internal expanding rear drum brake. A 184cc four-stroke lightweight was added to the range after The Great War. This boasted overhead valves and unitary construction of the horizontal engine/gearbox, and Wanderer continued to build a range of similarly advanced designs until the end of the 1920s when motorcycle production ceased, although a range of ultra-lightweights was produced during the 1930s.An older restoration, this lovely example of Wanderer's 1.5 PS horizontal single boasts a two-speed gearbox and a Weidner, Stegler Co headlamp. Accompanying paperwork includes brochures; a magazine article; an original parts list and instruction manual (in German); and a purchase receipt (undated).Ancienne restauration, ce bel exemplaire de Wanderer à moteur monocylindre horizontal 1 ½ HP bénéficie d'une boîte à deux rapports et d'un phare Weidner, Stegler Co.. Le dossier comprend des catalogues, un article de magazine, une liste de pièces de rechange d'origine et un manuel d'utilisation (en allemand) ainsi qu'un reçu de l'achat (sans date).It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 172
c.1921 Wanderer 4.5PS 616cc V-TwinFrame no. 45002Engine no. 29706For further information on this lot please visit the Bonhams website•Purchased in 1994•An older restoration•Electric headlight and hornOldest of the four companies that merged in 1932 to form the 'Auto Union' (the others being Audi, DKW and Horch) Wanderer was an established motorcycle manufacturer when it built its first automobile in 1911. 'Wanderer' was the brand name of Winkelhofer & Jaenicke, a bicycle-making firm founded in Chemnitz, Saxony around 1885 and, like those of many of its contemporaries, its first motorised two-wheeler of 1902 was merely a power-assisted cycle. By 1913 the range had expanded considerably and was topped by a 408cc v-twin. Distinguished by their wedge-shaped fuel tanks, these early Wanderer twins were of an advanced specification for their day, boasting bottom-link forks, sprung frames, two-speed hub gears, automatic lubrication and an internal expanding rear drum brake. A 184cc four-stroke lightweight was added to the range after The Great War; this boasted overhead valves and unitary construction of the horizontal engine/gearbox. Wanderer continued to build a range of similarly advanced designs until the end of the 1920s when motorcycle production ceased, although a range of ultra-lightweights was produced during the 1930s.This restored 4.5 PS three-speed model was purchased in 1994. The related receipt is on file and the machine also comes with a quantity of photocopied technical literature and a selection of photographs, some showing it undergoing restoration. Notable features include a Glashütten Mühle Tachometer and a Fritz Neumayer Fenag Type ML1 generator, driven by belt from the rear wheel and powering the electric headlamp and horn.• Acquise en 1994• Ancienne restauration• Phare et avertisseur électriquesCe modèle 4, 5 PS à trois vitesses restauré a été acquis en 1994. La facture figure au dossier et la machine est accompagnée d'un ensemble de documents techniques et d'une sélection de photos dont certaines montrent les travaux de restauration. Les équipements les plus notables comprennent un compteur Glashütten Mühle et une dynamo Fritz Neumayer Fenag Type MLI entraînée par courroie depuis la roue arrière qui alimente un phare électrique et un avertisseur.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 173
1919 Wanderer 325cc 2½hpFrame no. 51282Engine no. 30741For further information on this lot please visit the Bonhams website•Technologically advanced design for its day•An older restoration•Original spare parts listOldest of the four companies that merged in 1932 to form the 'Auto Union' (the others being Audi, DKW and Horch) Wanderer was an established motorcycle manufacturer when it built its first automobile in 1911. 'Wanderer' was the brand name of Winkelhofer & Jaenicke, a bicycle-making firm founded in Chemnitz, Saxony around 1885 and, like those of many of its contemporaries, its first motorised two-wheeler of 1902 was merely a power-assisted cycle. By 1913 the range had expanded considerably and was topped by a 408cc v-twin. Distinguished by their wedge-shaped fuel tanks, these early Wanderer twins were of an advanced specification for their day, boasting bottom-link forks, sprung frames, two-speed hub gears, automatic lubrication and an internal expanding rear drum brake. A 184cc four-stroke lightweight was added to the range after The Great War. This boasted overhead valves and unitary construction of the horizontal engine/gearbox, and Wanderer continued to build a range of similarly advanced designs until the end of the 1920s when motorcycle production ceased, although a range of ultra-lightweights was produced during the 1930s.An older restoration, this single-cylinder Wanderer photographs of it in newly restored condition. Other documentation on file includes correspondence (in German); a magazine article (in German); an original parts list; photocopied technical information; and an old German Fahrzeugbrief (issued 1985).• Technique d'avant-garde en son temps• Ancienne restauration• Liste des pièces de rechange d'origineAncienne restauration, cette monocylindre Wanderer s'accompagne dephotos de cette machine récemment restaurée. Les autres documents du dossier comprennent une correspondance (en allemand), un article de magazine (en allemand), une liste de pièces de rechange d'origine, des données techniques en photocopie et un ancien Fahrzeugbrief allemand de 1985.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 174
1913 Wall Auto-Wheel & Lady's Sparkbrook CycleFrame no. 3350Engine no. 3350For further information on this lot please visit the Bonhams website●An older restoration●Purchased in 1994●One of the most affordable entries into the Pioneer RunMotorised attachments for bicycles were first popularised in the Continent but even before The Great War there were one or two British examples, perhaps the best known being the Wall Auto-Wheel. The latter was the work of A W Wall, of Guildford, who offered a proper motorcycle of his own design during 1903/1904, which was later marketed under the 'Roc' name and produced in Birmingham. Wall's prototype Auto-Wheel appeared around 1909 and the first production version in 1912. Powered by a 118cc four-stroke engine, the Wall Auto-Wheel was mounted in its own tubular frame, complete with fuel tank, and fitted alongside the bicycle's rear wheel, endowing the machine with a top speed of around 15mph on the flat ('light pedal assistance' was required to cope with ascents). Output totalled some 1,750 units in 1913 and 10,000 in 1914, 5,000 of which were produced by BSA, production continuing into the mid-1920s. Wall's advertisements listed HRH Prince George of Battenberg and HRH Prince Henry of Russia as satisfied customers.An older restoration attached to a lady's Sparkbrook cycle, this example was purchased at a UK auction in December 1994. The auction catalogue page is on file and the machine also comes with a magazine article (in German) and an old UK V5 registration document. Notable features include a Wrights saddle and Lucas 'King of the Road' warning bell. It should be noted that the acetylene light's lens has been damaged.Ancienne restauration installée sur une bicyclette pour dames Sparkbrook, cet exemplaire a été acquis dans une vente aux enchères au Royaume-Uni en décembre 1994.La page du catalogue est dans le dossier et la machine est accompagnée d'un article de magazine (en allemand) et d'un ancien document V5 émis au Royaume-Uni. On notera une selle Wrights et un timbre avertisseur Lucas « King of the Road ». Machine accessible pour participer au prestigieux Pioneer Run du Sunbeam Motorcycle Club, on remarquera que le verre de la lampe à acétylène a été endommagé.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.
Lot 177
1898 Cudell De Dion 2¼hp Tricycle with 'Lady's Attachment' TrailerFrame no. 532Engine no. 532For further information on this lot please visit the Bonhams website•Rare Veteran-era tricycle•Purchased in 1992•VCC Certificate of Dating•Eligible for The Pioneer Run and Banbury RunOne of the earliest forms of motor transport, the rare Veteran-era tricycle offered here was built by Cudell & Co Motorenfahrzeug-Fabrik of Aachen, Germany to a licensed De Dion Bouton design. The names of De Dion and Bouton are inextricably linked with the pioneer years of the motor car, initially in company with Trépardoux in the building of light steam carriages, the first of which appeared in 1883. In the early 1890s De Dion and Bouton turned their attention to the internal combustion engine, much to the annoyance of Trépardoux who quit in 1894, leaving his erstwhile partners to develop what was, in effect, the first high-speed internal combustion engine. Engineer Bouton's power units developed significantly greater output than their contemporaries from Daimler and Benz, yet matched them for reliability. Small wonder then that De Dion Bouton engines were adopted by many other manufacturers of tricycles, quadricycles and light cars, both in Europe and the United States, influenced no doubt by the success of the flying tricycles in such events as the Paris-Bordeaux and other endurance races. Early 137cc engines ran at speeds of up to 1,500rpm, and the first internal combustion-engined tricycles were built in 1895. The 250cc engine of 1896 developed approximately 1.75hp and made the contemporary Benz engines seem positively antiquated. De Dion Bouton was never a motorcycle manufacturer, although it seems that a few experimental models were made. The company's main contribution to the development of two-wheeled transportation was as an engine supplier. Having started off in 1898 by building De Dion engines and tricycles, Cudell took up production of the De Dion-Bouton 3.5hp voiturette, and in 1904 introduced the first completely new car of its own, designed by engineer Karl Slevogt. Production shifted from Aachen to Berlin in 1905 and the company ceased trading a few years later. Formerly belonging to the Shoosmith family in the UK (where it was registered 'FJT 1') this Cudell tricycle was purchased at a UK auction in November 1992 (catalogue entry on file). Believed to be one of only seven in existence, the machine features a 'ladies attachment': a wicker trailer capable of accommodating a single passenger. In the 1992 auction catalogue it was stated that the then owner's father had purchased the machine in the 1950s and that it participated in the London-Brighton Run up to the 1980s. The vehicle had also been displayed in the National Motor Museum at Beaulieu. Engineer Gary Woodhead had maintained the Cudell, which was described as in 'truly excellent condition' having recently benefited from a complete rebuild of the engine and transmission. An older restoration, the Cudell is fitted with a Deutschland Fahrradwerke lamp and an Ideal Motorrad pump and horn, and carries a VCC dating plaque for 1898. Accompanying documentation includes a selection of photographs; assorted correspondence; photocopied historical and technical literature; an old-style UK buff logbook and V5 registration document; and a VCC Certificate of Dating (issued in 1961) which notes that the original 1¾hp engine had been replaced with a later 2¼hp unit. Remnants of the restored trailer's original wicker body come with the machine.• Rare tricycle de la période Vétérans• Acquis en 1992• Certificat de datation du VCC• Éligible aussi aux Pioneer et au Banbury RunsAnciennement propriété de la famille Shoosmith au Royaume-Uni (sous l'immatriculation FJT 1) ce tricycle Cudell a été acquis dans une vente aux enchères britannique en novembre 1992 (me... For further information on this lot please visit the Bonhams website
Lot 179
1903 Quadrant 3hp ForecarFrame no. 62102Engine no. 1008For further information on this lot please visit the Bonhams website•Purchased in 1996•Formerly part of the Faud Majzub collection•An older restoration•London-Brighton Run participant•Eligible for the Pioneer Run and Banbury RunIn the early 1880s, Walter and William Lloyd patented a pedal tricycle steering mechanism, calling their invention 'Quadrant', a name that would later be applied to complete bicycles, tricycles, forecars and motorcycles. Built at Sheepcote Street, Birmingham, the first of the latter appeared in 1901, making Quadrant one of this country's earliest motorcycle manufacturers. Called the 'Autocyclette', the first Quadrant was little more than one of the firm's bicycles with a proprietary Minerva engine attached to the front down-tube. For 1903 the design was revised, the engine, now Quadrant's own, moving to the conventional 'Werner' position within a new loop frame. Early in 1907 the Lloyds split with fellow board member Tom Silver, Walter going his own way to manufacture the LMC while Silver retained the rights to the Quadrant name and designs. After a relatively brief sojourn in Coventry, the firm returned to Birmingham in 1911. A 1,129cc v-twin was added to the range for 1913 but did not last long, the mainstay of Quadrant's production at this time being a 600cc single. Post-WWI, large-capacity singles of 654cc and 780cc continued to be a fixture of the range, to which was added a 490cc model in 1924. An overhead-valve, twin-port version of the latter was new for 1927, but by now Quadrant was in terminal decline and production ceased in 1928. An older restoration, this handsome Quadrant forecar was purchased at Brooks' Olympia sale in March 1996 (Lot 421). At that time it was stated that the machine had been carefully restored some 30 years previously, following which it spent many years in Australia. It was originally registered as 'CD 109' and for some time formed part of the collection of the late Faud Majzub. Purchased by the then owner in November 1993, the Quadrant was described as original and running and in generally excellent condition, having successfully completed the London-Brighton Run in 1995 'without incident'. A nicely patinated older restoration, the machine has Quadrant's own engine, with 'atmospheric' inlet and side exhaust valves. Drive to the rear wheel is direct from the crankshaft by belt, and there are cycle pedals fitted for 'light assistance' when climbing hills. Other notable features include Dietz sidelights, a Renauds Motos headlamp, and a comfortable sprung chair for the passenger. Accompanying documentation includes the Brooks catalogue page, a VCC Certificate of Date (1903), a selection of photographs, UK C&E Form 386, and a quantity of photocopied literature.• Acquis en 1996• Anciennement dans la Collection Faud Majzub• Ancienne restauration• Participant au Londres-Brighton• Éligible aussi aux Pioneer et au Banbury RunsAnciennement restauré, cet élégant avant-train Quadrant a été acquis à la vente Brooks de mars 1996 à l'Olympia (Lot 421). Lors de cette vente, il a été précisé que la machine avait été soigneusement restaurée quelque 30 ans auparavant après quoi elle avait été conservée plusieurs années en Australie. Immatriculée à l'origine « CD 109 », elle avait fait partie de la collection de feu Faud Majzub. Rachetée en novembre 1993, la Quadrant était alors décrite comme étant d'origine et fonctionnelle et dans un excellent état général et qu'elle avait accompli le London-Brighton Run de 1995 « sans incident ».Montrant une belle patine à la suite cette ancienne restauration, la machine possède un moteur... For further information on this lot please visit the Bonhams website
Lot 180
1935 Morgan Super Sports Threewheeler Chassis no. D 1298 Engine no. MX 4737For further information on this lot please visit the Bonhams website•Desirable Super Sports model•High-performance Matchless engine•Purchased in 1991•Much loved and enthusiastically campaignedIts superior power-to-weight ratio enabled H F S Morgan's humble, three-wheeled cyclecar to outperform many a larger engined four-wheeler, and its maker was not slow to capitalise on his creation's competition potential. A Gold Medal in the 1911 London-Exeter-London Reliability Trial with Morgan himself driving was followed by victory in the inaugural cyclecar race at Brooklands the following year, Harry Martin taking the chequered flag three minutes ahead of the field. Racetrack successes led directly to road-going spin-off in the form of the Grand Prix model, introduced for 1914. The first Aero sports model, inspired by the Grand Prix, followed immediately after WWI. Subsequent technological developments included the fitting of front brakes, operated by hand lever, from 1924 and the adoption of a new chassis - the M-type - on the new Super Sports model in 1928. This new chassis was some 2½' lower than its predecessor and undoubtedly helped Morgans trounce the opposition at the New Cyclecar Club's meeting at Brooklands later that year. In 1931 a conventional three-speeds-plus-reverse gearbox was introduced and the model name abbreviated to simply 'Super Sports', the old two-speed transmission disappearing soon after. Morgan used a variety of proprietary engines over the years, though its favoured supplier was usually J A Prestwich (JAP) of Tottenham, North London, although from the mid-1930s onwards Morgan three-wheelers, like George Brough's superlative motorcycles, were fitted with Matchless v-twin engines in preference to those from JAP. A favourite of Ulrike Bühner, this Morgan was purchased at the RAF Museum, Hendon auction in December 1991. When first purchased the car was so much loved that it even took centre stage in the dining room, the dining table being disassembled to accommodate it! Ulrike used the car on many occasions, including local events, even in the rain.The car is offered with the 1991 purchase invoice; customs documents; an old-style UK buff logbook (issued 1947); an old UK V5 registration document; three 'Oldtimer' events programmes; and numerous other documents and correspondence.Morgan Super Sports à trois roues - 1935Cadre n° D 1298Moteur n° MX 4737•Séduisant modèle Super Sport•Moteur Matchless à hautes performances•Achetée en 1991•Adorée de sa propriétaire ; engagée en course avec passionLe rapport poids-puissance particulièrement favorable des modestes cycle cars à trois roues de HFS Morgan leur permettait de battre des voitures à quatre roues bien plus motorisées, et leur constructeur ne tarda pas à capitaliser sur le potentiel sportif de ses engins. Une médaille d'or décrochée lors de la course de régularité Londres-Exeter-Londres de 1911, avec Morgan lui-même pour pilote, fut suivie de la victoire lors de la première course de cycle cars tenue l'année suivante à Brooklands, où Harry Martin passa le drapeau à damiers avec plus de trois minutes d'avance sur ses concurrents. Les succès sur piste conduisirent directement à dériver une version de tourisme, la Grand Prix, qui fut lancée en 1914. Et le première Aero Sport, inspirée de la Grand Prix, suivit juste après la Première Guerre mondiale. Les développements techniques suivants portèrent sur l'adoption de freins avant actionnés à la main par un levier, en 1924, et par l'adoption d'une nouveau châssis, le type M, sur la nouvelle Super Sport, en 1928. Ce châssis, abaissé de plus de six centimètre... For further information on this lot please visit the Bonhams website
Lot 181
1962 Ford Taunus Transit FK 1250 Fire Tender Chassis no. G7BT 321668For further information on this lot please visit the Bonhams website•First Ford commercial vehicle to use the 'Transit' name•Formerly owned by two municipalities in Germany•Used occasionally by the Bühner family for surfing trips•Much rarer than the equivalent VolkswagenNot to be confused with the Ford Transit introduced in 1965, which had been developed jointly by Ford of Britain and Ford Werke AG of Germany, the German-designed and built FK 1000 of 1953 was the first Ford product to wear the 'Transit' badge. This German-built van started out with a 1.2-litre engine (FK 1000) before gaining a 1.5-litre unit (FK 1250) in 1955, while in 1961 the Ford Werke's existing 'Taunus' brand name was added. Production of the Taunus Transit ceased in 1965 on the introduction of its much better known and considerably more successful namesake. First registered on 21st August 1962, this Ford Taunus Transit was first owned by the Freiwillige Feuerwehr: the voluntary fire brigade of the city of Donauwörth in Bavaria. In 1978 the vehicle changed hands, passing to the nearby municipality of Marxheim, again in Bavaria. The purpose of the vehicle is recorded as Schlauchwagen, literally translated as hose carrier. Presented in remarkably solid but un-restored condition, the Transit is still in its Marxheim Fire Brigade livery, complete with blue light. The odometer reading is 13,629 kilometres and might well be original. The family reports that the van was used on occasion for surfing trips, and surely was and will be a head turner wherever it goes. It is offered with its original German Kraftfahrzeugbrief, recording only the two aforementioned municipalities as owners; an original workshop manual; and a magazine article relating to the model. A much rarer alternative to the ubiquitous offerings from Volkswagen.Ford Taunus Transit FK 1250 de pompiers - 1962Châssis n° G7BT 321668•Premier utilitaire Ford à porter le nom de Transit•Autrefois propriété de deux municipalités allemandes•Parfois utilisé par la famille Bühner pour aller surfer•Bien plus rare que son homologue de VolkswagenA ne pas confondre avec le Ford Transit lancé en 1965 qui avait été étudié conjointement par Ford GB et Ford Allemagne, le FK 1000 de 1953 conçu et fabriqué en Allemagne a été le premier Ford à porter l'écusson Transit. Il fut lancé avec un moteur de 1,2 litre (FK 1000) avant de recevoir en 1955 un 1,5 litre (FK 1250) ; en 1961, le nom de Taunus que Ford Allemagne utilisait déjà lui fut ajouté. La production du Taunus Transit prit fin en 1965 lors du lancement de son homonyme bien plus connu et bien plus couronné de succès.Ce Ford Taunus Transit, immatriculé pour la première fois le 21 août 1962, fut d'abord la propriété de la Freiwillige Feuerwehr, la brigade de pompiers volontaires de la ville de Donauwörth, en Bavière. En 1978, il changea de mains et fut repris par la municipalité voisine de Marxheim, toujours en Bavière. Les archives lui attribuent la fonction de Schlauchwagen, littéralement de transporteur de lances à incendie. Proposé dans un état remarquablement correct mais non restauré, ce Transit porte encore les couleurs de la brigade de pompiers de Marxheim, y compris son gyrophare bleu. Il affiche 13 629 km au compteur, ce qui pourrait bine être son kilométrage réel. La famille dit s'en être parfois servi pour aller surfer ; c'était sûrement un engin sur le passage duquel on se retournait, et ce sera encore le cas, où qu'on aille. Il est proposé muni de son certificat d'immatriculation allemand d'origine, qui ne mentionne comme précédents propriétaires que l... For further information on this lot please visit the Bonhams website
Lot 182
1911 Adler Type K 7/17 PS Phaeton Chassis no. 3653B Engine no. 3532For further information on this lot please visit the Bonhams website•Formerly owned by a son of Adler's founder•In the previous ownership from 1986•Purchased privately in 2002Heinrich Kleyer's Frankfurt-based Adler started out in the 19th Century as a bicycle importer and manufacturer, turning later to the production of motorcycles, cars and the typewriters with which its name is most commonly associated today. A highly respected firm in its native Germany, Adler was already manufacturing automobile components, supplying both Carl Benz and Gottlieb Daimler, when it introduced its first car - a Renault-influenced, De Dion-powered voiturette - in 1900. Shaft drive was an advanced feature, which would be used on all subsequent Adler motor cars, while tiller gave way to wheel steering in 1901. The following year the company began making its own single- and twin-cylinder engines, though by 1910 the range was powered exclusively by fours. By this time designer Edmund Rumpler had departed, but not before he had bequeathed Adler the first German car to feature and in-unit engine and gearbox. Some of Adler's fours were huge - as big as 7.4 litres - one of which was purchased by Kaiser Wilhelm II. Sixes and a straight eight were added to the range in the 1920s and then in 1932 the firm introduced the revolutionary front-wheel drive Trumpf for which it is best remembered. Built from 1910 to 1912, the Type K 7/17 PS model was powered by a 1,788cc inline four endowing it with a top speed of around 60km/h.Purchased privately by Peter Bühner in September 2002, this imposing Adler was in the possession of the previous owner in Frankfurt from 1986. Prior to that the car was the property of Otto Kleyer, a son of Adlerwerke's founder, Heinrich Kleyer. Beautifully finished in dark blue with black mudguards, black leather interior and tan soft-top, the car is offered with assorted correspondence; an original sales brochure from 1910; copy documentation; the German registration document; and an old Fahrzeugpass from the Allgemeiner Schnauferl-Club e.V.Adler Type K 7/17 PS Phaeton - 1911Châssis n° 3653BMoteur n° 3532•Autrefois propriété d'un fils du fondateur d'Adler•Propriété de son précédent détenteur depuis 1986•Achetée en vente privée en 2002Adler, la firme francfortoise de Heinrich Kleyer, a démarré au XIXème siècle comme importatrice et fabricante de bicyclettes, avant de se tourner vers la production de motos, de voitures et de machines à écrire, auxquelles son nom est de nos jours le plus souvent associé. Très respectée dans l'Allemagne qui l'avait vu naître, Adler fabriquait déjà des composants automobiles et fournissait Carl Benz et Gottlieb Daimler lorsqu'elle lança en 1900 sa première voiture, une voiturette inspirée des Renault et équipée d'un moteur De Dion. Elle était assez évoluée, avec sa transmission par arbre qu'on allait retrouver sur les Adler suivantes et, en 1911, son volant de direction en remplacement du levier.L'année suivante, la firme se mit à produire ses propres mono- et bicylindres et, à partir de 1910, uniquement des quatre-cylindres. L'ingénieur Edmund Rumpler, qui quitta par la suite l'entreprise, lui avait créé la première voiture allemande équipée d'un moteur à boîte de vitesses intégrée. Certains de ses quatre-cylindres étaient énormes, jusqu'à 7,4 litres, comme celui qui équipait une voiture achetée par le Kaiser Wilhelm II. Puis la gamme s'enrichit dans les années 1920 de six- et de huit-cylindres en ligne et, en 1932, la marque lança la révolutionnaire Trumpf à traction avant, pour laquelle elle est s... For further information on this lot please visit the Bonhams website
Lot 183
1911 Brennabor Type B 5/12 PS Roadster Chassis no. 1905 Engine no. 1905For further information on this lot please visit the Bonhams website•Successful German light car•One of the collection's favourites•Used frequently for runs and rallies•VCC dated as 1911Like many of its contemporaries, Brennabor started out as a manufacturer of bicycles and motorcycles before turning to automobile production in 1908. Its first automobile was the Brennaborette three-wheeler, which was followed in 1909 by a twin-cylinder Fafnir-engined light car. A wide variety of models was offered up to 1914 before the German firm switched to a one-model policy after the end of hostilities. In the late 1920s other types became available, the most successful of which was the 1.6-litre Type R, some 20,000 being made. Indeed, in its 1920s heyday Brennabor ranked second only to Opel as Germany's largest car producer. Production of motor vehicles ceased in 1933, though that of bicycles and prams continued. During WW2 Brennabor's factory was turned over to armaments production; it was destroyed in an air raid towards the end of the war and the occupying Russians dismantled what was left. Offered here is an example of the Type B 5/12 PS, which was manufactured between 1911 and 1913; it was powered by a 1,328cc four-cylinder engine and had a top speed of around 55km/h. This Brennabor is one of the favourite and most used cars in the collection. Remarkably, the car had resided in the UK for quite some time, as the old -style buff logbook (issued in 1963) bears witness. It is also noted on the logbook that the car was first registered (presumably in the UK) on 6th January 1921, this being shortly after the introduction of the Roads Act of 1920, which required local councils to register all vehicles at the time of licensing and to allocate a separate number to each. (Many vehicles, although in existence for several years in some cases, were only registered for the first time after the Act's passing). The accompanying Veteran Car Club of Great Britain dating certificate was issued in 1950! The previous UK registration was 'DY 398'.Bought at auction by the family, the car presents very well in dark green with black wings, red wheels and red buttoned upholstery, while the attractive sidelights are wired for electricity. Among other activities, Peter and Ulrike Bühner used the car on the 2010 ADAC Deutschland Klassik, the 30th Internationales Oldtimer Treffen in Unna, Germany as well as other local rallies. The car is offered with the aforementioned buff logbook; VCC dating certificate; a later UK V5 registration document; an original sales brochure; three events programmes; and some magazine articles, one of which features this actual car.Roadster Brennabor Type B 5/12 PS - 1911Châssis n° 1905Moteur n° 1905•Voiture allemande légère et appréciée•L'une des favorites de la collection•Souvent utilisée pour des sorties et des rallyes•Datée de 1911 par le VCCComme nombre de ses contemporains, Brennabor fit ses débuts comme fabricant de bicyclettes et de motos avant de se tourner en 1908 vers l'automobile. Sa première voiture fut la Brennaborette à trois roues, qui fut suivie en 1909 d'une voiture légère à bicylindre Fafnir. Cette firme allemande proposait jusqu'en 1914 une large gamme de modèles, avant de se convertir au mono-modélisme une fois le conflit terminé. Puis à la fin des années 1920, on vit réapparaître différents modèles, dont la Type R de 1,6 litre qui est celle qui connut le plus fort succès, avec quelque vingt mille unités produites. De fait, à son apogée dans les années 1920, Brennabor était le deuxième constructeur allemand, derrière Opel. Sa production d'automobiles prit fin en 1933, mais celle des bicyclettes et des lan... For further information on this lot please visit the Bonhams website
Lot 184
1926 Hanomag 2/10 PS Kleinauto 'Kommissbrot' Saloon Project Chassis no. 6307For further information on this lot please visit the Bonhams website•One of the most successful German light cars of its day•One of Peter Bühner's last projects•Offered for restoration•A rare survivorHannoversche Maschinenfabrik AG (Hanomag) was founded in 1846 as a constructor of steam locomotives, and went on to build commercial vehicles, cars, tractors, etc. Hanomag's first motor car was launched in 1925: this was the 2/10 PS two-seater 'Kommissbrot' (literally 'army bread'), so called because its shape resembled that of an army-issue loaf. The 2/10 PS was powered by a rear-mounted 499cc 10hp single-cylinder water-cooled engine, which drove the rear axle by a chain (there was no differential). Keeping weight to a minimum was a design priority, and the first (open) version weighed only 370kg. A closed version followed later. Top speed was around 60km/h. Named 'Zweisitzer Limousine' (two-seat limousine) by the company, the Hanomag 'Kommissbrot' is historically significant as the first German car to be manufactured on a moving assembly line, as pioneered by Ford; in 1927 and 1928 Hanomag were building 80 cars per day. Production ceased after three years when 15,775 had been made, very few of which survive. Despite being the best selling car in Germany at the time, the 'Kommissbrot' did not make any money for Hanomag, which turned to more conventional cars that would help it into financial stability. This charming Hanomag 'Kommissbrot' was one of Peter Bühner's last projects and has not been completed. This is potentially most rewarding project, but interest parties should satisfy themselves with regard to its completeness or otherwise prior to bidding. The car is offered with a cancelled German Kraffahrzeugbrief dating from 1966, an original owner's manual (German language), and numerous magazine articles relating to the model. A very modern looking car for its age, '6307' is one of the very rare surviving 2/10 PS models and is worthy of a place in any important collection.Hanomag 2/10 PS berline Kleinauto 'Kommissbrot' (projet) - 1926Châssis n° 6307•L'une des petites voitures allemandes les plus couronnées de succès en son temps•L'un des derniers projets de Peter Bühner•Proposée pour être restaurée•Une survivante rareLa Hannoversche Maschinenfabrik AG (Hanomag) fut fondée en 1846 pour construire des locomotives à vapeur, puis elle se développa en construisant des véhicules utilitaires, des voitures, des tracteurs, etc. La première automobile de Hanomag fut lancée en 1925 ; c'était la deux-places 2/10 PS dite Kommissbrot, littéralement 'pain de l'armée', à cause de son allure qui faisait penser à une miche de pain de l'armée. Elle était équipée d'un monocylindre de 499 cm3 de 10 ch refroidi par eau et monté à l'arrière, qui entraînait l'essieu arrière par une chaîne, sans différentiel. La priorité avait été donnée à la légèreté et sa première version (découverte) ne pesait que 370 kg. Elle fut suivie d'une version fermée. Leur vitesse maximale était d'environ 60 km/h.Cette Hanomag Kommissbrot, que son constructeur désignait par Zweisitzer Limousine, ou limousine biplace, présente la particularité d'être la première voiture allemande à avoir été montée sur une ligne d'assemblage en mouvement, selon l'exemple donné par Ford. En 1927 et 1928, Hanomag produisait quatre-vingts voitures par jour. Sa fabrication cessa au bout de 15 775 exemplaires, dont très rares sont ceux qui ont survécu. Bien qu'ayant été en son temps la voiture qui se vendait le mieux en Allemagne, la Kommissbrot ne fit pas gag... For further information on this lot please visit the Bonhams website
Lot 185
1910 Delage 10HP Voiturette Chassis no. 238ER32 Engine no. G1 2534For further information on this lot please visit the Bonhams website•Lightweight sporting voiturette from a premier French make•Formerly part of the Lips Collection•Purchased in 2004Production of the first Delage cars commenced at Courbevoie-sur-Seine in 1905, its earliest efforts being powered by a single-cylinder, De Dion-type engine. Early production was concentrated on light cars, and Delage enjoyed some considerable success in contemporary voiturette racing. Delage were to use other proprietary engines from such manufacturers as Chapuis Dornier and Ballot before manufacturing their own engines for all models. Their 10hp models were powered variously by De Dion and Ballot.The Bühners purchased this sporting 10hp Delage at a Bonhams' Henley-on-Thames sale on 16th July 2004 (Lot 261). A compact two-seater voiturette, the Delage was offered from the Lips Collection, which had acquired it in 1969 from the previous Marseille-based owner, who described the car then as 'en parfait état entièrement restaure'. The two-seater coachwork, with individual bucket seats and buttoned black upholstery, is finished in maroon with black wings, complemented by red coachlines. Correct period Edwardian accessories include Phares Besnard brass acetylene headlamps with magnifying lenses and oil side lamps from the same manufacturer. The car is powered by a four-cylinder, monobloc engine featuring a Claudel carburettor and Bosch ZA4 magneto. The chassis is equipped with cable brakes and semi-elliptic suspension all round. Other notable features include includes a wood-rimmed steering wheel, a three-speed, right-hand change gearbox and compact rear boot, while the dashboard is equipped with an OS brass clock and matching 0-100km/h speedometer. The 2004 catalogue description concluded: '...this sporting and potentially quick Edwardian .....will be ideally suited to VCC events, VSCC competition or gentle exercise with the Light Car & Edwardian Section of the latter club.'Delage Voiturette 10hp - 1910Châssis n° 238ER32Moteur n° G1 2534•Voiturette sportive légère d'une marque française de premier plan•Autrefois membre de la Collection Lips•Achetée en 2004Les premières Delage furent construites à partir de 1905, à Courbevoie ; elles étaient équipées d'un monocylindre de type De Dion. Delage, qui se consacrait exclusivement à la production de voitures légères, connut de remarquables succès dans les courses de voiturettes d'alors. La marque utilisa d'autres moteurs achetés à des constructeurs tels que Chapuis Dornier et Ballot avant de produire ses propres moteurs pour l'ensemble de ses modèles. Ses 10hp étaient équipées de moteurs De Dion ou Ballot.Les Bühner ont acquis cette sportive Delage 10hp lors de la vente organisée par Bonhams le 16 juillet 2004 à Henley-on-Thames (lot 261). Cette courte voiturette à deux places était proposée par la Collection Lips, qui l'avait achetée en 1969 à son précédent propriétaire, un Marseillais qui la décrivait comme 'en parfait état, entièrement restaurée'.Sa carrosserie à deux places, équipée de sièges séparés et de garnissages noirs ornés de boutons, est de couleur bordeaux avec des ailes noires et des filets rouges. Parmi ses accessoires, bien de son époque edwardienne, figurent des projecteurs à acétylène en laiton munis d'une lentille de diffusion et des feux latéraux à huile, le tout de fourniture Phares Besnard. La voiture est équipée d'un quatre-cylindres monobloc muni d'un carburateur Claudel et d'une magnéto Bosch ZA4. Son châssis est muni de freins à câbles et de ... For further information on this lot please visit the Bonhams website
Lot 186
1900 De Dion-Bouton 6hp Vis-à-Vis Brooklyn Motorette Chassis no. 102 Engine no. 11705For further information on this lot please visit the Bonhams website•Rare American-built De Dion•Acquired for the Bühner Collection in 1996•Past participant in the London-Brighton Veteran Car Run•Science Museum dating certificateThe names of De Dion and Bouton are inextricably linked with the pioneer years of the motor car, initially in company with Trépardoux in the building of light steam carriages, the first of which appeared in 1883. In the early 1890s De Dion and Bouton turned their attention to the internal combustion engine, much to the annoyance of Trépardoux who quit in 1894, leaving his erstwhile partners to develop what was, in effect, the first high-speed internal combustion engine. By 1901, De Dion-Bouton was one of the largest volume manufacturers of automobiles in the world. Early De Dions were rear engined and of the vis-à-vis type – where the passengers sat facing the driver – but from 1902 onwards the firm began to adopt what would become accepted as the conventional layout for a motor car. Kenneth Skinner was the man behind the marketing of a De Dion-Bouton inspired product in the USA under the Motorette name. A very large percentage of the Skinner car was built in the USA, many of the parts being cast with 'NY' next to their numbers, while most of the aluminium castings had Motorette cast into them. Sadly, demand was not as strong as that in Europe, and despite a variety of prompt revisions, including larger engines, the company seems to have failed within a year. It is estimated that only a few hundred cars were built, and there are a few survivors dotted around the USA in prominent collections. This particular Motorette was purchased for the Bühners' collection at auction in 1996 from Bonhams. The car carried the age-related UK registration number 'BS 8080' and had been used for the London-Brighton Veteran Car Run in 1995, with subsequent participations in 1996 and 2000. Attractively finished in blue with lighter blue coachlines, blue leather seating and contrasting black leather mudguards, the car is offered with a dating certificate from the Science Museum; an older V5 registration document; assorted correspondence; some technical literature; and a 1999 Rallye des Ancetres programme. Please note that the dating certificates states ca. 1900 as the year whereas the engine number denotes a car from 1902.De Dion-Bouton Motorette 6hp Vis-à-Vis Brooklyn - 1900Châssis n° 102Moteur n° 11705Une des rares De Dion construites aux Etats-UnisAcquise pour la Collection Bühner en 1996Ancienne participante au London-Brighton Veteran Car RunCertificat de datation émis par le Science MuseumLes noms de De Dion et de Bouton sont indissociables des premières années de l'automobile ; ils se complétaient à l'origine de celui de Trépardoux, pour la construction de petits véhicules à vapeur dont le premier apparut en 1883. Au début des années 1890, De Dion et Bouton s'intéressèrent au moteur à combustion interne, au grand dam de Trépardoux, qui se retira en 1894, laissant ses anciens associés développer ce qui était le premier moteur rapide à combustion interne. Dès 1901, De Dion-Bouton était l'un des plus gros constructeurs automobiles du monde. Les premières De Dion avaient leur moteur à l'arrière et offraient des sièges en vis-à-vis, avec les passagers assis face au chauffeur, mais à partir de 1902, la marque se convertit à ce qui allait devenir l'architecture conventionnelle des automobiles.Kenneth Skinner est un homme qui a promu aux Etats-Unis l'idée d'une voiture inspirée des De Dion-Bouton, nommée la Motorette. Une très forte proportion des voitures de Skinner furent constru... For further information on this lot please visit the Bonhams website
Lot 187
1901 Dürkopp 7hp Rear-entrance Tonneau Motorwagen Chassis no. 117For further information on this lot please visit the Bonhams website•Rare early survivor of a relatively short-lived make•One of a believed two survivors from 1901•Formerly part of a private collection in its home town of Bielefeld•Part of the Bühner Collection since 2002•London-Brighton Veteran Car Run participantProducers of (mainly) industrial sewing machines, the Dürkopp company still exists today as Dürkopp-Adler. Dürkopp's origins date back to 1867 when Nikolaus Dürkopp started his sewing machine business in the German city of Bielefeld, a centre for bicycle manufacture. Dürkopp owned another plant in Graz, Austria, and in the 1880s both factories began producing bicycles to meet the Europe-wide boom in this form of transportation. The firm's first automobile followed in 1898. Constructed along Panhard lines, these first Dürkopps featured front-mounted vertical twin-cylinder engines, final drive by chains, and wheels of unequal size. A much smaller car with a rear-mounted engine was on offer in 1899, featuring tandem seating and wire wheels. Motorcycle production commenced around 1901. Dürkopp's range expanded and by 1903 consisted of some five models ranging from an 8PS twin to a 40PS four, while a six-cylinder car was shown for the first time that year. In Britain the importer F Watson marketed Dürkopps under the 'Watsonia' brand name. By 1914 Dürkopp had produced a succession of large-capacity fours, the ultimate being the 13-litre Type DG of 1912, but these sold in limited numbers, prompting the introduction of new smaller models known as the 'Knipperdolling' range. After WWI, the firm concentrated mainly on medium-size cars of around 2 litres, plus a small number of larger types. Production of cars ceased in 1927 but commercial chassis continued to be available for a few more years. Production of motorcycles had ceased in 1914 and would not resume until 1949, Dürkopp's most famous product of the post-war period being the immensely successful Diana scooter. This rare early Dürkopp automobile has been part of the Bühner Collection since 2002, having previously formed part of a private collection in its native Bielefeld, where it was also on loan for a period of time to the local history Museum. It is believed that before then the car had survived many years of barn storage, and numerous photographs attest to its remarkably original condition prior to its sympathetic restoration. The car even comes with a copy of its original Bielefeld registration from 1902, with the number 'X530'.While in the custody of Peter and Ulrike Bühner the car participated successfully in many events, among them the London to Brighton Veteran Car Run in 2004, 2007 and 2008 (programmes on file). It is believed that only one other Dürkopp from 1901 survives.Dürkopp Motorwagen 7hp Tonneau à entrée par l'arrière - 1901Châssis n° 117•Rare survivante des débuts d'une marque qui dura assez peu•Une des supposées deux survivantes depuis 1901•Autrefois membre d'une collection privée dans sa ville natale de Bielefeld•Membre de la Collection Bühner depuis 2002•Participante du London-Brighton Veteran Car RunLa société Dürkopp, aujourd'hui Dürkopp-Adler, fabrique des machines à coudre, essentiellement pour l'industrie. Ses origines remontent à 1867, lorsque Nikolaus Dürkopp démarra sa production de machines à coudre dans la ville allemande de Bielefeld, connue pour ses constructeurs de bicyclettes. Il possédait aussi une usine en Autriche, à Graz, et ces deux usines se mirent dans les années 1880 à fabriquer des bicyclettes pour satisfaire l'explosion de ce mode de déplacement que connaissait l'E... For further information on this lot please visit the Bonhams website
Lot 188
1914 Rochet-Schneider 15hp Series 11000 Open Drive Landaulet Chassis no. 11936For further information on this lot please visit the Bonhams website•A quality car from one of France's premier makes•An older restoration (photographs available)•Beautifully detailed interior•Acquired by the Bühners in 2007Based at Chemin-Feuillat in Lyon, Rochet-Schneider was one of Les Grands Marques of the Edwardian period in France. The firm was so called because it was initially run by the Rochets, father and son, together with Théophile Schneider, a member of the eponymous armaments manufacturing family. Originally bicycle manufacturers, Société Anonyme des Établissements Rochet-Schneider built its first automobile in 1894 and in 1901 at the Paris Salon exhibited two cars of Panhard configuration. However, by this time the most advanced type of car was the German Mercedes, so for 1903 the Lyonnaise cars were redesigned along Mercedes lines. From the introduction of that year's 20/22hp model, Rochet-Schneider's reputation as the builder of strong, fast cars grew rapidly. The issue of The Autocar for 11th April 1903 reported that Rochet-Schneiders had finished first and second at Nice, 'over some of the most difficult roads it was possible to select...' and then won an ACF 100-miles non-stop certificate. Despite having risen to become one of the most respected motor manufacturers in France, the company was sold in 1904 and 'Rochet-Schneider Ltd' set up in London. This successor company would ultimately prove a failure and in 1907 went into liquidation. At this point Théophile Schneider returned to reclaim the company bearing his name, setting up a subsidiary, 'Carburateurs Zenith', soon afterwards. Under Schneider's direction the firm returned to producing high quality cars and commercial vehicles, concentrating exclusively on the latter from 1932. In 1951 Rochet-Schneider was bought by erstwhile rivals Berliet. This most impressive Rochet-Schneider Type 11000 is powered by a 2.6-litre four-cylinder sidevalve engine driving via a three-speed gearbox. The car was purchased by the Bühners at the Rétromobile sale in 2007, having resided prior to that in Switzerland. According to the catalogue description, the car had been first registered on 2nd August 1914 and was imported into Switzerland in 1963 by a certain Ernst Schmid, a motoring historian. At that time the car was in rolling chassis form as it had been converted into a pickup truck in the 1950s. The Rochet had been treated to a comprehensive restoration while in the hands of the previous owner, which included sourcing a period-correct landaulet body from the UK. Amazingly, the body fitted the chassis without needing any alterations. A photographic record of the restoration is on file and the car still presents very well with only some minor signs of ageing. The interior is beautifully appointed and features many charming details such as a speaking tube, button-backed cord upholstery, armrest cushions, and a vanity unit with clock, while the driving compartment is trimmed in black leather. The car is offered with a dating certificate from the Veteran Car Club of Great Britain; the aforementioned restoration photographs; the older catalogue description; customs documents; assorted literature; and a Récépissé de Declaration de Mise en Circulation de Véhicule a Moteur.Rochet-Schneider Série 11000 Landaulet découvert de 15 ch - 1914Châssis n° 11936•Voiture de qualité fabriquée par une marque française de premier plan•Autrefois restaurée (photos disponibles)•Intérieur magnifiquement aménagé•Achetée par les Bühner en 2007Rochet-Schneider, installé Chemin-Feuillat à Lyon, était l'une des grandes marques françaises de la Belle époque. La firme tirait son nom de l'association ent... For further information on this lot please visit the Bonhams website
Lot 189
1929 Morris Commercial 15.9hp R-Type Country Bus Chassis no. R2893 Engine no. R23744For further information on this lot please visit the Bonhams website•Typical British country bus of the Vintage period•Purchased at a Bonhams & Brooks auction in December 2000•Older restorationThe nascent Morris Motors had offered a commercial derivative of its first passenger car, the Oxford, prior to WWI but it was not until the early 1920s that a serious attempt was made to grab a slice of the light van market. In 1923 the acquisition of the factory previously belonging to E G Wrigley Ltd, onetime component suppliers to Morris, enabled the company to expand into the heavier commercial market, with P G Rose as designer. Morris Commercial Cars Ltd was formed and introduced its first model, the one-ton T-type, in May 1924. Like the Morris vans, the T-type relied on passenger car components, including the contemporary Oxford's 13.9hp engine. Morris Commercials found favour, particularly with the General Post Office (Royal Mail); indeed, such was their success that production expanded to the former Wolseley works at nearby Adderley Park. By the end of the 1930s Morris Commercial Cars Ltd was Europe's largest manufacturer of commercial vehicles. This delightful 30cwt Model R carries country bus-style coachwork typical of vehicles operated by coach proprietors in almost every village in the days before motor car ownership became common. Unlike the earlier car-based vans, the R-Type (introduced in 1928) was powered by a purpose-built commercial vehicle Z-Type engine of 2.8 litres and had a four-speed gearbox. Four-wheel brakes were optional. A version with a longer wheelbase was introduced in 1930, which was powered by larger engines and had four-wheel brakes as standard. By the time R-Type production ceased in 1933 a total of 17,745 had been built.This example of the 'Middleweight Champion' was purchased by Peter and Ulrike Bühner at Bonhams & Brooks' Olympia sale in December 2000 (Lot 1891), at which time it carried the UK registration 'DS 7653'. An older restoration, it would be ideal for film and television work, not to mention attending events such as the Goodwood Revival. Offered with an old-style UK V5 registration document.Morris Commercial Country Bus Type R de 15,9 ch – 1929Châssis n° R2893Moteur n° R23744•Autobus campagnard typiquement britannique de l'ère Vintage•Acheté en décembre 2000 lors d'une vente aux enchères de Bonhams & Brooks•Anciennement restauréMorris Motors, dès ses débuts, proposa avant même la Première Guerre mondiale une version utilitaire de sa première voiture particulière, l'Oxford, mais ce ne fut qu'au début des années 1920 que la firme s'attaqua sérieusement au marché des utilitaires légers. En 1923, l'acquisition de l'usine de la E. G. Wrigley Ltd, un ancien fournisseur de Morris, permit à la marque de prendre pied dans le domaine des utilitaires lourds, avec comme ingénieur P. G. Rose. La Morris Commercial Cars Ltd fut alors créée et elle lança en mai 1924 son premier modèle, le Type T d'une tonne. De même que les fourgons Morris, le Type T reprenait des composants de voitures particulières, dont le moteur de 13,9 ch de sa contemporaine l'Oxford. Les Morris Commercial furent appréciés, en particulier des services postaux, et leur succès fut tel que leur production dut faire aussi appel aux anciens ateliers de Wolseley, son voisin d'Adderley Park. A la fin des années 1930, la Morris Commercial Cars Ltd était le plus gros constructeur d'utilitaires de toute l'Europe.Ce délicieux Model R de 1,5 tonne est carrossé en autobus campagnard, dans le plus pur style des véhicules qu'exploitaient les compagnies de transport dans quasiment tous les villages à une époque où ... For further information on this lot please visit the Bonhams website
Lot 191
1903 Haynes-Apperson 7½hp Twin-cylinder Runabout Chassis no. 792For further information on this lot please visit the Bonhams website•Rare early survivor of a once prominent American make•Formerly part of the Imperial Palace Hotel Collection in Las Vegas, Nevada•Acquired for the Bühner Collection in 2001•Past participant in the London-Brighton Veteran Car RunThe Haynes-Apperson marque originated in 1893 when Elwood P Haynes, a senior employee of the Indiana Natural Gas and Oil Company, visited the Riverside Machine Works in Kokomo, Indiana to ask its proprietors, the Apperson brothers, for assistance in building an automobile. Haynes would later (falsely) claim that his was America's first automobile. For the next few years Messrs Haynes and Apperson continued with their existing employment, and it was not until 1898 that the Haynes-Apperson Automobile Company was formed. Automobiles of 7/8hp with a choice of two, four or six seats were soon leaving the Riverside Machine Works. Demand was strong right from the outset and the factory was soon running 24 hours a day. Haynes-Apperson cars were soon setting new long-distance records, their achievements somewhat embellished by Haynes. According to the Standard Catalog of American Cars: 'There was no doubt, however, that the Haynes-Apperson was a fine automobile; it won a blue ribbon in the Long Island Endurance Run and two first prizes in the New York-Rochester Endurance Contest in 1901.' Haynes and the Appersons parted company that year, the latter to build their own Apperson automobile while Haynes continued with Haynes-Apperson before dropping the name of his erstwhile collaborators in 1905. Haynes cars grew in size and complexity - the company introduced a 6.0-litre V12 in 1916 - but so did the firm's financial difficulties, and in September 1924 its creditors fled for bankruptcy. It was a sad end to a marque that had consistently built cars of quality. This rare early Haynes-Apperson was formerly in the renowned collection belonging to the Imperial Palace in Las Vegas, Nevada, where it was purchased in 1981 from one John L Skaff. According to copy correspondence on file, Ralph Englestad, the then owner of the Imperial Palace, used the car to participate in the London-Brighton run in 1982 or 1983. The car features a 3,120cc twin-cylinder engine producing some 7½ horsepower, which drives via a four-speed gearbox. Top speed is around 50km/h. The Bühners have owned the Haynes-Apperson since circa 2001 and participated with it in the Ibbenbürener Schnauferl-Treffen in 2001 and the London-Brighton Veteran Car Run in 2002 (programmes on file). The car is offered with an old Nevada Certificate of Title, a quantity of correspondence, and Dutch registration documents.Haynes-Apperson Runabout 7½ ch bicylindre - 1903Châssis n° 792•Rare survivante d'une de premières voitures d'un ancien important constructeur américain•Autrefois membre de la Collection de l'Imperial Palace Hotel de Las Vegas (Nevada)•Acquise pour la Collection Bühner en 2001•Ancienne participante du London-Brighton Veteran Car RunLa marque Haynes-Apperson a pris naissance en 1893 lorsque Elwood P. Haynes, un des responsables de l'Indiana Natural Gas and Oil Company, se rendit à la Riverside Machine Works de Kokomo (Indiana) pour demander à ses propriétaires, les frères Apperson, de l'aider à construire une automobile. Haynes proclamera par la suite, à tort, que c'était la première voiture américaine. Pendant les années qui suivirent, ces messieurs conservèrent leur activité professionnelle et ce n'est qu'en 1898 que la Haynes-Apperson Automobile Company fut fondée. Des voitures de 7/8 ch avec au choix deux, quatre ou six places ne tardèrent pas à sortir des usines de Riverside. Elles rencontrèrent dès l... For further information on this lot please visit the Bonhams website
Lot 315
* JAMES MCBEY (SCOTTISH 1883 - 1959),YACHT STATION, YARMOUTHwatercolour on paper, signed, inscribed and dated 1920image size 19cm x 29cm, overall size 43cm x 58cm Mounted, framed and under glass. Note: Born in Aberdeenshire in 1883, McBey began his career as a self-taught artist. Originally a banker by trade, by 1910 he had built up the artist confidence to pursue his art on a full-time basis - travelling throughout Europe, North Africa and America. In 1912 he travelled to Morocco with the artist James Kerr Lawson, and incorporated watercolours into his oeuvre. During the First World War McBey was commissioned as a war artist, travelling widely throughout the Middle East. In his later years, McBey lived primarily near Tangier in Morocco, although spent the final three years of the Second World War in America. After the war, he returned to live in Tangier but regularly returned to Britain and the United States. He died in Tangier, Morocco in 1959.
Lot 317
* JEKA KEMP (SCOTTISH 1876 - 1967),BELLAGIOwatercolour on paper, signed, titled and dated 1908image size 16cm x 23cm, overall size 31cm x 37cm Mounted, framed and under glass.Note: Jeka Kemp was born in Bellahouston, Glasgow where she began her artistic training before continuing in London and later at the Academie Julian in Paris between the years 1903-4. Kemp had her first solo exhibition in Scotland around the year 1907 and is known to have exhibited at the Macindoe’s Gallery in Glasgow regularly between 1910 to 1914. Kemp lived in Paris at 49 Boulevard Montparnasse and in 1922 her "La Liseuse" was catalogued as painting number 1 in Le Salon D'Automne and for a prolonged period, she was regularly exhibiting and socialising with many of the titans of European 20th-century art. La Liseuse was sold again at John Nicholson's (Surrey) lot 422 31.10.2018 for £1600 and in 2006 "French Harbour Scene" a small watercolour was sold at Lyon & Turnbull (Edinburgh) for £1900 (lot 1, 26.05.2006) Kemp's reputation was recognised internationally, and her work was bought by the French Government on several occasions and this interest encouraged the artist to exhibit at the Marcel Bernheim in Paris and the Galerie de la Librairie de la Press in Nantes. Kemp also continued to exhibit in her native Scotland throughout her career. Her work is held in a number of eminent private collections across Europe.
Lot 333
GEORGE SMITH RSA (SCOTTISH 1870 - 1934),A RURAL SCENEmixed media on board image size 30cm x 39cm, overall size 49cm x 58cm Mounted, framed and under glass.Label verso: Painted by George Smith RSA, Certified by Jessie Smith, his Sister, 1935.Note: George Smith was born on 2nd February 1870 in Mid Calder, a village formerly in the county of Midlothian. He attended George Watson's Boys College in Edinburgh from October 1882 and his formal training as an artist commenced at The Trustees Academy (Edinburgh) in 1885. At the age of nineteen Smith travelled to Antwerp to train under Verlat at Academie Royale des Beaux-Arts d'Anvers. After returning to Edinburgh he enrolled at the Royal Scottish Academy Life School where his fellow students included Samuel J Peploe and Robert Brough. Smith won the Keith Prize (1894) for the best painting by a student of the Life School at the RSA Annual Exhibition. George Smith had his first painting accepted for the RSA Annual Exhibition in 1888 when he was only eighteen years of age and probably uniquely had at least one painting accepted every year for the rest of his life. A total of 122 entries were accepted at the Royal Scottish Academy (RSA) until his death on 26th November 1934 and in 1935 a further five were exhibited. He also exhibited 87 paintings at the Royal Glasgow Institute (RGI) between 1892 and 1935. His work was also exhibited at Royal Academy (London), in Liverpool at The Walker Art Gallery, at Manchester and at the Royal Hibernian Academy in Dublin. He also exhibited abroad including at Rome (1911) and at The Munich International Exhibition in 1912. In an issue of "The Studio" in 1908 it stated "in every important art centre from St Petersburg to Paris his work is favourably known". George Smith's considerable commercial success was probably why his style and subject matter of horses or cattle in association with man in a rural environment changed little during his career.
Lot 426
SIR GEORGE HAYTER (BRITISH 1792 - 1871),PORTRAIT OF JOHN EVELYN DENISONoil on board, inscribed label versoimage size 33cm x 27cm (oval), overall size 51cm x 43cmFramed. Handwritten label verso. Note: One of the sketches for 'The Meeting of the First Reformed Parliament' 1836, now in the National Portrait Gallery. Denison was subsequently Speaker of the House of Commons.
Lot 46
A collection of sparkplugs and related tins and boxes,including Bosch, Champion, Beru, NGK, Oleo, First American, Lodge, KLG, AC, Garner, Blue Crown, Sphinx, Marchal, Rejax, Sauser and others.Collection of bougies, de boîtes et d'emballages dont Bosch, Champion, Beru, NGK, Oleo, First American, Lodge, KLG, AC, Garner, Blue Crown, Sphinx, Marchal, Rejax, Sauser et divers. QtyLot to be sold without reserve.For further information on this lot please visit Bonhams.com
Lot 3054
A collection of 17 postcards of Brighton, all relating to wounded soldiers during the First World War, the majority relating to the 2nd Eastern General Hospital on Dyke Road. Provenance: the estate of the Late Rendel Williams.Buyer’s Premium 29.4% (including VAT @ 20%) of the hammer price. Lots purchased online via the-saleroom.com will attract an additional premium of 6% (including VAT @ 20%) of the hammer price.
Lot 3044
A large stamp collection in albums plus loose with Great Britain 1840 1d black 4 margins used, 1d reds used (100s), decimal mint issues, presentation packs Australia kangaroos from 1913 mint and unused, Australian States and world first day covers (2 boxes).Buyer’s Premium 29.4% (including VAT @ 20%) of the hammer price. Lots purchased online via the-saleroom.com will attract an additional premium of 6% (including VAT @ 20%) of the hammer price.
Lot 3179
PHOTOGRAPHS. Two leather-bound albums compiled by Reginald Augustus Studd, containing approximately 83 mounted albumen and machine-print photographs, leaves 30cm x 40cm, the majority relating to Eton College, or Continental views and national costumes, but also including two views of a royal procession, a photograph of cricketers and a photograph of the Hawa Mahal in Jeypore (Jaipur), India. Note: Reginald Augustus Studd was an English first-class cricketer and from a noted cricketing family. The albums bear his initials on the upper covers.Buyer’s Premium 29.4% (including VAT @ 20%) of the hammer price. Lots purchased online via the-saleroom.com will attract an additional premium of 6% (including VAT @ 20%) of the hammer price.
Lot 3026
A police theme UK stamp collection in eight albums with stamps, postmark, first day covers special cancellations, signed covers from early to modern.Buyer’s Premium 29.4% (including VAT @ 20%) of the hammer price. Lots purchased online via the-saleroom.com will attract an additional premium of 6% (including VAT @ 20%) of the hammer price.
Lot 3005
Two albums containing Falkland Islands dependencies British Antarctic Territory covers, from 1946-1980s, including British Antarctic Territory £1 red and black on 1969 first day cover, South Georgia, South Shetlands, and postmarks.Buyer’s Premium 29.4% (including VAT @ 20%) of the hammer price. Lots purchased online via the-saleroom.com will attract an additional premium of 6% (including VAT @ 20%) of the hammer price.
Lot 3052
A collection of 25 postcards of parades, processions, performances and parties in the Brighton and Hove area, including photographic postcards titled 'Mr & Mrs Chater Lea Entertain Our Brave Heroes at Cransley Lodge… 1916', 'Crowning the First Temperance Queen, Brighton', 'St Peters Annual Garden Party… 1907', 'The Pageant of Brighton, 1928' and 'Masonic Garden Party, Royal Pavilion 19.7.06'. Provenance: the estate of the Late Rendel Williams.Buyer’s Premium 29.4% (including VAT @ 20%) of the hammer price. Lots purchased online via the-saleroom.com will attract an additional premium of 6% (including VAT @ 20%) of the hammer price.
Lot 3172
YACHT RACE. An archive of photographs, letters and correspondence relating to The Sunday Times Golden Globe Round the World Race in 1968-1969 and yachting, including 29 black and white photographs, many mounted on board and 24cm x 36.5cm, including two photographs signed by the winner of the race Robert Knox Johnston and two signed by Sir Francis Chichester, also including typed correspondence on The Sunday Times Golden Globe headed paper with entry conditions, updates and other letters, mostly issued by Robert Riddell, but including an a.l.s. by Bernard Moitessier and a later t.ls. regarding a voyage to Pitcairn Island. Note: Robert Knox-Johnston was the only one of the nine entrants to complete the race, becoming the first man to sail single-handed and non-stop around the world.Buyer’s Premium 29.4% (including VAT @ 20%) of the hammer price. Lots purchased online via the-saleroom.com will attract an additional premium of 6% (including VAT @ 20%) of the hammer price.
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